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 3 1822 00786 5991 
 
 APPLETON'S ILLUSTRATED JIAILWAY GUIDE 
 
 IS TIIK OFFIflAL 
 
 OHGAN OF THE EAILWAY COMPANIES. 
 
 IT CONTAINS 
 
 A LARGE STEEL PLATE MAP, representing tlio Railways in actual oporation 
 througliout the United States and the Canadas. 
 
 OVER SEVENTY MAPS delineating the most important Railways througliout 
 tho United States and the Canadas ; together with stations, distances, &e. 
 
 THROUGH ROUTE MAPS, representing the principal through routes to and 
 from New York, Boston, Philadelphia, Baltimore, Wheeling, Pittsburgh, Cincin- 
 nati, St. Louis, Chicago, Detroit, Toledo, Cleveland, Buffalo, Niagara Falls, Roches- 
 ter, Albany, &c., &c, ".. '■ ' ■ . 
 
 A TIME INDICATOR, showing tho difftlrence of tiiiio between the different cities 
 of the United States, with illustrations. 
 
 A MONTHLY ACCOUNT of Railways and their Progress. 
 
 A MONTHLY ACCOUNT of New Inventions. 
 
 AN I N D EX of Upwards of 2000 of tho Principal Towns, Cities, and Villages through- 
 out the United States, situated upon Railways, 
 
 IMPORTANT HINTS TO TRAVELLERS, Caution against ticket swindling. 
 
 Advice in reference to luggage, hacks, itc, &c. 
 
 A GAZETTEER OF THE UNITED STATES, arranged under the separate 
 maps, corrected from month to month. 
 
 RAILWAY TIME TABLES, corrected semi-monthly, under the direct supervision 
 of the Railway Companies. 
 
 A GUIDE TO THE PRINCIPAL HOTELS. As much attention is given to 
 this depiirtment, the travelling community can depend upon its accuracy. 
 
 D. APPLETON & Co., Publishers. 
 
 No. 346 & 848 Broadway, New York. 
 
 For Sale by all the principal Periodical and News Agents, and at all the Bookstores, 
 and by all tho boys who sell papers, &c., upon the cars throughout the United States and 
 Canadas. 
 
 I^T" APPLETON'S EAILWAY GUIDE contains nearly .300 pages. 
 
 Sold at the low price of 25 cents per copy.
 
 ' UNIVERSITY OF CAUFORNIA SAN D^ 
 
 3 1822 00786 5991 
 
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 THE BOOK 
 
 OF THE 
 
 §xai ^ailluair Ctlcbrations 
 
 OF 1867, 
 
 EMBRACING A FULL ACCOl'XT OF THE OPENING OF THE 
 
 OHIO & MISSISSIPPI, AND THE MARIETTA & CINCINNATI RAILPvOADS, 
 
 AND THE NORTHWESTERN VIRGINIA BRANCH OF THE 
 
 BALTIMORE AND OHIO RAILROAD, 
 
 HISTORIES AND DESCRIPTIONS OF THE SAME; 
 
 AND AN 
 
 ACCOUNT OF THE SUBSEQUENT EXCURSION 
 
 TO BALTIMORE, WASHINGTON AND NORFOLK, 
 
 AND THE EECEPTIOXS AND EXTERTAINMEXTS THERE OF THE STATE 
 
 AUTHORITIES OF OHIO, AND THE MUNICIPAL REPRESEX- 
 
 TATIVES OF ST. LOUIS, CINCINNATI AND CIIILLICOTHE. 
 
 By AVM. PRESCOTtJ smith. 
 
 WITH NUMEROUS ILLUSTRATIONS. 
 FIRST EDITION. 
 
 NEW YORK: 
 D. APPLETON & CO., 346 and 348 Broadway. 
 
 1858.
 
 
 ,VP 
 
 Entered according to the Act of Congress, in the year eighteen hundred and fifty-eight. 
 
 By WILLIAM PEESCOTT SMITH, 
 
 In the clerk's office of the U. S. District Court of Maryland.
 
 CONTENTS. 
 
 Part Jirst. 
 
 I. — General Preface. 
 II. — Inteoduction. 
 III. — History op the Baltimore and Ohio Railway. 
 
 1. Its Origin by Philip E. Thomas, in 1826. 
 
 2. Serious Legislative Struggles— Washington Branch Road built, 1834. 
 8. Finished to Harper's Ferry— President Thomas retires, 1836. 
 
 4. Hon. Louis McLane, President— Open to Cumberland, 1842. 
 
 5. Hon. Thos. Swann, President— Completed to Wheeling, 1853. 
 
 6. Wm. G. Harrison and Chauncy Brooks, Presidents— Various Connections 
 
 mninleted. niifl the Riiad r.iiiirHv <lpv..lfinfif1 tn it.-; nrpi«».nt. nosit.inn 
 
 NOTICE. — Second Edition. 
 
 In consequence of the unexpected demand for the " Railway Cele- 
 brations of 1857" exhausting the large edition now published, a sec- 
 ond and still larger edition will be issued immediately. 
 
 The Author requests his friends and others who may read the first 
 edition, to advise him at once of any errors in names that may be 
 found in the volume, that they may be corrected in the next edition. 
 
 Address^ 
 
 "W. P. SMITH, 
 
 Baltimoee, Md." 
 N. B— The Price of the fdtiire Editions will be $1 50 per copy. 
 
 % Historical Sketches of the Little Miami and the Central Ohio Railroads. 
 8. Invitations — The Preparations at Baltimore. 
 
 4. The Trip to Baltimore, by the Ohio and Mississippi, Little Miami, CeutrrJ 
 
 Ohio and Baltimore & Ohio Roads. 
 
 5. The Arrival and Reception at Baltimore. 
 
 6. The Grand Banquet at the Maryland Institute. 
 
 7. The Trip to Washington and Mount Vernon — Public Entertainment. 
 
 8. The Trip to Norfolk and Portsmouth, Va., by the Chesapeake Bay — Re- 
 
 ceptions and Entertainments. 
 
 9. Concluding Reflections — The City of Baltimore and Vicinity, 
 t^ Appendix No. 1. 
 
 Appendix No. 2.
 
 
 \o^-
 
 CONTENTS 
 
 |)art Jivst. 
 
 I. — General Preface. 
 
 II. — iNTEODUCXrON. 
 
 III. — History of the Baltimore and Ohio Railway. 
 
 1. Its Origin by Pliilip E. Thomas, in 1826. 
 
 2. Serious Legislative Struggles — Washington Branch Eoad built, 1884. 
 
 3. Finished to Harper's Ferry — President Thomas retires, 1836. 
 
 4. Hon. Louis McLane, President — Open to Cumberland, 1842. 
 
 5. Hon. Thos. Swann, President — Completed to Wheeling, 1853. 
 
 6. Wm. G. Harrison and Chauncy Brooks, Presidents — Various Connections 
 
 completed, and the Road rapidly developed to its present position — 
 
 Historical and Statistical Data. 
 IV. — H16TORY OF TUB Northwestern Virginia Road. 
 V. — History of the Marietta and Cincinnati Road. 
 VI. — History of the Ohio and Mississippi Road. 
 
 1. The Great Cities of the West— Origin of the Rond. 
 
 2. Progress and Completion of the Road — Its Value — Organization, &c. 
 VII. — Grand Opening Excursion and Celebrations of June, 185T. 
 
 1. General Preparatory Arrangements. 
 
 2. Names of Guests of the Ohio & Mississippi Co. 
 
 3. Names of Guests of Baltimore & Ohio and Marietta and Cincinnati Co. 
 
 4. Letters from Guests. 
 
 5. The Trip from Baltimore to Grafton — Description of the Line. 
 
 6. Trip from Grafton through Parkersburg and Marietta to Chillicothe — First 
 
 Grand Reception, at M.arietta — Description of Route continued. 
 
 7. Celebration at Chillicothe — Arrival and Welcome at Cincinnati. 
 
 8. The Celebration at Cincinnati. 
 
 9. Trip from Cincinnati to St. Louis — Description of the Ohio & Mississippi 
 
 Road — Arrival at the Mississippi. 
 10. The St. Louis Celebration. 
 
 JJart Second. 
 
 I.— Grand Railroad Excursion of the St. Louis, Cincinnati and Chillicothb 
 Acthoeities, and others, to Baltimore, Washington and Norfolk, July, 
 1857. 
 
 1. Introduction. 
 
 2. Historical Sketches of the Little Miami and the Central Ohio Railroads. 
 8. Invitations — The Preparations at Baltimore. 
 
 4. The Trip to Baltimore, by the Ohio and Mississippi, Little Miami, Centrr.l 
 
 Ohio and Baltimore & Ohio Roads. 
 
 5. The Arrival and Reception at Baltimore. 
 
 6. The Grand Banquet at the Maryland Institute. 
 
 7. The Trip to Washington and Mount Vernon — Public Entertainment. 
 
 8. The Trip to Norfolk .and Portsmouth, Va., by the Chesapeake Bay— Re- 
 
 ceptions and Entertainments. 
 
 9. Concluding Reflections— The City of Baltimore and Vicinity. 
 \^ Appendix No. 1. 
 
 Appendix No. 2.
 
 ILLUSTRATIONS. 
 
 1. A GENERAL MAP OF THE LINES OPENED. 
 
 2. VIEW OF BALTIMOEE CITY. 
 
 3. THE CAMDEN STATION— BALTIMOEE. 
 
 4. VIADUCT AT THE WASHINGTON JUNCTION. 
 
 5. ELLICOTT'S MILLS. 
 
 6. THE ELTSVILLE BRIDGES. 
 
 7. THE POINT OF ROCKS. 
 
 8. HARPERS FERRY. 
 
 9. VIEW FROM JEFFERSON'S ROCK. 
 
 10. MARTINSBURG STATION. 
 
 11. RESIDENCE OF HON. C. J. FAULKNER. 
 
 12. OLD FORT FREDERICK. 
 
 13. VIEW ON THE UPPER POTOMAC. 
 
 14. CUMBERLAND. 
 
 15. PIEDMONT. 
 
 16. OAKLAND. 
 
 17. DISTANT MOUNTAIN VIEW. 
 
 18. VIADUCTS ON CHEAT RIVER GRADE. 
 
 19. THE CHEAT RIVER VALLEY. 
 
 20. THE KINGWOOD TUNNEL. 
 
 21. GRAFTON JUNCTION. 
 
 22. CHILLICOTHE. 
 2:3. CINCINNATI. 
 
 24. SCENE AT BURNET HOUSE. 
 
 25. TOMB OF GENERAL HARRISON. 
 
 26. VIEW NEAR LAWRENCEBURG. 
 
 27. SCENE ON THE WHITEWATER RIVER. 
 
 28. RAILROAD BRIDGE AT VINCENNES. 
 
 29. ST. LOUIS. 
 
 30. AN EXCURSION TICKET. 
 
 31. RAILROAD STATION AT CINCINNATI. 
 82. PENDLETON, NEAR CINCINNATL 
 
 3.3. MILFORD. 
 
 U. MIAMI RAILOAD BRIDGE. 
 
 85. MORROW. 
 
 36. VIEW ON MIAMI RIVEE. 
 
 87. XENIA. 
 
 88. COLUMBUS. 
 
 89. WHEELING CITY. 
 
 40. MOUNDSVILLE. 
 
 41. THE MONOXGAHEL.V BRIDGE. 
 
 42. THE CAPITOL AT WASHINGTON.
 
 GENERAL PREFACE. 
 
 The author of this record of the Great Railroad Celebrations of 1857, formed 
 one of the army of participants in the celebration of the opening of " The 
 American Central Railroad Line," from Baltimore, Maryland, continnoiisly to 
 St. Louis, Missouri, in June, 1857, and through his official connection with 
 one of the Railroad Companies, was cognizant of the interesting proceedings 
 attending the return visit of the Western guests from St. Louis, Cinciiuiati, 
 Chillicothe, and other cities, to Baltimore and its vicinity in the following 
 month of July, 1857, by the "Great National Route." Looking upon these 
 events — which marked the completion of the shortest and most direct line of 
 communication between the Atlantic seaboard and the great centres of the 
 Ohio and Mississippi Valleys — as of transcending importance, whilst the inter- 
 change of social courtesies between the people of a widely extended section of 
 country was of a marked and impressive character, he proposes to put upon 
 record a detailed account of these celebrations, and a brief general history of 
 the several enterprises which together constitute tlie line in question. lu ful- 
 filling this agreeable task it has been his constant effort to make the book an 
 agreeable as well as a useful addition to the Railroad literature of the day — to 
 present to those who took part La these celebrative ceremonies an interesting 
 daguerreotype, recalling to their memories scenes in which all participated 
 with so miich pleasure, and at the same time to preserve in appropriate con- 
 nection therewith the important facts belonging to the inception, progress, com- 
 pletion and operation of the links of the great chain of railroads which, running 
 nearly on one parallel of latitude, reach from the 76th to the 90th degree of 
 longitude, — constituting the back bone of our railroad system, and vertebrated 
 with an infinity of connections which penetrate and unite to it, and with one 
 another, the congeries of States lying West of the Atlantic and East of the 
 Rocky Mountains. 
 
 The immediate occasion of the June celebration was the completion of 
 tho Oliio and Mississippi Railroad, direct from Cincinnati, on the Ohio, to St. 
 Louis, on " the Father of Waters," — beyond all question one of the most im-
 
 VI GENERAL PREFACE. 
 
 portant lines of comnranication in the country. The Baltimore and Ohio 
 Railroad Company embraced the same opportunity to signalize the completion 
 of the North-Westem Virginia (branch) road from Grafton to Parkersbnrg on the 
 Ohio. The Marietta and Cincinnati Railroad Company, whose valuable work 
 forms the centre link in this chain of roads, also joined in the festival, and 
 celebrated the opening of their line throughout its entire length. The coinci- 
 dence of completing these three important roads at the same time, and thus 
 furnishing the shortest route to the heart of our Republic which can ever be 
 devised, was a happy one. It was eminently appropriate that the occasion on 
 which they joined their hands, and when their Briarean arms first encircled 
 and bound together, with fraternal embrace, the broad belt of country Ijnng 
 between the Atlantic and the Mississippi, should be marked by a joint celebra- 
 tion, a social reunion of those who had labored long and faithfully to secure 
 this great end. These peculiar circumstances, and the magnitude of the inter- 
 ests involved, attracted an unusual degree of attention to the contemplated 
 celebration, which was a particular object of public interest for weeks before 
 its consummation. 
 
 The return celebration, attending the visit of the Western guests to the 
 East, was a sequence of the fonner. It was scarcely less marked in its signifi- 
 cance, and only exceeded in the impressiveness of the attendant circumstances 
 and the warmth of civic and social courtesies to which it gave birth, by the 
 previous demonstration, which must always retain the pre-eminent descriptive 
 title of '' The Great Railroad Celebration." 
 
 The author makes no pretension to literary merit in the preparation of this 
 book. Its object is obviously practical and useful, and in the preservation of 
 these characteristics he has sought only to make it full, complete, correct, and 
 impartial. In preparing it he has availed himself of the kind aid of several 
 friends in different portions of the country, who were participants in one or the 
 other of the Celebrations, or are well informed in relation to the history of the 
 railroad enterprises connected therewith. Among these it is proper that public 
 acknowledgment should be made to the following gentlemen : J. W. Simonton, 
 of New York ; S. W. Ely, of Chillicothe; Victor Smith and M. Halstead, of 
 Cincinnati ; Wm. Dennison, Jr., of Columbus, Ohio ; Charles Gould, of New York, 
 and Edington Fulton and Thos. D. Sultzer, of Baltimore. To the proprietors 
 of that admirable serial. Harper's Weekly, he is also indebted for several of the 
 most effective cuts which illustrate this book.
 
 THE 
 
 EAILWAY CELEBRATIONS OF 1857. 
 
 PART I. 
 
 THE CELEBRATIONS OF THE OPENING OF THE OHIO & MISSIS- 
 SIPPI AND THE MARIETTA & CINCIM^ATI RAILROADS, 
 AND THE NORTHWESTERN VIRGINIA ARM OF THE 
 BALTIMORE & OHIO RAILROAD, WITH HISTO- 
 RICAL AND DESCRIPTIVE ACCOUNTS OF 
 THOSE LINES.
 
 ■f
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857 
 
 CHAPTER I. 
 
 INTKODUCTOKY. 
 
 The student of nature, seeking a true history of the world's material 
 progress, reads in the hills, mountains, valleys, and rivers, boundless 
 pages of surpassing interest, "written with unerring accuracy, by a 
 mightier hand than man's, found in no other book than nature's, nor 
 recorded in the most ancient traditions. "What more curious or fasci- 
 nating than the study of our own continent, and careful reflection 
 upon the history of its remarkable transformations and mutations 
 from the days of creation to the present hour ? And how instructive 
 the lesson thus suggested of His power and wisdom, at whose bidding 
 the great void assumed form, becoming a world of life, animation, and 
 beauty, — a fit home for its monarch, man, made in the image of his 
 Creator. 
 
 lie pronounced the work good when it first came from His hand. 
 Nevertheless, complete as was the divine creation then, perhaps its 
 greatest wonder was that principle of eternal progression — planted 
 alike in humanity and the earth — which, from the first hour to this, 
 lias continually developed both in glorious harmony, so that just as 
 the advancing capacity of man required new and increased fruits of 
 nature's labor, his needs liave all been met and profusedly supplied. 
 1
 
 2 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Nor have these supplies been derived alone through man's successive 
 discoveries of originally existing treasures hidden in the bosura of 
 nature from the beginning. Mother Earth herself, ever busy in 
 nature's laboratory, is continually increasing her stores, or modifying 
 and adapting them to new wants of her children. There can be no 
 doubt that, at some time in the far-distant past, portions of our moun- 
 tain ranges formed the sides of grand basins holding up great inland 
 seas. As the world advanced, and animated creation was like to 
 need more land, these lakes — having accomplished the end for which 
 they were so long imprisoned among the hills — cleft the rocks wliich 
 bound them, and their waters rushed joyously down to the sea, leaving 
 behind great valleys, covered with alluvial, inviting the husbandman 
 to unlock and draw from their bosom richest treasures of luxuriant 
 vegetation. 
 
 Populations follow a similar law. They grow and increase, where- 
 ever located to advantage, until sutliciently developed to fulfil their 
 destiny, and then overflow the bounds Avhieh circumscribed them, 
 pouring the tide of emigration into whatever convenient field boun- 
 tiful nature has provided for its. reception. Mountains and oceans 
 constitute the chief barriers dividing nations from each other, and 
 confining them to particular districts, thus provoking the concentration 
 of effort and active exercise of reasoning and inventive faculties, neces- 
 sary to advancement, and indispensable to a people's preparation for 
 its new duties, when it shall take possession of another and larger 
 sphere of action. 
 
 Pi'ecisely this office was fulfilled for the people of the United States 
 by the Alleghanies, which for a long time interposed a seemingly im- 
 passable barrier between the Atlantic and the great valley of the 
 Mississippi. Our fathers settled upon the seaboard. Bringing with 
 them the intelligence and civilization of the Old "World, they speedily 
 established commercial relations with the nations across the seas. We 
 became, first, a Commercial People. Having thus secured this riglit 
 arm of national prosperity by our residence upon the seaboard. Agri- 
 culture and Manufactures naturally found birth, and enjoyed rapid, 
 liealthy progress. Looking for lands to till, and delving in the bowels 
 of the earth for elements of manufacturing wealth, we gradually 
 pressed inland, until the Alleghanies interposed and checked our patii 
 for a while. A few years more and we became so strong that the 
 waves of population would not be restrained. These rose higher and 
 higher, until a little stream of emigration began to flow down into 
 the beautiful valleys beyond; and then, — how wonderful the change!
 
 GENERAL INTRODUCTION. 8 
 
 In a few brief years, — a space of time almost increilible when we look 
 at the results, — the great West teemed with towns, cities, factories, 
 steamboats, and industrious, busy men, where but now the solitude 
 was scarce!}' broken save by the tempest blast. 
 
 The Ohio, jNIississippi, and their tributaries, coursing through 
 thousands of miles of self-ploughed channels, furnished the settlers, 
 for a while, with satisfactory facilities of communicating with the 
 outer world, exporting their surplus produce, and obtaining needed 
 supfjlies. But in his rapid race for fortune, man alread}^ esteems the 
 pulsations of these arteries of commerce too slow. The Alleghanies 
 themselves have been at last thrown down, and the valleys on either 
 side filled up, so that the locomotive may dash over its iron course, 
 establishing communication between the East and "West, rapid almost 
 as the flash of the magnetic current which speeds its way over the 
 "single track" hung by its side. Marvellous indeed have been the 
 changes thus so briefly sketched, and grandly curious the operations 
 of the law of progress followed by nature and man, as illustrated in 
 these reflections. 
 
 But it is not our purpose to write a treatise on philosophy or morals. 
 We have only paid tribute, in passing, to the wonderful economy of 
 nature and her laws. The subject to Avhich our efforts are addressed 
 is an eminently practical one. We begin it just where our philoso- 
 phizing ended — in Eailroads. K"or is it our design to expand upon 
 the value of these grand highways of commerce and travel. That 
 would be a work of supererogation. Every man, woman, and child, 
 lias hourly experience of it, far more convincing than volumes of 
 written logic. As well labor to prove the importance of breathing, or 
 the value of food in replenishing and invigorating the sources of life. 
 We have all witnessed the prairie Avaste spring into civilization, its 
 bosom gemming with cottages, and brightening with cultivation as 
 soon as the railroad traversed it with life-giving arteries. We 
 have seen the valley blossom like the rose, under the influence of rail- 
 roads, and a thousand barren hills speedily covered with a wealth of 
 verdure, furnishing homes for innumerable happy, prosperous families, 
 where, before, the wild beast found his lair. Time and space are anni- 
 hilated through their agency ; and friends long separated by distance 
 are neighbors once more ; while all the avenues of intelligence, and 
 tlieir recreative powers, are multiplied a tliousand-fold by steam. The 
 man would betray the weakness of an egotist, who, in this day, should 
 presume to enlighten his fellows upon the advantages of railroads.
 
 4 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Perhaps the most general demonstration yet made in the United 
 States, in regard to the rapid development, no less than the general 
 advantage of the Great Railroad System, was that attendant upon 
 the completion and opening of the several lines imiting the Baltimore 
 and Ohio Road — the first begun in America — with the city of St. 
 Louis. The simultaneous completion of the Ohio and Mississippi, the 
 Marietta and Cincinnati, and the Northwestern Vii'ginia Branch of the 
 Baltimore and Ohio Railroads, forming a grand continuous trunk line 
 of nearly six hundred and fifty miles in length, was a fact well worthy 
 of the very enthusiastic celebrations to which it gave rise, and of which 
 we purpose to mai^e an ample record in these pages. 
 
 Ere we proceed to a description of the ceremonies and other events 
 of that occasion, it is proper to give a history of each of the corpora- 
 tions under whose auspices they transpired. Notwithstanding the 
 Ohio and Mississippi Railroad Company, in relation to the excursion 
 itself, is first in order, as the Baltimore and Ohio Company inaugu- 
 rated the first great railroad enterprise in the United States, we begin 
 with its history. In view of tlie fact that this Company was the 
 pioneer in the system of railroad improvements on our continent, it is 
 fit, also, that we should give considerable space to the history of its 
 origin, its early struggles, and its final success.
 
 THE 
 RAILWxiY CELEBRATIONS OF 1857. 
 
 CHAPTER II. 
 
 HISTOPwT OF TUE BALTIMORE AND OHIO EAILKOAD COMPANY. 
 
 Is looking for the origin of this Company and its enterprise, we are 
 carried back as far as the year 1826. At about that period, attention 
 Avas aroused in Baltimore to the fact, that the public works of Penn- 
 sylvania, and the Erie Canal, of New York, had diverted from Balti- 
 more a large portion of the trade she had built up with the West. It 
 is a well-known fact, that long before the steamboat ploughed its wake 
 across Lake Erie, or even a stage route existed between Buffalo and 
 the Ohio or Mississippi valleys, emigration and trafSc had marked a 
 path across the mountains, from Philadelphia and Baltimore to Cin- 
 cinnati and beyond. To Baltimore, especially, this trade became an 
 important element of prosperity and wealth ; but when the Alleghanies 
 were turned by the long circuit of the Lake Shore, she lost the greater 
 portion of that commerce, which Philadelphia and New York found 
 and appropriated. In 1826, Philip E. Tliomas, an intelligent Quaker 
 merchant ])liilanthropist. President of tlie Mechanics Bank of Balti- 
 more, and George Brown — son of the distinguished merchant Alex- 
 ander Brown — a Director in the same institution, took up the subject 
 for careful consideration. The result of their conferences and delibera- 
 tions was the conviction, that unless early and adequate means could 
 bo devised to recover this trade, it would be ultimately lost to their 
 city for ever. 
 
 The proposed Chesapeake and Ohio Canal had been generally 
 looked to by the citizens of Baltimore as the readiest avenue to the 
 recovery of tlieir receding vantage ground ; but that hope failed them 
 in July, 1820, upon the publication of the estimate of its probable cost, 
 made by General Barnard, the French engineer, and his representa-
 
 b GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tions of the formidable difficulties -which lay in its way, by reason of 
 the scarcity of water, and the high elevations over which it ninst ne- 
 cessarily be carried. The citizens generally became satisfied that it 
 could not become of any practicable advantage to Baltimore for the 
 transportation of passengers or merchandise to and from the West, 
 especially with its eastern termination on the banks of the Potomac. 
 Philip E. Thomas, eai'nestly leading in the expression of this senti- 
 ment, at once resigned the position he then held as a commissioner 
 on the part of Maryland in the Chesapeake and Ohio Canal Company, 
 and from that time, in connection with George Brown, devoted his 
 entire energies to the formation of the Baltimore and Ohio Railroad 
 Company. 
 
 The bold creative enterprise of these gentlemen will be the more 
 appreciated when it is remembered that, previous to this time, no rail- 
 road had been constructed either in Europe or America for the con- 
 veyance of passengers, produce, or merchandise between distant points. 
 A few railroads had been constructed in England for local purposes, 
 such as the transportation of coal, iron, and other heavy articles from 
 the mines or places of production to navigable waters; but for general 
 purposes of travel and trade they were still an untried experiment, 
 and so crude was public information on the subject, that the question 
 Lad not been settled whether stationary steam engines or horses would 
 be preferable as the motive power. 
 
 Messrs. Thomas and Brown having collected and carefully studied 
 over valuable information in regard to railroad enterprises in England, 
 obtained through friends then resident abroad, became fully convinced 
 that the future commercial prosperity of Baltimore depended on the 
 early completion of a railroad, which they foresaw could be con- 
 structed to connect that city with the western waters. They accord- 
 ingly invited about twenty-five of the most influential merchants of 
 Baltimore, with some other citizens, to meet them at the residence of 
 Mr. Brown, on tlie 12th day of February, 1S27, "to take into consid- 
 eration the best means of restoring to the city of Baltimore that por- 
 tion of tlie "Westerji Trade which has lately been diverted from it by 
 the introduction of steam navigation and by other causes." 
 
 The meeting assembled, and was well attended by influential capi- 
 talists. Wm. Patterson, Esq., presided, and David Winchester oifici- 
 ated as Secretary. Messrs. Thomas and Brown laid before the 
 gentlemen present, intelligent statements of their researches on the 
 subject of railroads, with facts and figures to establish their superiority 
 over any other mode of conveyance. The following named gentlemen
 
 ORIGIN OF THE BALTIMORE AND OHIO RAILWAY. 7 
 
 were appointed a committee to examine these statements, together 
 with such other facts and experimental data as they miglit be ahle to 
 collect, with instructions to report their opinion thereon, and recom- 
 mend such course as they raiglit deem proper to he pursued : viz., 
 Philip E. Thomas, Benjamin C. Howard, George Brown, Talbot Jones, 
 Joseph W. Patterson, Evan Thomas, John V. L. McMahou. 
 
 The meeting adjourned to meet again on the succeeding Monday, 
 the 19th of February, when a Eeport, comprising thirty-four closely 
 printed pages, was presented by Mr. Thomas, the Chairman of the 
 Committee. It was an able document, which to-day, in view of the 
 wonderful fulfilment of its confident anticipations, may be looked upon 
 almost in the light of prophecy. In honor of the far-reaching sagacity 
 and practical wisdom of its author, and his co-founder of the great 
 work it initiated, we give an extract or two. After presenting and 
 enforcing the duty of Baltimore with regard to the completion of the 
 Tide Water Canal and to securing the ascending and descending trade 
 of the Susquehanna and its tributaries, the report proceeds : — 
 
 " But important as this trade is to Baltimore, it is certainly of minor con- 
 sideration, when compared to the immense commerce which lies within our 
 grasp to the West, provided we have the enterprise to profit by the advantages 
 which om' local situation gives ns in reference to that trade. Baltimore lies 
 200 miles nearer to the navigable waters of the West than New York, and 
 about 100 miles nearer to them than Philadelphia, to which may be added the 
 important fact, that the easiest, and by far the most practicable route through 
 the ridges of mountains which divide the Atlantic from the Western waters, is 
 along the depression formed by the Potomac in its passage tlu-ough them. 
 Taking then into the estimate, the advantages which these important circum- 
 stances afford to Baltimore, in regard to this immense trade, we again repeat 
 that nothing is wanted to secui-e a great portion of it to our city, but a faithful 
 application of the means within our own power. 
 
 " The only point from which we have any thing to apprehend, is New 
 Orleans ; with that city, it is admitted we must be content to share this trade, 
 because she will always enjoy a certain j'ortion of it in defiance of our efforts ; 
 but from a covmtrv of such vast extent, and whose productions are so various 
 and of such incalculable amount, there will be a suificient trade to sustain both 
 New Orleans and Baltimore ; and we niay feel fully contented if we can suc- 
 ceed in securing to ourselves that portion of it which will prefer to seek a 
 market east of the mountains. 
 
 '• Of the several artiScial means which human ingenuity and industry have 
 devised to open easy and economical communications between distant points, 
 tm-npike-roads, canals, and railroads, have unquestionably the advantage over 
 all others. When turnpike-roads were first attempted in England, they were 
 almost \mivcrsally opposed by the great body of the people ; a few entei'prising 
 citizens, however, succeeded, after a sevei-e struggle, in constructing them. The 
 amount of travelling was then so limited, that this means of transportation was 
 found abundantly suHicient for all the exigencies of the then trade of that coun- 
 try ; iu a little time, however, so great was the increase of commerce there,
 
 8 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 (and ■wliicli increase in a great measure resulted from the advantages these 
 roads afforded,) that even the turnpikes in a short time were found insufficient 
 to accommodate the growing trade of the country, and the substitution of 
 canals in the place of roads was the consequence, in every situation where the 
 construction of them was practicable. 
 
 " It was soon ascertained, that in proportion to the increased facilities 
 afforded to trade by the canals in England, was the increase of trade itself, 
 until even this means of communication was actually, in many of the more 
 commercial parts of the country, found insufficient for the transportation 
 required. 
 
 " Railroads had, upon a limited scale, been used in several places in Eng- 
 land and ^\'ales for a number of years, and had, in every instance, been found 
 fully to answer the pui-poses required, as far as the experiment had been made. 
 The idea of applying them upou a more extended scale, appears, however, only 
 recently to have been suggested in that country ; but notwithstanding so little 
 time has elapsed since the attempt was first made, yet we fiud that so decided 
 have been their advantages over turnpike-roads, and even over canals, that 
 already 2,000 miles of them are actually completed or in a train of rapid pro- 
 gress, in Great Britain, and that the experiment of their construction has not 
 in one case failed, nor has there been one instance in which they have not fully 
 answered the most sangiune exjjectations of their projectors. Indeed, so com- 
 pletely has tills improvement succeeded in England, that it is the opinion of 
 many judicious and practical men there, that these roads will, for heavy 
 transportation, supersede canals as eiFectually as canals have superseded turn- 
 pike-roads." 
 
 The report proceeded to show the advantage that canals have in 
 England over a similar system of transportation in tliis country, 
 on account of the milder climate, and the absence of danger from 
 stagnation of water in the canals, existing in this country during the 
 sumtner mouths ; and also from the fact that that country having 
 been so long and densely settled, there is a superior knowledge of the 
 quantity of water they can depend upon from their streams, to supply 
 their canals at all seasons of the year ; whilst it was even then an ad- 
 mitted fact, that many of our mountain streams were every year 
 diminishing in volume, so that no one could tell to what point of 
 declension they might reach thirty or forty years hence. Although 
 the facts with regard to the railroad system, in the possession of the 
 committee, were not as extensive as tliey desired, they declared that 
 they had " gleaned from the documents they examined on the subject, 
 enough to leave no doubt upon their minds that these roads were far 
 better adapted to our situation and circumstances, than a canal across 
 the mountains would be. They therefore recommended that measures 
 bo taken to construct " a double railroad " between the city of Balti- 
 more and some suitable point upon the Ohio River, by tlie n.c«t eligible 
 and direct route, and that a charter to incorporate a company to exe- 
 cute this work be obtained as early as practicable.
 
 REPORT UPON THE PRACTICABILITY OF RAILWAYS. 9 
 
 The Tcport next proceeds to detail the various facts in the posses- 
 sion of the committee, and concludes as follows : 
 
 " The district of country which would mainly depend upon this route for 
 tlie conveyance of its surphis produce, it will he recollected, already contains 
 nearly two millions of inhabitants, that is to say, about one-fifth of the whole 
 population of the United States, whilst the population depending upon the New 
 York Canal is not estimated to be more tlian about one million ; and the re- 
 ceipts from the latter are stated to be as follows : 
 
 "Keceipts for the year 1824 ^UOja] 07 
 
 1825 56G,221 51 
 
 1826 765,000 00 
 
 " There are a great variety of articles, the product of the country west of 
 the Alleghany Mountains, which are now of little value in those countries, on 
 account of the heavy expenses imavoidably incurred in the transportation of 
 them to a port whence they could he shipped to a foreign market. With the 
 facilities afforded by this road many of these articles could not only bear a 
 transportation to Baltimore, but while they would furnish a constant and an 
 increasing supply of freight upon the proposed road, tbe\' would become a 
 source of great wealth to the people of the \\'est. 
 
 " To illustrate the tnith of this assertion, it will only be necessary to refer 
 to the single article of breadstuffs. A barrel of flour, for instance, which would 
 now command five dollars in Baltimore, would not, as an article of export to 
 ihtit market, be worth at AVheeling, on the Ohio River, more than one dollar ; 
 the cost of its transportation from that place by the present means of convey- 
 ance being four dollars. Whereas upon the proposed railroad, the whole 
 expense of transportation from the Ohio River to Baltimore, being estimated 
 to be oidy at the rate of ten dollars per ton, the cost of carriage upon a barrel 
 of flour would then be only one dollar; thus at once would its value, as au 
 article of export, be enhanced in Ohio from one dollar to four dollars per 
 barrel. 
 
 " The expense of conveying cotton upon the proposed railroad from the 
 Ohio River to Baltimore, including all charges, may be estimated at one- 
 quarter of a cent per pound, certainly not more than half a cent per pound ; 
 and coal from the Alleghany Mountains near to Cumberland, including its 
 cost at the pits, could be delivered at Baltimore at from 11 to 12 cents per 
 bushel. Let us then apply this calculation to the other numerous produc- 
 tions of the Western States, and we shall at once be convinced, that there is 
 no scale by which we could venture to calculate the ultimate extent of the 
 trade which would flow into the State of Maryland, upon the proposed rail- 
 road, should its results approach any thing near to our present expectations. 
 
 " No part of the country, included in these estimates, lies nearer, by water, 
 to New Orleans, than ],26o or perhaps 1,500 miles, (and that, it should be 
 recollected, is the only market that could compete with us for this trade,) whilst 
 a large portion of those districts lie 2,000 miles distant from that city. By the 
 estimates here fimiished, it is manifestly clear, that the produce from a large 
 portion of tho.^ countiies can lie delivered at Baltimore, at a less expense of 
 transportation than they possibly can be carried to New Orleans. 
 
 " Admitting the cities of New Orleans and Baltimore to stand in the same 
 relative condition, as regards their claims to this trade, Baltimore, to say the 
 least, might be expected to hold its share ; but we should not lose sight of the
 
 10 GREAT OEIIO AND MISSISSIPPI RAILROAD OPENIXG. 
 
 important foct, that the productions of these extensive regions, excepting only- 
 cotton and tobacco, beuig principally breadstnffs, provisions, and other perish- 
 able articles, cannot be exposed to the deleterious effects of the climate of New 
 Orleans, without the hazard of great iiijury ; hence we find that considerable 
 portions of the flour and provisions which go by the way of the Mississippi, 
 are often so much damaged, as to be rendei-ed unfit for exportation to a foreign 
 market. Many valuable lives are also annually sacrificed to the climate, in 
 the prosecution of the trade upon the Mississippi. What then has Baltimore 
 to fear from New Orleans, in a conflict on equal terms for their trade ? 
 
 " To convince any one that there is no probability that the trade here esti- 
 mated will be likely hereafter to decline, it will only be necessary to observe, 
 that the population upon which the calculations are founded, is rapidly increas- 
 ing every year, and that it must, for several succeeding generations, still con- 
 tinue to increase. The country around the Chesapeake Bay was first settled 
 by Europeans about the year 1632, and in the j-ear 1800 the white population 
 had barely reached as far west as the Ohio River ; that is to say, in 160 years 
 it had advanced westward about 400 miles, or at the rate of two and a half 
 miles per year. There is now a dense population extending as far west as the 
 junction of the Osage River with the Missom-i : which is about 5)00 miles west 
 of the Ohio River at Wheeling ; of course the white population has, within the 
 last thirty years, travelled that distance, or more than thirty miles each year, 
 and is at this time advancing with as great, if not greater impetus, than at any 
 former period ; and according to all probability, if not checked by some un- 
 foreseen circumstances, it will, within the next thirty years, reach the Rocky 
 Mountains, or even to the Pacific Ocean. We have, therefore, no reason to 
 look for any falling off in this trade, but on the contrary, for an increase of it 
 to an extent of which no estimate could now be formed." 
 
 Tlie report was unanimously adopted, and a large edition of it, in 
 pamphlet form, ordered to be published for distribution. On mature 
 consideration, the following resolutions were also adopted by the 
 meeting : 
 
 " Resolced, That immediate application be made to the Legislature of Mary- 
 land, for an act incorporating a joint stock company, to be styled ' The Balti- 
 more and Ohio Railway Company,' and clothing such company with all the 
 powei-s necessary to the construction of a railroad, with two or more sets of 
 rails, from the city of Baltimore to the Ohio River. 
 
 " jRrsolrcd, That the capital stock of said company shall be five millions 
 of doUars, but that the company be incorporated, and provision shall be made 
 by the said act for its organization, upon the subscription of one million of dol- 
 lars to said stock, and that the said company shall have power to increase the 
 capital stock thereof, so far as may be necessary to effect said objects. 
 
 " Rexoleed, That it is expedient and proper in said act, to permit subscrip- 
 tions of stock to the same, to be made by the United States, by States, corpo- 
 rations, or individuals; and to proviile tliat as soon as the said act shall have 
 been passed by the Legislature of Maryland, subscription books shall be open- 
 ed, subscriptions received, the company organized, and the said road con- 
 structed, so far as it may lie within the limits of the State of Maryland ; and 
 that the assent of the Legislatures of Tenusylvaaia and Virginia to the said 
 act shall be obtained as speedily as possible,' but shall be made necessary only 
 .=o far as in constructing tiie said road it shall be found necessary to pass 
 through their respective States."
 
 FIRST APPLICATION FOPv A UAILROAD CHARTER. 11 
 
 Tlio following gcntleinen were appointed a committee to prefer an 
 ai)plication to tlio Legislature of Maryland for an act of incorpora- 
 tion : — 
 
 Charlks C'arroll, of Carrollton, Philip E. Thomas, 
 
 "Wh.LIAM rATTERSON, WiLLIAJl LoRMAX, 
 
 Isaac McKiM, Gkorgi'; Warner, 
 
 KoBERT Oliver, Bexjajiix C. Howakh, 
 
 ClIAS. RlDGELY, of HaiDptOll, SoLO.MOX ElTIXO, 
 
 Thomas Tenant, W. W. Taylor, 
 
 Alexander Brown, Alexander Fridge, 
 
 Joitx McKiM, Jr., . James L. Hawkins, 
 
 Talbot Jonf.s, John B. Morris, 
 
 Jajies Wilson, Lnivi: Tiernan, 
 
 Thomas Ellicott, Alexaxder McDonald, 
 
 George IIoekjian, Solo.mon Birckhead. 
 
 AN'lLLIA-M SXEUART, 
 
 Of this coininittee there are now living only four, viz.: Thomas 
 Ellicott, Philip E. Thomas, Benjamin C. Howard, and John B. Morris. 
 
 The project was received with general favor throughout the city 
 and Srate, and an application to the Legislature of Maryland for a 
 charter was drawn up by J. V. L. McMahon, Esq., and through his 
 indefatigable exertions it was properly obtained. The proposed 
 amount of stock having been speedily taken, the company was duly 
 organized on the 24th day of April, 1827, when the following gentle- 
 men were elected as the first Board of Directors, by whom Philip E. 
 Thomas was chosen President, and George Brown, Treasurer : — 
 
 Charles Carroll, of Carrollton, Gioorge Hoffman, 
 
 Wm. Patterson, Philii' E. Thosias, 
 
 RoRERT Oliver, Thomas ELLicoTr. 
 
 Alexander Brown, John B. Morris, 
 
 Isaac McKim, Talrot Jones, 
 
 ^\lLLIAM L(JRMAN, WiLLLVM SxEUART. 
 
 A tribute certainly due to that distinguished Marylander and 
 eminent lawyer, John V. L. McMahon, may be fitly recorded here. 
 As a delegate from the city of Baltimore in the State Legislature, 
 lie drew up the original charter of the road, as already stated, 
 and procured its passage. It was the first railroad charter obtained 
 in the United States, and is a rare document, indicating its author's 
 remarkable perception and appreciation, at that <«arly period, of the 
 powers that would be required by such a corporation. An anec- 
 dote is current, which indicates hr ,v startlingly comprehensive and 
 original it was esteemed by liis contemporaries. After Mr. McMahon 
 had. prepared the document in the text, it was read by him to the
 
 12 GREAT OHIO AND MISSISSIPPI KAILROAD OPENING. 
 
 compiittee for their adoption. During the reading, as provision 
 after provision was gone over, and the varied and comprehensive pow- 
 ers Avhicli the distinguislied autlior had embraced in it, were one by 
 one unfolded, — tlie venerable Kobert Oliver arose, and in his pecu- 
 liarly blunt and off-hand manner exclaimed, " Stop man : yoiCre ashing 
 for more titan the Lord's Prayer.'''' Mr. McMahon smilingly replied, 
 " that it was all necessary, and the more that they asked for, the more 
 they would get." Mr. Oliver then rejoined, "^?V7i« mav., go on^ 
 The result vindicated his judgment, and the charter of the Baltimore 
 and Ohio Railroad is the model of most of the railroad charters sub- 
 sequently obtained from the Legislatures of the various States, that 
 were started soon as the practicability of tlie railroad system was fully 
 demonstrated by that pioneer company. 
 
 Soon after the charter Avas obtained, Mr. McMahon, as chairman 
 of the Committee on Internal Improvements, submitted to the Legis- 
 lature an able and convincing report in belialf of the road, as the 
 means of securing to Baltimore the trade of the West, accompanied 
 by a bill which, mainly through his efforts, was passed at the session 
 of 1828, authorizing the State of Maryland to subscribe $500,000 to the 
 stock of the Baltimore and Ohio Railroad Company, — the first legis- 
 lative aid ever afforded to a railroad corporation in the United States. 
 
 During tlie entire legislative career of Mr. McMahon, he stood by 
 the company, its firm and fast friend, introducing many of the subse- 
 quent^acts passed amendatory of tlie charter, and increasing its power ; 
 and he now looks upon the completion of the great enterprise with 
 tlie abundant pride and gratification felt by all who aided the com- 
 pany in its early trials and struggles. 
 
 Immediately after the organization of the company, two eminent 
 engineers. Col. Stephen II. Long and Jonatlian Knight, were selected 
 by the Board to make the necessary surveys of the country through 
 which the road proposed to pass. The Government of the LTnited 
 States, justly appreciating tlie importance of the enterprise, also ex- 
 tended to it a most liberal patronage. Several able and efficient mem- 
 bers of the topographical corps Avere detailed to the service of the 
 company, among Avhom Avere Captain William Gibbs !N[cNeill, Lieu- 
 tenants Joshua Barney, Isaac Trimble, Richard E. Hazzard, William 
 Cook, Walter Gwynn, and John L. Dillahunty, of the United States 
 Artillerj', and William Harrison, Jr., Assistant Engineer, who pro- 
 ceeded to examine the various routes from the city of Baltimore to 
 the valley of the Potomac, and along that ravine as for as Cumber- 
 land ; and from thence made a general reconnoissance of the country
 
 ORGANIZATION UNDER THE CHARTERS ENGINEERS. 13 
 
 between tlie Potomac and tlie Ohio River. Messrs. Long and Knight 
 finally, on the 5th of April, 1828, made a detailed report to Philip E. 
 Thomas, (ex-ofBcio President of the Board of Engineers,) accom- 
 panied by the statements and narratives of the topographical officers 
 detailed by government, recommending what they deemed to be the 
 most practicable route. 
 
 These reports having been duly examined by the Board of Direc- 
 tors, on the 1st of October, 1828, President Thomas reported to the 
 stockholders, tliat the preliminary examinations had resulted in a con- 
 viction of the entire practicability of a railroad from Baltimore to the 
 Ohio River, and that the Board were convinced that of the various 
 routes which had been suggested, the one along the valley of the Pa- 
 tapsco, and thence in the direction of Bennett's Bush, or Linganore 
 Creek, to the " Point of Rocks," was so decidedly preferable as to pre- 
 clude any he.-^itation in awarding it the preference. The road was ac- 
 cordingly promptly located along this line, and the necessary titles 
 were acquired to the land upon almost the Avhole of that section bor- 
 dering on the Potomac River. The Board had scarcely effected this 
 object, however, when a conflict arose with the Chesapeake and Ohio 
 Canal Company, upon the subject of an alleged pre-emption right, on 
 the part of the latter, to certain portions of the land occupied in the 
 location of the railroad. This controversy, although su[)posed at the 
 time to be likely to cause no delay in the construction of the work, 
 proved by subsequent experience to be a barrier as difficult to over- 
 come as the ridges of the Alleghanies. 
 
 The construction of the road was commenced on the 4th of July, 
 1828, accompanied by one of the most magnificent processions of mili- 
 tary and civic associations, trades, and professions, ever witnessed in 
 the United States. The "first stone" was laid by the venerable 
 Charles Carroll, of CarroUton, then over ninety years of age, on the 
 Bouth-western line of the city. After he had performed this service, 
 addressing himself to one of his friends, he said, " I consider this 
 among the most important acts of ray life, second only to my signing 
 the Declaration of Independence, if even it be second to that." To 
 the end of his life he continued a firm unwavering friend of the work, 
 ready at all times, upon every emergency, to sustain it. 
 
 On the 7t.h day of July, three days after laying the "first stone," 
 the definitive location of the road was commenced by Lieutenants 
 Cook, llazzard, and Dillahunty, under the immediate direction of 
 Captain McNeill, to whom the performance of this duty had been in- 
 trusted, and on the llth day of July notice was i)ublicly given that
 
 14 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 from tlie 1st to the 11th day of August, proposals would he received 
 for the grading aud masonry on a distance not exceeding twelve miles. 
 The location having heen effected, and unanimously approved by the 
 Board of Engineers, contracts Avere, as early as possible, entered into 
 for grading and masonry on the twenty-six sections, into which the 
 Superintendent had subdivided a distance of eleven and three-fourth 
 miles, embracing that part of the road between the " first stone," and 
 Ellicott's Mills on the Patapsco. These contracts, although thought 
 to be very low at the time, proved highly profitable to the contractors, 
 who introduced temporary railways for the removal of earth, thus 
 causing a great reduction in tlie anticipated cost. 
 
 On the 1st of October, 1828, twenty montlis after the first public 
 movement was made in Baltimore for the formation of a company, 
 President Thomas reported to the stockholders that the contractors 
 had all commenced their labors. 
 
 In locating the road a most favorable disposition towards the com- 
 pany was early manifested by tlie proprietors of land to cede the 
 ground necessary for the tracks, without charge, and the right of 
 quarrying was also unhesitatingly granted. The proprietors of Elli- 
 cott's IMills also made a gratuitous donation of a valuable tract of land, 
 advantageously situated, for the purposes of a depot. 
 
 During the year 1828, the State had made its first subscription to 
 the stock of the road, to the amount of $500,000, and there was a 
 further augmentation of the stock of the Company, by individual sub- 
 scriptions, to the amount of $1,500,000, so that the entire capital 
 now reached ^4,000,000. An application was also made to Con- 
 gress for an appropriation to aid the work. "William Patterson, 
 George Brown, and Ross Winans, (who had exhibited to the Board of 
 Directors an important invention contrived for reducing the friction 
 upon railroad cars,) were deputed to present to Congress a memorial on 
 the subject, dated the 28tli January, 1828, and signed by Charles Car- 
 roll, of Carrollton, Philip E. Thomas, aud other prominent and well- 
 known citizens. 
 
 The Committee of the Senate to whom tlie memorial was referred, 
 reported a bill, authorizing a subscription of one milMon of dollars. 
 The Connnittoe of the House of Representatives made a higlily flat- 
 tering report, but declined reporting a bill or submitting any prop- 
 osition on the subject, because of the late ])enod of the session at 
 which it was brouglit before them. The apjjUcation was renewed to 
 the next Congress, which met in December, 1829, and the Committees 
 of both Houses respectively, recommended subscriptions to the stock
 
 THE CONTRACTS STATE SUBSCRIPTIONS. 15 
 
 of tlie company, for the purpose of assisting in the construction of 
 the road as far as tlie Point of Rocks, tlie place of junction with the 
 Canal Company, under the beUef that when the two works were com- 
 pleted thus far, an opportunity would be atforded to ascertain which 
 was best adapted to the purpose of effecting a communication wdth 
 the West. The bill failed to receive the sanction of .Congress, princi- 
 pally through the opposition of Gen. C. F. Mercer, President of the 
 Canal Company, who at that time was Chairman of the Committee 
 of Pioads and Canals of the House of Representatives. 
 
 The Board of Directors of the Railroad Company soon discovered 
 that if they proceeded with the work it must be upon their own re- 
 sources, witliout any governmental assistance. Having full confidence 
 in the practicability of the undertaking, they determined to go on 
 with renewed energy. This determination was clearly evinced by the 
 President and several of the Directors, who advanced $200,000, to 
 meet an extraordinary expense, beyond the estimates of the Engineer, 
 (required for tlie great cut of seventy-eight feet deptli, extending one 
 thonsand three hundred yards, encountered a few miles from the city,) 
 which at first threatened a suspension of the progress of the work. 
 The construction of a railroad being an untried experiment, they of 
 course had many difficulties to encounter; but the energy of President 
 Tliomas and his Board of Directors inspired all with confidence, and 
 the enterprise continued to meet Avith general favor from all classes of 
 their fellow-citizens. A perusal of the early reports of President 
 Thomas will cause the reader to wonder that the formidable obstacles 
 almost daily encountered did not crush the energies of the company, 
 and induce them to abandon the work as hopeless and futile. 
 
 The third annual report of the President, dated October 12, 1829, 
 details the rapid progress in grading and preparing the road for the 
 rails to the banks of the Potomac, and the extent to which the oper- 
 ations of the Company beyond that point were retarded by the per- 
 verse course of the Chesapeake and Ohio Canal Company. That 
 company first obtained an injunction from the County Court of Wash- 
 ington, restraining the further proceedings of the Board in obtaining 
 titles of land over which the railroad had been already located. This 
 was followed by an injunction obtained by the Railroad Company 
 from the High Court of Chancery, restraining the Chesapeake and 
 Ohio Canal Company from taking any steps in the construction or 
 locating of the canal, which might render unavailing a decision in 
 favor of the road on the first injunction. As the owner in fee of the 
 l)ass of the Potomac River through the Catoctin ^lountain at " the
 
 16 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Point of Rocks," the Board of Directors of tlie Railroad still con- 
 tinued to prosecute their -work at that place ; and in pursuance of the 
 system adopted by them, had advertised for contracts and commenced 
 the work there, when a second injunction was obtained, restraining the 
 Directors from constructing the road at all, within the limits of Fred- 
 erick County, although the greater part of the road through that 
 county could never, in any manner, come in collision with tlie canal. 
 This last injunction, however, so tar as it related to land eastward of 
 " the Point of Rocks," was subsequently withdrawn by the Canal 
 Company, but all attempts to settle the ditSculty continued to prove 
 unsuccessful. 
 
 During the fall of the year 1829, the laying of the rails was com- 
 menced upon the division of the road within the city of Baltimore. 
 Tlie first rails were laid upon wooden sleepers at the eastern end of 
 the Mount Clare premises, near the intersection with Poppleton street, 
 which was not then laid out. Lieut. Whistler, as already stated, was 
 the Superintending Engineer for establishing the lines and grades of 
 the road, and John Ready was the Superintendent of its construction. 
 Under their direction the first rails Avere laid by Thomas Mc^fachen, 
 foreman, and the folloAving cariienters : Alfred Ray, Nicholas Ridgley, 
 Silas Picket, and Wendel BoUman. Mr. Bollman, Avho was then a 
 mere boy, has ever since that day been engaged in the employ of the 
 company, and is now its "Master of Road," (his duties embracing 
 charge of the bed, track, station buildings, bridges, tunnels, &c., &c.,) 
 in which position he is enabled, from his long and thorough practical 
 experience, to render valuable service. 
 
 In order to obtain the benefits of whatever knowledge and expe- 
 rience works of a similar character in progress in England might 
 atford, the Board had previously sent to Liverpool, Jonatlian Knight, 
 Civil Engineer, and Captain William Gibbs McNeill, of the United 
 States Tojiographical Engineers, with LieuteHant George W. Whistler, 
 of the United States Army, who minutely examined every railroad of 
 consequence in the United Kingdom. The information they derived 
 Avas actively and usefully emjjloyed in aid of the work, especially in 
 preparing the track, which progressed rapidly and satisfactorily. 
 
 The first divison of the road was opened for tlie trans])ortation of 
 passengers on the 22d j)f Maj', 1830, being but a little more than eigh- 
 teen months from the commencement of the work upon it; but the 
 preparation of the necessary cars Avas not effected until the early part 
 of June following, from wjiicli time the travelling on this division, ex- 
 tending toEllicott's Mill^;, continued constant and iuiintci-i'ui>ted, horse
 
 FIRST DIVISION OPENED MAY, 1830. l7 
 
 and innlo power being used for drawing the cars. Locomotives at this 
 period were in their infiincy, and until the opening of tlie Liverpool 
 and Manchester Eaih-oad during tliis same j'ear, tlie utmost speed in 
 travel obtained by locomotives did not exceed six miles an liour ; the 
 question, indeed, had not then been decided as to what kind of motive 
 l)0wer would prove most advantageous for general use. 
 
 During the first few months after the road was opened, the people 
 of Baltimore continued to throng to the depot, to try this novel mode 
 of travel ; and Ellicott's Mills became as familiar to them as if within 
 the corporate limits of the city. The number of cars was, however, 
 very limited, and but one track was completed, notwithstanding 
 which, the receipts up to the first of October, four months from the 
 time of putting the cars on, amounted to $20,012 36. The merchan- 
 dise and produce offered was ten times more than could be conveyed 
 with all the means of transportation' in possession of the company. 
 
 There being no settled mode of propulsion fixed upon for travel on 
 railroads, during the first year of the opening of the road, Evan 
 Thomas, Esq., had constructed, as an experiment, a car with sails, 
 which he called " the ^'Eolus," which attracted much attention. 
 
 The Baltimore and Ohio Eailroad, being the first road in operation 
 in the country, and almost in the world, for the transportation of pas- 
 sengers and merchandise, of course attracted visitors from almost 
 everj' section of the United States, as well as from some parts of 
 Europe. Among these, as detailed in a letter from Evan Thomas to 
 George Brown, was Baron Krudener, Envoy from the Emperor of 
 Russia, who made an excursion in the sailing car, managing the sail 
 himself. On his return from the excursion he declared that he had 
 never before travelled so agreeably, and remarked that he '' Avould 
 send his suite from "Washington to enjoy sailing on the railroad." 
 Tlie President of the Company, to whom he had been introduced, 
 caused a model sailing car to be constructed, fitted with Winans' fric- 
 tion Avheels, which he presented to him, with the reports that had 
 been published by the company, to be forwarded to the Emperor. 
 Upon the reception of them, the following acknowledgment was 
 made : 
 
 WAsniNGTON, irarch GtJi, 1S30. 
 
 " Sir : — I shall have great pleasure in siibmitting to his imperial majesty, 
 the model of a railroad car, and the documents wliicli accompanied the letter 
 you did me the honor of addressing me, on the 20th Febraary last. 
 
 "The natnrc and importance of the great undertaking to wliicli you have 
 devoted your time and exertions, cannot fail of giving a high degree of interest 
 to the different documents relating to its origin and progress, and I do not
 
 18 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 doubt but tbat his majesty will find them, as well as the ingeniously improved 
 principle on which the railroad car is constructed, deserving of attention. 
 
 "In terminating this letter, I avail myself with pleasure, of the opportunity 
 thus afforded me, to tender you my sincere thanks for the polite attentions of 
 which I have individually been the object on your part, as that of the other 
 gentlemen connected with the direction of the Company over which you pre- 
 side, and I request you to accept in their name and your o-ftTi, the assurances 
 of my high consideration. 
 
 " I have the honor to remain, 
 
 " Your obedient servant, 
 
 " KRUDENER." 
 "To Philip E. Thomas, Esq., President, ^x., dcc.'^ 
 
 A few days after this, a letter Avas received from the Minister, in- 
 troducing a deputation of scientific men who had been appointed to 
 visit this country, and who proceeded to a minute examination of tli© 
 raih-oad and the machinery used upon it, viz. : 
 
 Wasuington, March \lth, 1S30. 
 
 " Dear Sir : — Permit me to introduce to you Mr. Avinott, Captain of the 
 Russian Navy, who will in a few days visit your city, and has expressed to me 
 a strong wish of being enabled to view the part now completed of the railroad 
 near Baltimore. The recollection of the pleasure I enjoyed in a similar cir- 
 cumstance, through yoiir kindness, makes me desirous of procuring the same 
 satisfaction to my countryman, who will certainly participate in the high inter- 
 est which I felt. Captain Avinott is attended by another officer of our Navy, 
 the Lieutenant Amerott, whom I take also the liberty of introducing to you. 
 
 " Accept, my dear Sir, the expression of my sincere esteem and respect, 
 
 " KRUDENER." 
 
 "To Philip E. Thomas, Esq., President, etc." 
 
 Upon their return to Russia, the information they communicated 
 relative to the machinery of the Baltimore and Ohio Railroad, led to 
 the appointment of a delegation to make furtlier examinations, and 
 was followed hy an invitation to Ross Winans to superintend the cpn- 
 struction of machinery for the extensive railroads contemplated by 
 the Emperor. There is no doubt that the early introduction of rail- 
 roads into Russia, originated in the disclosures made to his Court by 
 the Baron de Krudener. In a conversation between the Baron dc 
 Krudener and the President of the railroad, relative to the eftects the 
 system would produce, Mr. Thomas is said to have remai-ked that, 
 " should our present anticipations of the efficiency of railroads be 
 realized, a total change would be produced in commercial and social 
 intercourse in every country where these roads might be inti'oduced — 
 that tlie experiment already made, demonstrated them to be capable 
 of affording to an extensive continent, the facilities of intercommuni- 
 cation now incident to a small island, and that the discovery promised 
 greater advantages to Russia and the United States of America, than
 
 THE RUSSIAN MINISTER A DISCLAIMER. 19 
 
 to any other countries." He then further observed that, " shouU tlie 
 Emperor introduce railroads into Russia, it would not be many years 
 before a railroad would be constructed between the Baltic and the 
 Black Sea, along the Rivers Dwina and Dnieper, and that such a road 
 would enable Russia to encircle in her arms, not only the entire North- 
 ern, but also the Eastern frontier of Earope, and thus greatly extend 
 her power and influence." To this the minister naively replied, " My 
 dear Sir, you cannot s^i2'>j)0se that Russia has any ambition, that she 
 desires either to increase her power or influence ! On these points, she 
 will remain content with her present p)Osition ! " The extended fore- 
 thought of Mr. Thomas was here again conspicuously shown, for the 
 year 1853 witnessed the completion of a large portion of the great 
 railroads that are rapidly stretching over the Russian continent, as 
 well as the final opening of the Baltimore and Ohio Railroad itself. 
 
 During the year 1831, under aathority given by the City Council 
 of Baltimore, the track was laid down Pratt Street from Mount Clare 
 to the Basin, and from thence to the City Block, running parallel 
 with the water front of the city. • 
 
 On the 1st of December, 1831, the opening of the branch road to 
 Frederick was celebrated, and on the 1st of April, 1832, the whole 
 line was opened to the Point of Rocks, making 70 miles of the road 
 then finished and in operation. Stone was at this time considered 
 superior to wood for supporting the rails, and wherever suitable stone 
 could be obtained it was used in preference ; but from near the head 
 of the Patapsco to the Point of Rocks, Avood of the best quality had 
 been used on account of the absence of stone of the description re- 
 quired. Subsequent experience, however, showed that this preference 
 for stone was not well founded, and in a few years it was entirely 
 abandoned.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER III. 
 
 niSTOET OF THE BALTIMORE AND OUIO T.AILTMM)— Continued. 
 
 TiiE injunction against the road obtained by the Cliesapeake and Ohio 
 Canal Company, now brouglit the progress of tlie work to a complete 
 stand. Early in 1831, arrangements were made and a charter obtained 
 for the construction of a branch railroad to tlie City of Washington. 
 Jonathan Knight, the Chief Engineer of the road, on the 6th of Jnly, 
 1831, appointed Benjamin H. Latrobe, and Henry J. Kanney, as his 
 principal assistants, to conduct the necessary preparatory measures, 
 surveys, levellings, drawings, and calculations incident to tlie location 
 of the route of the contemplated branch railroad. Mr, Knight had 
 previously, with the assistance of Mr. Latrobe, made a rough survey 
 of one route, and the latter gentleman was especially instrncted to 
 take charge of the new surveys ordered on that line, whilst Mr. 
 Kanney was instructed to survey another route that it was thought 
 might prove more available for the purposes required. 
 
 From the report of the Superintendent of Transportation, "W. 
 "Woodville, Esq., dated October 1, 1831, it appears tliat the aggregate 
 revenue of the preceding five months amounted to $31,405 24, and 
 that the whole working expenses were but $10,994 87. 
 
 On the 4th of January, 1831, the company issued an advertise- 
 ment to the inventive genius and mechanical skill of the country, 
 offering most liberal inducements for the production of locomotive 
 steam engines. This being the first proposal ever issued in the United 
 States, for locomotives, deserves a place here. It was as follows : 
 
 " Office of the Baltimore and Oino Railhoad Company, ) 
 4th J<nninn/,1SS1. S 
 
 "TheT>intimore niid Ohio IJnilroad Company being desirous of obtaining 
 a supply of L(X'omotivo Engines of A merican manufacture, adapted to their 
 road, the Tresideut and Directors hereby give public notice that they will pay
 
 FIRST AMERICAN LOCOMOTIVES CONICAL CAR-WHEELS. 21 
 
 the sum of Four Thousand Dollars for the most approved ensine which shall 
 be delivered for trial upon the road on or before the 1st of June, 1831 — and 
 that they will also pay Three Thousand Five Hundred Dollars for the engine 
 which shall be adjudged the next best and be delivered as aforesaid, subject to 
 the followmg conditions, to wit : — 
 s " 1. The engine must Inirn coke or coal, and must consimie its own smoke. 
 
 " 2. The engine, when in operation, must not exceed three and one-half 
 tons weight, and must, on a level road, be capable of drawing day by day, 
 fifteen tons, inclusive of the weight oi" the wagons, fifteen miles per hour. The 
 company to furnish wagons of \\'iuaus' construction, the friction of which will 
 not exceed five pounds to the ton. 
 
 " 3. In deciding on the relative advantages of the several engines, the 
 company will take into consideration their respective weights, power, and 
 durability, and, all other things being equal, will adjudge a preference to the 
 engine weighing the least. 
 
 " 4-. The flanges are to run on the inside of the rails. The form of the cone 
 and flanges, and the tread of the wheels, must be such as are now in use on the 
 road. If the working parts are so connected as to work with the adhesion of 
 all the four wheels, then all the wheels shall be of equal diameter not to exceed 
 three feet ; but if the connection be such as to work with the adhesion of two 
 Avhcels only, then those two wheels may have a diameter not exceeding four 
 feet, and the other two wheels shall be two and a half feet in diameter, and shall 
 work with ^\'inaus' friction wheels, which last will be furnished upon applica- 
 tion to the company. The flanges to be four feet seven and a half inches 
 apai-t from outside to outside. The wheels to be coupled four feet from centre 
 to centre in order to suit curves of short radius. 
 
 " 5. The pressure of the steam not to exceed one hundred pounds to the 
 square inch : and as a less pressure will be preferred, the company in deciding 
 on the advantages of the several engines will take into consideration their rela- 
 tive degrees of pi-essure. The company will be at Uberty to put the boiler, 
 fire tube, cylinder, &c., to the test of a ^iressure of water not exceeding 
 three times the pressure of the steam intended to be worked, without being 
 answerable for any damage the machine may receive in consequence of such 
 test. 
 
 " 6. There must be two safety valves, one of which must be completely out 
 of the reach or control of the engine man, and neither of which must be fast- 
 ened down while the engine is working. 
 
 "7. The engine and boiler must bo supported on springs and rest on four 
 wheels, and the height from the ground to the top of the chimney must not 
 exceed twelve feet. 
 
 " 8. There must be a mercurial gauge affixed to the machine with an index 
 rod, showing the steam pressure above fifty pounds per square inch, and con- 
 structed to blow out at one hundi-ed and twenty pounds. 
 
 " 1). The engines which may appear to offer the greatest advantages will 
 be subjected to the performance of thirty days' regular work on the road; at 
 the end of which time, if they shall have proved durable and continue to be 
 capable of performing agreeably to their first exhibition, as aforesaid, they will 
 be received and paid for as here stipulated. 
 
 " P. E. THOMAS, President" 
 
 "X. B. — The Railroad Company will provide and will furnish a tender 
 and sujtjjly of water and fuel for trial. Persons desirous of examining the road 
 or of obtaining more miimte information, are invited to address themselves to
 
 22 GREAT OHIO AKD MISSISSIPPI KAILROAD OPENING, 
 
 the President of the company. The least radius of curvature of the road is 
 400 feet. Competitors who arrive with their engines before the first of Jmie, 
 will be allowed to make experiments on the road previous to that day. 
 
 " The editors of the National Gazette, Pliiladelphia ; Commercial Adver- 
 tiser, New York ; and Pittsburg Statesman, will copy the above once a week 
 for four weeks, and forward their bills to tlie B. & O. R. R. Co." 
 
 During the summer of 1831, in response to this call upon American 
 genius, three locomotive steam engines were produced upon the rail- 
 road, only one of which, however, was made to answer any good pur- 
 pose. This engine, called "The York," was built at York, Pa., by 
 Phineas Davis, (or rather "Davis and Gartner,") and after undergoing 
 certain modifications, Avas found, capable of conveying fifteen tons at 
 fifteen miles per hour, on a level portion of the road. It was emploj^ed 
 on that part of the road between Baltimore and Ellicott's Mills, and 
 generally performed the trip to the mills in one hour, with four cars, 
 the gross weight of which was about fourteen tons. This engine was 
 mounted on wheels like those of the common cars, of thirty inches 
 diameter, and the motion was obtained by means of gearing with a spur- 
 wheel and pinion on one of the axles of the road wheels. The curva- 
 tures were all travelled with great facility by this engine — its greatest 
 velocity, for a short time, on strdght parts of the road having been at 
 the rate of thirty miles per hour, whilst it frequently attained that of 
 twenty miles, and often travelled in curvatures of 400 feet radius, at 
 the rate of fifteen miles per hour. The fuel used in it was anthracite 
 coal, which answered the pui'pose well, but the engine weighing but 
 three and a-half tons was found too light for advantageous use on 
 ascending grades. 
 
 The performance of this engine fully confirmed the Board and its 
 engineer corps, that locomotive engines might be successfully used on 
 a railway having curves of 400 feet radius, and from that time for- 
 Avard, every encouragement was given by the Company to the in- 
 ventive genitis of the country, to impi-ove on the i:)artially successful 
 experimental engine that had been produced by Mr. Davis. In the 
 Fourth Annual Report of the President and Directors to the Stock- 
 holders, (in 1831,) it is remarked that, " by the many improvements 
 made in the application of moving power, an immense reduction in 
 the cost of transportation, and velocity have been eflected," Amongst 
 the most valuable of these, the Report states that " the combined cy- 
 lindrical and conical cai'-icJieels, invented by the chief engineer of the 
 company, (Mr. Knight.) have been found of the utmost importance by 
 the facilities they afford in turning curves." It is stated, that, " by 
 the aid of this highly valuable improvement, every doubt is removed
 
 ORIGIXAL RAILWAY MACHINEHY ITS INVENTORS. 23 
 
 of our being able to employ locomotive engines upon the Baltimore 
 and Ohio Eoad." ..." This discovery is the more important to 
 us," the Report continues, " inasmuch as from the surface of the 
 country over which our route must be conducted, numerous curves in 
 the tracks will be unavoidable; and the great advantage of this form 
 of wheels consists in their so readily accommodating themselves to the 
 degrees of curvature upon the road, that there scarcely appears to be 
 an}' perceptible obstacle to the passage of the cars over them, greater 
 than on a straight line." Until this discovery it was regarded as a 
 settled princii)le that no railway car would travel safely on a curve of 
 much less radius than one thousand feet, Avhile with these wheels, 
 they traversed curves of four hundred feet radius at a high speed. It 
 was afterwards found that this wheel wore the inner edges of the rails 
 very rapidly, and it has since been modified to prevent that result. 
 
 On the 1st of April, 1832, the first train of cars, bearing produce,] 
 which had descended the Potomac to the Point of Eocks, arrived in 
 Baltimore. The trade with that point continued to increase rapidly, 
 and warehouses, dwelling and public liouses, were erected there, so 
 that quite a town soon formed. The travel and trade to Frederick, 
 and the increasing business of that portion of the main stem between 
 tiie Monocacy and the Point of Rocks, were soon found to constitute 
 no unimportant item in the general receipts of the company. 
 
 In the construction of the road from Baltimore to the Point of 
 Rocks, every mode suggested up to that time by science or experience 
 had been tested, and thus the Baltimore and Ohio Railroad must be 
 regarded as entitled to the merit of solving most of the problems wliicli 
 presented themselves first in connection with that great system of 
 travel and inland transjjortation. Ross Winans, John Elgar, (inventor 
 of switches, turntables, chill bearings, plate-wheels, &c..) Phineas 
 Davis, and Evan Thomas, were among the most conspicuous of the 
 ingenious men who wrought tliese results. It was well said of the 
 Company by the American Railroad Journal, of 1835, that '' tlieir 
 reports liave gone forth as a text-book, and their road and work- 
 sliops have been a lecture-room to thousands Avho are now prac- 
 tising and improving upon their experience. This country owes to the 
 enterprise, public spirit, and perseverance of the citizens of Baltimore, 
 a debt of gratitude of no ordinary magnitude, as will be seen from the 
 President's report in relation to their improvements upon and per- 
 formances with their locomotive engines, when compared with the 
 performances of the most powerful engines in Europe, or rather in 
 imagination, in 1820, only six years ago." The granite and iron rail;
 
 24 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 the wood and iron on stone blocks ; the wood and iron on wooden 
 sleepers, supported by broken stone ; the same supported by longitu- 
 dinal ground-sills, in place of broken stones ; the log rail, formed of 
 trunks of trees, worked to a surface on one side to receive the iron, 
 and supported by wooden sleepers ; and the wrought iron rails of the 
 English mode; had all been laid down, and as early as the year 1832, 
 formed different portions of the work. It was at this period of the 
 history of the Company that President Thomas exclaimed in his annual 
 report : 
 
 " Speculation is no longer necessary. Facto now stand in the place of 
 opinions — results in the place of calculations — and upon a full and careful 
 exaininatiou, tlie Board feel no hesitation in assuring the Stockholders that 
 the completion of the work to its termination on the Ohio, upon the plan first 
 contemplated, with a double track of rails, is perfectly practicable within the 
 original estimate of twenty thousand dollars per mile, inchiding, in the average, 
 the greater outlay upon the first division of the road, and this, too, without 
 the sacrifice to economy of any one requisite of durability and excellence." 
 
 The adaptation of the railroad system to general traffic — the point 
 so long disputed — was thus fully and for ever set at rest by the Bal- 
 timore and Ohio Railroad Company, which, although surrounded by 
 numerous and complicated difDculties, presented one of the very few 
 undertakings of public works by private means at that period, in 
 which no reasonable hope had been disappointed, and every expecta- 
 tion realized. All species of agricultural productions, lime, timber, 
 lumber, fire- wood, and even paving stones, which were before value- 
 less to their owners, were daily brought to Baltimore, with profit to 
 those using the road as a means of transportation for articles so bulky 
 and so cheap; and in return, at an enlianced toll, but with equally 
 profitable results, plaister of Paris, coal, boards, bricks, and scrap iron 
 were sent into the interior. 
 
 In January, 1832, the Court of Appeals decided the cases of in- 
 junctions obtained by the Chesapeake and Ohio Canal Company 
 against the Railroad Company, to prevent the latter from appropriat- 
 ing or using land for the road until the Canal Company should have 
 located its work between the Point of Rocks and Harper's Ferry. 
 The Canal Company asserted a " prior and paramount " right of way 
 through that region, and to that effect the Court of Appeals decided 
 in favor of the Canal Company. The progress of the railroad was 
 thus arrested, and it was understood that the available space in the 
 district to be pre-occupied by the Canal Company was either too nar- 
 row to admit the parallel passage of the canal and railroad, or would, 
 at least, be used by the Canal Company for its canal at its usual ex-
 
 SETTLKMKXT OF CAXAL CONTROVERSY. 25 
 
 treine breadth, and thus Avould unavoidably exclude the railroad. A. 
 long and disagreeable controversy and litigation ensued. The subject 
 was finally carried into the Legislature, where, during the session of 
 1832-3, the Hon. Charles F. Mayer, in the Senate, from Baltimore, pro- 
 posed a committee of the two Houses for harmonizing, if possible, 
 tlie adverse views of the companies, without, by threats of the iState's 
 severity, enforcing concessions from the Canal Company. The propo- 
 sition was adopted, and the committee was filled by the appointment 
 on the part of the Senate, of Messrs. Mayer, Figman, and Emory — and 
 on the part of the House of Delegates, of Messrs. Pratt, Dudley, Hard- 
 ing, Duvall, (of A. A.,) Miller, Nicols, and Harris. The two committees 
 united as a joint body, and Mr. Mayer was the Ciiairman. Their in- 
 vestigations and deliberations Avere extensive, and assiduously pur- 
 sued ; but, from first to last, Avere conducted in a most pacific and 
 lil)eral spirit by all, either in the committee or before it. Genl. Mercer 
 was present on the part of the Canal as the President of the Company, 
 and po>sessed of ail its views, and John H. B. Latrobe, of Baltimore, 
 zealously and ably represented before the committee the interests of 
 tlie Railroad Company. 
 
 Tiie result was a convincing and very able report prepared by Mr. 
 ^Nfayer, as the Chairman of the joint committee of the two Houses, 
 recommending an adjustment, of the terms of which the following 
 summary was submitted, viz. : 
 
 " 1. The Canal Company assents to the joint construction with the canal, 
 of the railroad through the passes of the Point of Rocks to Harper's Ferry. 
 
 " 2. When the railroad shall be completed to that point, the .State shall 
 subscribe for twenty-five hundred shares of the stock of the Canal Company. 
 
 " 3. The Canal Company is to be allowed to sell the water powers of the 
 canal under the conditions of the grant made by Virginia of the like privilege, 
 and with the farther condition that the mill-seats that may be disposed of, 
 shall not he u.-^ed for grist mills. 
 
 " 4. The Railroad Company is to be allowed to begin the construction 
 of the road at tlie Point of Rocks at any time after the tenth day of May. 1 
 The Canal Company binds itself to graduate the railroad through the passes 
 of the Point of Rocks for one Imndred thousand dollars ; and will bear the 
 expense of any additional cost of graduation. The width of the canal is to be 
 maintained at fifty feet; but if the road be impracticable at any points in the 
 passes with that width, the width may be contracted to forty feet, if the com- 
 missioners, hereafter to be mentioned, shall deem that necessary. Thj Canal 
 Company, b.owever, within a limited tinie itself miy "graduate the railroad, 
 preserving a greater width for the canal than forty feet, if it shall differ in 
 opinion witli the commissioners. 
 
 " r>. The railroad is to have a breadth of not less than twenty feet through 
 the passes of the Point of Rocks, and a curvature of not less than four hun- 
 dred feet radius : and, where it deviates from a horizontal line, an elevation 
 not exceeding thirty feet to a mile. 
 2
 
 26 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 " G. To determine questions as to construction of the road between the 
 companies, a Board of Commissioners is to he created, formed of tliree engi- 
 neers, one chosen by the Canal Company, one by the Raih-oad Company, and 
 another by the President of the United States. These commissioners, too, are 
 to determine the amomit of damage payable by the Railroad Company to the 
 Canal Company for any interruption during the construction and in conse- 
 quence of it, of the use of any part of the canal. Under the direction of tlie 
 Commissioners, a fence is to be erected between the two works, sufficient to 
 secure the horses used on the canal from accidents from the passage of the 
 locomotive engines." 
 
 A bill substantially in accordance with the terras of the report be- 
 came a law on the 22d March, 1833. Thus ended the contlict between 
 the two companies ; and each has, under this prompt and happy ad- 
 justment, adequately and peacefully constructed its work, the Kailroad 
 Company paying the Canal Company $260,000 for all claims under the 
 compromise act. The progress of the road was delayed some two 
 years, however, by these unnatural impediments. 
 
 On the 9th of May, 1838, the Canal Company commenced the joint 
 construction of the railroad and canal, above the Point of Rocks, and 
 on the 1st of December, 1834, the road was open to Harper's Ferry. 
 
 The corj^s of engineers under the direction of Benjamin II. Latrobe, 
 consisting of Henry H. Ivrebs, Oliver C. Morris, John W. Smith, 
 George F. Dunbar, "William K. Coulter, John Suiall, and Ileury E. Ila- 
 zelliurst, in the mean time, during the canal litigation, were rapidly 
 bringing their surveys for the Washington branch to a close. 
 
 During the year ending October 1st, 1832, the receipts of the road 
 amounted to $130,937 70, and the working expenses amounted to 
 $69,534 47. 
 
 In September, 1832, steel springs were first placed upon the loco- 
 motive " York " and tender, as an experiment, and demonstrated their 
 utility in regulating the motion, and greatly diminisliing the jar and 
 consequent injury to the mad. This also suggested the propriety of 
 making a further experiment; by placing a few of the burden cars on 
 steel springs, by wliich it was found that they admitted one-third more 
 loading without any increase of damage to the road or car, and tliat 
 it could be propelled by the same motive power that tlie present fix- 
 ture of the cars and their weight or load required. 
 
 Mr. Gillingliam, the superintendent of machinerj^, under whose di- 
 rections the experiments had been made, reported tliat the average 
 expense per day of locomotive power, was found to be $16, whilst the 
 same Avork done by horse power averaged $33 per day, sliowing a 
 clear gain by locomotive power of $17 per day, or over $500 per 
 month.
 
 THE WASHINGTON RAILROAD BEGUN — LEGISLATION. 27 
 
 On tlie 9tli of March, 1833, -was passed the final act of Assembly 
 iiiicler which the raih-oad to Washington was constructed. The privi- 
 lege and facilities to make this road were obtained with much difficulty, 
 and a very arduous struggle, at no less than three sessions of the Mary- 
 land legislature. The enterprise was regarded as rich in prospects of 
 profit; and an interest for the State was thouglit desiraUe, provided, 
 tlie experiment was made in the first instance by otiiers than the State, 
 and she were allowed, ^qfO?l the result proving profitable^ to assume a 
 share (which was fixed at five-eighths) of tlie stock. The first act, of 
 22d February, 1831, was framed upon that policy, and at the same time 
 allowed preferences in the stock subscription to the Washington and 
 Baltimore Turripike Company, which company had interposed, com- 
 plaining of the proposed railroad as thwarting theirs, and interfering 
 with their franchise! This act, thus embarrassed with reservations, 
 was unavailing; and, in consequence, on the 14th March, 1832, the 
 second act was passed, which still secured to the State her ultimate 
 five-eighths of the stock, and modified the narrowness of the first act, 
 by allowing the Baltimore and Oliio Railroad to subscribe for stock not 
 taken, after a limited period, by individuals ; and, to pay for it, allowed 
 the company to borrow money on pledge of tlie company's property. 
 But there was a clause which allowed subscribers the enjoyment for 
 only eight years of the dividends of the separate road to Washington, 
 obliging them after that period to be numbered with the stockholders 
 at large of the Baltimore and Ohio Railroad Company, and to have 
 their Washington Railroad stock treated as general Ohio Railroad 
 stock. This second act, with such stinted and encumbered privileges, 
 remained a dead letter: and thus was produced the application for the 
 final act just adverted to. Tiiis act autliorizes a subscription not de- 
 ferred (and awaiting ascertained p^rofitahleness)^ but absolute on the part 
 of the State to extent of §500,000 on $1,000,000 being subscribed by 
 others, coupled however with an exaction (yet in force) of one-fifth to 
 he paid to the State of the gross passage money of travellers, and pro- 
 viding that that tribute to the State shall not in the instance of any 
 passenger be less than twenty-five cents. No better terms could be 
 obtained from the legislature; although the taxation of one-fifth to 
 the passage money was combated by members of the legislature very 
 earnestly, and treated as an ignoble requisition. Even this last act, 
 with all the reservation in favor of the State, did not pass the Senate 
 without strong opposition to the fifth section, which allows the Balti' 
 more and Ohio Railroad to subscribe the stock for the road that might 
 be needed beyond the State's share ; and to pledge the company's es-
 
 28 GREAT OHIO AND MISSISSIPPI RAILROAD OPKNING. 
 
 tate for money to pay the subscription. This was a vital clause of tlie 
 bill and without it the act would probably have been inoperative, 
 Mr. Mayer (representing Baltimore), in the Senate, took his stand in 
 favor of the Ohio Eailroad Company's privileges under that section, 
 and was alone intrusted by the friends of the bill in the Senate, with 
 the defence of the company's rights in that critical issue. 
 
 To the sagacious foresight of Piiii.ip E. Thomas, are the people of 
 Baltimore and Washington indebted for the origin and completion of 
 this valuable road ; for, after planning it, he secured the means for it 
 by the most vigorous measures. 
 
 The great bridge over the Patapsco at Washington junction, was 
 immediately put under contract, and the grading of tlie line of the road 
 progressed with great activity. The proprietors of the land over 
 which the road was to pass, generally ceded tlie right of way gratui- 
 touslv, and the Avork progressed without any delays or litigations. 
 
 During the summer of 1833, the company having, by a series of 
 experiments, and gradual improvements in the various machinery and 
 motive power, arrived at a state of information sufficient to become 
 the manufacturers of their own engines, and the Board having hitherto 
 been unable to enter into satisfactory contracts for them, they deter- 
 mined to erect upon their own grounds suitable buildings, and provide 
 the requisite means to construct all that they might require, as well as 
 to keep them in a state of repair. It was thus that the extensive tem- 
 ples of industry at the Mount Clare Station in Baltimore had their 
 origin, before which, the repairs were done by contract. 
 
 Whikt the construction of the Branch Road to Washington City 
 was progressing, an application was made to Congress for aid to make 
 the road within the District, with the intention of terminating it at or 
 near the General Post Office, and a bill granting .$3.j0,000 for the con- 
 struction of the road and the erection of depots, buildings, &c., was 
 passed by the Senate, but failed in the House of Representatives, mainly 
 through the unrelenting opposition of tlie canal interest there. 
 
 The magnificent granite viaduct above alluded to, consisting of 
 eight elliptical arches of 58 feet span each, with the roadway OG feet 
 from the surface of the water, was designed by Benjamin II. Latrobe, 
 Esq., and was at the time tlie largest structure of the kind in the 
 United States. In his estimate of the cost of this great work, Mr. La- 
 trobe came within the actual expense of its construction. This was 
 also tlie case witii his estimates of the cost of the Washington Branch, 
 the actual expense falling short of the original estimate. 
 
 Up to July, 1834, tliore were but three locomotives on the road, —
 
 ORIGIN OF TIIK KKJIIT-WII EELEU CAR — NEW I5HEAK. 29 
 
 the " Atlantic," " York,'' and " Franklin," — when fonr more, called the 
 "Arabian," the " Mercury," the " Antelope," and the "American," 
 (the last two built by Charles lleeder, of Baltimore,) were introduced, 
 the Board having persisted in refusing to adopt the English locomotive, 
 under the belief that it Avould not answer on the heavy curvatures 
 of their road, and because it was unable to burn anthracite coal for 
 fuel, to the use of which the Board attached much importance. There 
 were also eight more locomotives ordered and under contract in the 
 fall of 1884. 
 
 Up to this period, the cars in use upon railroads were all of a small 
 size, with four wheels, and but little larger than the heavy stage coach. 
 Mr. George Brown, the Treasurer of the company, who Avas ever alive 
 to its interests, liad long entertained, with many others, the idea of a 
 car of much greater capacity. By the ingenuity of Mr. Ross Winans, 
 the large eight-wheel cars were devised and constructed, and put upon 
 the road for the transportation of passengers, the Avheels being ar- 
 ranged somewhat as they are now in use on all railroads. Perhaps in 
 no other improvement in the operation of railroads, was the Balti- 
 more and Ohio Company more conspicuous, even at this early day, 
 than in the entire origination and perfection of the eight-wheeled car. 
 
 The further prosecution of the road beyond Harper's Ferry, was 
 suspended in 1882, by a clause in the compromise relative to the 
 " Point of Rocks " Avith the Canal Com[)any, which bound the Railroad 
 Company not to attempt to ascend the banks of the Potomac beyond 
 Harper's Ferry until the canal should be finished to Cumberland, pro- 
 vided tliis were done within the time allowed by the existing charter 
 of the Canal Companj'. The road from AVinchester to Harper's Ferry 
 was then in course of construction; and in 1834, in view of its prob- 
 able early connection there with the road leading to Baltimore, 
 thoughts were entertained of effecting a connection Avith the Ohio by 
 means of a lateral road from Winchester to Staunton, and from Staun- 
 ton flirough Jenning's Gap. In anticipating the adoption of this, how- 
 ever, as a i)racticable mode of establishing the desired connection with 
 the Avestern waters, the Board never lost sight of the original route 
 by the Potomac, and in their eighth annual report, dated October 6, 
 1834, they declare that, " tliey firmly believe tJiut it will, one day, and 
 thai not a very remote one, l)e fully accomplished.'''' 
 
 The receipts of the company during the year 1832, Avere $205,430 58, 
 and tiie Avorking expenses $132,802 41, being an increase over the 
 receipts of tlie preceding year of $9,750, and a diminution in the 
 expenses of $5,021.
 
 30 GREAT OHIO AND MISSISSIPPI KAILPvOAD OPENING. 
 
 On the 20th of July, 1835, the "Wasliington Branch road was 
 opened with suitable ceremonies, from Baltimore to Bladensburg, and 
 one month after, on the 25t.h of August, the whole road to Washing- 
 ton City was completed and thrown open to trade and travel. During 
 the first four months of the opening of the Branch road, the travel on 
 it averaged 200 persons per day, far exceeding the most sanguine ex- 
 pectations of the Board, 
 
 The original ten acres occupied by Mount Clare Station at Balti- 
 more, was presented to the company by the late James Carroll, but 
 having been found insufficient, as early as 1835, eleven adjoining acres 
 were purchased. 
 
 A new and valuable break, invented by Evan Thomas, Esq., for 
 passenger cars, was introduced on the road in the year 1835, and 
 proved most eflicient and durable. The brakes in use previous to this 
 invention, were not only inefficient, but they were complicated, and 
 frequently required repairs. Tliey were not of sufficient power to con- 
 trol a loaded eight-wheel car upon the ascents and descents of the road, 
 and it is believed that loith them, those cars could not have been safely 
 used. In view of this circumstance, the value and importance of this 
 timely invention of the President's brother can hardly be overesti- 
 mated. 
 
 At the close of the year 1885, the number of locomotives in nse on 
 the road was seven, passenger cars forty-four, and burthen cars one 
 thousand and seventy-eight. 
 
 Benj. H. Latrobe had, previous to this time, been detailed to re- 
 connoitre a route from Chambersburg to connect with the Baltimore 
 and Ohio Road near Harper's Ferry, which duty he performed to the 
 entire satisfaction of the parties concerned. 
 
 During the summer of 1835, Mr. Knight, the chief engineer, 
 Avas directed, at the instance of the people of Wheeling, to make a 
 reconnoissance between Cumberland and the Oliio, and inasmuch as 
 the charter of the company from Pennsylvania required that the road, 
 if it entered that State, should be constructed to Pittsburg, the recon- 
 noissance was extended to tlie two cities. His report proved the all- 
 important fact, that the mountains between Cumberland and the West- 
 ern waters could be passed without the use of stationary engines, with 
 locomotives and their trains. The Board, on receiving his report, urged 
 the importance of carrying the road to both of these cities simul- 
 taneously. President Tliomas, in his ninth annual report, says : 
 
 "Admirably situated as Baltimore is, at the liead of the Chesapeake, and 
 in closer proximity to the valley of the Mississippi than any other of the Atlaii-
 
 RETIREMENT OF PRESIDENT THOMAS IIIS SERVICES. 31 
 
 tic cities, all that is uccessarj"^ to secure her rapid growth in wealth, power, and 
 importance, is uuited effort among her people, aided by the State of wliicli she 
 is the commercial capital. The Susquehanna Road from the North, the AVasli- 
 ington Branch from the South, the Port Depositc Railroad from the East, and 
 the main stem of the Baltimore and Ohio Railroad from the West, may be 
 considered as so many gi-eat arteries, whose prolonged extension and spreading 
 ramifications tend to increase and secure the healthy and vigorous growth of 
 the city, which may be termed the heart of the system." 
 
 Mr. Knight, in the fall of 1835, announcing that B. IT. Latrobe, one 
 of his able assistants, liaving been appointed Cliief Engineer of the 
 Baltimore and Port Deposit Eaih-oad, was tlien ont of the service of 
 the company, gave liim great credit for liis ability, referring to the 
 fact tliat lie had previously designed the plan of the extensive viaduct 
 and bridge over the canal and Potomac River at Harper's Ferry. 
 
 On the 30th of June, 183G, after having been President of the com- 
 pany for ten successive years, Mr. Thomas retired from the post he had 
 filled with so much honor to himself and advantage to the company. 
 His close and unceasing application to the arduous duties of his posi- 
 tion, had been at the sacrifice of health and private business, which he 
 had uniformly regarded as of secondary importance to the prosecution 
 of the great enterprise of which he — in conjunction with Mr. Brown 
 — was the originator^ founder, and first promoter. Having induced 
 his fellow-citizens to embark their means in the construction of the 
 road, and procured large appropriations from the city and State, to 
 aid in its prosecution, it may naturally be supposed he felt a great per- 
 sonal anxiety with I'egard to it, an anxiety that made the many disap- 
 pointments, vexatious interruptions, and dark forebodings of its oppo- 
 nents weigh heavily on his mind. He never, however, fiiltered in the 
 confident belief of its ultimate success, and of the final approval of his 
 fellow-citizens; and to him the completion of the road to the Western 
 waters must have been a glorious comsummation, — " long looked for 
 and anxiously hoped." Mr. Thomas (as well as his worthy compeer, 
 Mr. Brown) is happily still living, and, at the ripe old age of eighty- 
 two, is fully enabled to realize in his own useful lifetime, the wonderful 
 results which his good genius had so largely planned. Mr. Thomas 
 has occupied much of his time in later years, as a general agent for the 
 Seneca Indians, for whom he has performed much good service, ren- 
 dered gratuitously, as a return for which, they have adopted him into 
 their tribe, and made him their mini^tei" plenipotentiary in all their 
 relations with the United States government. 
 
 The following i roceedings of the Board of Directors, on the occa- 
 sion of the resignation of Mr. Thomas as President of the company,
 
 32 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 are a coiidusive tribute to liis private wortli and his eminent ?ervices 
 to tlie road : 
 
 " Office of the Baltimore axp Omo Eatlway Companv, 
 June -mh, 1S3C. 
 
 " At a meeting this day, the following proceedings were had : Joseph W. 
 Pattersou was appointed President pro tern, ^^'hen the committee appointed 
 to confer with Philip E. Thomas, Esq., iu regard to his resignation of the 
 Presidency of this Company, tendered by him to the Board on that date, re- 
 ported verbally, that they had held seversd interviews with i\Ir. Thomas on the 
 subject, and that it had coutinTied, against their remonstrances, to he his 
 earnest wish to withdraw from his actual situation ; that the Board were aware 
 that such had been his desire for a long time past, and that he had only been 
 prevented from taking the step sooner in condescension to the wishes of the 
 Board. The Committee relnctantly, and with regret, were obliged to add, 
 that in consideration of the impaired condition of Mr. Thomas's health, they 
 believe it indispensable to its restoration, and to his comfort, that he should be 
 relieved from the confinement and labor incident to the discharge of the duties 
 of the office which has been so ably filled by him. 
 
 " Whereupon on motion of Mr. Hawkins, it was 
 
 " Jie^oh'ed, That this Board accept the resignation of P. E. Thomas, Esq., 
 of the Presidency of this Company, with deep and profound regiTt. 
 
 " On motion of Mr. Brown, seconded by Mr. McKim, the following resolu- 
 tions were mianimously adopted, viz. : 
 
 Hfsohed, That the most unfeigned and cordial thanks of this Board are due 
 to Mr. Thomas for the long, faithful, and valuable services rendered by him to 
 this Company — services which none but those associated with him in the pro- 
 secution of this most arduous work are capable of appreciating, and rendered 
 at an expense of private interest, which it is difficult to calculate, but which 
 must be well understood by this community ; and of health which has been 
 sacrificed by close and continuous application to the business of the Company. 
 On the commencement of this work, of which he has been iu fact the father 
 and projector, every thing connected with its construction was new, crude and 
 doubtful, with little to g-viide the Avay, and that derived from distant and un- 
 certain sources ; now such has been the increase of information and experience 
 acquired under his auspices and direction, as to insure the completion and 
 success of the undertaking, if prosecuted with the same zeal, assiduity and in- 
 tegrity which have ever marked its course. 
 
 " liesoh-ed further, That this Board, in taking leave of Mr. Thomas as their 
 President, caimot omit the opportunity of tendering to him their respectful 
 acknowledgments of the uniform, correct, urbane and friendly conduct, which 
 has characterized his deportment during the time of their official intercourse, 
 and of expressing to him their best wishes for the speedy restoration of his 
 health, and for his future prd^perity. 
 
 " Jiesolvcd, That the President pro tera. convey to Mr. Thomas a copy of 
 these proceedings, under his signature."
 
 THE 
 
 Rx\ILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER IV. 
 
 IIISTOUY OF THE BALTIMOIIE AND OHIO V^AlhTMAD—Coniiniied. 
 
 The resignation of Pliilip E. Tlionia?:, as President of tlie Company, 
 on the 30ch June, 1830, having been contemplated by him for more 
 than a year, the Board liad looked long and anxionsly for a com- 
 petent successor — one who could retain the contidetjce of the city and 
 State, as well as the good feeling with which European capitalists already 
 viewed this great enter[)rise. At •the time of the resignation of Mr. 
 Thomas, the Board were in correspondence with the Hon. Louis 
 McLane, to whom they had tendered the position, Avith every prospect 
 of his ultimately accepting it. Joseph W. Patterson, Esq., (whose 
 father had been one of the most efficient of the first Board of Direc- 
 tors,) was chosen President pro tem. until Mr. McLane entered on his 
 administration. 
 
 Tlie viaduct across the Potomac at Harper's Ferry having hoen 
 completed in the fall of 1830, and the connection thus made with the 
 Winchester Railroad, it was, in elfect, a jirolongation of the Baltimore 
 and Ohio Railroad up the Valley of the Shenandoah, wiiich soon com- 
 menced to add to the trade of the city of Baltimore. 
 
 In the spring of 1836, the Board deeming that the time had arrived 
 for the adoption of vigorous measures towards the prosecution of the 
 road from Harper's Ferry westward, to the points of its original destina- 
 tion, an engineer force was organized for the purpose of making detailed, 
 surveys and examinations between Harper's Ferry and the summit of the 
 Alleghanies, with the view of continuing them afterwards to Pittsburg 
 ami ^Y heeling. Benjamin H. Latrobe, Esq., was appointed to the post 
 of engineer of location and construction on tlie 1st day of July, 1830, 
 and took innnediafe charge of the surveys, and the direction of the 
 several corps upon lield-duty. The rough and mountainous country 
 over which the surveys had to be carried, and the importance of leav- 
 2*
 
 34 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 ing no practicable route, of the many that presented themselves, unex- 
 amined, rendered the labors of tlie engineers necessarily very tedious 
 and prolonged. 
 
 At the December session of the Legislature of Maryland, 1835-6, 
 the Board of Directors memorialized that body, praying for aid to 
 complete the road to Wheeling and Pittsburg, and at the same time a 
 similar application was made to the mayor and city council of Balti- 
 more. The latter, at once, and Avith great liberality, respondmg to the 
 universal sentiment pervading the community, resolved to subscribe 
 three millions of dollars to the capital stock of the company, whenever 
 the legal ditSculties which prevented at that time the construction of 
 the road in an unbroken line west from Harper's Ferry, should be 
 removed. The Legislature, iu tlie mouth of May following, also appro- 
 priated three millions to the road, and, as before stated, removed the 
 restrictions on its westward progress, and the Canal Company having 
 entered into an agreement for the joint construction of their works, all 
 again moved on harmoniously. Six millions were thus added to the 
 effective means of the company. 
 
 After the death of Phineas Davis, which occurred by accident on 
 the 27th of September, 1835, Messrs. Gillingham and Eoss Wiiians took 
 the company's shops at Mount Clare Depot, and continued the manu- 
 facture of locomotives and railroad machinery commenced by Mr. 
 Davis. In this enterprise they were independent of the company, but 
 were bound by contract to sujiply the road with locomotives and rail- 
 road machinery at a stipulated price, and at all times to give prece- 
 dence to the company's demands for work. They had the use of the 
 grouttd and buildings, with the fixed machinery left by Mr. Davis, 
 witliout rent, obligating themselves to keep the same in repair, and 
 return them as they received them. In consideration of tliis, they 
 manufactured the company's engines so much below the mai-ket price 
 for them elsewhere, that the interest on the cost of the buildings and 
 fixed machinery was deemed to be fully paid. 
 
 The last two locomotives manufactured by Messrs. Gillingham & 
 Winans, in the fall of 1836, showed a power of traction, when tlie 
 Aveight of the engine was but eight tons, much exceeding the greatest 
 power that had, up to that time, been obtained on the Liverpool and 
 Manchester Railroad by a twelve ton engine. This, in view of the 
 heavy mountain grades to be overcome, was deemed a matter of spe- 
 cial gratulation by the Board of Directors. 
 
 On the 12th of September, 1830, the anniversary of the battle of 
 North Point, a number of volunteer comi)anics of Baltimore and the
 
 HON. LOUIS MCLAXE PRESIDENT RE-LOCATION, 35 
 
 atljaceut counties, amounting to more than one thousand citizen sol- 
 diers, were conveyed to Washington and back by four locomotive 
 engines, one of ■which conveyed three hundred troops, Avitli their arms 
 and accoutrements. Although the full power of the engines was by 
 no means brought into play on this meniorable occasion, yet the result 
 had a very impressive utfect on the many thousands who had witnessed 
 it, and who were thus furnished with ocular demonstration of the new 
 and immense facilities created by railroads and locomotive engines 
 upon them, in the transit of persons and property, and in fact of whole 
 armies and their accompaniments. 
 
 The Hon. Louis McLane entered on his duties as President of the 
 company in April of the year 1837. The first annual report bearing 
 his signature, dated on the 1st of October, 1837, expresses the deter- 
 mination of the Board to steadily proceed in the reconstruction rather 
 than the repair of the old track, Avhich would expose the road and the 
 machinery on it to great dilapidation. 
 
 In January, 1838, the inclined planes over Parr's Eidge at Mount 
 Air}', forty-one miles from Baltimore, which had up to that time been 
 overcome by stationary horse-power, Avere superseded by a new road 
 around the planes; and more than thirteen miles of other parts of the 
 road, including important alterations in some of the most abrupt and 
 diliicult curves, were completed during tlie mouth of March, 1838. 
 The alteration of the planes decreased the annual expenses of the road 
 upwards of $20,000. The late John H. Done, superintendent of the 
 Illinois Central Road, was in the engineer's corps at this period. 
 
 At the close of the tliird year the dividends on the Washington 
 Branch, in money and stock, valuing the stock at par, amounted to 
 fourteen per cent., or four and two-thirds per cent, per annum — 
 wJiilst it also paid to the State, in the shape of bonus, one-fifth of all 
 the munej" received from the conveyance of passengers, Avhich, to the 
 30th of September, 1838, amounted in the aggregate to $112,963 70. 
 
 The reconnaissance and preliminary surveys from Harper's Ferry 
 to the Ohio River, conducted by B. H. Latrobe, together with the 
 estimate of the cost of the entire work, were fully ])repared in the 
 course of the year 1838. They reported the practicability of locating 
 a satisfactory route to the Ohio River, embracing botii Wheeling and 
 Pittsburg, at the maximum elevation of sixty-six feet to the mile ; and 
 that the cost of construction, with a single track of the most durable 
 plan from Cumberland to both points, would not exceed nine millions 
 and a half of dollars. The time allowed for the occupation of any part 
 of the territory of Virginia expired in the month of July in that year,
 
 36 GREAT OHIO AND MISSISSIPPI RAILROAD OPKNIKG. 
 
 and it became necessary, before atteraptingto proceed fnrtber Avith the 
 work, to make an application for the renewal of the charter in that 
 State. Measures were immediately taken for that purpose, and 
 President McLane, with a committee of the directors and the chief 
 engineer, attended at Riclnnond, during the session of 1838, to urge 
 the application. 
 
 In the mean time, however, new interests, less favorable to the 
 extension of the work through that State, had arisen, and that wliich, 
 at an earlier day, might have been comparatively easy of accomjilish- 
 ment, had then become a task of great ditficulty. A law was finally 
 passed, however, extending the time for completing the work to five 
 years : but it deprived the company of the option of selecting between 
 the routes from Harper's Ferry to Cumberland, in the State of Mary- 
 land, and those in the State of Virginia ; and made it an express con- 
 dition that the road should pass into Virginia at Hai-per's Ferry, be 
 thence constructed through the State to about five and a half miles 
 below Cumberland, and that Wheeling sJiould ie made one of the ter- 
 mini. The law also authorized an additional subscription of $1,058,420 
 upon the part of Virginia, being two-fifths of the estimated cost of so 
 much of tiie road as was re(iuired to be made in that State between 
 Har[)er's Ferry and Cumberland. 
 
 According to this condition, which was the best it was possilile to 
 obtain, the company was not only required to pass into Virginia at 
 Harper's Ferry, but was also obliged to abandon altogether the exten- 
 sion of the road to Wheeling, or to leave the limits of the State of 
 Maryland for nearly the entire distance between Harper's Ferry and 
 Cumberland. The validity of the act depended upon its acceptance by 
 the stockholders, including the State of Maryland; and independently 
 of the other consequences involved in the condition, it first became 
 necessary to ascertain the practicability of crossing at Hari)er's Ferry. 
 The crossing at that point could only be effected by occupying a part 
 of the government property, or about six mile" of the Winchester and 
 Potomac Railroad, and neither could be used Avithout the voluntary 
 assent of the res[)ective proprietors. 
 
 The Winchester and Potomac Kailroad Company positively refus- 
 ing their assent to the joint use of six miles of their road, an arrange- 
 ment was finally concluded with the Secretary of War, by President 
 McLane, by which permission to occupy the necessary parts of the 
 public property was granted. The law of Virginia was then duly ac- 
 cepted by the stockholders, and it became the duty of the Board to 
 promptly carry out their decision.
 
 EFFORTS TO EXTEND THE ROAD BEVOXD IIAKPEr's :fERRY. 37 
 
 Companies of engineers, adequate to the location of tlio entire line 
 from Harper's Ferry to Cumberland, were promptly organized under 
 B. IT. Latrobe, with instructions to prepare the road for contract early 
 in the ensuing spring. Similar corps were also employed in locating 
 the road from Wheeling towards the Pennsylvania line, with instruc- 
 tions to the same ettect; so that the work might be prosecuted with as 
 much dispatch as the means at their command would admit. 
 
 On account of tlie dittieulties in the money market during llie years 
 1839 and 1840, the Board deemed it an act of proper precaution to 
 suspend their operations west of Cumberland, and accordingly called in 
 the corps of engineers who had been engaged in that |)art of the ser- 
 vice. The right of way having been procured through Virginia frojn 
 Harper's Ferry, that [lortion of tlie road was placed under contract 
 during the summer, and progressed with good speed under judicious 
 and energetic management. 
 
 The subscrii)tion of $3,000,000, on the part of the State of Mary- 
 land, was originally jjayable to the company in money, by the State 
 treasurer, to be raised from the sale of currency bonds, bearing an in- 
 terest of six per cent. These bonds, however, were directed to be 
 offered for sale first in Europe before they could be sold elsewhere ; 
 and in order to provide for the interest for a period of three years, 
 could only be sold at a premium of 20 per cent. These terms proving 
 impracticable, and the State's commissioner in England representing 
 tiiat sterling bonds would be more salable in the European markets, 
 tlie Legislature substituted sterling bonds, bearing an interest of tive 
 per cent., payable, principal and interest, in London. It being obvious, 
 from inquiries made both at Philadelphia and New York, that they 
 could not be advantageously disposed of in the United States, Mr. 
 McLane, at the request of the Board, was induced to proceed to 
 Europe, there to make such arrangements as he should deem best for 
 their final disposition. 
 
 By the time these bonds could be prepared and forwarded to Lon- 
 don, a very unfavorable change had taken place in the European 
 markets. American securities had accumulated there in an unprece- 
 dented quantity, and a general depression had taken place in their 
 value, which rendered the sale of any portion of those belonging to the 
 railroad company — unless at prices prejudicial to the State, and ruin- 
 ous to the interests of the comjiany — absolutely impossible. 
 
 Consulting not more the interests of the company than the credit 
 of the State, so necessary to the prosecution of all her public enter- 
 jirises, President McLane declined disposing of any portion of the
 
 38 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 bonds comraitted to hiin at the prices established by other sales, bnt 
 succeeded in eftectiug an arrangement with Messrs. Baring Brothers & 
 Co., of London, to make a sale of the stocks of the company -when they 
 should be salable, and to advance such amount on them as the future 
 necessities of the company were likely to require. 
 
 It was during this season of monetary embarrassment that the 
 lioard determined to oifer the contractors and proprietors of lands, in 
 payment for their work, and the right of way, certificates, authorizing 
 the transfer at par of the six per cent, stock of the city of Baltimore, 
 whenever presented in sums of $100 or upwards. 
 
 This proposition vs'as promptly responded to by the community at 
 large, as well as the contractors and other creditors of the con^pany, 
 who, during the year ending on the 30th of September, 1810, received 
 in payment of the liabilities of the companj', stock to the amount of 
 $515,000. The city was enabled, by this master-stroke of policy, to 
 comply with her engagements to the company, without any loss or 
 sacrifice ; the credit of her public securities was preserved unimpaired, 
 and this important work, so essential to her trade and prosperity, 
 was enabled to push on with energy towards its completion to Cum- 
 berland. 
 
 ; The receipts of the Main Stem to Harper's Feny, and the Wash- 
 ington Branch, during the year ending October 1, 18il, amounted to 
 $135,458 8C, being nearly three and one-half per cent, upon tlie 
 original capital of $4,000,000, which those sections of the road had 
 cost. 
 
 During the monetary difliiculties of 1839-40, whilst, through the 
 energy of President McLane and his able Board of Directors, this groat 
 work was pushed forward by tlie apiiropriatiou of city stock, at par, 
 most of the other principal works of internal improvement through- 
 out the country were partially or altogether suspended. The com- 
 pany was thus enabled to promptly meet all its engagements, while 
 its credit and resources remained unimpaired, and ample to discharge 
 its obligations. 
 
 On the 1st of June, 1842, the road was opened for travel and 
 transportation from liarjjer's Ferry to a point opposite the town of 
 Hancock, a distance of forty-one and a half miles, and soon began to 
 show a large increase in business and receipts. 
 
 The work on the balance of the road to Cumberland was, in the 
 mean time, pushed on with energy, and on the 5th of November, 1842, 
 a proud day for the city and State, this great central puiut of their 
 labors was reached.
 
 COMl'LETION TO CUMBERLAND, 1842. 39 
 
 [For an account of tlie difficulties overcome in tliis portion of tlio 
 work, the reader is referred to the description of the line, to be found 
 in the pages succeeding this historical sketch.] 
 
 The road being now finished to Cumberland, the Board considered 
 that they had surmounted the most formidable impediments to its fur- 
 ther progress, and that tlie various interests Avhich had been previously 
 hostile or lukewarm, would thereafter become auxiliary to its advance- 
 ment. It was believed that beyond Cumberland it would become the 
 primary work of Maryland, and of "Western Virginia and Pennsylva- 
 nia : but these expectations Avere again subject to disappointment, 
 with delay and procrastination, and almost a total suspension of opera- 
 tions for several years. The Board looked forward to the early con- 
 sunnnation of tlieir hopes, and in the annual report for tiie year 1843» 
 after urging most eloquently and ably the duty of the city and State 
 in the matter, thus predicted results that may now be confidently an- 
 ticipated : 
 
 " When Baltimore can communicate with St. Louis and New Orleans with 
 equal certainty, at a shorter distance, and at a less cost than attend the inter- 
 course from the same points with Philadelphia, New York, and Boston, she 
 may then, and not before, hope successfully to contend with those cities for the 
 Westein trade. Then, and not before, the capital and enterprise now inactive, 
 or which may have sought more favored points, may be expected to return ; 
 then her wharves may be lined with foreign ships and steamers, and she may 
 become the mart of an extensive domestic and foreign trade." 
 
 The charter of the company, both in Maryland and Virginia, by 
 its original terms was perpetual ; but, without additional legislation, 
 the Board had no authority after the 4th of July, 1843, to occupy any 
 greater extent of the territory of either State for tlio extension of the 
 road. The legislature of Maryland promptly allowed a further period 
 of twenty years, but that of Virginia adjourned witliont taking any 
 action towards removing the obstacle. In the mean time the Board 
 were constrained to limit their measures for the construction of the 
 road, to further reconnaissances of the country west of Cumberland 
 through the State of Virginia, in the well-founded belief that in that 
 direction, should it become advisable to seek it, a better and cheaper 
 route to the Ohio River might be obtained; looking forward with con- 
 fidence to more auspicious legislation in both States the ensuing 
 winter. 
 
 In the month of January, 1844, the Board were officially informed 
 by the President of the Maryland and New York Iron and Coal Com- 
 pany, that having procured the requisite funds to construct a railway 
 from the mines to Cumberland, they were anxious to proceed with tho
 
 40 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING, 
 
 work, if tlie charges for the transportation of iron and coal from the 
 mines to Baltimore could be fixed at such rates as would warrant them 
 in adopting the Baltimore and Ohio Railroad for the transportation of 
 their products. The same officer subsequently proposed a contract for 
 that purpose, to continue for five years after the completion of their 
 road, to furnish a freight of coal, pig iron, bar iron, fire-bricks, &c., iu 
 quantities of 175 tons per day, for tliree liundred days in the year. 
 The proposition was finally accepted by the Board, and the rate of one 
 cent and one-third of a cent per ton per mile fixed as the freight. This 
 was the commencement of the semi-bituminous coal trade, whicli has 
 now swelled to a demand for means of transportation to the extent of 
 3,000 tons per day. 
 
 During the winter of 1843, another application was made to the 
 legislature of Virginia to grant further time for the extension of the 
 road through that State, within the limits of the original charter, 
 which allowed the company to strike the Ohio at a point not lower 
 than the mouth of the Little Kanawha. The application, however, 
 encountered an opposition altogether unexpected from the authorities. 
 A bill was finally reported, granting the right of way between the de- 
 sired limits, but encumbered with so many embarrassing conditions, 
 that the friends of the road in the legislature refused to accept it. 
 
 President McLane again visited Europe in connection Avith the 
 financial operations of the company during the year 1844, when Sam- 
 uel Jones, Jr., Esq., was chosen President pro tern. It was during this 
 period tliat Ross Winans' heavy engines, then of twenty-two tons' 
 Aveight, built for the coal trade, Avere first put on the road, and prcved 
 themselves of great value by using Cumberland coal as fuel instead of 
 wood. The late-t of these machines Aveigh some thirty-two tons, 
 without the tender. 
 
 At the close of the year 1845, the difficulty with the legislature of 
 Virginia Avith regard to the right of Avay through that State still con- 
 tinued, and prevented the commencement of the road Avest of Cum- 
 berland, the law passed at the previous session, on account of its onerous 
 conditions, having been rejected by the stockholders. An efl:brt Avas 
 then made by the citizens of Western Pennsylvania to procure from 
 the legiylatnre of that State a law authorizing the company to extend 
 its Avorks to the city of Pittsburg. This movement ultimately result- 
 ed in the granting of the Oonnellsville Road charter, but not until the 
 year 1846, when the legislature of Virginia someAvhat modified the 
 objective policy they had pursued, and finally passed a bill, compelling
 
 MORE DELAYS RIGHT OF WAY. 41 
 
 the road to make its terminus at Wheeling, thougli relieving it of many 
 of the onerous requirements of the previous act. 
 
 President McLane returned from Europe in October, 184(5, and 
 again resumed his post. In tlie mean time the annual reports show a 
 steady increase in the transportation, hotli of passengers and freight, 
 and $000,000 having been subscribed by the Baltimore and Ohio Kail- 
 road Company to the capital stock of the Pittsburg and ConuoUsville 
 Ivoad, that company Avas preparing to prosecute its work to the Mary- 
 land State line with a great deal of energy. The cliarter of the Con- 
 nellsville Road to open a way to the Maryland line met Avith great op- 
 position from Philadelphia, and was passed Avithout tlie delegates from 
 that city fully understanding that its object Avasthus to aftbrd a connec- 
 tion betAveen Pittsburg and Baltimore, — an opposition that had already 
 lirevented a satisfactory extension of the charter of the Baltimore road 
 to connect Avitli Pittsburg, by embarrassing its provisions, and making 
 it dependent for its vitality upon the failure on the part of the citizens 
 of Philadelphia to subscribe the sum of $3,000,000 to a company in- 
 corporated at the same session to construct a road from that city to 
 Pittsburg. 
 
 At a meeting of the Stockholders held on the 5th of April, 1847, 
 relative to a conference had Avith the Pittsburg and Connellsville Com- 
 pany, President McLane read a communication over his own signature, 
 stating that the Connellsville Company had so far changed its vieAvsj 
 that it not only refused to accept any further subscription from the 
 Baltimore Company, but declined to treat Avith them unless they Avould, 
 before a designated day, consent to assume the responsibility of com- 
 pleting the entire connection with Pittsburg by their own undivided 
 energies, upon such terms and by such route as prescribed; and that, 
 too, Avithout any expectation of receiving assistance from Pittsburg. 
 The route thus prescribed, called the " Northern Eoute," the President 
 proceeded to shoAV, although the cheapest I'oute to reach Pittsburg, 
 Avould be the dearest route to Baltimore, in view of the continuation 
 of its road to a more southern point on the Ohio River ; and that it 
 might be in fact the design of this condition to obstruct, if not defeat 
 the purpose of Baltimore ever going further south on the Ohio, — in 
 short, that their conditions meant nothing more nor less than that, un- 
 less Baltimore, ineftect, relinquished and abandoned forever its purpose 
 of ultimately going to a more southern point on the Ohio, it should 
 not form a connection Avith Pittsburg at all. This Avas the alternative 
 submitted to the company, and as a n)atter of course it Avas promptly 
 and decidedly rejected, although attliaftime a connection Avith Pitts-
 
 42 GREAT OHIO AND MlSSISSirPI RAILROAD OPENING. 
 
 burg was regarded by many as a matter of paramount and immediate 
 importance. 
 
 In tiie early part of the ensuing year, 1S47, the legish^ture of Vir- 
 ginia renewed the grant of the right of way tlirough that State for a 
 period of twelve years, upon condition that the road shall be extended 
 to the city of Wheeling witliout toucliing the Ohio Eirer at a ^wint 
 lotcer down than the mouth of Fish Crecl\ and according to the agree- 
 ment with that city, the option of extending the road by the latter 
 point wrts absolute. By accepting this Virginia law, and confirming 
 the agreement of the city of Wheeling, the Stockholders at that time 
 considered that they had not only consulted the interests of the several 
 companies engaged in making the improvement on the Southern and 
 Central lines of Ohio, but insured the connection of both with their 
 road. 
 
 Ten years were thus spent by the company, throngh the impractica- 
 ble legislation of Virginia and Pennsylvania, in seeking the right to 
 extend the road to the Ohio Eiver. On the 1st of July, 1847, Benja- 
 min n. Latrobe, the chief engineer of the road, acting also as General 
 Sui)erintendent, under instructions from the Board, proceeded with 
 three competent corps of engineers to locate the line of tlie road as far 
 westward as the Maryland and AHrginia State line, on the southern 
 route towards the Ohio, — tlie first coi'ps were engaged between Cum- 
 berland and Westernport opposite Piedmont, twenty-seven miles up 
 the valley of the North Branch — the second in the location between 
 Westernport and Backbone or Main Summit — and the third upon the 
 easy and picturesque part of the route lying westward from tlie Sum- 
 mit, through tlie Glades, for a distance of fifteen miles to the State 
 line. The last party, having finished their labors, crossed into Virginia 
 and proceeded to the head of Snowy Creek, whence the descent to the 
 Valley of the Cheat River commences. At the close of the season, 
 sixty-five miles of the route from Cumberland West was fully prepared 
 for contract. 
 
 The last report of Mr. McLane for the year 1848, details at length 
 the pecuniary difficulties of the company, the necessity for a still fur- 
 ther increase of the motive power of the road to the amount of 
 $'240,848, rendering it impossible that a dividend in money could be 
 paid during that year on the capital stock. The Board had also 
 deemed it necessary to proceed with the reconstruction of the old, im- 
 perfect, and worn-out road: to change the original and defective loca- 
 tion of the track east of the Monocacy, and to extend a branch road 
 to Locust Point, on the south side of the Basin in Baltimore, on which
 
 MORE LEGISLATION FEASIDLE ROUTE PLANNED. 43 
 
 tlie transportation, not intended for distribution in the city, miglit bo 
 done by steam to the waters' edge, and much of the horse j)o\ver in 
 the streets be saved, and other serious inconveniences avoided. This 
 work was duly carried out, and was tlie germ of the extensive ship- 
 ping wharves and warehouses chistered there, and whicli afford such 
 admirable facilities for the prompt and cheap transhipment of freight 
 between the cars and tiie boats. 
 
 The eliief engineer, in the mean time, had continued constantly in 
 the field locating the road west of Cumberland. Tlie ditBculties of the 
 entire country, as far as the Cheat and Tygart Valley Rivers, induced 
 the Board to call in two consulting engineers to confer with Mr. La- 
 trobe upon the location of this important section of the road. For 
 this purpose the services of Jonathan Knight, of Pennsylvania, and 
 John Child, of Massachusetts, were secured, and in the month of June, 
 18-±8, the Board of Engineers, thus constituted, examined the country 
 described, with care, and decided upon all the lines it would be expe- 
 dient to trace, in order to leave no room for question that the entire 
 ground had been investigated with the utmost caution. The engineers 
 were-fully satisfied that the construction of the road across this rugged 
 country was fully practicable, with grades perfectly within the useful 
 available power of the locomotive engine.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER V. 
 
 HISTORY OF THE BALTIMOKl': AND OHIO V^ MUiO AT)— Conihi tied. 
 
 In October, 1848, sliortly after the presentation of the t\\-enty- 
 second annual report of the President and Board of Directors, Mr. Mc- 
 Lane resigned his [losition, as President of the road, over which he 
 liad presided for eleven years, and Thomas Swann, Esq., for several 
 montlis previous one of the most active, energetic, and able of the 
 Board of Directors, was immediately chosen his successor, Avith a una- 
 nimity that clearly evinced the high estimation in which he was held 
 by his associates in the Board. The announcement of his appoint- 
 ment also gave general satisfaction to the city and State authorities, 
 as well as to those of his fellow-citizens Avho were familiar with 
 his character and the previous services which he had rendered the 
 company'. 
 
 The affairs of the company had reached another crisis. The priv- 
 ilege of forming a connection with the Ohio Kiver had been placed 
 at their disposal by the act of 1847, and the agreement with the city 
 of Wheeling: and the time had arrived for exercising an energy which 
 faces embarrassments and trials, with a determination to conquer, 
 despite the clouds of adversity that threaten momentarily to over- 
 wlielm. The Board fully appreciated the responsibility resting upon 
 them, and time has shown that, in the selection of a successor to Mr. 
 McLane, they acted judiciously. 
 
 Among the records of the company, the first mention of the servi- 
 ces of Mr. Swann is during the year 1847, Avhen, at the instance of 
 Mr. McT-ane, he proceeded to Richmond to procure such terms as 
 would be the most acceptable in the matter of the right of way to Wheel-
 
 PRESIDENT MCLAXE RETIRES ACCESSION OP THOMAS SWANN. 45 
 
 ing, then pending in the legislature of Virginia. lie tliere labored 
 Avith that indomitable perseverance -which lias since distingnished iiini 
 as President of the company, greatly contributing, by his ability and 
 his sound discretion, towards a restoration of good feeling between the 
 parties to the ten years' controversy. 
 
 Early in the year 18i8, a vacancy occurring in the Board, Mr. 
 Swann was unanimously elected a Director. He came in as a friend 
 of the administration of Mr. McLane, and continued to yield to him a 
 cordial support up to the period of his resignation. From the time of 
 his appointment Mr, Swann became identified with every important 
 measure of the Board, and seems to have been called upon bj- the 
 President in every delicate emergency that required more than ordinary 
 energy and ability to encounter and overcome. Tiie series of commu- 
 nications published during the year 184-8, in the Baltimore Patriot, 
 over the signature of '• A large Stockiiolder," were understood to be 
 from his pen, and attracted a large share of attention at that time. 
 
 Sliortly after the passage by the Virginia legislature of the law of 
 J 847, Mr. Swann visited the city of Wheeling in company with Presi- 
 dent McLane, T. Parkin Scott, Samuel Iloft'man, Joseph W. Patterson, 
 and -James Swann, to make arrangements with the authorities of that 
 city prior to a recommencement of the road west of Cumberland. 
 The agreement effected with tlie city, as a consequence of tliis visit in 
 July, 1847, proved entirely satisfactory, and was afterwards fidly en- 
 dorsed by the stockholders. 
 
 On the 4th of January, 1848, some months prior to his election to 
 the presidency of the company, Mr. Swann, as cjiairman of a special 
 committee of Directors, charged Avith the duty of co-operating with 
 President McLane in devising means for the prosecution of the road 
 west, published an able address to the citizens of Baltimore, announc- 
 ing that the comi)any, after so many years of fruitless toil, had at 
 length triumphed over every obstacle, and that tiie city had at last open 
 to her embrace an unobstructed line of communication with the re- 
 sources of the great "West, by a route well adapted to the important 
 ends to which her efforts had been directed. The company also, in 
 accepting the route ottered by Virginia, had every assurance that it 
 was within the reach of a connection with tlie railroad in course of 
 construction through central Oiiio, and that it would be acceptable to 
 a line connecting with Cincinnati, through the southern division of the 
 State, by Marietta, Athens, and Chiljicothe. The address of Mr. Swann 
 removed all the doubts and fears of those who regarded the undertak- 
 ing as too stupendous for the means and resources of the company.
 
 46 GREAT OHIO 'aXD MISSISSIPPI RAILROAD OPENIXG. 
 
 Pennsylvania was pushing on her Central Road to Pittsburg; and for 
 Baltimore then to stop at Cumberland, he urged, would bring ruin, 
 wide-spread ruin, upon the city, froui which no power on earth would 
 thereafter be adequate to redeem her. Her doom Avould be sealed — 
 her working classes would be struck down in the midst of advantages 
 which nature had thrown in her way, and which she would sufler 
 others to come in and appropriate for themselves. 
 
 The committee of which Mr. Swann Avas chairman, consisted of 
 John Hopkins, Samuel Hoffman, Jacob G. Davies, T. Parkin Scott, 
 George Brown, and William Cooke; and their appeal to the citizens of 
 Balfimore met Avith a prompt and cordial response from all the varied 
 interests of the city and State. 
 
 A letter was also addressed by President McLane to this commit- 
 tee, urging that the crisis had arrived when it became the imperative 
 duty of the Directors and Stockholders of the company, promptly to 
 adopt all the measures in their power to finish their enterprise without 
 delay, " and witliout counting the inconvenience of some present pri- 
 vation, to invoke to tlieir aid their utmost resources to accomplish 
 their object." 
 
 On assuming the position of President of the company, in the fall 
 of 184:8, Mr. Swann briefly addressed the Board, approi;riately acknow- 
 ledging the honor that bad been done him, and pledged his undivided 
 attention to the duties that would devolve upon him ; — a pledge that 
 he has most religiously kept. From that period down to the opening 
 of the road, he is known to have been engaged almost without the in- 
 termission of a day, disregarding all private affivirs, and every other 
 claim upon his time, in his efforts to secure to the city of Baltimore 
 the consunnnaLion of its long-deferred hopes, and the benefit of this 
 great highwa}^ to the Western waters. 
 
 At the period of Mr. Swann's election, we find, on consulting tlie 
 sales at the Baltimore stock board, that the shares of the Baltimore 
 and Ohio Railroad had fallen to twenty-eight cents in the dollar ; and 
 its bonds, it was believed, could not be sold to any large amount. Mr. 
 Swann's first effort, in this pecuniary condition of the company, ap- 
 pears to have been, to form an indissoluble connection with some strong 
 and leading financial house abroad, which could afford substantial aid 
 in the trials and emergencies that he plainly foresaw would have to be 
 encountered in the line of duty he had marked out for himself, and in 
 which he had every reason to believe he would be fully sustained by 
 the eidightened Board of Directors over whom he had been called to 
 preside.
 
 ENERGETIC ACTION CONFIDENCE RESTORED. 47 
 
 Tho sterling bonds de[)Osited by Mr. McLano in the hands of Messrs. 
 Baring et Brothers, still remained there, and the attention of Mr. 
 Swann was attracted to that house as likely to afford the means of aid- 
 ing in the resuscitation of the credit of his State. Mr. Peabody of 
 London, formerly a citizen of Baltimore — with Avhom he also immedi- 
 ately opened a correspondence on the subject, — referred the applica- 
 tion to the Messrs. Baring, deeming that to be his best mode of meeting 
 tho views of the company. The State of Maryland had been among 
 the suspended States, and its credit abroad had greatly suffered in 
 consequence; so that, without the aid of a strong and friendly 
 moneyed connection, it Avould have been impossible to make available, 
 for the completion of the road, any portion of her sterling bonds. 
 This correspondence, comprising nearly a volume of letters, discusses 
 at great length, and with marked abilit}", the financial position of the 
 State of Maryland, and proved so .-satisfactory and convincing, that it 
 closed with a sale of £200,000 of the five per cent, bonds of the State 
 to the Messrs. Baring. 
 
 The growth of the city of Baltimore during the two years in which 
 tlie company had been maturing their plans to prosecute their work 
 to completion, had not been equalled at any former period of her 
 history ; and it was universally admitted that her subscription of 
 $3,500,000, had been more than returned to her in the enhanced value 
 of her real estate, to say nothing of the influx of population, which 
 increased activity in trade and the prospect of an early connection 
 with the West liad brought within her limits. 
 
 Early in 1849, Mr. Swann in an address to the Board of Directors, 
 indicated the purpose of the Company to press on with the work, and 
 to compass tiie whole^ instead of a j^iar^ of the route between Cumber- 
 land and Wheeling, as had been originally proposed. The bold and 
 confident spirit of this address attracted notice throughout the country, 
 and revived the drooping spirits of the friends of the work. For years 
 previous the subject had been one of engrossing interest, and the public 
 mind had become feverish under the delay which had attended the 
 efforts of the company to secure a charter under which they could feel 
 justified in proceeding with the road. After describing tliis position 
 of the affairs of the company, Mr. Swann urged the great importance 
 of prompt action in pressing the work to com[)letion, and depicted in 
 startling colors the dangers to be apprehended from procrastination 
 when rival interests were actively at work. 
 
 lie also alluded to the immense cost of the undertaking, estimated 
 •it moi-e than $0,000,000, wliich would at any time present iiialter for
 
 48 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 grave deliberation in a coininimity already so heavily burthened by 
 her liberal contributions to works of internal improvements, from 
 wliicli but partial returns had been received. But these disappoint- 
 ments, he urged, should not be permitted to involve the city in still 
 more formidable sacritices. The large amount of capital already em- 
 barked in the finished road from Baltimore to Cumberland, would but 
 faintly express the loss which would be entailed upon the comnmnity 
 by a failure to carry out the original plan of the projectors of the en- 
 terprise. Tliis address concludes as follows : 
 
 " Tlie completion of n stupeiiclous work, hiiicling together two grand ex- 
 tremes of our Union, and promising so largely to the future advancement of 
 the city of Kaltimore, in every department of her industrial pursuits, and in- 
 directly to the whole State of Maryland, might well excite the ambition of all 
 classes and interests, — having an eye to ovir common welfare and prosperity. 
 Under whatever auspices it may be pressed to completion, it will ever stand 
 as an enduring monument of the wisdom and foresight of its early pro- 
 jectors, and an honor to the State of Maryland, as well as to those enterprising 
 citizens by whose capital and public spirit it may be brought to a successful 
 termination." 
 
 Immediately on the closing of the delivery of this address to the 
 Board, Mr. George Brown, one of the venerable founders of the road, 
 is said to have arisen under great excitement, and moved the following 
 resolution : 
 
 " Eesolved, That the Chief Engineer he directed to proceed to ar- 
 range to put the iDhole line to the Ohio River under contract as speedil]) 
 as practical)! ey 
 
 This spirited resolution was instantly and unanimously^ adopted, 
 and the decided and confident manner in which Mr. Brown seconded 
 t)ie recommendations of the President, having its eftect both in ths 
 lioard and among the connnunity at large. 
 
 The policy of the company being now fairly established, no effort 
 was spared to place the road west of Cumberland under contract, and 
 to press it forward Avith the least practicable delay. At the close of 
 the year 1850, \^o less than 1G5 miles of the road was in various stages 
 of advancement, and in the spring of 1851, the laying of the rails was 
 commenced. Whilst in this state of progress Mr. Swann continued to 
 invoke the encouraging aid, not only of Baltimore, but of every inter- 
 est identified with tlie common prosperity of the State at large. The 
 Board had entered ui)on the discharge of their responsible duties, not 
 without a full ai)preciation of the difficulties incident to all similar 
 works ; nor could they expect to realize, without a cordial and united 
 support, the animating prospects with which, for the twenty years
 
 RAPID I'HOGRESS OF THE WORK LARGE EXPENDITURES. 49 
 
 preceding, the work had continued to be cherished by the city, through 
 every species of disappointment, as her only hope of protection against 
 the dangerous rivah'ics by wliicli she was surrounded. 
 
 In January, 1850, a ditTerence of opinion having arisen between 
 the Company and the city of Wlieeling, relative to the route by which 
 the road should enter that city, President Swann Avas compelled to 
 visit Richmond to endeavor to counteract an application which was 
 proposed to be made by Wheeling to the Legislature to arrest the 
 progress of the work. At a general meeting of the Stockholders, held 
 ou the 1st of May, 1851, the President explained the whole contro- 
 versy, in an address of great length, and recommended that the law, 
 obtained from the Legislature, which compelled the adoption of the 
 Grave Creek route be promptly accepted, rather than submit to fur- 
 ther delay. 
 
 The first division of the road west of Cumberland, to Piedmont, a 
 distance of twenty-eight miles, was opened early in June, 1851, with 
 api)ropriate ceremonies, the Mayor and City Council of Baltimore, 
 with a large number of citizens, being present by invitation of the 
 Company. 
 
 In the fall of 1851, the disbursements of the road were over 
 $200,000 per month, for construction. After a period of ease and 
 abundance, the Board found themselves, almost without warning, in 
 the midst of a financial crisis, with a family of more than live thou- 
 sand laborers and one thousand two hundred horses to be provided for, 
 while their treasury was rapidly growing weaker, and with no means 
 of replenishing it sufficiently for the satisfaction of the overwhelming 
 demands made upon it. The crisis demanded that no timid or tem- 
 porizing policy should mark the proceedings of the Board in the en- 
 deavor to place themselves in a position to meet any contingency 
 which was likely to arise, and the great financial abilities of Mr. Swann 
 were again taxed to their utmost to prevent such a catastrophe as the 
 suspension of operations which seemed to threaten on the unfinish- 
 ed road. The commercial existence of the city of Baltimore de- 
 pended on its prompt and successful prosecution, and to have fiiltered 
 at tliis critical juncture, at any hazard — however remote — of endan- 
 gering tlie great interests intrusted to their charge, would have been to 
 have deliberately invited the just censure of those to whom the Presi- 
 dent and Board held themselves responsible. In the views of Mr. 
 Swann, the Board concurred, and did not hesitate for a moment as to 
 the proper policy to be pursued. After repeated efforts, at home and 
 abroad, to bring their bonds to the favorable notice of capitalists, they 
 3
 
 50 GREAT OHIO AND MISSISSIPPI RAILROAD OPEXING. 
 
 finally succeeded, as a last resort, in negotiating a sale of the whole 
 amount applicable to construction, at a limit of eighty per cent., 
 deeming this sacrifice of minor importance to the suspension of oper- 
 ations on the road. 
 
 In reviewing the financial policy of the Company, at this day, it is 
 confidently believed that there is no measure whicli has contributed 
 more to its substantial and lasting benefit than the sale of these coupon 
 bonds at the time and under the circumstances which attended the 
 transaction. It Avas in fact the turning point in the progress and suc- 
 cess of the road. The remaining $700,000 was subsequently sold at 
 eighty-seven per cent., — the discount to wliich the Company was ex- 
 posed being considered to represent but faintly the more ruinous sac- 
 rifice to which they would have been subjected by the delay of a sin- 
 gle season in the opening of their road — to say nothing of the risk of 
 a financial crisis, a total suspension of their work, and the general 
 -withdrawal of the public confidence, consequent upon the postpone- 
 ment of the prospect which, for so long a period, had sustained the 
 Board aud the community in their untiring efforts to open a commu- 
 nication with the resources of the great West. 
 
 To give some idea of the large financial operations of the Com- 
 pany, and the troubles and anxieties devolving on the President and 
 Board in the extension of the road beyond Cumberland, during the 
 twenty-four months closing with the first of October, 1852, it is only 
 necessary to refer to the exhibit of the Treasurer, which shows tiiat 
 the amount expended during that time, for the construction of the 
 road west of Cumberland, was the enormous sum of seven millions two 
 hundred and seventTj'One thousand seven hundred, and thirty-tioo dol- 
 lars and fifty-one cents. When to this it is recollected that Mr. 
 Swann entered upon his duties with a debt of more than $250,000 
 hanging over the Company, the result furnishes the best comment upon 
 the policy which was adopted and steadily pursued. 
 
 On the 22d day of June, 1852, the road was formally opened to 
 the town of Fairmont on the Monongahela River, seventy-one miles 
 east of "Wheeling, from which time the trains ran to that point Avith a 
 re'^ularity scarcely surpassed on any part of the old road between 
 Baltimore and Cumberland. A splendid banquet was given at Fair- 
 mont to about three hundred guests of the Company, at which senti- 
 ments and speeches, indicative of the joyousness of the occasion, 
 abounded. In reply to several complinientary sentiments to President 
 Swann, which were received with general enthusiasm, he stated 
 that while deeply impressed with tlie flattering manner in wliich his
 
 OPENING TO FAIRMONT, 1852 HEAVY GRADES AITROVED. 51 
 
 name had been introduced, he thought that too much credit had been 
 attributed to him. He had done no more than his duty as a citizen of 
 Baltimore; and the credit of the success which had attended the 
 etYorts of tlie Board he had tlie honor to represent, was due more to 
 tlie able and public-spirited men wlio had been associated witli him, 
 in directing the aftairs of the great corporation over which he pre- 
 sided, than to any efforts of his own. Mr. Swann alluded t(j the many 
 "tiglit places" in which they had found themselves, at home and 
 abroad, in the Legislature of Virginia and in his own State, among 
 rival and conflicting interests — from all the troubles of whicli they had 
 now emerged, formidable as they were — and tlius eloquently expressed 
 his feelings on the anticipated consummation of the enterprise : 
 
 " These embarrassments hare at no time taken me by surprise ; they are 
 the concomitants of a bold and mighty undertaking ; they are incident to all 
 great works like the present ; and I deem it no more tlian jnst to myself to 
 say here, in the presence of this distinguished company, that liad tliey been 
 ten times more formidable than they have thus far proved, I would rather 
 have encountered the risk of verifyinj); the predictions which have been so con- 
 fidently hazarded — of burying myself in the gorges of the mountains with 
 whicli we have triumphantly grappled — with the ruins of this splendid work 
 as tlie only monument to mark my connection with the public affairs of your 
 State and city, than I would have relaxed in one single efifort to give to the 
 State of jMaryland the benefits of this great national highway. I say, gen- 
 tlemen, that I would have gloried in the 7-uins of this stupendous work, as a 
 prouder inheritance to those who come after me, than all the reputation, and 
 all the credit, and all the honor that could have been heaped upon those who 
 would have stood in the way of its successful prosecution. 
 
 " Gentlemen, a lew months now will bring you to a close of your labors, 
 and it will then be seen whose voice has been prophetic. I have indulged in 
 no extravagant speculations. I may not be connected with this work when 
 the matured fruits of your labors begin to flow in upon you. I trust, o;entle- 
 men, it will have passed into abler and more competent hands. But it will 
 always be a source of pride to me — greater than the applause of Senates — 
 more to be coveted than the renown of the battle-field, that my humble name 
 should have been connected with an enterprise to which the progress of inter- 
 nal improvements in this country presents no parallel, and which is destined 
 to dispense its blessings to the present as well as future generations, not only 
 in the State of Marylaud, but throughout the Union." 
 
 The opening to Fairmont was the accomplishment of what for 
 some years previous to the administration of Mr. Swann, was regarded 
 as the limit of the ability of the Company, (without some intermission 
 in its labors,) towards completing its coimection with the Ohio River. 
 It was here that the Company intended to take a breathing spell. It 
 was deemed glory enough for one effort to have formed a connection 
 with the Monongahela, without looking to the more cheering ])rospect 
 beyond it. Thus it was that the amu)unceinent of the determination
 
 52 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 of the Board to put the whole line under contract was considered by 
 many to have been little less than madness. But the Company de- 
 sired no breathing spell when competition was at their door. They had 
 tlius far pressed on in the face of the most formidable embarrass- 
 ments, — they had taken no step backward. 
 
 In the trip to Fairmont, the highest ranges of the Alleghaniea 
 were crossed, and those who had proclaimed the impracticability of 
 working a grade of one hundred and sixteen feet to the mile, became 
 satisfied that their apprehensions were groundless, and that the iron 
 horse could accomplish still greater imaginary impracticabilities than 
 that. The whole train on account of a slight accident in the King- 
 wood Tunnel, was conveyed over the mountain on a grade of over five 
 hundred feet to the mile, or one foot to nine, showing that even at such 
 an elevation, there were very few things impracticable to science, art, 
 and the power of steam. 
 
 Mr. Swann, as early as 1851, promised to stand with his guests of 
 the city of Baltimore and the States of Virginia and Maryland on the 
 banks of the Oiiio at Wheeling on the 1st of January, 1853, and on 
 that day the first train passed through, fulfilling the prediction almost 
 literally. The opening celebration took place however not until the 
 tenth and twelfth of the same month — it having been postponed for a 
 few days in order to allow time for the people of Wheeling to pre- 
 pare for the reception of the five hundred guests that received her 
 hospitalities on the auspicious occasion. Since that time passengers 
 have been daily carried from the Chesapeake to the Ohio, and from 
 tlie Ohio to the Chesapeake, in the brief space of sixteen hours, and 
 the road has been put in perfect condition for carrying the immense 
 stock of freight continually accumulating on the Ohio for transpor- 
 tation across the Alleghanies. The eloquent closing remarks of Mr. 
 Swann's annual report, announcing the consummation of the great un- 
 dertaking, are worthy of general perusal. They are as follows: 
 
 " It is now twenty-six years since the Baltimore and Ohio Railroad Com- 
 pany made tlieir first annual report to the enterprising stockholders, by whose 
 capital and public spirit this Board was called into being. Of those who stood 
 prominent in its early organization, few have survived the delay which has 
 attended the progress of this road, or will be present to rejoice with us in the 
 work of final completion. In the animating prospects of the future, it becomes 
 us, however, not to forget wliat is due to those who have borne a part in the 
 conception of the grand idea which it embodies. History will do justice to 
 the past as well as the present. 
 
 " After years of delay, surrounded by embarrassments, and staggering un- 
 der the vastness of the undertaking — with a credit almost exhausted — its few 
 remainiu'T friends scattered and disheartened — a comniunity over-taxed — and
 
 COMPLETED TO WHEELING, JANUAIIV, 1853, 53 
 
 an opposition rendered formidaLle by the honesty of the convictions under 
 which they acted — this great work entered upon its extension from Cumber- 
 hind to the city of "VVheehng, a distance of more than two hundred miles. 
 Throufih every vicissitiade of climate, obstn;cted by interminable rocks, or 
 opposed by a succession of mountain barriers, altoa;ether -(v-ithout a parallel in 
 the progress of similar enterprises, by day and by night, it has pressed forward 
 in such a march as human labor is seldom called to encounter, sustained only 
 by that determined spirit which so strongly marks the character of the age in 
 ■which we live ; until it is now within reach of the goal for which it has been 
 so long striving. 
 
 " To this noble city what a prospect it discloses ! In the midst of a rivalry 
 stimulated by the importance and magnitude of the results at issue, her mighty 
 destiny is already foreshadowed. The rich prize is within her grasp. The 
 union of the Ohio and the Chesapeake, by the favorite highway which nature 
 has indicated, is no longer among the probabilities of the future ; and the city 
 of Baltimore, so long retarded in her progress, may yet realize the glowing 
 anticipations of that illustrious man — the first to foreshadow the results of so 
 grand an undertaking — whose imposing column as it towers in her midst, 
 when it reflects the parting sun as it goes down upon the empire of Western 
 commerce, will look with renewed pride upon the enterprise and public spii'it 
 of a people whose indomitable courage has achieved the lasting glory of bind- 
 ing together these remote extremes of our Union." 
 
 The names of the Board of Directors, under whose auspices the 
 Baltimore and Ohio Railroad was completed, (among whom it will be 
 observed that George Beown is the only director who, in that capa- 
 city, saw " the beginning and the end,") are as follows : 
 
 THOMAS SWANN, President of the Company. 
 {Elected ly the Board of Directors anmially in October.) 
 
 D 1 11 E C T R S . 
 
 ON THE rALlT OF THE STOCKHOLDERS: 
 
 Ri;n.iai>iin Dicioud, Johns Hopkins, 
 
 William M< Kim, John I. Donaldson, 
 
 Columbus O'Donnell, Cil\kles M. Kkyser, 
 
 James H. CArvTER, Edavard Patterson, 
 
 Fn:r,i)iNG Lucas, Jr. Samuel W. Smith, 
 
 Jamics Swanx, Nathan Tyson. 
 
 REPRESENTING THE STATE OF MARYLAND: 
 {Elected anmiaUy hy the Board of Puhlic Works.) 
 
 Georgk Bkown, a. B. Hanson, 
 
 Benjamin C. Howard, James J. Lawn, 
 
 Joshua Vansant, Dr. Howard Kennedy, 
 
 Daniel J. Foi.ev, IIicnry S. Gahrett, 
 
 WiLLiAJi D. Bowie, Petlr Mowell.
 
 54 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING, 
 
 EEPRESENTING THE CITY OF BALTIMORE : 
 (Elected annually by the City Council.) 
 
 Jacob G. Davies, Wesley Starr, 
 
 Jajies a. Bkuce, J. J. Turner, 
 
 TlI03L\S 0. SOLLERS, JoHN T. FakLOW, 
 
 John H. Ehlen, Mexdes I. Cohen. 
 
 J. I. ATKINSON, Secretary and Treasurer of the Company. 
 {Elected hy the Board of Directors aymually.) 
 
 The cost of constructing the road from Cumberland to Wheeling is 
 stated by the Chief Engineer to have been $0,631,721, which makes 
 the wliole first cost for construction from Baltimore to Wheeling, in- 
 cluding the Locust Point Branch and Camden Station, up to March, 
 1853, $15,628,903 24, as follows: 
 
 " From Baltimore, to Harper's FeiTy . . . $4,000,000 00 
 From Harper's Feriy to Ciuiiberland . . . 3,623,60G 28 
 
 From Cmiiberlaiid to WheeUng .... 6,G31,721 00 
 Reconstructioi) East of Cumberland . . . 962,589 02 
 
 Extension Road to Locust Point, &c. . . ' . 180,205 63 
 
 Camden Street Station Ground .... 230,841 31 
 
 $15,628,963 24" 
 
 The above is a statement of the cost of the construction of the road 
 only of the main stem, independent of the Washington Brancb and 
 tlie Northwestern Virginia Railroad, the tunnels, second track, the 
 cost of stations, locomotives, oars, &c. The whole amount expended 
 u[)on the work up to October. 1857. has been $30,000,000, and about 
 one million more will probably be needed to perfect its plans, thus 
 
 SWELLING ITS AGGREGATE COST TO THE ENORMOUS SUM OF $31,000,000. 
 
 llad the enterprising men who originated this great undertaking im- 
 agined it would have cost any thing approaching this vast amount, it 
 can scarcely be supposed that they would have commenced it at all. 
 Even if their energies had not been checked by sucli an array of figures, 
 they would hardly have been able to raise funds enough on such a 
 stock to have carried the road beyond EUicott's Mills. On reference 
 to the proceedings of the meeting of citizens, held on the 12th of Feb- 
 ruary, 1827, at which it was resolved to apply to the Legislature for 
 a charter to construct the road, we find the views entertained at that 
 time by its originators as to its cost, distance, tolls, time of transit, «&c., 
 Stated as follows: 
 
 " Highest estimated cost of construction . . $5,000,000 
 
 Distance from Baltimore to Ohio liiver . . 290 miles. 
 
 AnuHal income from tolls $750,000 
 
 Time to pass from Baltimore to the Ohio . . 62^ hours."
 
 ACTUAL RESULTS COMPARED WITH FIRST ESTIMATES. 55 
 
 Tt will thus be seen that while their estimate of the probable first 
 cost of constructing tlie road is less than one-third of its reality, the esti- 
 mate of annual income is scarcely one-sixth of the actual revenue for 
 1857. They also fell nearly 100 miles sliort in regard to distance. 
 Tiiesc estimates were made, however, before tlie route had been sur- 
 veyed, at a period when railroads were not in existence, and therefore 
 without any data upon which to base tliem. Tlieir estimate of the 
 time required to pass from Baltimore to the Oiiio was also nearly 
 four-fold greater than the present running time. To the few sur- 
 vivors of that noble band of citizens, tlie fact that their estimates have 
 mainly proved more favorable than they anticipated, must be as grati- 
 fying to them as their witnessing of the completion of the great enter- 
 prise according to their original design, — " to the waters of the Ohio." 
 
 x'ne road being now built to its terminus, President Swann deter- 
 mined to obtain full relief from the cares devolving upon him, and at 
 the April session of the Board, in 1853, he resigned his position, and 
 went abroad upon a tour of Europe. He retired with the respect of 
 the community of Baltimore, and of all who had taken an interest in 
 the great enterprise which his ability and zeal had done so much to com- 
 plete. ^Villiam G. Harrison, an intelligent and experienced Baltimore 
 merchant of approved integrity, was unanimously chosen as Mr. 
 Swaun's successor, and was twice re-elected to tlie Presidency at the 
 annual meetings of the Company, creditably holding the position until 
 November; 1855, when he was succeeded by tlie present incumbent, 
 Chauncy Brooks, who was recently re-elected for the third year, ex- 
 piring October, 1858. 
 
 Tt is proper to state that the foregoing history of the Baltimore and 
 Ohio liailroad, from the date of its inception to its crowning trium^^h, 
 at Wheeling, is derived from a volume publislied in 1853, by "a citizen 
 of Baltimore." The tacts are chiefly derived from that book, although 
 the text has been altered in some parts in adapting them to the 
 present work. Interesting details of this road's history from its open- 
 ing to "Wiieeling down to the present time, derived from official sources, 
 will be found in the next chapter.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER VI. 
 
 HISTORICAL AND STATISTICAL DATA CONCERNING THE COMPLETION 
 AND DEVELOPMENT OF THE BALTIMORE AND OHIO RAILROAD, FROM 
 1852 TO 1S5T, INCLUSIVE. 
 
 New Station at Baltimore. — The anticipated expansion of tlie oper- 
 ations of the road, upon its completion to the Ohio river, required 
 extensive and varied provisions in the way of equipment and other 
 focilities, among which was larger city station accommodation at Bal- 
 timore than the old Pratt street premises afforded. President Swann, 
 in his annual report for 1852, explains the action of the Company in 
 securing this object. Although the Company's premises at Mount 
 Clare Station were, even then, very extensive, it was found impossible 
 to furnish adequate accommodation there without interference with 
 the growing wants of the machinery department, whose numerous 
 buildings, with the tracks incidental thereto, now absorb the entire 
 twenty acres of ground therein embraced. Besides, its remoteness as a 
 place of delivery prevented its use, and required the transfer of the 
 city business to some more convenient and central location. 
 
 Accordingly a purchase was made of three entire squares of ground 
 fronting on Camden street, but one block from Pratt, between Eutaw 
 and Howard streets, with a breadth of 330 feet, and a depth of more 
 than 1,100 feet between Camden and Lee streets, including the beds of 
 Conway and Barre. This ])urchase was received with general favor, 
 and comported admirably with the vastncss of the enterprise, whose 
 accunmlatcd treasures the new station was destined to receive. Every 
 facility was afforded by tlie corporate authorities of Baltimore in es- 
 tablishing the station, including tlie allowance of the privilege of 
 locomotive steam power by such approaches as were convenient and
 
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 NEW STATIONS EQUlI'iMENT OF B. AND O. K. R. o7 
 
 aclvaiifii!J:eous. The iiiiprovenicnts on tins lot consisted at first only of 
 sucli tracks and buildings as ai)peared indispensable for the opening of 
 the road. These ouibraced a central line of broad sheds and platforms 
 for both passengers and freiglits, from Lee street np to Conway, some 
 750 feet in length. Two freight sheds and platforms on Entaw street, 
 also two blocks long, were afterwards added, with a substantial engine 
 house, turn-table, water tanks, sundry offices, &c. These sheds, Avhich 
 yet remain, though of permanent carpentry, roofed with iron, and 
 well tinished, were designed as but temporary structures to give place 
 to those belonging to a more extended plan. 
 
 The plan of the buildings which is now being gradually carried 
 out, embodies features of an exceedingly striking architectural fitness 
 and beauty. The keystone of the first range was finished during the 
 present year of 1857, being the centre of the main building on Camden 
 street, in which the general ofl3cers of tlie com]iany are now located. 
 The cut presented in these pages affords a view of this structure, with 
 its wings, as it is intended to appear when finished. 
 
 A New Station at Wueei.ing. — Similar provision was made for 
 a city station at Wheeling, where ample buildings of a permanent 
 character for the heaviest freighting and passenger business have been 
 since erected, immediately on the bank of the river, and contiguous to 
 the chief hotels and the business centre of the place. 
 
 Equipment. — At the commencement of the year 1852, when the 
 extension of the road from Cumberland to Wheeling had only pene- 
 trated the Alleghanies, provision was made for procuring the ecpiip- 
 ment necessary to accommodate the probable trade npon its comple- 
 tion to the Ohio river. 
 
 At that period the equipment may be stated as follows : — Loco- 
 motives of all kinds, 85, of which 41 only were of the first class; pas- 
 senger cars of all kinds, 70 ; tonnage cars of all kinds, 1,485. 
 
 The estimate required the addition of 82 locomotives, 42 passenger, 
 and 1,.jOO tonnage cars, which would increase the equipment to 1G7 
 locomotives, 118 ])assenger, and 2,785 tonnage cars. 
 
 The estimated revenue to be earned by the machinery thus pro- 
 posed, was $4,092,000, of which $900,000 was from passengers, and 
 $:3, 192,000 from f-eights. 
 
 Since this period, the revenue of the road has swollen to more 
 than $5,000,000, and its equipment, in the fall of 1857, was as follows: 
 
 Number of Locomotives, 230, of which 178 are of the first class, 
 3*
 
 58 GREAT OHIO AXD MISSISSU'PI RAILROAD OPENING. 
 
 weitrliing u[)on an average 30 tons each, without, their tenders. Number 
 of Passenger Cars, 124; number of Tonnage Cars of all kinds, 3,668, 
 making a grand total of more than 4,000 engines and cars, consti- 
 tuting the largest equijnnent of any railway company in the United 
 States^ and fully adequate to the production of an annual revenue of 
 more than $6,000,000; say $1,000,000 from passengers, and the re- 
 mainder from tonnage. 
 
 Revenue and Working Operations. — For the fiscal year of 1852, 
 
 (ending 30tli September,) the road being in operation for 308 miles, 
 
 from Baltimore to Fairmont, on the Monongahela river, the revenue 
 
 earned was as follows: — 
 
 From passengers, ....... $314, 01 4 47 
 
 " merchandise, ..... l,010,Gi9 18 
 
 Making an aggregate of . . . §1,325,563 65 
 
 For the fiscal year of 1853 (the roud being operated in its entire 
 length for but six months of the year, from April 1st to October 1st), 
 the revenue was as follows : — 
 
 From passengers, (including additional mail service,) s464,244 91 
 " merchandise, ...... 1,569,174 89 
 
 Beinjr an increase of ?;707,856 15. 
 
 Maldng an aggregate of . . $2,033,419 80 
 
 In coiUiection with the working oi)erations of the road during this 
 period, we quote tlie Annual Report of "William Parker, the General 
 Superintendent, Avho says: — 
 
 "The operations of the Transportation department have been attended with 
 very serious embarrassments during tlie year. Not only was a vast thorough- 
 fare to be opened through a comparative wilderness, with unfinisbed gradua- 
 tion and bridges, and without buildings for the repair and erection of ma- 
 chinery, adequate sidings for trains, or any of the comforts of life for oiu* 
 officers and hands ; but an organization was to be suddenly and vastly in- 
 creased, in face of the demand for railroad skill and experience, which, on the 
 most ibrtunately situated of tlie railro:ids of oiu- country, has been greatly in 
 advance of the supply. Few can estimate the formidable character of this 
 dirticulty, wliicli may be safely said to Lave affected every movement we have 
 made, bnwevcr small. 
 
 •' Tlic Through-business to and from the West has been meagre, in com- 
 parison with what our more Northern railroad lines have done, with Western con- 
 nections better matured, and independent of 'high' or 'low' water in the Ohio 
 river ; connections which mc hope soon to match, by railroad to Zanesville, 
 Columbus, etc , westward, and to Cleveland north, and thence to Chicago 
 north we.'itward, — not to dwell upon the line to Parkersburg, which will lead 
 the way, immediately during good water, and early by land, in the shortest 
 line from the seaboard to Cincinnati and St. Louis."
 
 UEVESUE AND WORKING OPERATIONS OF B. AND O. R. H. 59 
 
 For the year 1854, (being the first during the Avholo of wliicli the 
 euth'e length of road was operated,) the revenue was as follows : — 
 
 From passengers, ....... $569,091 51 
 
 '• merchandise, 3,070,517 92 
 
 Making an aggregate of . . . $3,645,609 43 
 
 Being an increase of $1,612,189 63, of which $104,840 60 Was in pas- 
 sengers, and $1,507,343 03 in tonnage, — the proportion of par^senger 
 revenue being but 15 per cent, of the aggregate, which is explained by 
 Mr. Done, the Master of Transportation, iu his yearly' Report : — 
 
 " For many years the Western rivers formed the gi-eat avenues of travel as 
 well as of trade. With no rivals -which could at all compete in the essential 
 requisites of speed and comfort, the splendid steamers which plied upon those 
 rivers enjoyed a monopoly of the passenger husiness during the whole season 
 of navigation. The projection of the different railroad enterprises between 
 the East and West looked only to reaching the Western waters at points ac- 
 cessible by steamers, scarcely' considering the possibility that they might be 
 superseded by the older methods of conveyance, and the travel of the country 
 diverted into other channels. At the time at which the Baltimore and Ohio 
 railroad was opened to the Ohio river, however, a change had commenced, and 
 was going on with a rapidity which surprised all, even the most practical. 
 
 " Tiie railroad lines leading from New York, had formed continuous con- 
 nections with Cincinnati and other important cities in the West, and the 
 Peraisylvania railroad enjoyed a similar advantage, through the Ohio and 
 Pennsylvania and Cleveland and Pittsburg railroads. The business travel, 
 always important as well for its influence as for its amount, attracted by the 
 great saAnng of time, bad already been turned to these nortbern lines, leaving 
 the great middle or national route over which it had for so many years con- 
 tinued to pass. The splendid steamers constructed by the enterprise of the 
 citizens of Wheeling, known as the Union Line, which, no doubt, under more 
 favorable circumstances, would have brought a large business to the road, were, 
 within a few months after they had been placed on the line, stopped by low 
 water, and from June, 185.''., to the present time, have not been able to run for 
 three months continuously. Of course these vessels have, up to this time, not 
 only proved uiiprofitablo to their owners, but have failed to bring any consid- 
 erabli- number of passengers to the road. The two seasons during which our 
 road has been in operation to the Ohio river, have been marked by an unusual 
 continuance of low water — during the months of July, August, and September, 
 1854, amounting to a total suspension of navigation by even the smallest class 
 of vessels." 
 
 For the year 1855 the revenue was as follows : — 
 
 From passengers, $608,299 00 
 
 " merchandise, ...... 3,103,154 85 
 
 Making a total of $3,711,453 85 
 
 Being an increase of $65,844 42.
 
 60 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 For the year 1850, the revenue of the Company was as follows: 
 
 From passengers, $672,999 56 
 
 " merchandise, 3,712,952 31 
 
 Malung a total of $4,385,951 87 
 
 Being an increase of $674,498 02, of which increase |G5,000 was in 
 passengers, and $609,000 in tonnage. 
 
 In liis Report for this year the President (Channcy Brooks) remai'ks : 
 
 " In view of the large and increasing trade, the Board has deemed it wise 
 to maintain all parts of the road and ra:xchiner\' in the best and most effective 
 condition, and has authorized and urged all necessary and judicious expendi- 
 tures for this purpose. The liberal course thus adopted has resulted in large 
 disbursements, viz , on the Main Stem : 
 
 For repairs of locomotives and cars S602,205 41 
 
 For repairs of railway 582,374 28 
 
 For repairs of bridges 51,951 64 
 
 " The true economy of these measures has been demonstrated, not merely 
 by the remarkable exemption from casualties on the road, but by the facility 
 and satisfaction with which this immense business has been transacted ; and, 
 the Board takes pleasure in stating to the shareholders, as a further result of 
 this system, that from recent inspection of the road and machinery, it is fully 
 justified in saying that both are in excellent condition. 
 
 " The substitution of iron for wooden bridges is steadily progressing ; for 
 details of which reference is requested to the able and lucid report of Mr. 
 Wendal Bollman, master of road. The Board also refers with pleasure to his 
 report regarding the progress of the work of arching tunnels and constructing 
 second track. 
 
 " It is proper to state, that it has been the steadfast purpose of this Com- 
 pany, not only to maintain and jjerpetuate their road and machinery in good 
 order, but to constantly improve all perishable portions, by substituting those 
 of a more durable and costly character, as from time to time might be deemed 
 necessary or expedient. Of this nature are the fine iron bridges over the 
 JMonocacy, Patapsco, and elsewhere, instead of the original wooden structures 
 which were beginning to decay, and the renewed or rebuilt engines and cars 
 which are supplied with the latest improvements ; becoming, therefore, more 
 effective and valuable in many cases than when new. 
 
 " The large amount of work in the Kingwood Tunnel perfected, and the 
 near conipletion, in the most admirable and permanent manner, of that gigantic 
 undertaking, is a source of congratulation. The assurance of the secure con- 
 dition of the tunnels and bridges on the entire line, is also gratifymg. 
 
 " Under the order of the Board, adopted in May last, 9 miles of additional 
 second track have been completed, and the graduation and arrangements for 
 the remainder then ordered, (21 miles,) are progressing satisfactorily. The 
 Company has now in use, in addition to 59 miles of sidings, 1004^ miles of 
 second track." 
 
 ****** 
 
 "In addition to the improved economy of the management, and heavy in- 
 crease in the tomiage lor the West, filling cars which have heretofore been re- 
 turned empty, ihe large net result of the year's work, is attributable to the 
 great natural advantage enjoyed by this road in its supply of coal for fuel on
 
 POLICY OF 13. AND O. RAILROAD BOARD IN 1856. 01 
 
 its own line at very low cost. The average rate paid by the Company for coal 
 delivered on the road at the most convenient points, has been 80 cents per ton 
 for the past year. Tims, whilst the Company has transported at sucli low rates 
 as to secure an immense traffic, the great comparative advantage over its 
 Northern rivals of fuel so cheap, has swelled the net profits to the highly satis- 
 fixctory amount stated. 
 
 " For upwards of 200 miles on the line of the Baltimore and Ohio road, 
 inexhaustible supplies of bituminous coal exist, the comparative prospective 
 advantage of which will be more fully appreciated when it is remembered that 
 on the principal Northern and Eastern lines, the cost of wood, from the large 
 consumption, creating the necessity annually of prociuring supplies from greater 
 distances, will gradually increase." 
 
 " The attractions and advantages of the route for passengers are evidently 
 becoming daily better understood and appreciated by the public, as the in- 
 creased revenue from this source exceeds 10 per cent, compared with the. pre- 
 ceding year. Great regularity and safety of the trains characterize this de- 
 partment. With the facility of being the only great line from the West which 
 can ticket passengers and check baggage through, from all points, to the 
 National Metropolis ; and with the peculiar advantage of offering to merchants, 
 and travellers for pleasure, the opportunity of visiting Baltimore, Philadelphia, 
 ai:d New York, with the privilege of delaying in each city, at the lowest cost 
 at which passage can be procured by any route to the latter cities, its passenger 
 traffic may be expected to increase continuously and largely. 
 
 " The great value and importance of our connection with the Central Ohio 
 road has during the past season been most thoroughly illustrated. Penetrat- 
 ing, at Columbus, the centre of the great network of railways, extending to 
 the cities of Cincinnati, Louisville, St.-Louis, Chicago, and the vastly productive 
 regions l^'ing between and beyond these points, this invaluable Hnk has poured 
 continuously a large and increasing trade and travel over the Baltimore and 
 Ohio lioad, and into the city of Baltimore, of which, without it, both to a lai-ge 
 extent would have been deprived. Appreciating the importance of proper ar- 
 rangements for crossing freight and passengers to and from the Central Ohio 
 road, at the Ohio river, in all stages of water, the master of road has perfected 
 an arrangement and equipment by which all passengers, and one thousand 
 tons of freight per day, can be satisfactorily and advantageously transferred. 
 
 " The most diligent and energetic attention, under the policy approved by 
 the Board, has been given by the transportation committee to the development 
 and augmentation of all business that could be secured for our city; and the 
 broad jHilicy of giving to Baltimore the advantages of her geographical loca- 
 tion, in all arrangements for through freight from competing points, has pro- 
 duced an effect in the rapid increase of her business and prosperity altogether 
 uisprecedented. 
 
 " When deemed necessary to promote the trade of the city, and enable our 
 merchants to compete on atlvantageous terms with rival cities, liberal deduc- 
 tions in the tariil" have been nuide. In the leading staples, coflee, sugar, flour, 
 grain, and the like — this course has been pursued with most satisfactory results. 
 
 " In every feature of policy, affecting the trade of the city, and the interests 
 of the State, the Board has aimed to take enlarged and comprehensive views ; 
 and, now has the j)rivilege of congratulating the State, the city, and the in- 
 dividual shareholders, that it has succeeded in inaugurating an era, when 
 stockholders and tax-payers may anticipate reliably, regular returns from 
 their investments in the road, the removal of burthens so long and nobly
 
 62 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 borne, and may depend upon a rapid progress in, and protection of all the 
 great interests involved. 
 
 " Under auspices so favorable, with all the impoi-tant connected interests 
 finally and successfully harmonized, the Baltimore and Ohio Railroad, the 
 pioneer of American railways, commenced thirty years since, will rapidly 
 achieve, as the Board believes, its mighty destiny— tliat of the route favored 
 by natm-e and perfected by art, which will have uo superior on this continent." 
 
 As illustrative of the improved condition of the road, derived from 
 its Avestern connections and the completion of its appointments, the re- 
 port of Dr. "W. S. Woodside, Master of Transportation, for 1856, is 
 quoted. That officer says : 
 
 " The greatly improved condition of the Central Ohio Road, tiniting this 
 road by so short a line with Columbus, Cincinnati, Indianapolis, and Louis- 
 ville — to say nothing of the great flour and live stock regions of Ohio through 
 which it passes — has secured to us a constant and available channel of com- 
 munication, which uo untoward state of river navigation can affect. By 
 this line, therefore, a regular, most desirable, and profitable freighting busi- 
 ness has been maintained throughout the entire summer, and, contrary, to pre- 
 vious expectations, an average revenue of more than .s400,000 per month has 
 been earned for the last three or four months, during which the Ohio river has 
 been almost dry. * » * « * * 
 
 -" Perhaps there is no feature of the Company's operations during the past 
 year, that presents more gratifying results than that of the flour trade ; the 
 flour, brought by the Baltimore and Ohio road into the city of Baltimore 
 for the twelve months, having reached the enormous quantity of y44-,083 
 barrels, of which 171,972 barrels was consigned to eastern ports, leaving 
 762,1G1 barrels as the contribution of the road to the trade of Baltimore 
 city," 
 
 For tlie fiscal year of 1S57, ending September 30, the revenue of 
 the road was as follows : 
 
 From passengers .*732,262 49 
 
 " merchandise 3,884,736 46 
 
 Makmg a total of. $4,616,998 95 
 
 being an increa.se of $281,047 08. With the revenue of the Washing- 
 ton Branch, of $454,459 81, added to the revenue of the Main Stem, 
 above stated, it will swell tlie aggregate earnings of the Company, for 
 the year just closed, to the sum of $5,071,458 79. 
 
 It will thus be seen that tlie progressive development of the Balti- 
 more and Ohio Itailroad, from year to year, since its completion, has 
 steadily continued ; and that from $1,325,000, in 1852, its earnings 
 for the Main Stem alone have already swollen to nearly $5,000,000 — 
 being an increase of some seventy per cent., or nearly (piadniple in 
 extent. 
 
 With its present Western connections, and tlieir further improve-
 
 TIIROUGH PASSIiNGEIl BUSINESS ON B, AND O. RAILROAD, 63 
 
 inent at an early day ; the use of its jSTorth western Virginia Branch 
 to Parkersbiirg : tlie ample facilities atibrded by its complete equip- 
 ment, extended double track, and other features; the revenue may be 
 expected to still increase from year to year — even with its present 
 large disproportion of passenger and tonnage business, — until the aggre- 
 gate earnings shall vie with those of the New York Central Road, — 
 whoso passenger returns alone, during the past year, reached tlie 
 enormous sum of $3,207,378 32, and whose aggregate returns bordered 
 upon 8,000,000 of dollars. 
 
 TiiROtron Passexgkk BrsiNESs. — The statistics of the through 
 travel on the road, since its opening to "Wheeling in the spring of 1858, 
 show a peculiarly steady increase. For the first six months — from 
 April to October, 1853 — during which the road was worked in its 
 entire length, the number of through passengers between the East and 
 West Avas but 2,48G. 
 
 Number of through passengers for the year lS~)i 10,980 
 
 " " " 1855 19,869 
 
 " " " 1856 27,405 
 
 " " " 1857 38,236 
 
 The passenger revenue of tlie Main Stem, for 1857, having been 
 $733,000, and the proportion thereof from through travel having 
 been about $240,000, it would appear tliat the local travel of the road 
 has increased but comparatively little during the four and a half years 
 just elapsed since the comjjletion of the line to the Ohio river. 
 
 In reference to this sulyect, the Master of Transportation, Dr. W. S. 
 Woodside, in his report for 1S57, says : 
 
 "Tlic proportions of the way and through travel for the year have been as 
 I'ollows, viz. : 
 
 Way travnl :il7, 17], equal to 17,577,018 passengers carried 1 mile. 
 
 Throush travel (exclusive of that 
 
 between the terminal pi)inls 
 
 proper of tlie road) 38.2:3(5 13.659,-205 " " 
 
 Making totnls of 355, ■107 31,2.36,823 " " 
 
 It will be noted in the revenue tables, that for every montli in the year, — 
 with but a single exception, — there has beea an increase in the returns for pas- 
 sengers. This exception was in May last, when the "strike" riots temporarily 
 affected the traveh Since May hist the iilcrcase has been pecuUarly marked, — • 
 a gratitying result which arises altogether from the accession of through travel, 
 secured by the completion of the western connecting lines, alluded to in my 
 last annual report as promising to contribute largely to tliis branch of our bus- 
 iness. Tlie natural attractions, the comforts, and the business advantages of 
 the road are now only beginning to be properly appreciated, and as they be-
 
 04 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING, 
 
 come more and more widely known, the tide of travel must inevitably swell 
 I'rom month to month, to the corresponding advantage of the Company. 
 
 " Among the reliances of the Company for an increase of its passenger 
 earnings, is the growing sentiment of friendliness between the people of Balti- 
 more and those of the great West, of which so many evidences were seen in 
 the celebration of the opening of the Ohio and Mississippi road in June last, 
 and more recently in the entertainment of their Western visitors by the citi- 
 zens of Baltimore. The first occasion, indeed, was one in which the true 
 greatness of the Baltimore and Ohio road was generally observed and com- 
 mented upon by the many intelligent participants who had gathered at the 
 great centres of Cincinnati and St. Louis, and of which the beneficial influence 
 has been already sensibly felt in the interest thus awakened in the route. 
 
 " The peculiar advantages of the road in reference to its direct commu- 
 nication, — both from the East and the West, — with the healthful regions of 
 the Alleghanies, are also becoming rapidly availed of by those who court the 
 pure atmosphere and the rare scenery that render a summer sojourn there so 
 desirable. The newly established hotels and dining halls materially add to 
 the substantial success of the line as a passenger route, having afforded 
 marked satisfaction to the travellers who have experienced the comforts they 
 afford. 
 
 " A large proportion of the increase of through travel is found in the 
 tickets between New York and the far West, the advantages presented for that 
 business by this road continuing to attract a growing share of the passengers, 
 especially to and from Cincinnati and St. Louis and tiie great Southwest. 
 
 " During the past year an improved business has been done in carrying 
 emigrants to the West, and from the satisfaction given by the route to this 
 travel, a further increase of it is looked for. The number of emigrant pas- 
 sengers carried westwardly during the year, was 4,812, of which 1,295 were 
 ticketed at Philadelphia and New York, and 3,517 at Baltimore."' 
 
 The Telegraph. — Among the adjuncts tliat have contributed to 
 the successful working of the road, and which is destined to prove 
 more useful in future, the Company's Telegrapli Line deserves partic- 
 ular notice. The value of an Electric Telegraph in facilitating the 
 operations of a railroad can hardly be computed by dollars and cents. 
 It must now be recognized as an indispensable auxiliary to a well 
 regulated road, and esj^ecially to a road of the length and traffic of the 
 Baltimore and Ohio. During the year 1857 a new and improved wire 
 has been placed upon the greater portion of tlie line, and additional 
 stations have been opened so as to greatly enlarge its usefulness. The 
 line has lK;en, in all respects, more thoroughly organized — a comjje- 
 tent su})eriiitendent appointed— a complete code of rules instituted for 
 tlie government of tlie operators, and provision made (by the Master 
 of tlie Koad) for its proper and constant repair. There are now thirty 
 stations, witli appropriate instruments and operators, making one for 
 every tliirteen miles of road between Haltimore and Wheeling. By 
 the agency of tlie Telegraph, the Transportation De])artment is kept 
 constantly advised of the movements of the trains, and arrangements
 
 THE TKLEGRAl'Il WOUKIXG ORGANIZATION n. AND 0. R. R. 65 
 
 made for proinjitly forwarding such as may be thrown out of time by 
 accidents or delays. 
 
 By this means, also, the most accurate time is kept upon the entire 
 road. For that purpose an approved astronomical clock is provided 
 at Camden Station, in Baltimore, from which the meridian is daily 
 given by telegraph to each of the other twenty-nine oflBceson the line, 
 who set their clocks accordingly, tlius practically insuring a corre- 
 spondence of time for the 380 miles of road. 
 
 Organization. — The Baltimore and Ohio Railroad was the first in 
 the United States to adopt tlie working organization formerly prac- 
 tised ill England, whence it was introduced about the year 1840, by its 
 then president, the late Hon. Louis McLane. 
 
 This consisted mainly in the division of the superintendence of the 
 working operations of the road into three brandies, called the " Road,'' 
 " Machinery," and " Transportation " Departments, respectively, rang- 
 ing in the order here named. 
 
 The position of General Superintendent was abolished, and the re- 
 sponsibilities thereof distributed among three several officers, entitled, 
 the " masters " of the departments named. 
 
 In 184:8, upon the accession of the Hon. Thos. Swann to the presi- 
 dency, and upon the recommencement of operations in the building of 
 the road from Cumberland to Wheeling, the organization Avas changed 
 by the introduction of a General Superintendent, — Mr. William Par- 
 ker, from the Boston and Worcester Road, being assigned to that 
 jiosition. 
 
 In October, 1853, the general superintendency Avas again abolished, 
 and the departmental authority revived. This is still in force, and 
 may be briefly explained as follows: 
 
 The Master of road has the general charge of all matters pertaining 
 to the road-bed, the track, bridges, tunnels. de[)ot buildings of all kinds, 
 water-stations, providing water, and other duties incidental to the prep- 
 aration of the road for effectual use. 
 
 The Master of machinery has the immediate and full direction and 
 control of the purchase, building, and repair of all the locomotive and 
 other machincrj', the passenger, freight, and other cars; and the pro- 
 vision of all the various contrivances essential to the proper equipment 
 of tlie road. 
 
 Tiic Master of transportation is intrusted with the procurement 
 and the accommodation of the trade and travel of the road, witli the 
 rates of charge therefor, the pi'cparation of the time-tables, and all
 
 06 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tlie running arrangement?, and the varied details connected with the 
 actual working operation of ilieline. 
 
 Upon the completion of tlie road to the Ohio, Avitli the great ex- 
 pansion of labor consequent thereupon, tlie orgauizatiou of all the 
 dei)artments was necessarily eidarged. The Master of road was as- 
 signed two general assistants, and the heads of the other departments 
 one assistant each. 
 
 In consequence of the rapid development of its business relations 
 with other roads, the organization of the transportation department of 
 the Company was further extended by the institution of the much- 
 needed offices of the General FreigJit Agent and the General Ticket 
 Agent. A Superintendent of its Telegraph is also employed by the 
 Company. 
 
 The practical operations of the road in all its details, are im- 
 mediately overlooked by a nuuiber cf experienced and skilful olficers 
 occupying the position of Foremen; Supervisors of trains, of engines, 
 of track, of bridges and of water-stations, and of live stock ; and a 
 number of General Agents at the several larger first-class stations. 
 
 The following List embraces the names and titles of the principal 
 general officers in charge of the Co)npany's affairs, on the 1st 
 day of January, 1858. 
 
 OnAUNCY Brooks, 
 J. J. Atkinson, 
 J. H. B. Latrobe, . 
 
 W. S. WOODSIDE,* . 
 
 Wm. p. SjiiTir, 
 L. M. Cole,* . 
 L. S. Gordon, . 
 John M. Sharp, 
 John King, Jr., 
 Wendell Bollman,* . 
 J. II. Tegmeyer,* 
 John L. Wilson, . 
 James Clarke,* 
 Henry Tysox, 
 D. P. Rennie,* 
 C. Westbrook, 
 Alex. Bittey,* . 
 B. L. Jacobs,* 
 
 Note. — Those markod tlius ■ 
 cnpacitics. 
 
 Date of present Appointment. 
 
 Oct. 1855. 
 
 . 1834. 
 
 1832. 
 
 Dec. 1855. 
 
 Feb. 1853. 
 
 '' 1854. 
 
 Jan. 1856. 
 
 President, 
 . Treasurer, 
 Counsellor, 
 . Master of Transportation 
 Assistant do., 
 
 " Ticket " . 
 . General Freight Agent, 
 
 General Western Passenger Agt. 1856. 
 
 . Auditor, .... Jan. 1856. 
 
 Master of Pvoad, . . . 1849. 
 
 . Assistant " , Jan. 1853. 
 
 " " . . " 1854. 
 
 " " . . Apr. 185T. 
 
 Master of Machinery, . June, 1856. 
 
 . Assistant " . . Jan. 1853. 
 
 Superinten. of Telegraphs, " 185G. 
 
 Supervisor of Trains, . " 1855. 
 
 Apr. 1856. 
 
 Imtl t-fTved tlie Company Cor years previously in otlicr
 
 COST AND CAriTAL OF B. AXU O. KAILROAD. 67 
 
 To affoni a better idea of the iininber of the personnel necessary 
 to the current operations of this great concern, tlie following suinniary 
 taken from a recent pay-roll, is given : 
 
 In the Road department, 2,000 men. 
 
 In the Machinery department, 1.325 men. 
 
 In the Transi)ortation department, 1,575 men. 
 
 Making a total of -1,900 persons. 
 
 Allowing for the " short time" made by a portion of those who 
 appear upon the rolls, there Avonld remain about 4,500 persons who 
 ordinarily make " full time " in the Company's service. 
 
 Among the operatives of the road above embraced, may be named, 
 ft)r the purpose of showing the extent and character of tlie service, 
 tlie following, viz. : 
 
 254 conductors, 2-46 enginemen, 272 brakemeu, 260 firemen, 210 
 watchmen, S-t telegraph oi)erators. 
 
 The Cost and present Capital of the Road. — On the comple- 
 tion of the road to Wheeling, in 1853, the cost, including that of the 
 Washington Branch, may be set down as follows : 
 
 For construction, real estate, &c. . . $17,329,498 85 
 For equipment, .... 4,000,000 00 
 
 Making an aggregate of . . . $21,329,498 85 
 
 Early in 1854, a loan Avas granted by the city of Baltimore, ol 
 $5,1j00,000, for an additional expenditure in the following objects : — 
 To [)ay a floating debt contracted in the large purchases of machinery 
 at the opening of the road; to build 100 miles of additional second 
 track ; to arch the tunnels on the new jjart of the line west of Cum- 
 berland; to complete the bridges and station buildings, and to add 
 still further to tlie rolling stock. This loan lias been now nearly ex- 
 pended in tiiese important objects, nuich to the improvement of the 
 road, thus increasing its capital to $26,000,000. 
 
 The Northwestern Virginia Railway, forming an important branch 
 of tbe Baltimore and Ohio, has cost $5,000,000 more, which, further 
 added, swells the total pijesext capital of this great corporation to 
 the full sum of $31,000,000. 
 
 It may be remarked here as an extraordinary fact, that the assessed 
 value of all tlie real estate in Baltimore at tlie period of the com- 
 mciiceiiK-iit of tlie road in 1827, was but $27,000,000, or $4,000,000 
 loss than has been absorl>ed in tliis groat work, a result which, al-
 
 68 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 though but little dreamed of by its sagacious projector, Philip E. 
 Thomas, who still survives, — in no degree detracts from the wisdom 
 and foresight that guided him and his public-spirited coadjutors. 
 
 Extent and General Characteristics of the Road. 
 
 Miles, 
 
 Length of main line of road between original termini, say Bal- 
 timore to AVheeling 379 
 
 Length of Wasliington Branch, from Washington Junction (nine 
 
 miles from Baltimore) to Wasliington City ... 30 
 
 Length of brancli road from Mount Clare Junction to Locust 
 
 Point Shipping Station, at Baltimore 3 
 
 Length of branch road from Monocacy Station, on the Main 
 
 Stem, to Frederick City 3 
 
 Length of the Nortliwostern Virginia Road, from Grafton on 
 the Main Stem (279 miles from Baltimore) to Parkersburg, 
 on the Ohio River 104 
 
 Total length of first track 519 
 
 Length of second track (including 196 sidings) on the Main 
 
 Stem 212 
 
 Second track in sidings upon the Washington Branch . . 7 
 
 Second track in sidings upon the Northwestern Virginia Road, 7 
 
 Total present length of track owned <ind worked by the Balti- 
 more and Ohio Railroad Company ..... 745 
 
 To this may be added the follov/ing local and exclusive tribu- 
 taries — 
 
 Winchester and Potomac Railway from Harper's Ferry on the 
 
 Main Stem, to Winchester, Va. 32 
 
 The several lateral roads traversing the coal regions, and uniting 
 
 with the Main Stem at Cumberland and Piedmont . . 45 
 
 Total length of road 822 
 
 Heaviest pernuincnt grade per )nile .... 116 feet. 
 
 Heaviest teini)ora!-y grade, worked with locomotive . . 520 " 
 Longest continuous grade, (f -om Piedmont to Altamont,) . 17 miles. 
 
 Greatest altitude of road-bed above tide-water . . 2,260 feet. 
 
 Weight of rail per lineal yard, on main and second track 55 to 85 lbs. 
 
 Number of locomotive engine houses and shops . . 57 
 
 Aggregate nunilier of stalls for locomotive engines . . 230
 
 EXTENT AND CHARACTERISTICS OF THE 1!. AND O. RAILROAD. 09 
 
 Nnmber of machinery and car repair stations ... 12 
 
 Number of repair shops 33 
 
 Number of water stations, (on the Main Stem, 73 ; on the North- 
 western Virginia Road, 11 ; on tlie Wasliiugton Brand), 4,) 94 
 
 Number of telegraph stations 30 
 
 Number of freight and passenger stations, (Main Stem, G2 ; 
 
 "Washington Branch, 8; Northwestern Virginia Road, 15,) 85 
 Number of tunnels between Baltimore and Wheeling . . 14 
 
 Total length of tunnelling 12,G94 feet. 
 
 Lengtli of tunnelling solidly arched with stone, iron, or 
 
 brick, (the remainder now being rapidly finished,) 9,000 
 
 Number of bridges between Baltimore and Wheeling . .180 
 
 Total length of bridging 15,088 feet. 
 
 Length of new iron railroad bridges completed, mostly 
 
 with double track 3,710 " 
 
 Length of stone bridges completed .... 5,240 " 
 Length of wooden bridges comjjleted . . . 4,038 " 
 Number of tons of freight hauled in 1857 . . . . 895,401 
 Number of tons of freight hauled one mile in 1857 . 202,852,401 
 Number of officers and employees 4,900
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER VII. 
 
 HISTORY OF THE NORTHWESTERN VIRGINIA RAILROAD. 
 
 This road is practically a branch of the Baltimore and Ohio Kailroad, 
 forming, as it does, the direct connection with the short lines to Cin- 
 cinnati and St. Louis. ]!^ay n:iore, it covers the preci.';e ground by 
 which the main track of the Baltimore and Ohio Eoad wonld have 
 approached the Ohio river years ago, except for the unwise and 
 unreasonable legislation already related, which forced tlie Company to 
 make Wheeling its western terminus. To-day it assumes, in effect, 
 for the lower or central West, the position of the main road from 
 Baltimore to the Ohio, and it is appropriate, therefore, that its history 
 phould follow next in order in these pages. 
 
 When the Baltimore and Ohio Raih-oad was near completion, or 
 so far advanced that its successful operation at an eai-ly day was no 
 longer matter of mere speculation, it became evident that some means 
 must be contrived by which a connection with the Ohio could be 
 obtained at a point far below Wheeling, and somewhere in the direct 
 line between Baltimore and Cincinnati. In other words, Virginia 
 herself saw that the legislation which had refused permission to that 
 Company to pass over her territory, except on condition that the city 
 of Wheeling should be made its western terminns, and so be made the 
 point of junction of the railroads approaching the Ohio from the east 
 and the west — was unwise, and exceedingly injurious to the mutual 
 interests of the State and of the Railroad Company. It was deter- 
 mined, therefore, to permit that now, which for many years had been 
 so injudiciously refused. A charter authorizing the construction of a 
 railroad from the Ohio river at Parkersburg to the Baltimore and 
 Ohio Railroad at the moutli of Tliroe Fork Creek, now (irafton, was
 
 NECESSITY OF THE N. W. V. K. H. ITS ORGANIZATION. 7l 
 
 granted by the legislature of Virginia on the l-tth of February, 1851, 
 and on the 2d of August following, the necessary amount of stock 
 having been subscribed, princii)ally by residents of Parkersburg and 
 its vicinity, the Company was duly organized by the election of James 
 Cook, President, and George Neale, Jr., Jetierson Gibbeus, Jonathan 
 M. Bennett, ^Villiam Logan, and Joseph Spencer, Directors. iVt the 
 iirst meeting of ihe Board, Benjamin II. Latrobe was appointed chief 
 engineer, and was directed to proceed immediately to survey a route 
 for the proposed road, to defray the expenses of which ten per cent, 
 of the stock subscribed was called in and mostly paid before the close 
 of that year. At the first annual meeting, additional stock having 
 been subscribed at I5altiinore, Thomas Swann was elected president, 
 and George Brown, Jolin Hopkins, Columbus O'Donnell, William 
 McKim, Charles M. Keyser, Tliomas C. Jenkins and Benjamin DeFord, 
 of Baltimore, and James Cook, Jol)n li. Murdoch, and George Neale, 
 of Parkersburg, directors ; all of whom, with a single exception noticed 
 below, have continued to manage the atfairs of the Company till this 
 time. 
 
 The road having been located, and contracts for its construction 
 advertised for under the first Board, their successors immediately pro- 
 ceeded to open the bids and assign the contracts. The construction 
 was commenced late in December, 1852, and was prosecuted as vigor- 
 ously as the finances of the Company would permit; no suspension of 
 the work having been permitted at any time, notwithstanding several 
 severe depressions in money affuu-s. causing the stoppage of many 
 similar enterprises. The principal portion of the means used by tl.o 
 Company has been derived from the guarantee of their bonds, to the 
 amount of $1,500,000 each, by the Mayor and City Council of Balti- 
 more and the Baltimore and Ohio Railroad Company. Without their 
 promised aid the enterprise would not liave been undertaken. 
 
 By an economical management of these resources, and an addi- 
 tional issue of the Company's bonds without guarantee, the Board 
 have been able to meet a cash expenditure for construction, averaging, 
 during a great part of the time, over one hundred thousand dollars 
 per month, with entire promptness and without extraordinary' sacri- 
 fices ; and to lay the last rail at the expiration of four years from the 
 commenceujcnt of the construction. They had also provided rolling 
 stock suitable for the opening of the road, on such terms as they hoped 
 would enable them to meet the payments from the earnings of the 
 work; hut ic being evident that additional equipment would soon be 
 needed, and a oonsidorable sum being still required to prepare the
 
 '72 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 road for a heavy business, it became manifest that tlie net earnings 
 could not, for some time, be expected to meet these new expenditures 
 in addition to the regularly recurring serai-annual interest. These and 
 other considerations, hereafter mentioned, led to the transfer of tlie 
 working and management of the road to the Baltimore and Ohio 
 liailroad Company, under an agreement which is farther noticed in 
 another place. Under the management of that Company the road was 
 tirst fully opened for trade and travel throughout its whole length on 
 the 1st of May, 1857. 
 
 As tlje result of a policy established at the beginning of the work, 
 and steadily adhered to, the road has been located through the spurs 
 of the Alleghanies covering Northwestern Virginia, on a line varying 
 very little from its true direction, and yet with grades having a max- 
 imum of less than fifty-three feet to the mile, and with curves of never 
 less than one thousand feet radius ; thus presenting no material ob- 
 struction to the rapid passage of trains with ordinary loads, dispensing 
 entirely with assistant power, and not requiring the same expenditure 
 for repairs as roads of a diflferent character. Two severe winters, and 
 the subsequent thaws, have proved that the location is comparatively 
 free from the danger of slides and slips, and that the drainage is suffi- 
 cient to prevent any unusual settling of the road-bed. The masonry 
 and superstructures of the bridges are permanent and substantial, and 
 the tunnels well secured. It is the first road uniting all these advan- 
 tages that has been constructed through a country presenting similar 
 features ; and there are few anywhere which, when first opened to 
 the public, were equally complete. The result is, that it is expected to 
 require less than usual repairs for many years, and its working ex- 
 penses on a good business will probably be less than those of any other 
 road in use between the East and West. In short, as intended by its 
 projectors, it is admirably adapted to facilitate the immense tonnage 
 business which will be thrown upon it in future. 
 
 In defining the line of the road, great care was taken to secure the 
 best route. The country between Grafton and Parkersburg is of very 
 irregular topography, and presented many practicable lines, all of 
 which Avere examined, and the present one adopted, after numerous 
 and carefully compared surveys. The original idea as to the length 
 of the line was that it would not fall short of 115 miles, the leading 
 valleys being looked to as probably affording the only suitable route. 
 The preliminary surveys however showed that a line of 110 miles 
 could be had, and the estimates of cost were made upon that line. 
 Subsequently, in locating the route for construction it was reduced to
 
 CIIAKACTERISTIC'S OF THE N. W. VIRGINIA ROAD. 73 
 
 103| miles, or some two miles sliorter than the turnpike between the 
 same points. This reduction was not accomplished without a consid- 
 erable increase of cost, judiciously submitted to, however, for the sake 
 of the resulting advantages. 
 
 The line lias l)cen located with maximum grades of 1 foot in 100, 
 or 52y,Y per mile, and curves of radii not less tlian 1,000 feet. To ob- 
 tain these moderate grades and easy curves upon such ground, heavy 
 work lias been necessary. The prominent feature of tlie location is 
 the tunnels (of which there are 23 — the longest 2,700 feet, the short- 
 est 150 feet), made necessary by the height and steepness of most of 
 the ridges at the summits, and the abrupt windings of the larger val- 
 leys. There are, however, but two high embankments, and one long, 
 deep cutting, and only three bridges of a span over 125 feet There 
 are one permanent and two temporary trestle works of 'limited height 
 and length. The longest grade is less than four miles, and the ascents 
 and descents alternate, so as to afford frequent relief to the locomotive 
 engines in their draft. The general descent of the line is westward, 
 the height of Grafton above tide being 1,008 feet, and Parkersbnrg 
 523. This will favor the coal trade towards the Ohio, Avhich must be- 
 come large. Upon the Baltimore and Ohio Eailroad between Grafton 
 and Wheeling — 100 miles — the maximum grade is 79/^, and short- 
 est radius of curvature GOO feet. Tlie character of the two routes 
 is dili'orent, the Baltimore and Ohio Railroad pursuing the main val- 
 leys except at two points, to which its high grades and heavy work 
 are chicHy ci)nfmed : the North-western Virginia Railroad occupying 
 mostly the minor vrdleys with more frequent undulations of grade, and 
 a more general distribution of its bolder features. It may become the 
 better line for quick passenger travel besides, tlie more economical for 
 freight — and hence, though actually four miles longer than to Wheel 
 ing, and eight miles longer than to the Benwood Junction, it mnj- be 
 virtually the shorter arm. 
 
 The North-western Virginia Railroad having been undertaken and 
 com|)leted with a special view to the accommodation of that descrip- 
 tion of business, now offers to the bulkj' products of the West, tlie most 
 expeditious route tu the seaboard, united with the shortest land trans- 
 portation. It h.as been already demonstrated that these products, when 
 keeinng tlie river to Parkersbnrg, can bo delivered at Baltimore in at 
 least two days less time, and at cheaper rates than at any other eastern 
 port. This fact alone is sufiicient to ensure to the North-western Vir- 
 ginia and Baltimore and Ohio Railroads the command of any desirable 
 amount of Western lousiness, and while giving to Paikersl)iirg a com- 
 4
 
 74 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 rnercial importance which could not otherwise be attained, to enlianco 
 that of Baltimore, until it becomes the first sliipping mart in the Union 
 for Western productions. Tiiere can be no permanent rival of a route 
 which combines both cheapness and expedition. Unusual facilities 
 for lading and unlading are provided at Parkersburg for the accommo- 
 dation of the river trade. 
 
 Tiie simultaneous opening of the Marietta and Cincinnati and the 
 Ohio and Mississippi Railroads affords the additional advantage of a 
 railroad connection with Cincinnati and St. Louis. Tlie forjner having, 
 through local influence, been diverted from its original terminus at 
 Belpre, opposite Parkersburg, without the construction of the branch 
 to that point promised Avhen the diversion was effected, the effect is 
 to unnecessaril}' impair and lengthen the route. The interests of 
 both roads strongly demand a closer and more available connection, 
 either by a line from Scott's Landing to Belpre, eiglit miles, or from 
 Vincent's some twelve miles, the latter being preferable, but the least 
 practicable. The construction of the proposed Hocking Valley Rail- 
 road to a point on the Marietta line, twenty-eight miles from Parkers- 
 burg, and thirty-two from Marietta, over a superior route, promises 
 to obviate the disadvantage, and if continued to tlie Cincinnati, Wil- 
 mington and Zanesvdle Railroad at Lancaster, would furnish an en- 
 tirely independent line, offering some peculiar advantages. But even 
 with the present connection, the railroad route, of Avhich tlie North- 
 western Virginia road is part, is fifty-two nffles shorter than any other 
 between tide-water and Cincinnati. 
 
 As the Xorth-western Virginia road approaolied completion, it be- 
 came necessary for the Board to arrange witli tlie Baltimore and Ohio 
 Company, — of whose road tlieir own is practically a western extension, 
 — for the transfer from one to the other of mercliandise and passengers 
 without change of cars or avoidable delay. The fact that the rolling 
 stock employed in the tlirougli business must pass over nearly three 
 miles of the former to one of tlie latter, and the Avant of a sufficient 
 equipment on the part of tiiis company, rendered it imperative that the 
 Baltimore and Oliio Railroad Company should furnish the cars and a 
 portion of the locomotives for the tlirougli tonnage business. Difficul- 
 ties were experienced in properly adjusting the ju-oportions of revenue 
 and expenses of tlie respective companies, wliich, with many similar 
 considerations, led to the conclusion that, for the present at least, the 
 working of the two roads in connection could only be made available 
 by being under one management. The result was, that by an agree- 
 ment mutually entered into on tlie 27th of December, 1850, the Haiti-
 
 CONTRACT WITH THE BALTIMORE AND OHIO ROAD. 75 
 
 more and Ohio Railroad Company contracted to work the North- 
 western Virginia Raih'oad, witii their own rolling stock, for the period 
 of five years, reserving to themselves, in consequence of the dispro- 
 portioned expenditure required of them at the beginning, the exclusive 
 option to renew the contract for the like period on the same terms. 
 
 The contract, in fact, looks to the mergence of the North-western 
 Virginia in the Baltimore and Ohio Railroad Company, with the con- 
 sent of the stockholders of each, on terms mutually advantageous, if the 
 necessary legislation can be obtained. The provisions of that instrument 
 should therefore be judged with reference to this expectation, as the 
 object of both parties was to realize at once, as far as practicable, all 
 the benefits anticipated from a consolidation. Should that consum- 
 mation be effected, the surviving company will become the owners of 
 all the property and franchises, and assume all tlie existing liabilities of 
 the other, and will issue their stock in redemption of the stock of 
 the latter, dollar for dollar. 
 
 It was imperative, under the circumstances, that funds should be 
 provided to discharge the floating debt of the coinpanj-, due princi- 
 pally to contractors and those wlio had furnished materials used in 
 the construction of the road, and that the interest on the bond debt 
 should be promptly paid as it accrued, in order to sustain the market 
 value of the bonds which remained to be sold for its account, or were 
 held by the Baltimore and Ohio Company as a security for their ad- 
 vances. It was expected that the floating debt would be met by the 
 use of the remaining resources of the company, consisting principally, 
 besides the unsold bonds which were specificall}' appropriated, of the 
 uncoUected stock, the surplus real estate, and tiie rolling stock and other 
 implements and property ap[)licable to the future purposes of the road, 
 which had been necessarily accumulated during the construction. The 
 latter the Baltimore and Ohio Railroad Comi)any agreed to purchase, 
 as well as the Grafton station, with its buildings, machinery, &c., 
 which had been acquired'and arranged with a view to the use which 
 must necessarily be made of it by that company for their exclusive 
 purposes, and to fiicilitate their connection with the North-western 
 Virginia Railroad. 
 
 The Baltimore and Ohio Railroad Company also undertook to pay 
 the interest on the deferred debt of the company as it accrued, the 
 latter — beyond the small sum necessary to maintain its organization — 
 receiving nothing from the earnings of the road until forty per cent. 
 of the gross amount is sufficient to cover the interest on their whole 
 debt, leaving sixty per cent, to defray the cost of repairs and working
 
 70 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 expenses, and to compensate for the use of the capital and macliineiy 
 to be employed in working the road — a proportion whicli it was 
 thought by the North-western Virginia Company would prove to be a 
 liberal allowance, long before the gross earnings should reach their pro- 
 bable maximum ; because a new road would need less repairs for seve- 
 ral years after its completion than one which has been longer in use. 
 
 "When the forty per cent, exceeds the annual interest and cost of 
 maintaining the company, the excess, to the amount of $25,000 per 
 annum, after the first year, is to be credited upon the company's debt. 
 Any farther excess, not exceeding six per cent, of their capital stock, 
 is to be paid over to this company, and if there is still a surplus, it is 
 also to be applied in reduction of the same debt. 
 
 The Baltimore and Ohio Railroad Company besides agreed to as- 
 sume the contracts made by the North-western Virginia Company for 
 Locomotives, Cars, &c., taking and holding the same as their own. 
 
 These are the leading features of the contract, Avhich, to prevent 
 misconception, it may be as well to state is not technically a lease, as 
 only the right to use the road and its appurtenances is transferred, the 
 legal possession remaining "with the latter company. It was entered 
 into under a provision of the railroad law of Virginia, and made part 
 of the charter, which expressly alloAvs the company to work their road 
 either by their own officers and agents or by contractors. 
 
 The management of the road was assumed by the Baltimore and 
 Ohio Railroad Company ou the first of February, 1857, since when they 
 have expended a large sum of money in completing and perfecting the 
 track aud other portions of tlie construction. On account of the char- 
 acter of the work remaining to be done, it was not deemed prudent 
 by those in charge to open the road at that period of the year, although 
 trains were carefully run for local accommodation. 
 
 The financial condition of the company on the 30th April, 1857, is 
 clearly set fortlt in the statements of its secretary, accompanying the 
 last Annual Report of tlie President and Directors, from wliich it will 
 be seen, that besides the bond debt, tlie amount due the Baltimore and 
 Ohio Railroad Company, Avhich, Avith reference to present resources, 
 may be considered as deferred for at least five years, and the debis to 
 the discharge of which the bonds on hand are specifically appropriated, 
 the liabilities of the company consist of the comparatively small sums 
 due the City of Baltimore and certain citizens of Parkersburg, and 
 what has been above termed tlie floating debt. 
 
 It is hoped, if the business of the road justifies the reasonable ex- 
 pectations of its friends, that the sales of bonds, of surplus real estate,
 
 THE FINAKCES COST OF THE N. W. VIKGIXIA ROAD. 77 
 
 and of the stock which may be forfeited for non-payment, -will be at 
 such prices as to insure the extinction of tlie entire unfunded debt, in- 
 cluding the late temporary advances by the Baltimore and Oliio Eail- 
 road Company. 
 
 The accounts -with that company, involving the valuation of some 
 of the property transferred and of the work remaining to be done by 
 this company at the time the road was transferred, could not be adjust- 
 ed by the close of the fiscal year, and still remain open. 
 
 If the debt to the Baltimore and Ohio Railroad Company and 
 others, after the resources referred to are exhausted, be estimated at 
 $828,000, which it did not probably exceed, the whole debt of the 
 company at the close of the fiscal year of 1857, was as follows : 
 
 Bonds guaranteed by city of Baltimore $1,500,000 
 
 " '= B. & 0, R. R. Co 1,500,000 
 
 " not guaranteed, exclusive of $500,000 deposited as 
 
 above 1,000,000 
 
 Contractor's Advance Bonds 42,000 
 
 Add above estimate of debt not funded 828,000 
 
 Total $4,870,000 
 
 If to this, the stock collected and to be collected is added, it gives in 
 round numbers $5,400,000, as the cost of the road, including interest 
 and discount on bonds, and exclusive of any sums ■which may be ex- 
 pended under the agreement by the company in charge, Avhich, if made 
 by this company, would be prc>perly chargeable to construction. 
 
 The annual interest on the bonded debt, to be paid by the Balti- 
 more and Ohio Railroad Company, as part consideration for the use of 
 the road, will be $242,520 ; a sum there can be no doubt tlie net earn- 
 ings will cover after the business connections of the road are finally 
 developed. 
 
 During the actual progress of the work there was but one change 
 in the Board. In November, 1856, Thomas C. Jenkins tendered his 
 resignation as a Director, which was reluctantly accepted ; and on the 
 9tli February following, Thomas Sv,-anu resigned the Presidency after 
 four years of active service in that capacity, and was immediately 
 elected to fill the vacancy in the direction. P. G. Van Winkle, who 
 had been its Secretary from the organization of the company, was 
 electecl President, and John L. Crawford was appointed Secretary. 
 
 A word is due in commemoration of the efficiency and ability of the 
 gentlemen more immediately engaged in the construction of this work.
 
 78 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 To the Chief Engineer, Benjamin H. Latrobe, and his principal assist- 
 ants, George Ilolfinan, J. C. C. Iloskins and Albert Fink, too much 
 praise cannot be awarded for tlie skill and energy they have displayed. 
 Their industry and integrity are manifested by the fact, that the large 
 number of contractors and employes under their direction have been 
 settled with without dispute except in five cases only, of whom but 
 three have resorted to the courts, where one judgment has already been 
 given in favor of the company. Of the Chief Engineer, whose repu- 
 tation for professional skill and scientific acquirements is national, it is 
 suflicient to say that he has added to his fame by the location and con- 
 struction of the Xorth-western Virginia Railroad. Less grand in its 
 features than the Baltimore and Ohio Railroad, it pursues its direct 
 and almost level way tlirough a country nearly as difficult, costing rela- 
 tively less than that splendid Avork, and presenting many facilities for 
 the rapid transmission of i)assengers and tounago.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER VIII 
 
 HISTORY OF THE MARIETTxV AND CINCINNATI EAILKOAD, 
 
 It is remarkable to observe the extraordinary facility witli which 
 "we American!;," especially Western xYiuericans, adapt ourselves to new 
 and opposite circumstances. But the other day, the Railroad Revolu- 
 tion was worked over the face of the country between Baltimore and 
 St. Louis, and, here Ave are, pop\ilation both rural and civic, with habits 
 set and " coulters fixed" to the conditions of tlie waw regime. The 
 same number of the Aveekly journal, in the interior of the State of 
 Oliio, which editorially described the first organization of the company 
 under whose auspices the Makietta and Cincixxati Raii.eoad was 
 constructed, contained also the following notices: 
 
 "The electric telegraph commenced working between New York and Cin- 
 cinnati on Friday last. The New York market prices of Friday afternoon ap- 
 peared in the Cincinnati papers of Saturday ^Morning."' 
 
 "In twenty years, or less, there will be a railway from St. Louis to 
 
 Cliicago ; anotlier from St. Louis to Toledo ; another from St. Louis to Phil- 
 adelphia, via Indianapolis, Dayton, Springfield, Columbus and Pittsburg. Now, 
 when these works, or the last named only shall be finished, how much of the 
 trade and travel from the West will pass through Cincinnati, by leaving the 
 Jliami at Indianapolis ? Cincinnati ought to run her road down to North 
 Bend, on the Ohio River, and then strike across Southern Indiana, intersecting 
 tlie Indianapolis and Madison Road, crossing the Wabash, and reach St. Louis 
 as nearly as possible in an air line.^' — [Vide Chillicothe Gazette, of August 24, 
 1847.] 
 
 The above was written but little more than a half-score years ago, 
 but it requires already a pretty vivid imagination to recall tilings as 
 they were. Now, there are some 25,000 miles of electric telegrajdi in 
 communication with Cincinnati ; — the " air-line road," whose con- 
 struction was so positively commended by the Ohio editor, — then, only
 
 80 GREAT OHIO AND MISSISSIPPI RAILItOAD OPENING. 
 
 a " paper project " — Las become a Avorking entity ; the cars are hourly 
 careeruig over wide prairies, wliich stretcli out between St. Louis and 
 Chicago, and the traveller who is more than twenty-four hours in pass- 
 ing from the Monumental to the Queen C.'ity, either via Parkersburg 
 and Chillicothe, or Benwood and Columbus, impatiently deprecates the 
 " slow train," and frets for fear he will " miss the connections." Who 
 dare say this is not tJie age of progress, when elements swifter than the 
 fubled Pegasus, and stronger than Hercules, are harnessed to the train, 
 and the lightnings of heaven are converted from messengers of wrath, 
 to ministering spirits of commerce and civilization. 
 
 The Ohio belt of the "American Centeal Kailway" is two hun- 
 dred miles long. It was originally projected from Loveland, on the 
 Little Miami River — (whence, to Cincinnati, a site for a railway was oc- 
 cupied) — to Belpre, in Ohio, opposite Parkersburg, A'irginia, or to Har- 
 mar, near Marietta, as the wisdom of the Directors might determine. 
 Both the proposed eastern termini were placed on a parity, by tlie lan- 
 guage of the original charter. Subsequently the Ohio legislature char- 
 tered the Hillsborougli and Cincinnati Railroad Company, with the 
 privilege of extending their line into Cincinnati; — whereupon the 
 friends of the two roads coalesced in their earlier operations, designing to 
 terminate the Hillsborough and Cincinnati at Chillicothe. The several 
 companies worked in harmony until "actual surveys " demonstrated 
 that there Avere rival routes presenting competing advantages. The 
 " Marietta " was located six miles north of the town of Hillsborough, 
 and secured, among her franchises, an independent entrance into the 
 Queen Citj', and a right to extend her line from Harmar to Wheeling : 
 the " Hillsborough," too, became more ambitious ; aspired to the con- 
 struction of a through line to Parkersburg, on her own account; and 
 dissolved partnership with, and bid defiance to the older corporation. 
 Hence, a protracted, acrimonious and expensive contest arose, between 
 the two interests ; which was finally and happily concluded, but about 
 three years since, by a "contract of union" between them, under 
 •which they became one interest of two nominal corporations. Before 
 this union was consummated, the Hillsborough Company, by com- 
 mendable perseverance, hud completed their line from Loveland on 
 the Little Miami, to the beautiful shire town of Highland County, 
 Ohio, whose name she bears ; — and, not only so, hut had expended 
 nearly half a million of dollars, in the grading and masonry onward 
 over the Scioto, and towards the Virginia line. By the terms of the 
 marital contract, the "Marietta" is bound to complete the other road 
 from HilLborough to Jackson Court-house, Ohio, and thence to
 
 ORIGIN' OF THE MARIETTA AND CINCINNATI RAILWAY. 8l 
 
 iraindon, thirty-one miles east of Cliillicothe, on the present finisljed 
 line. 
 
 It is safe to say that the feiuls hetwcen the two corporations, and 
 their local partisans, — like the dispute between the Baltimore and 
 Ohio Kaih-oad and tlie Chesapeake and Ohio Canal, — as earnestly and 
 honestly jjiirsued as they might have been, worked at least two years' 
 delay in the comi-letion of the present Avork. The " war " extended 
 into the great terminal cities of Baltimore and Cincinnati, delaying the 
 proffer of material .aid by the latter comrnnnity ; and so far pretermit- 
 ting the sanie by the former, that the projectors of the Marietta road 
 never summoned the temerity to appeal to Baltimore for a dollar. 
 They have built their road " to old Virginia's shore," and grasped the 
 somewhat reluctant hand of the Xorth-icestern Virginia, wliile send- 
 ing forth a flag of truce and a project of a better alliance, amity and 
 common interest to the great Baltimore and Ohio, trusting to geo- 
 grapliical focts, more matured facilities, and the faithful future for the 
 verification of their fondest hopes. But we anticipate : — 
 
 The Belpre (now Marietta) and Cincinnati Eailroad Company was 
 organized at Chillicotlie, on Wednesday, the J 8th day of xVngust, 1847, 
 by tlie Commissioners named in the Act of Incorporation. The fol- 
 lowing gentlemen composed the first Board of Directors, viz : — Felix 
 Kenick, "William II. Price, John Madeira, "William M. Anderson, John 
 L. Green and "William Eos?, of Eoss County; John Ballard, A. B. 
 "Walker and David Eichmond, of Athens County ; "William P. Cutler 
 and Noah L. "Wilson, of "Washington County ; and Allen Trimble and 
 YVilliam O. Collins, of Highland County. The Board was organized 
 the same day, by electing Mr. Eenick President, Mr. Eoss Treasurer, 
 and Mr. Seneca W. Ely Secretary of the Company. 
 
 Of the above, Mr. President Eenick, a pioneer citizen of Oliio, 
 l>ublic-spirited, and of great energy and i)ractical intelligence, was ac- 
 cidentally killed, by a falling tree, as he was passing homeward, in his 
 carriage, from a meeting of the Board. Mr. Price, the first chief engi- 
 neer (as well as a director) of the company, removed to Illinois some 
 eight years ago, where he is living a "large " and successful farmer. 
 Messrs. Anderson and Green, citizens of Cliillicothe, served but brief 
 tours in tlie Board, retiring to their usual professions. Mr. Eoss, an 
 old merchant and highly-respected citizen of Chillicothe, acted as 
 treasurer and with his railway compeers, but a short time only. ^Ir. 
 Ballard, wliile journeying in the service of the road, was thrown from 
 his buggy into an excavation, by a runaway horse and crippled for 
 life. Mr. Eichmond deceased, after less than a twelve months' service. 
 4*
 
 82 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 And Messrs. Trimble and Collins, citizens of Hillsborough, left the 
 Board soon after the organization of the Hillsborough Company. 
 Messrs. Madeira, Walker, Cutler, and Wilson, are all of the above 
 fourteen who continue as directors of tlie Marietta Corporation. Mr. 
 Ely, the original secretary, was re-elected to that onerous and honor- 
 able post on nine consecutive annual occasions, and resigned it, in 
 September, 1856, after having served the company in clerical and col- 
 lateral positions, with marked fidelity and intelligence. 
 
 Allen Latham, Esq., of Chillicothe, was the immediate successor of 
 Mr. Eenick in the presidential office. He declined a re-election, 
 when the company decided to commence active construction ; and 
 Mr. Cutler was unanimously chosen to the place. With this gentle- 
 man it was emphatically a post of action. Under his administration 
 the locations and most of the lettings of the line were made, and tlie 
 fip.ancial policy of the company was inaugurated. After several j-ears' 
 arduous service, Mr. C.'s declining liealth admonished him to resign tlie 
 presidency, which he obtained tlie leave of his colleagues to do, only 
 by consenting to remain in the Board. Mr. Noah L. Wilson, of Chilli- 
 cothe, Avho yet serves as president of the com[)any, was then elected. 
 
 When chosen president, Mr. W. was absent in Europe, on the 
 business of the company, and therefore declined accepting until his 
 return. In the interim, William S. Nye, Esq., of Marietta, officiated as 
 president ^.i/'o tem.^ and was elected vice-president on Mr. W.'s return, 
 and full acceptance of the chairmansliip of the company. Upon the 
 latter gentleman has devolved a large share of very arduous service, 
 which he has performed with a degree of industry and ability seldom 
 equalled. 
 
 It is deemed not irrelevant, in a popular essay like this, designed 
 for perusal by thousands who may never have heard of the above in- 
 dividuals, to bring forward the names of gentlemen who, by their per- 
 severing, personal, and pecuniary efforts and sacrifices, after originating, 
 assisted to foster one of the boldest and most important railroad enter- 
 prises in North America. What Thomas, Brown, Patterson, Swann, 
 and their compeers were to the Baltimore and Ohio, were Madeira, 
 Mills, Putnam, Cutler, Price, Wilson, Walker and others to tlie Mari- 
 etta and Cincinnati road. The maxim of the ancient school inculcated 
 that " it is graceful and sweet to die for one's country." May it not 
 be said with more fidelity to true sentiment, that those who devote 
 their best eftbrts in projecting and fostering great public improvements, 
 contribute far more to tiie ^itile than do dying soldiers, if they do not, 
 haply, participate in the ihtlce?
 
 THE OIUGIN'ATORS OF THE MARIETTA ROAD SUBSCRIPTION'S. 83 
 
 After the organization of the company, the magnitude of their 
 l)n)ject, and its certain expense in comparison with any combiiiation 
 of means -whioli appeared patent to their hands, "gave pause" to tlic 
 l)rojectors of tlie Marietta road. 
 
 Legishitive acts Avere procured, authorizing tlie counties, towns, and 
 cities on the proposed route to subscribe to its capital stock. At that 
 time the constitution of Oliio did not, as it now does, forbid municipal 
 subscriptions to public improvements; and, under those laws, the fol- 
 lowing subscrii)tions were made, viz. : — 
 
 By Ross County (on the Scioto\ §300,000 
 
 " Athens Comity (on the Hocking"), 200,000 
 
 " City of Chillicothe, Ross County, 50,000 
 
 Afterwards the city of Cincinnati divided a miUion of authorized 
 subscription among several roads, bj' bestowing on this great 
 projected feeder to her commerce and prosperity the loan of her 
 credit, redeemable in twenty years, to the amouut of . . 150,000 
 And, under the stimulus of a proposed most favorable and direct 
 connection with the South- West, the Pennsylvania Railroad 
 Company and the city of Wheeling subscribed their stock and 
 bonds to the Marietta Company, to the aggregate sum of . 1,000,000 
 111 addition, when it became evident that the work must stop, west 
 of Athens, without additional means, the Harmar terminus was 
 adopted — the " steady determination " to make the best con- 
 nection with the Baltimore and Ohio road, on the completion 
 of the latter to the Ohio River, dechired ; and iu consideration 
 of that adoptiuit, the following additional subscriptions were 
 dedicated, viz. : — 
 
 Bv the County of Washington, 200,000 
 
 '" Town of Marietta, 1,000,000 
 
 " Town of Harmar, 50,000 
 
 Besides the above two millions and fifty thousand dollars of corpo- 
 ration and munici[ial subscription, the large amount of nearly two 
 millions have been contributed to llie capital stock of the road, by pri- 
 vate jjarties. 
 
 Tlic bonded debt, on the line and franchises of the company, is four 
 millions five hundred thousand dollars, represented by a first and 
 second mortgage. A third mortgage exists, secured by a portion of its 
 personal property; and an ifsue of " income" or "domestic bonds," 
 amounting witii the "third mortgage" to a million and a half, com- 
 j)lete the means, by way of stock and debenture, by which this long 
 and expensive line of road has been finished thus far and furnished. 
 
 It is furnished, too, with a profusion of Cars and Locomotives that 
 would look like jn-odigality, perhaps, to one uninformed as to the real 
 wants of this great connecting line. Some fifty of the latter, com- 
 prising several of the heaviest and completest machines in the country,
 
 84 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 from the celebrated works of Taunton, Boston, Lowell, Patterson, 
 Philadelphia, and Lancaster, and seven hundred of the former are al- 
 ready in comnussion. 
 
 The Marietta Company early secured the services of Archibald 
 Kennedy, Esq., late of the Vermont Central Road, as locating engineer. 
 His fine talents in this regard were put to full test, among the moun- 
 tains east of the Scioto, and among the valleys of the Minei'al Region 
 of Southern Ohio. To project a line of railway, over such ground, 
 with maximum gradients of 52 feet and minimum radii of 2. GOO, and 
 with making only eight short tunnels, is irrefragable proof of engineer- 
 ing perspicacity. East of Athens, the very difficult country penetrated, 
 and the good line constructed, at once tested and proved the eminent 
 proficiencj' of the present chief engineer, Colonel H. C. Moore. 
 
 This sketch, however, presents but little room for personal allusion. 
 One familiar with their eftbrts and accomplishments might till a volume 
 with the merits and operations, in connection with this road, of "Wad- 
 dle, Lovett, Medbery and otliers, in the engineering department ; of 
 Gates, Xye, Smart, and their colleagues, in the working Board ; and 
 of Cutler, Wilson, Madeira, and their helpers, in the financial line. 
 A faithful histoiy of the construction of the Marietta road would pre- 
 sent facts and relations calculated to inspire the impartial observer 
 with profound admiration, in view of the points achieved and difficul- 
 ties vanquished. 
 
 That these eftbrts were not bestowed on an unworthy ohject^ is 
 made plain enough by a glance at some of the salient peculiarities of 
 the Marietta and Cincinnati line. 
 
 First, this line affords the most direct route possible between Cin- 
 cinnati and eastern tide-water connections. It pursues a course nearly 
 latitudinal, across the peninsula of Southern Ohio, whicli is made by 
 the great detour to the south and north-west of " La Belle Riviere." 
 It lies three-fourths of a degree south of latitude 40° north, out of the 
 reach of submergiug snows, Avhicli are so destructive and embarrassing 
 in the winter season on lines farther northward. It therefore pre- 
 sents, beyond the possibility of successful competition, tlie shortest, 
 and — especially when its connection at the Ohio shall be properly com- 
 pleted — best line between the Baltimore and Ohio and the "Western 
 railroads at Cincinnati — an important consideration with the travelling 
 l)ublic. 
 
 Second, the country penetrated bj- this road, between Cincinnati 
 and Raysville (117 miie^.), comprises tlie finest agricultural district of 
 the Buckeye State, including the valleys of the Little Miami, Paint 
 and Scioto rivers, renowned for their fertility. The souiriquet of
 
 TECULIARITIES OF THE MARIETTA AND CINCIXXATI RAILWAY. 85 
 
 '' Garden Cit}'," bestowed upon Cliillicothe by a niember of the Balti- 
 more press, wlio participated in the July excursion, is as appropriate 
 as it is beautiful. The high lands between tlie Miami and Grecutield, 
 consisting mainly of limestone soils and fossiliferous debris, comprise as 
 rich a wheat-growing region as the earth atibrds ; while the vegetable 
 alluvion of the lower valleys produces Indian corn, and its quadrupedal 
 congeners, hogs and cattle, in great abundance. Nor is the region 
 east of Kaysville, and reaching across the Hocking Yalley to the 
 Ohio river, without valuable agricultural resources and productions. 
 
 Thirds it is well, in alluding to the resources of the Marietta road, 
 to remark, briefly, on the connection between the geology of any given 
 section of the country and its agricultural capacity. The amount of 
 freights, as well as the extent of travel, which will fall to the share of 
 a railroad, must be proportioned to the fertility of the country which 
 it and its connections traverse. Sterile countries, destitute also of 
 minerals, can atford neither traffic nor passengers to any profitable ex- 
 tent. But when a railroad has the double advantage of passing 
 through a mineral region and one rich, in agricultural productions, its 
 prospective sources of supplies give assurances of profits to its owners. 
 Tlio Baltimore and Ohio road, with its western connections, possesses 
 these advantages in an eminent degree. The investigations are not 
 yet completed, in the mineral country along the Marietta road, though 
 they should be at an early day. In the agricultural region they have 
 been carefully made, and the results have been presented in the scien- 
 tific journals of the West. For this infonnation the public is indebted 
 to Prof. David Christy, of Cincinnati, His general remarks upon the 
 mineral region, Avhich he had examined throughout Ohio, show that 
 the resources of the road, in coal, iron, and salt, are unlimited, and 
 suggest, in a forcible manner, the necessity of a careful geological sur- 
 vey of the whole route. 
 
 The lowest formation in Ohio, geologically speaking, is the blue 
 limestone valley of the Great Miami river, near Cincinnati. This is 
 the old Silurian, and, in its natural divisions, Upper and Lower, ex- 
 tends Avestward to tbo Wabash river, and eastward nearly to the 
 Scioto. The Upper Silurian rocks, on both the eastern and western 
 extensions, are of a buff gray color, composing what Locke and Owen 
 style the clijf limestone, on account of the precipitous cliflfs which they 
 form along the streams of water that have cut their channels into 
 the strata. AVherever the rocks of this formation have sdpplied the 
 materials of soils, great fertility usually prevails. At the crossings of 
 the Rattlesnake Fork (Monroe) and Paint Creek (Greenfield) are ex-
 
 86 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tensive quai-ries of this gray stone, for lime-burning and paving, or 
 flagging purposes. At GreeufielJ, the most quarrying lias been done. 
 The market is good and supply unlimited. 
 
 Both to the eastward and westward, the UxJ'per Silurian rocks are 
 overlaid by the Devonian formation; and it, in turn, by the carionif- 
 erous^ including inexhaustible supplies of coal, iron, salt, bnhr mill- 
 stone, fire-proof fine-grained sandstone, spar limestone of the carbo- 
 niferous series, fire-brick and common brick cla}', a species of black 
 marble, and other minerals of lesser note, the whole country abounding 
 with excellent timber, such as oak, poplar, beech, etc. But on these 
 we shall not enlarge at present ; nor is it desirable to do so until a 
 perfect survey of the railroads shall be completed. 
 
 The line of the Marietta and Cincinnati railroad crosses the out- 
 crojis of the several geological formations nearly at right angles, and 
 thus, in its course across the State of Ohio, it bisects the Silurian, 
 Devonian, and Carboniferous series, so that the road miglit well serve 
 as the base of a correct geological survey. Eising from the blue lime- 
 stone rocks, over which Cincinnati is built, it ascends the valley of the 
 Little Miami i-iver to Loveland, and thence surmounts the table-land 
 between that river and the Scioto, where it penetrates the lower strata 
 of the Devonian, in the black state of the latter river. Proceeding 
 eastward, from the fertile "second bottoms" of High Bank, the road 
 passes tlirough sundry deep cuttings, beginning at Schooley's Station, 
 composed of thin layers of clays, slates, and sandstones, with ferrugi- 
 nous admixtures, strongly significant of the near neighborhood of 
 mineral deposit. Between Chillicothe and Salt Creek are the northerly 
 fimbrations of the Waverly sandstone, a material of great economic 
 value. Crossing Salt Creek, 14 miles east of Chillicothe, the lowest 
 stratum of the coal-bearing rocks is bisected, near Raysville (20 miles), 
 Avhere a thin sundstone, remarkably rich in fossils, is found. Between 
 this point and Byers's (three miles further), the cuttings are made in 
 the conglomerate rock, aiove which all the valuable coal-seams are found. 
 
 The first of these are at Ely's Mines, 36 miles east of Chillicothe. 
 These were opened two years since, in anticipation of the opening of 
 the road to that point. The traveller may recognize the locality by 
 tlie apparition of a tall trestlework connecting the opposite hill with 
 the railroad. The elevations in the vicinity abound in iron ore, whence 
 a portion of the supplies for the Cincinnati Furnace, a good estab- 
 lisiiment 25 miles east of Chillicothe, is derived. This is a hot-blast 
 charcoal furnace, yielding 4,000 tons i)er annum. The two tunnels 
 jubt west of this place — 300 and 400 feet — the deep rock cuts, the Al-
 
 THE LINE OF THE MARIETTA ROAU EASTWARD FROM CUILLICOTIIE. 87 
 
 pine cliffs, connected by strong trestlework, to the sides of wliicli the 
 road clings, siitliciently attest tlie difficult and expensive character of 
 the work in this neighborhood. 
 
 Eastward the country towards Ilamden becomes less mountainous. 
 The iiills around this village assume a Mamelon shape, those south and 
 east of the road being rich in coals, ores, and their accompanying min- 
 erals. 
 
 IIamdex Station is the southern point of junction of the Scioto and 
 Hocking Valley Railroad, which terminates at Portsmouth, on the 
 Ohio river, 54 miles distant. It is designed that the two roads con- 
 tinue on the same superstructure to McArtliur Station, 4 miles north- 
 east, where tlie lines separate, the Scioto & Hocking Valley going 
 northward, and the Marietta and Cincinnati pursuing its northeast 
 course. Hamden is the "port of entry" of the Iron A^illey, Eagle 
 and Hamden blast furnaces. 
 
 At McArtliur Station, a large tract of coal and ore land has been 
 purchased, with the view of general improvement, on the revival 
 of business. Three miles north is the town of McArthur, 1,000 in- 
 habitants, the seat of justice of Vinton Count}'. 
 
 Four miles further onward, where the railway crosses the old 
 Athens road, is the Vinton Furnace Station. Here, the great piles of 
 ore and pig iron ready for shipment on the i-oad, give token of the 
 character of an important i)art of its local traffic. The Vinton Fur- 
 nace itself is two miles south of the road. 
 
 At and near the crossings of Raccoon river, some 6,000 acres of 
 farming and mineral lands have been purchased by a company of capi- 
 talists largely interested in the securities of the road, who have liere 
 laid out a city, wliich they have called Zalaski, and erected blast fur- 
 naces, sawmills, collieries, &c., for developing the rich resources of the 
 district. A fine hotel structure, and the extensive new machine shops 
 of the railroad company, with the tasteful residences of 11. B. Robson, 
 Esq., the intelligent manager of the estate, and Capt. A. B. Waters, 
 its assiduous steward, already impart an air of thrift to the place. 
 
 Big Sand Furnace Station is the next halting-place, Avhere further 
 stores of ores and iron advertise the neighborhood (li mile distant) 
 of another smelting establishment. The ores used here are principally 
 imported from McArtliur Station. A vein of very fine coking coal 
 is worked at this place. 
 
 The line between Athens and Vinton Counties is crossed, soon 
 after leaving Big Sand. These two counties — more particularly the 
 latter — owe much to the railroad, in the developing and marketing of
 
 88 GREAT OHIO AND MISSISSIPPI UAILROAD OPENING. 
 
 their mineral and otlier resources. Astute statists predict that, within 
 fifteen j'ears, Vinton will be the richest county in Ohio, excepting 
 Hamilton (Cincinnati). Athens County, also, is put in direct connec- 
 tion with Baltimore and Cincinnati, by the road ; and, although the 
 Athenians had a defective commercial channel in the Hocking Canal, 
 northward, before the construction of the iron highway, yet the supe- 
 I'ior celerity with which traffic and passengers can at all seasons be 
 conveyed over the latter, will ever commend tlie road to the partiality 
 of all reflecting men. 
 
 The Moonville, Mineral City and De Steiger coal mines lie between 
 the county line and the town of Athens. At De Steiger's is a salt- 
 well in operation. There are a number of good wells in the neighbor- 
 hood of Athens. The water is about 10 per cent, proof, producing 
 much of the salt used in interior Ohio. 
 
 Athens is an old western town of some 2,500 people. Though set 
 on a hill, the place is hid by intervening bluffs, as one approaches from 
 the bridge over Hocking rivei*. Tlie " Ohio University " and two hand- 
 some Public School buildings form tlie prominent architectural features. 
 
 From a point west of Athens to Marietta, the road crosses the tract 
 of country originally embraced in the Ohio Company's Purchase. 
 
 Emigrants from New England, who founded Marietta, and made it 
 "head-quarters," early purchased of the Federal Government all the 
 lands of this part of tlie present State, and re-surveyed it, making am- 
 ple dedications for school and ministerial, or religious purposes. Some 
 46.000 acres at and near Athens were appropriated toward the support 
 of an university ; and the most of the Purchase has been settled by 
 industrious and hardy descendants of puritanical stock. 
 
 Between Athens and Scott's Landing, 35 miles, going east, the road 
 pursues the fertile " bottom " of the Hocking river to "Warrens. There, 
 again, the line takes to the hills. Anticipating the completion of 
 Pilcher Tunnel, the temporary line is substantially constructed over 
 the Summit. Thence, by a good road, New England and Big Run are 
 reached. At the latter jdace, the geological equivalents of the Pome- 
 roy mineral locality (on the Ohio river) are found — the future subjects 
 of development and basis of wealth. 
 
 Passing Decatur and Little Hocking Stations, you arrive at Vin- 
 cent's. Hence, 12 miles to Belpre, opposite Parkersburg, a good line 
 of railroad has been projected, whicli will be constructed under the 
 auspices of tlie Marietta and Cincinnati Company, so soon as the 
 means are supplied. 
 
 As you near tlie Oliio, "upward," the cars ascend the river hills by
 
 CONNECTION WITH TIIK EAST MAKIETTA. 89 
 
 a gentle slope on tlic western side thereof. A tunnel, tliree-eiglitlia 
 of a mile, is in course of construction here ; but, pending its comple- 
 tion, the road descends the river slope by a series of Y's, similar to the 
 ingenious and complete expedient resorted to by the Baltimore and 
 Ohio road before the Board Tree Tunnel was tinished. 
 
 At Scott's Landing, 192 miles from Cincinnati, you arrive on the 
 western shore of the Ohio ; and here, by comparing the time con- 
 sumed on the trip with that occupied in making the voyage by the 
 swiftest boats, you find you have beaten the latter 16 hours, thus 
 affording the traveller an opportunity of reaching Baltimore, Avhile his 
 friend who left Cincinnati by the boat, at the moment he did by rail, 
 is getting to Marietta. At Scott's Landing, freights and passengers 
 designed for the East, are now transhipped on the ferry steamer for 
 Parkersburg between eight and nine miles distant, below. 
 
 The river transit, either way, usually consumes about one liour, 
 giving passengers a good opportunity for refreshment with clean water 
 and Avholesome food. Arriving at Parkersburg, 200 miles from Cin- 
 cinnati, by our railroad route, those who do not desire to sojourn in 
 that enterprising town, take the trains on the North-western Virginia 
 road, and reach Baltimore via Grafton, in sixteen hours. 
 
 In our rapid resume of interesting places and things, proceeding 
 eastward by the Marietta road, we have neglected some subjects which 
 may be well observed on the return trip. Of these, the first in im- 
 portance is tlie fine old town of Maiuetta. 
 
 This [ilace is distinguished as being the first in the old North-west 
 Territory settled by Avhite men. The "universal Yankee nation," es- 
 teemed, by many " the salt of the earth " in whatever pertains to 
 physical progress, here planted their first outpost, in their beneficent 
 march toward the setting sun. Here, those concomitants of " Eastern " 
 civilization, churches, colleges, school-houses, and manufactories, are 
 found — interspersed over and among the graves of the aborigines, and 
 the tumuli erected for sepulture and defence by that mysterious race 
 of whom neiiher tradition nor history gives any account. Marietta, 
 with her neighbor, Ilarmar, from whom she is separated by the mouth 
 of the Muskingum river, numbers some 5,000 inhabitants. A more 
 enterprising, moral and intelligent collection of people than these 
 places afford, can rarely be found. It is a sign highly fiworable to 
 Marietta, that more natives of the place, of adult age, can be found 
 among her active business men, than any other city of the West can 
 produce, in proportion to the whole number of inhabitants. It was 
 at Marietta, tliat Governor Chase welcomed to Ohio the U. S. Secre-
 
 90 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tary of State (Gen. Cass), Mayor Swann, of Baltimore, the French 
 [Minister to Washington, M. Sartiges, and a large number of gentlemen 
 and ladies, tlie guests of the several roads composing the "American 
 Central Railway," on the occasion of the Grand Excursion. 
 
 To the perseverance and unity of the Marietta directors, the Ma- 
 rietta and Cincinnati road is greatly indebted for its existence. 
 
 Crossing the Scioto river, by a bridge 1.200 feet in leugtli, the pas- 
 senger from the East rapid)}" nears the Garden City — Chillicothe. 
 Tliis place was laid out in 1796, on the general plan of Philadelphia. 
 An extensive plain, at the foot of the t5rst hills which arise above the 
 conflueuce of the river and Paint Creek, its principal brand), is skirted, 
 on its western margin, by the streets and buildings of this beautiful 
 city. Chillicothe was the tirst seat of government of tlie territory 
 north-west of the river Ohio, and afterwards of the infant State of 
 Oliio. She has always been a place of considerable political and com- 
 mercial importance ; and her society enjoys a higli reputation for intel- 
 ligence and refinement. Tlie city contains some 12,000 inhabitants. 
 Two large first-class hotels, the handsomest court-house in tlie State, 
 twelve or fifteen churches, a market-house, and a number of flouring 
 mills and otlier manufactories, are among the principal buildings. 
 
 At Chillicothe, the railroad crosses the Ohio and Erie Canal, a State 
 improvement, ■which was opened through in 1827, from Cleveland to 
 Portsmouth. Being surrounded by a wide district of extraordinary 
 fertility, this town is at the very head-quarters of provisions and pro- 
 duce; and "with its railway and canal connections, offers a most de- 
 sirable site for manufacturing enterprise. 
 
 The portion of the railroad line between Chilliccthe and Greenfield 
 was the first completed and ia operation. Tracklaying was com- 
 lueuced at Chillicothe, westward, in 1853. Chillicothe was the lodg- 
 ing-place of the numberless guests of the Great Excursion, and added 
 much to her reputation for hospitality by the conduct of her citizens 
 on that occasion. 
 
 Leaving Chillicothe for Cincinnati, the passengers first arrive at 
 Anderson's, a fiag-station, 5 miles. Thence to Frankfort, 8 miles, the 
 road pursues mainly the valley of North Fork Paint Creek ;* but, soon 
 curving to the left, crosses the Buckskin plains, past South Salem Sta- 
 tion (7 miles) to Greenfield, 24 miles from Chillicothe. Here is a fine 
 viaduct over Paint Creek, from which the town makes a picturesque 
 
 * In the Shawnee Inilian tongue, WoUan-tatigy, or paint-stone. The principal street 
 of Cliillicotlie bears tlie quaint and rather flat name of '• Paiut," instead of the euphonious 
 Indian term of the same mcaninir.
 
 THE MARIETTA LINE FROM (JHILLICOTIIE AVESTWARD. 91 
 
 and inviting appearance. The next station is ^[imroe, Highland Coun- 
 ty, at the crossings of another large bi'anch of Paint Creek. 7 miles. 
 Leesburg, on Lee's Creek (4 miles), and Lexington (2 miles), both 
 smart towns, come next; and Vienna (4 miles), a place of 500 inhab- 
 itants, in the south-east corner of Clinton County, succeeds. From 
 tlience to Blanchester, at the junction of the llillsboro' Branch, IG miles, 
 the regular Martinsville station (7 miles), and Hag station, Vandivort's 
 (4 miles), are passed. Near the latter place, tlie people called Shakers 
 have piu'chased a fine tract of land, and commenced a new settle- 
 ment. 
 
 Blanchester occupies a good position at the junction of the road 
 witli its llillsboro' Branch, and iu the midirt of excellent farming 
 countr}'. As a wooding, watering, and telegraph station, it enjoys all 
 the facilities the company could give it. 
 
 Tiie distance from the latter place to LovelandislS miles, by a 
 line nearly straight, and descending grades. The intervening stations 
 are called Level, 3 miles, G-, & W. Pike, 4 miles, Spence's, 3 miles, — to 
 Loveland, 6 miles. 
 
 At Loveland, the Marietta road enters into "joint occupation " 
 with the Little Miami (to Cincinnati, 23 miles), by virtue of a contract 
 whicli secures the advantages of the line equally to each for a term of 
 ten 3'ears. Tlie cars of the Marietta pass otf and on the Little Miami 
 road so readily, that the passenger from one to the other would not 
 know, unless he were informed, that two lines were used in transport- 
 ing him. Polktown, 3 miles, Miamiville, 3 miles, Milford, 3 miles, 
 Plainville, 5 miles, and Engine House, 6 miles, are the stations inter- 
 vening between Loveland and Ciucinnati. 
 
 A good line of electric telegraph has been constructed from end to 
 end of the road, and is in successful operation, between Marietta and 
 Cincinnati, with ten intermediate stations. 
 
 The following is a list of the present Board of Directors, and other 
 officers of the Marietta and Cincinnati Kailroad, with their places of 
 residence, viz : 
 
 Baanl.—::s. L. Wilson, President, Chillicothe ; "W. P. Cutler, Vice, 
 or acting President, Marietta; -John Madeira ay d M. S. Cook, Ciiilli- 
 cothe ; D. Putnam, Harmar ; J. Mills and B. Gates, Marietta ; W. S. 
 Nye, Solicitor, Chillicothe ; A. B. "Walker, Athens ; Hugh Smart, Green- 
 field ; H. Niles, Alphonso Taft, and Samuel P. Keys, Cincinnati. 
 
 O. Smith, Secretary, and J. R. Crawfiu'd, Treasurer, both have 
 their offices in the road buildings at the south-west corner of Tliird and 
 Sycamore streets, Ciucinnati; where, also, George Barnes, the Super-
 
 92 
 
 GREAT OHIO AKD MISSISSIPPI RAILROAD OPENING. 
 
 intendent, makes liis bead-quarters. This gentleman is from the New 
 York Central Railroad, and has administered the multiform duties of 
 his office nearly a yeav with great acceptation to the company. 
 
 In the management of the company's machine shops, stations, road- 
 track, and the thonsand-and-one particulars, each one important to the 
 success of the road, a^;e?"«o«?ieZ combining all the various talent desir- 
 able lias been gathered and devoted to the interests of the company. 
 
 In this rapid sketch of the great line which composes the Ohio 
 division of the American Central Railway, many subjects have doubt- 
 less been omitted, which would have rendered it more interesting. In 
 the lapse of future years, however, opportunity will be offered to count- 
 less thousands to travel over tlie road, and study, by actual survey, its 
 prominent commendations and exhaustless resources. 
 
 Equipment of the Maeietta and Cincinnati Railway. — By the 
 statements furnished below, it will be seen that the Marietta Road has 
 already secured an excellent equipment in power and cars, to which 
 additions are contemplated as soon as its business is placed upon the 
 desired footing by the perfection of its through connections, and the 
 completion of its local engineering works, which will add greatly to 
 the value of the road. 
 
 Cai!S.— Passenger, 33; Express and Mail, 9; Box Freight (or 
 "House"), 221: Live Stock, 212; Large Platform, 249; Lime, 10; 
 making a Total of 734 Caes. 
 
 LocoMTivES. — For Passenger Trains, 24; For Tonnage Trains, 24; 
 making a Total of 48 Locomotives, most of which are of the first class. 
 
 Tlie Stations. — There are 37 stations in all on the line, including 
 the terminal points. They are appended, with their distances from 
 Cincinnati, as ft>llows ; — 
 
 Milrs. 
 
 Salem . . 
 
 Frankfort 
 
 Anderson's 
 
 ClIILLICOTHE 
 
 Schooley's . 
 
 Londonderry 
 
 Raysville 
 
 Cincinnati Furnace, 121 
 
 Ely's Mines . 
 
 Hamden 
 
 McArthur 
 
 Zaleski 
 
 Plainville . . . 
 
 . 9 
 
 Milford . . 
 
 • . 14 
 
 Miamiville . . 
 
 . 17 
 
 Loveland . . 
 
 . . 23 
 
 Blanchester . . 
 
 . 39 
 
 Vandivort's . . 
 
 . . 44* 
 
 Martinsville 
 
 . . 48 
 
 Vienna . . 
 
 . . 55 
 
 Lexington . . 
 
 . 59 
 
 Leesburg . . 
 
 . . 61 
 
 Munroe . . . 
 
 . 65 
 
 Gkeenfield . 
 
 . . 72 
 
 Miles. 
 
 
 Miles. 
 
 76 
 
 Coal Mine . . . 
 
 140 
 
 . 83 
 
 Moonville 
 
 . 144 
 
 91 
 
 Marshville . . 
 
 150 
 
 . 96 
 
 Athens . . . 
 
 . 157 
 
 104 
 
 Warren's . . , 
 
 163 
 
 108 
 
 New England . 
 
 . 166 
 
 116 
 
 Decatur . . . 
 
 . 176 
 
 ,121 
 
 Little Hocking . 
 
 178 
 
 122 
 
 Vincent's . . 
 
 . 183 
 
 12G 
 
 Tunnel . . . . 
 
 189 
 
 130 
 
 Scorr's Landing, 
 
 192 
 
 138 
 
 Maiuetta . . 
 
 . 196
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER IX. 
 
 niSTOEY OF THE OHIO AND MISSISSIPPI RAILROAD. 
 
 Tnis road is one which, in its projection, progress, and completion, has 
 been regarded as remarkable, and has been conspicuons before the 
 ■whole country. Cincinnati and St. Louis may. Avithout a reasonable 
 accusation of ostentatious assumption, be permitted to pronounce 
 themselves the great cities of the system of rivers that water the Mis- 
 sissippi valley. This might be said, even in stronger terms, without 
 disparagement of the proud positions of New Orleans and Chicago. 
 Tlie one belonging to and wielding the sceptre of commercial dominion 
 over tlie gulf; the other enjoying the dignity and profit pertaining to 
 tlie empress of the lakes. Cincinnati and St. Louis unquestionably 
 rank as tlie metropolitan emporiums of the Ohio and Mississippi val- 
 leys. The immeasurable regions of the Upper Missouri are not yet 
 among the conquests of civilization. If they were, a railroad, the 
 twin of the Ohio and Mississippi, not in time, but in place, would 
 pierce the Central America from which that grand river rolls. Then 
 we might speak of the Ohio and Mississippi and Missouri Kailroad. We 
 have only, however, now to sjieak of the eastern wing of the railroad 
 system of St. Louis, sim[)Iy, and with excellent propriety named the 
 Ohio and Mississippi. 
 
 It is a favorite theme with the Honorable and distinguished Edward 
 Bates, of Missouri — the central position of St. Louis — the prodigious 
 valley of the Mississippi, with tlie Missouri and Ohio rivers forming to 
 the Mississippi the arms of a Ckoss, extending over the better portion 
 of the continent, — each mighty stream bristling with navigable rivers! 
 The great stream of travel "".ross the continent, when the rivers were 
 more pre-eminently than now the national highways — though even
 
 94 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 yet, considered as commercial channels, who can have the teinei'ity 
 to question their supremacy? — was naturally along the Ohio, flowing 
 for a thousand miles from east to west. Lording it over this river of 
 many waters, a point where the stream of travel was stilled and left 
 a golden sediment, and great manufiictories sprung up, and the produce 
 of a wonderfully rich conntr}', vast in extent, and full of the energy to 
 make the most of its resotirces, was the city of Cincinnati, her way to 
 the "■ wide wide world" beyond the seas, down the river and through 
 the gulf alone ; the wheel and hoof carriage over the mountains not 
 being, from a merchant's or manufacturer's point of view worthy of 
 enumeration as a prominent exception. The business men of Cincin- 
 nati were secure, and it seemed had nothing to do by way of improv- 
 ing the commercial ways of the world, but by giving assistance in the 
 construction of canals and turnpikes, and the pulling of snags from 
 the rivers, and the improvement of steamboats. St. Louis was far 
 away, perched on the bank of the Mississippi, above the confluence of 
 the Ohio with its turbid mother, out of the way of the current of Cin- 
 cinnati events. 
 
 .^Vhile the men of Cincinnati Avere busily loading fleets of steamers 
 with pork and grain, and the articles from their manufactories, and 
 taking care of the tide of travel that ebbed and flowed from stages and 
 steamers, a change passed over the spirit of the dreams of the age. The 
 IRON HORSE burst upon the scene, and there was the -inauguration of a 
 new era of progress. The capital of 'Sew York, the commerce of the 
 lakes, tremendously tending to the ocean, the ease with which roads 
 were built along the lake shores, the level plains of Illinois, and the 
 grants of lands for railroad purposes in that State, combined to out- 
 strip the wealth and energ}' of Cincinnati in making communication 
 between the ocean and Mississippi, by rail. The iron tracks were con- 
 structed from New York to St. Louis by way of the lake shores, and 
 the travel from the south-east and far West to the middle States and 
 New England, passed away from the " Queen of the "West," swooped 
 far to the north of her, left her high and dry on the banks of the 
 beautiful Ohio, certainly not a fossil or in danger of having a signally 
 fossiliferous tendenc\-, but out of line, out of the wa}' of the stream of 
 liumanity, whicli is to the civilization of the continent what the gulf 
 stream was to the waters of the Atlantic — emigration tended to the 
 extreme north. Chicago reaped riches from the marvellous develop- 
 ment of Wisconsin and Minnesota, and gathered greatness from the 
 throngs of travellers that streamed through her streets from the north 
 and the soutli. Now the best lands were not in the extreme north
 
 THE GREAT CITIES OF THE WEST NEED OF THE O. & M, ROAD. 95 
 
 but in the centre of the United States territory. Kansas and Southern 
 Nebraska should have had the preference to Minnesota and Wisconsin, 
 and Northern Iowa and Nebraska, but the lake shore railroads gave a 
 vast north-western hnpetus to the national growth — the drift of de- 
 velopment. 
 
 Years before this state of facts had existence, the event had cast 
 its shadow, and there Avere sagacious Cincinnatians who proposed to 
 stretch their hands to St. Louis; or, less figuratively, to unite the great 
 cities of the "West by a road that should be the great railroad of the 
 AYest, and pi-eserve tlie vantage ground of the positions of tliose cities 
 and of the centre of the continent which they represent, from tlie tem- 
 I)orary overshadowing to which thev' might be subjected bj- incidental 
 advantages falling to lake cities and regions, from the quick construction 
 of northern roads. And before the northern system of railroads liad 
 been made a fixed fact, and before the wonders that it wrouglit had been 
 more than dreamed of, the Ohio and Mississippi Railroad was under way. 
 But tedious months before the iron liorses of the Queen City rolled 
 over an unbroken track to the brink of the yellow flood of the father of 
 waters, the Boston, New York, Philadelphia, and even Baltimore travel 
 for the deeps of the AYest, instead of passing through its natural channel 
 down the Ohio, was in flight in the flying cars via the lake shores, 
 touching at Chicago, down the Central Illinois road, branching ofl:" to 
 St. Louis, and through Cairo, not only to the West but the South- West. 
 Surely this was literally circumventing the Queen of the West. It be- 
 came then to the leading men of the Queen City, as much of an object 
 to restore the equilibrium of trade and travel, as to European poli- 
 ticians is the i)rescrvation of the balance of power. And it was to 
 those leaders in the business of the metropolis of the Ohio valley, a 
 matter essential, practical, immediate, definite. Their pride and their 
 pockets were touched. That which was to be done, was the completion 
 of the OiHO AXn MrssissiPPi Railroad. 
 
 We are informed of the history of the early jirogress of this road, 
 whose completion and the incidental mngniticent celebration was the 
 event in the railroad world of the summer of 1857, that there was a 
 project of a railroad from Cincinnati to St. Louis as early as 1832, for 
 a portion of which a charter was obtained, while some subscriptions 
 were actually paid. This was premature, however, and the enterprise, 
 after making no sign, of which any indication is now noticeable, for 
 more than ten years, was revived under the present charters of the 
 Ohio and Mississipj)! Railroad Companies, granted by the Legislature of 
 Indiana in Februar}-, 1848, while the Indiiuia charter was recognized
 
 S6 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 by the Ohio Legislature in March, 1849, Illinois following suit in 1851. 
 The preliminary survey of the road was commenced on the 1st of No- 
 vember, 1848, By the terms of the charter, by the Legislature of In- 
 diana, the company was authorized to survey and locate a I'ailroad on 
 " the most direct and practicable route between Lawrenceburg, on the 
 Ohio river, and A'^incennes, on the "Wabash river." A distinguished 
 engineer, Prof. O. M. Mitchel, a graduate of the "West Point United 
 States Academy, made a recognizance of the country, and reported 
 that " throughout the entire distance from Cincinnati to St. Louis 
 no grade exceeding forty feet to the mile" had been found necessary. 
 The entire cost of construction and equipments he put down in round 
 numbers at six millions of dollars, but in a revision entering into 
 particulars, he reduced his estimate to $5,045,390. A few items of 
 experience, with its unexpected accompaniments, however, has de- 
 monstrated that this estimate was far under the final figure. 
 
 •The organization of the Ohio and Indiana portions of the road w^as 
 effected in 1850, Abner T. Ellis, of Vincennes, being elected President, 
 and a number of the solid men of Cincinnati and Yincennes and 
 of the country between those points chosen directors. In 1851 
 Prof. 0. M. Mitcliel was appointed commissioner and engineer Avith 
 powers to procure stock, survey the route, and negotiate for the in- 
 terests of the company. He was energetic and successful ; stock to 
 the amount of two millions of dollars was procured, and in January, 
 1851, the construction of the line was put under contract to Messrs. 
 H. 0. Seymour & Co , of New York. 
 
 James C. Hall, of Cincinnati, the President of the road (eastern 
 division) in 1854, reports of the Seymour contract: 
 
 " The work of construction was commenced by the sub-contractors of 
 H. C. Sej'mour & Co., during the summer of 1852, but in consequence of the 
 prevalence of the cholera along the line of our road, in the summer and au- 
 tumn of that year, most of the contractors did not get fairly to work until late 
 in the fall. From that time up to tlie following summer, the road was pushed 
 forward as rapidly as the great scarcity of hands would permit. During the 
 summer of 1853, our contractors had the great misfortune to lose, by death, 
 two prominent members of their firm, H. C. Seymour and Calvin E. jMather. 
 The surviving members of the firm disposed of their contract for building the 
 road, anil a sale of the entire contract witli all its conditions and obligations 
 to Ilonry D. Bacon, Esq., of St. Louis, was consummated on tlie 22d of Oc- 
 tober." 
 
 On the IGth November following, O. M. Mitchel resigned his of- 
 ficial connection with the company to take charge of the contract 
 ofiice of the eastern division of the road, as a partner of Mr. Bacon, 
 under the style of O. M. Mitchel & Co. Prof. Mitchel had rendered
 
 TIIK IIOAI) 01!GANI/,i:r> IN TWO DIVI^IOXS. SEYMOUR CONTUACT. 97 
 
 (listiiiguislicd servifes to the Coiiipatiy in his capacity as eniriticer, and 
 as negotiator of the bonds of tlie road in the London market. His ser- 
 vices in negotiating boiids, was such as to encourage greatly tlie pro- 
 jectors of the road, though it is a point susceptible of doubt, whether 
 this success, showing the ease with which money could be raised in 
 behalf of the splendid enterprise presented, was not eventually inju- 
 rious, througli the spirit of overweening confidence that the greatness 
 of the broad gauge road would allow any margin of expenditure, how- 
 ever extravagant, without impairing the stability and fertility of the 
 Company's resources. The extent of the Professor's negotiations in 
 London was $2,750,000 in bonds and stocks. The bonds he sold to 
 George Peabody, tlie "well-known American banker, at their full par 
 value, an operation that created a nsarked sensation in financial circles 
 at the time. 
 
 We will go back in the course of events to state that Erastns Gest, 
 as chief engineer , was assigned the duty, December 15, 1850, to survey 
 and estimate the road. He made an elaborate survey and report, and 
 estimated the total cost of building and equipment of the road at 
 $9,9-42,000. These figures, however, were deemed extravagant, and 
 were not made public, through fear — but the contractors seem to 
 liave had an appreciation of the cost of the road as high as that of this 
 engineer. Tlie Seymour contract provided that Messrs. Seymour and 
 Co. should build, finish, furnish, and equip the entire line of railroad 
 for nine millions of dollars, the distance not to exceed three hundred 
 and thiity-tive miles. The contractors obligated themselves to finish 
 the work in five years. They were also to build all depots, station- 
 houses, turn-tables, and machine shops required on a first-class railroad, 
 and finish as they might be wanted, forty locomotives, forty passenger 
 cars, five hundred freight cars, etc. The contractors were to be paid 
 by the companies three and one half millions in cash, two and three- 
 quarter millions in stock, two and three-quarter millions in bonds. 
 The Charter of the State of IHinoi3 required that the work on the 
 Western Division should be commenced before the 12th of February, 
 1852, and ground was formally broken at Illinoistown, opposite St. 
 Louis, on the 9th of that month. By special arrangement with the 
 contractors, the Western Division of the road — that from St. Lou'" to 
 Yincenncs — was to be finished in three years from the 1st of July, 1852. 
 The cost of this division was by agreement of the companies to be 
 rated at three of the nine millions. 
 
 Page and Bacon, of St. Louis, became financial agentc cl the 
 Western Division, taking its securities, and advancing funds. By a 
 5
 
 98 GREAT OHIO A^■D MISSISSIPPI RAILROAD OPENING. 
 
 change in the raih-oad stock-market, these securities became inade- 
 quate, so that the financial agents were constrained to carry on tlie 
 ■work on their private means. "When th.e Seymour contract entirely 
 broke down. Page and Bacon had to take the Eastern Division of the 
 road also, which they did, under the firm name of O. M.Mitchell A; Co.. 
 and continued to push the work until January, 1855, when, owing to 
 the railroad depression, they were forced into suspension, and the O. 
 and M. road languished when they fell. But Bacon was indomitable. 
 In a few months he had raised half a million of dollars, and completed 
 the Western Division of the road, which Avas opened on the 1st of July 
 to Vincennes. The firm of Page and Bacon held altogether at the 
 time of the opening of the Western Division of the O. and M. railroad, 
 $1,000,000 of the bonds of the road, and $900,000 of stock, and 
 other liabilities of $800,000 in addition . A deed of trust was made 
 by the company to secure Page and Bacon — made to J. H. Alexander. 
 Under this deed the road was sold and bought in to H. D. Bacon, by 
 whom it was held until recently, when it was deeded to the company 
 by H. D. Bacon, and the company issued bonds to him (8d and 4th 
 mortgages) in discharge of their indebtedness. 
 
 Tliose who are most familiar Avith the trials and struggles attendant 
 upon the progress of the Ohio and Mississippi Railroad, do not hesitate 
 to accord to Henry D. Bacon the highest praise for his extraordinary 
 eflbrts in furthering tlie interests of this great undertaking. The 
 names of 0. M. Mitchell, the late Judge Burnet, and James 0. Hall, of 
 Cincinnati, Judge A. T. Ellis, of Vincennes, Col. John O'Fallon, of 
 St. Louis, and others whom we cannot noAv recall, deserve to be filly 
 remembered for their instrumentality in advancing the work.
 
 THE 
 RAILWAY CELEBRATIOXS OF 1857. 
 
 CHAPTER X. 
 
 HISTORY OF THE OHIO AND MISSISSIPPI nAlLROXT)— Concluded. 
 
 The first section of the Ohio and Indiana division of the road from 
 Cincinnati westward, was opened to Cochran, 26 miles, on the 2d of 
 April, 18.54. This section connected with the Cincinnati and Indianap- 
 olis road, then constructed to Lawrenceburgr, and a large and lucra- 
 tive travel and movement of freight at once took place, realizing an 
 instalment of the practical advantages, that the proprietors of the road 
 had always in glowing terms contended would be incident to its open- 
 ing. The nest section of the road, formally opened, waa to Seymour, 
 87 miles from Cincinnati, crossing two important tributary lines, the 
 Madison and Indianapolis Railroad, intersected at iSTorth Vernon, 71 
 miles west ; the other the Jeftersonville and Columbus road at Sey- 
 mour, opening a railway communication between the sister cities of 
 Cincinnati and Louisville. 
 
 Now there was a Dark Age in the history of the road, ^fany mis- 
 fortunes delayed its final com[)letion. It was beset by pecuniary diffi- 
 culties. The Western Division of the road, though " finished," was not 
 in first-class working order. Mr. Bacon, though supporting the road, 
 and sustaining himself with gigantic energy, was embarrassed and 
 perplexed ; and though his division of the line, united with the Terre 
 Haute and Indianapolis road transacted a large business, and was 
 highly advantageous to travellers, still the Great Central route from 
 Cincinnati to St. Louis was incomplete. The financial affairs of the 
 Eastern Division were, if not in confusion, in a condition of terrible 
 depression. The stock sunk disgracefully low. The name of the Ohio 
 and Mississippi Koad, from being that in which Cincinnatians took 
 pride, became a by-word. Its glory was under the rubbish of un- 
 fortunate financiering. The citv of Cincinnati was appealed to, and
 
 100 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING, 
 
 after a preliminary examination of tlie road by a committee of tlie 
 city council, and a report upon its condition, the road was iielped to 
 city bonds, to the amount of lialf a million of dollars, the road sur- 
 rendering its title to a tract of wharf property, the necessity for the 
 use of wliich by the city was conveniently discovered. This assistance 
 was giveii on the presumption that the road would be finished as soon 
 as money could do it. Presently, however, it was apparent that the 
 affairs of the road were too deeply involved to be remedied v.-ithout 
 some radical operation. 
 
 The problem of the completion of the line was solved by the con- 
 tract with tlie New York capitalists, headed by William H. Aspinwall. 
 Ths people of Cincinnati, considered as distinct from the stockholders 
 in the road, rejoiced greatly at the tidings, tliat at last the great road 
 to the West — the straight line, broad-gauge — of which they had lieard 
 so much, was to be completed. The sentiment of the people of Cin- 
 cinnati liad always been, finish the road at any cost, but they had be- 
 come discouraged at the fatal facility with which money was spent 
 along the line, and at the principal points thereon — at the destiny of 
 the "material aid" furnished to be "'switched off" at the side track. 
 Therefore there was a sense of relief and general congratulation on re- 
 ceipt of the news that a contract was to be made, or was made, 
 which, whatever it was, insured the completion of the road at an early 
 date. 
 
 January 23d, 185G, Samuel L. M. Barlow, in behalf of Win. H. 
 Aspinv/all. Joseph W. Alsop, Henry Chauncey, Samuel W. Comstock, 
 David Leavitt, Charles Gould, David Hoadley, William A. Booth, 
 Lucien D. Coinan, Edward S. Gould, Edward Learned, Nathan Y. 
 Carryl, Manuel Escandon, Lewis B. Parsons, Edwin Ludlow, AVilliam 
 Whitwright, Schuchardt & Gebhard, and Edward Delano, otl'ered to the 
 Ohio and Mississippi Eailroad Company, to finish their work from 
 Cincinnati to Yincennes, within eighteen months from the first day of 
 May following, to pay the arrearages of interest on the first and second 
 mortgage bonds, and all interest accruing upon the same, until the 
 road was opened in its entire length, and also to settle the floating debt 
 of the company, as well as the balances unpaid to contractors, upon 
 condition that the company should at once create a new mortgage 
 upon all the property, rights and franchises of the company, to be a 
 second mortgage to secure bonds for $i,500,000, Avhich bonds should 
 be used in exchange for the then secured mortgage bonds of the com- 
 pany, and that the company should create a third mortgage for the 
 purpose of securing $3,450,000 of bonds, called Income Bonds, The
 
 Tilt: CONTRACT WITH THE KEW YOKK CAPITA LISTS. 101 
 
 conditions Avere accepted by tlie company at a meeting on the 23d of 
 January, 185G. The contract was closed on the lOtli of May follow- 
 ing. Tills, it should be borne in mind, has reference to tiie Eastern 
 Division of the road alone. 
 
 When the New York Company subsequently agreed to extend its 
 road through the State of Illinois, by the jiurchase from Henry I). 
 Bacon of tlie road, late of the Ohio and Mississippi Eailroad Com- 
 pany of the State of Illinois, in part consideration of the execution 
 of tlie purclmse. other income bonds to the amount of $2,900,000 
 •were issued. By resolution of the Board of Directors the entire 
 net income of the road through Ohio and Indiana had been pledged 
 irrevocably for the jayment of the princii)al and interest of the 
 income bonds bearing date May 1st, 185G. Now the Board of Di- 
 rectors so amended this resolution, that the entire net income of the 
 road, through its entire length, through the States of Ohio, Indiana 
 and Illinciis, was irrevocably pledged for the payment of the prin- 
 cii)al and interest of the first mentioned income bonds, and of the 
 new income bonds, to the amount of $2,1)00,000, in the proportion 
 of nine-sixteenths of the entire net income to the first mentioned in- 
 come bonds, and of seven-sixteenths of the entire net income to the 
 new income bonds, sulyect to the payment of the interest of the seven 
 per cent, mortgage bonds of the Eastern and Western Division respec- 
 tively, and of the seven per cent, mortgage bonds issued and to be 
 issued in ])art consideration of the purchase of said Western Division. 
 
 The New York Company applied to the tottering enteri)rise those 
 "sinews'' which are as essential in the internal improvement of con- 
 tinents as in carrying on wars, and all the Avorld, so far as the Avorld 
 has heard the shriek of a locomotive, or has seen itse.f mirrored in the 
 pages of a daily newspaper, has heard of the success of the company, 
 in the many histories that have been jjroduced of the unparalleled rail- 
 road celebration last summer, which was a festivity appropriate to the 
 grandeur of the accomplished fact, the opening from Baltimore to St. 
 Louis, tlirough the heart of the continent, of the Great Trunk Line at 
 North American railroads. The fact fixed, the brilliant festival over, 
 Ave may refiect upon the fact that it has appeared that the road, — 
 the first estimate of the cost of which by an eminent engineer was less 
 than $0,000,000, while the first contract for its complete construction 
 and equi|)ment was for $0,000,000, — has cost, now that it takes its place 
 among the things that are, near twenty millions. But, though indi- 
 viduals liave lost, the country has gained. The road is worth the 
 money. To show the vast and glowing ideas and hopes entertained
 
 102 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 of tlie Ohio and Misiissippi Railroad in its infancy, we may quote a 
 few passages from the writings of its early and prominent advocate. 
 Prof. O. M. Mitchel, in a Eeport, dated February 20, 1852, said : 
 
 " Tiie Ohio and Mississippi Railroad unites the great cities of Cincinnati, 
 m Ohio, and St. Louis, in Missouri, by a short, direct, and admirable route, 
 with moderate grades, slight curves, and peculiar adaptation to higli velocities. 
 The route passes through a few miles of the State of Ohio, across the States of 
 Indiana and Illinois, joining by two roads four of the most populous, rich, and 
 productive States in the Union. It passes tlirough a district of wonderful sus- 
 ceptibility, over rich alluvial lands, rolling prairies, and heavily-timbered for- 
 ests. It lies near the Ohio river, so near as to preclude forever the possibility 
 of any competition, and thus secures to itself the advantages arising from inter- 
 secting all the natural and artificial channels of communication with this great 
 river, at points not remote from their termination. It crosses many railroads, 
 several navigable rivers, two canals, all of which must become tributary to its 
 wealth. It commands the travel of that vast region embraced by the mighty 
 arms of the Lower Mississippi, and the interminable Missouri on its western 
 terminus ; while, at the East, all the great lines extending to the Eastern sea- 
 board, concentrate at its terminus, as a great focal point." 
 
 E. D. Mansfield, of Cincinnati, writing about the same great road, 
 
 in the same year tliat Prof. Mitchel penned the- above, says: — 
 
 " The Ohio and Mississippi Railroad, when completed, will be the central 
 axis — like the hub to the wdieel — in what may be properly called the Railway 
 system of the IMississippi valley. That system wiU be as grand in artificial 
 works as that valley is vast in extent and resources. Already ten thousand 
 miles of railways, exceeding in aggregate those of all Europe, are either finished, 
 constructing, or planned with a moral certainty of completion. On the North, 
 they connect with the great basin of the Lakes, from the Gulf of St. Lawrence 
 to the Arctic plains ; on the South, they stretch to the Gulf of Mexico ; on 
 the East, they are linked to every great city of the Atlantic ; and on the 
 West they are already rapidly tending to the broad bosom of the Pacific. On 
 a straight line between the cities of Cincinnati and St. Louis, will be found a 
 point midwaj' between the Atlantic and Rocky JMouutains, and between the 
 lakes and the high lands of the Gulf; on that line will also be found the 
 centre of population for that -ndde region, where eight millions of people 
 already reside, and where nature has furnished abundant food and a temperate 
 climate for hundreds of millions in time to come. In every sense, therefore, 
 natural, commercial and civil, the railway line between Cincinnati and St. 
 Louis occuj^ies a central and commanding position in reference to the whole 
 railway system of the Central West. In estimating the traffic and profits of 
 such a work, we must not merely consider what we know of the present, but 
 look beyond into some of the great elements of nature, society, industry, and 
 commerce ; for the stream of business and of movement on the artificial 
 connnunic;itions of a country, as certainly pi'oceed by fixed laws, from the re- 
 sources of nature and the arts and the growth of a people in that country, as 
 do the streams of water from their original and perennial fountains." 
 
 Again Mr. Mansfield wrote : — 
 
 "The Ohio and Mississippi Railroad will be the central axis of the rail- 
 ways, commerce, and population of the Mississippi valley. It unites the two
 
 COMPLETIOX OF OHIO AND MISSISSIPPI ROAD A>D CONNECTIONS. 103 
 
 centres or foci of that vallcj'. Cincinnati is the metropolis of the Ohio valley, 
 as St. Louis is of the valleys of the Missouri and Upper Mississippi, To the 
 East of Cincinnati lies all the commerce of the Atlantic, and to the West of 
 St. Louis all the commerce of the immense territory between the Mississippi 
 and the Pacitic. These great masses of human movement, from the Atlantic 
 on one side, and from the Mississippi and the Western Temtory on tlie other, 
 must meet and mingle in some common current ; and none such can be found, 
 except that between Cincinnati and St. Louis ; the one the entrepot of the 
 Ohio, and the other of the ]\Iissouri ; the one receiving the whole tide of the 
 East, flowing in by railways, roads and rivers, and the other the whole tide of 
 the West, flowing to the Mississippi. Then this is the axial line for the 
 great cities of the West, and the commerce which flows into them from every 
 side. * * * Here, too, in the midst of the Ohio and Mississippi valleys, 
 is the garden of America, rich in the most fertile soil, the most temperate 
 climate, and the most various products. *■ * * In such a couutrj' lies this 
 Axis Railway, and in every sense it is central to commerce, population, and 
 production, unrivalled in fniition and imexampled in resources." 
 
 Now, we will not undertake to say that this is not colored extrav- 
 agantly — that there is not somewhat of exagg< ration and much of 
 vagueness in all this magnificence, but we contend tliat there is under 
 their strong rlietoric a substantial basis of fact. Tlie final completion 
 of the Ohio and Mississippi Road was au event regarded with universal 
 interest and pleasure by the people of the West, and the feelings 
 aroused by an event so conspicuous were disseminated to an unusual 
 degree throughor t the whole country. The completion of the Marietta 
 and Cincinnati Kailroad, about the same time, added importance and 
 siguificance to the inauguration of tlie Oliio and Mississippi. The Bal- 
 timore and Ohio road, with the Marietta and Cincinnati, and the Ohio 
 and Mississii)pi, form one grand chain of first-class roads, stretcliing 
 almost on a direct line from St. Louis to Baltimore — the whole chain 
 farming the Central Continental Road — the road for travel and com- 
 merce between the Central Mississippi valley and the great Atlan- 
 tic city tliat is situated at a point nearest to, and most easy of access 
 from, the Great West. 
 
 Before railroads were an institution, l?altimore was the Atlantic 
 city nearest Cincinnati. The newspapers of Cincinnati clipped their 
 news from the Baltimore journals. Wlien the Northern railroads were 
 constructed, New York became the metropolis on the seaboard most 
 easy of access, and tlie point from whicli the press of the West drew 
 the current history of the world. But the completion of the Great 
 American Central chain of road has given Baltimore her old posi- 
 tion relative to the West; and now the Baltimore newspapers over 
 the Baltimore and Ohio Railroad, are often first to give intelligence 
 to tiie West, in spite of the nearly incredible energy and lavish ex- 
 penditures fi>r news by the New York press. Tiiis is a lest of the
 
 104 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 drift of events, which, if not ver}' important in itsdf, is infallible as an 
 indication. 
 
 The 3d day of .June, 1857. was the day of the celebration in Cincin- 
 nati of the "opening of the American Central Kailroad."' Tlie admi- 
 rable paragraphs following, from the Cincinnati Comviercial^ of June 
 4th, give the spirit of the occasion at a glance : 
 
 "The pin-poses for which the Creator erected the Alleshany barriers, 
 against free communication between the seaboard and the Valley of the Mis- 
 sissippi, are accomplished. The populations on either side have been devel- 
 oped in their habits and pursuits up to the precise point, where necessity for 
 comparative separation ceases, and the Divine ■ndsdom that piled the moun- 
 tains and scooped the vallej's, has permitted their removal and filling iip, that 
 the middle way across the continent may be levelled and made straight, f jr 
 the swifter marches of the armies that shall achieve the Industrial Milleunium. 
 
 " The 3d day of June, 1857, will be a date scarcely less memorable in the 
 history of Cincinnati than the 24th of September, 1 788, when the first white 
 settlement was made between the two ]\Iiamis. Seven hundred miles of new 
 railroad, that perfects the direct route between the Central East and the Cen- 
 tral West, and restores to its ancient channel the stream of trade and travel 
 temporarily devoted to the extreme north, is this day jDublicly opened, after an 
 expenditure cf thirty millions ! We all know that long before there was either 
 stenmboat or stage route along Lake Erie, emigration and ti-alfic was across 
 the mountains from Philadelphia and Baltimore to and through Cincinnati 
 westward to the Mississippi. But just as temporary tracks or " W's" are made 
 for cars around mountains during the construction of long tunnels, so the east 
 and M-est movement has turned the AUeghaiiies by the long circuit of the lake 
 shore, while the engineers have been levelling the mountains and filling up 
 the valleys in the air line between Baltimore and St. Louis through Cincin- 
 nati. — The world has not seen a greater achievement, nor will see its like 
 aijain till the builders lay the last cross-ties at the mouth of the Columbia, 
 and the continent is spanned with its bridge of h'on." 
 
 Vi'e present herewith tlie successive organization of the Eastern 
 
 Division of the road, with dates and names from tlie beginning to the 
 
 present time : 
 
 Company organized, March 29th, 1848, and elected 
 Abneu T. Ellis, President, 1 
 
 Benjamin M. Thomas, Secretary, |- March 29, 1848. 
 
 John Ross, Treasurer, ) 
 
 AuNER T. Ellis, President, i 
 
 II. H. Goodman, Secretarj', [- November 26, 1850. 
 
 Henry IIanna, Treasurer, ) 
 
 Abner T. Ellis, President, 1 
 
 H. H. Goodman, Secretary, V June 3, 1851. 
 
 H. H. Goodman, Treasurer, 2)ro tern., ) 
 
 Abnek T. Ellis, President, "] 
 
 II. H. Goodman, Secretary, ( 
 
 C. D. Coffin, Solicitor, -■ ^""® '' '^^- 
 
 Ohio Lii-E Insirance and Trust Co., Trcas.,
 
 CHIEF ADMINISTltATIONS OF THE OHIO AND MISSISSIPI'I KOAl). 105 
 
 AiiXEK T. Ellis, President, (declinedj 
 
 Jamks C. Hall, President, 
 
 H. H. GooDiiAX, Secretary, 
 
 C. D. CoKKix, Solicitor, 
 
 Ohio Lifi: Insur^vxck and Tijust Co., Treas., 
 
 J.^iES C. Hall, President, 
 
 C D. CoFFi.v, Vice-President, 
 
 H. H. Goodman, Secretary, 
 
 Ohio Lifk Ixsuhance and Tkust Co., Treas 
 
 Hexhy F. Bakeij, Secretary, 
 
 Jajies C. Hall, President, 
 
 TiiosLVs Gaff, Financial Commissioner, 
 
 C D. Coffin, Solicitor, 
 
 Henry F. Bakeu, Secretary, /wo t^^m., 
 
 Ohio Life Ixsukaxc e .\nd Trust Co., Treas. 
 
 James C. Hall, resigned 
 
 Abxer T. Ellis, elected President, pro tern., 
 
 ^VILLIAM Xf.ff, President, 
 
 Samuel Trevor, Secretary, 
 
 WiLLi.VM Neff, resigned 
 
 AViLLiAM Glenn, President, /jro tem.^ 
 
 William Glexn, President, . 
 
 Charles Gould, Treasurer, 
 
 June 7, 18.~»3. 
 
 June 6, 185-t. 
 
 November 4, 185-t. 
 June 5, 1855. 
 
 I 
 
 J- June G, 1855. 
 
 I 
 
 J 
 
 - July 2(3, 1855. 
 
 September 25, 1855. 
 October 15, 1855. 
 
 |- November 12, 1855. 
 
 November 28, 1855. 
 March 1, 1856. 
 
 1850, May 10. Contract of Oliio and Mississippi Railroad Com- 
 pany witli W. H. Aspinwall and associates to complete the road. 
 
 Joseph W. Alsop, elected President, ^ 
 
 L. B. Parsons, appointed Commissioner, > 
 
 E. D. Hammond. " Assistant Secretary',) 
 Jos. W. Alsop, re-elected President, ") 
 
 S. L. M. Barlow, Vice-President, 1 
 
 Samuel Tkevok, Secretary, | 
 
 Charles Gould, Treasurer, I 
 
 Andrew Talcoit, appointed Chief Engineer ( 
 
 and Superintendent, 
 L. 11. Parsons, appointed Financial Com., 
 E. D. Hammond, " Assistant Secretary, 
 Joseph AV. Ai-sop, re-elected President, ^ 
 
 S. L. il. Baklow, A'ice-President, 
 Charles Gould, Treasurer, 
 Samuel Trew, Secretary, 
 
 May 12, 185G. 
 
 Jmie ID, 185G. 
 
 July 29, 1857. 
 
 Appointment of General Officers, June, 1858. 
 
 Licwis B. Paiisoxs, Financial Commissioner ; Wm. H. Clement, General 
 Superintendent ; Axdrew Talcott, Chief Engineer and General Supply 
 Agent*; P. \\ . Sti:adeh, General Ticket Agent; Thomas Locgh, General 
 Freight Agent ; Isaac Wyman, General Western Agent ; W. P. Van Dkuksex, 
 
 * llesigned January 1, 1S5S, to take charge of surveys of line from Vera d uz to the 
 city of McNico.
 
 106 GKKAT OHIO AND MISSISSII'PI KAILROAD OPENING. 
 
 Auditor ; E. LippinC(>tt, Paymaster ; E. D. Hammono, Assistant Secretary ; 
 Coffin and Mitchell, Solicitors. 
 
 THE "GREAT XATIONAL ROUTE" 
 
 AND 
 
 THE "AMERICAN CENTRAL LINE.'' 
 
 As the reader of tliis book will have observed that both of the 
 above dtsignatious have been ai)plied to the Baltimore and Ohio Road 
 and lis chief western connections, a word of explanation njay find a 
 place here. 
 
 Before the railroads to the West were built, the tide of travel 
 foun(l its way by the t;reat turnpike known as the " National Road." 
 This title was accorded because it was built by tlie United States 
 Government, having been founded by Thomas Jeiierson, and com- 
 pleted mainly through the eftorts of Henry Clay. That line led from 
 Baltimore through Ellicott's Mills, Frederick, Cumberland, and other 
 well-known places upon or near to the line now occupied by the 
 Baltimore and Ohio Railroad, and also thruugh Wheeling, the original 
 terminus of the latter, on the Ohio River. Thence the "National 
 Road," pursuing its almost due westward way, passed through Cam- 
 bridge, Zanesville, and Columbus— the capital — ^Ohio, very near the 
 line now occupied by the Central Ohio Railroad, which is the chief 
 connection of the Baltimore and Ohio road at Benwood Junction, in 
 Virginia, (opposite Bellaire in Ohio, connecting by a short steamboat 
 ferry,) four miles below Wheeling. The through-railroad line, thus 
 formed, as it Avere, upon the ruins of the government thoroughfare, 
 by the Baltimore and Ohio and the Central Ohio Railroad, has al- 
 Av ays been, with peculiar propriety, called "The Gkeat National 
 Route," between the East and the West. 
 
 The completion of the North-west Virginia arm of the Baltimore 
 and Ohio Road — from Grafton, on the main line, to Parkersburg on 
 the Ohio — and the Marietta and Cincinnati Railroad, from a point near 
 Parkersburg to Cincinnati, formed the very shortest line between 
 that city and the seaboard, and also with the Ohio and Mississippi 
 Ri)ad, the shortest line between the seaboard and the city of St. Louis. 
 This fact, as well as the high character and the importance of the 
 several roads constituting the route, has caused it to be known as the 
 "American Central Line," a title used by Governor Chase, of Ohio, 
 Mayor Swann, of Baltimore, and otlier.'^, in their speeches made upon 
 the Great Opening Celebrations, wiiicii we here so tidly record.
 
 T U E 
 
 RAILWAY CELEBRATIONS OF 1857 
 
 CHAPTER XI. 
 
 AKKANGEMENTS FOli THE FINAL OPENING OF THE OHIO AND iMISSIS- 
 SIPl'I ItOAD.— THE GUESTS. 
 
 Tjie three great Avork?, wliose varied liistory wc have thus narrate*!, 
 were fomplete at last — atfording a direct and continuous line westward 
 from Baltimore to St. Louis — and were ready for public inauguration 
 as one grand whole. The Ohio and Mississippi Kailroad Company 
 took the initiative, and, acting independently of the other companies 
 named, proceeded to nuxke arrangements for a celebration worthy the 
 occasion which saw their own line in full and perfect operation from 
 the Ohio to the Mississi])pi. It was determined tiiat the chief feature 
 of the celebration should be a grand railroad excursion of guests from 
 Eastern cities, over the line of the mad, to St. Louis. Accordingly, 
 the following circular was first issued to the executive ofticers of dif- 
 ferent railroad companies, whose courteous co-operation was desired; 
 viz. : 
 
 Oriio AND Mississippi Eaii.eoad Company, ) 
 Office, 83 Wall street, Xew York, April S, 1857. ( 
 
 SiK : — It is our intention to inaugurate the opening of our entire road 
 through from Cincinnati to St. Louis, with some appropriate festival and 
 celebration. Tlie citizens of each of the termini have signified their wish to 
 make tlie occasion all it should be ; and we hope to see a large company of 
 thos-; who are interested in public improvements, to join us in the excursion 
 from Cincinnati to St. Louis, and return in the latter part of May. 
 
 We hope for the presence of a delegation from your road ; and to facilitate 
 the plans, we trust you will accord to us the covirtesies usual on svich occasions, 
 and direct your conductors to pass the guests bearing our tickets, signed by 
 the I'resldunt and countersigned either by the Superintendent or Treasurer, to 
 Cincinnati and St. Louis, at any time for some ten days bel'orc the excursion; 
 and from Cincinnati and h^t. Louis, for about ten days after the celebration. 
 The dates and regulations will be expressed on the passes we shall issue. ^
 
 108 GREAT OHIO AND MISSISSIPPI KAILROAU OPENING. 
 
 I will thank you to send me a memorandum of the number of guests we 
 may expect from yoxir olticers or directors and their families; and if you 
 please to signify your consent to honor our passes for the excui'sion. 
 On behalf of 
 
 Joseph "W. Alsop, "] 
 
 Henrv Ciiauxcey, I 
 
 Charles Ghuld, \- Executive Committee. 
 
 Samuel "W. Cojistock, | 
 
 Samuel L. M. Barloav, J 
 
 CHARLES GOULD, Treasurer. 
 
 A few days later, the following iiiYiration Avas sent to a large 
 number of gentlemen occupying prominent positions i]i tlie various de- 
 partments of life, including leading capitalists, bankers, editors, &c. 
 
 Ohio and Mississippi Ratlkoad Company. ( 
 To [OfRcc, 8S Wall street, ^Veio York, April 28, 1£57. f 
 
 The executive committee will be pleased to have 3"0ur company on their 
 excursion trip, to celebrate the completion of the Direct Railroad Line from 
 Cincinnati to St. Louis, on the 3d and 4th of June. 
 
 An early reply is requested, as only a limited number of tickets will be 
 issued, and the tickets will be immediately forwarded to those who accept the 
 invitation. It is necessary to insert the name of each person in the ticket, 
 and it is hoped that the ftimilies of the guests will join the excursion. 
 
 The guests, holding our tickets, will be passed free over various routes to 
 Cinciunati and St. Louis, on am' day before the excursion, after the 27th day 
 of ftlay ; and on the return trip on any day before the 13th day of .Time. At 
 Cincinnati and St. Louis, they will be the guests of the Ohio and Mississippi 
 Railroad Company. Tickets not transierable. 
 On behalf of 
 
 Joseph W. Alsop, ") 
 
 Hexry Chauxcey, I 
 
 CnAiiLES Gould, y Executive Committee. 
 
 Samuel \Y. Comstock, 
 
 Sajiuel L. M. Barlow, 
 
 CHARLES GOULD, Treasurer. 
 To eadi gentleman accepting the foreg;)ing invitation, a ticket was 
 forwarded, of which the following is a cojjy : 
 
 TO BE SHOWN TO COXDUOTORS. No. 
 
 EXCURSION TICKET.— OHIO AND MISSISSIPPI RAILROAD. 
 
 Invited to the celebration of the opening of the direct hne from Cincin- 
 nati to St. Louis. To leave Cincinnati on the 4th of June, at six A. m. 
 Office of the Ohio & Mississippi Kaii.uoad Company. ) 
 A'etc YorA; Mai/ Gtli, 1S57. ) 
 
 Joseph W. Alsop, President. 
 Couniersirpied 0«e of Committee. 
 
 CoMMiTTKE :— Joseph W. Alsop. Henry Chauncev, Chnrles Gould, Samuel 
 W. Comstock, S. L. .M. Rinluw, Itaniel D. Pago, Heiirv I). Bacon.
 
 THE EXCURSION TICKETS FOR THE CELEBRATION'. 109 
 
 N. B. — The Railroads mentioned on the other side, have agreed to pass 
 tlie Guests free over their respective Roads and on their Steamboats on Lake 
 Erie and Long Island Sonnd, on any day after the 27th of May, going out ; 
 and ou the return trip, on any day before the 13th of June. 
 
 The reverse of tlie ticket contained the following, viz. : 
 
 NOT TRANSFERABLE. 
 
 Baltimore and Ohio, Little Miami, Columbus and Xenia, 
 
 Bellelbntaine and Indiana, Madison and Indianapolis, 
 
 liuffalo and Erie, Mad River and Lake Erie, 
 I'liitfalo Division — X. Y. and E. R. R., Marietta and Cincinnati, 
 
 Ci-ntral Ohio, I\Iichigan Southern and X'orth. Ind., 
 
 Chicago, Alton and St. Louis, Michigan Central, 
 
 ("hicago and Rock Island, X'orth Missouri, 
 
 Cincinnati, Hamilton and Dayton, Xonvich and Worcester, 
 
 Cleveland and Toledo, Xew Albany and Salem, 
 Cleveland, Columbus and Cincinnati, Xew York Central, 
 
 Cleveland and Pittsburg, X"ew York and Harlem, 
 
 Cleveland and Erie, Xew York and Erie, 
 
 lOvan.sville and Crawfordsville, Xorthern Central, 
 
 (ircat Western of Canada, Old Colony and Fall River, 
 
 (jreat Western of Illinois, Pacific Railroad, of Missouri, 
 
 lIu<lson River, Phila., Wilniiug-ton and Baltimore, 
 
 lUiiiois Central, Pittsburg, Fort Wayne and Chicago, 
 
 Indianapolis and Cincinnati, Pennsylvania and Pitsburg, 
 
 Jetfersonville, Steubenville and Indiana, 
 
 Kentucky Central, Toledo, Wabash and Western, 
 
 Lafayette and Indianapolis, TeiTe Haute, Alton and St. Louis. 
 
 'i^^° Each Conductor will punch the name of his own Road, once tor the 
 trip to St. Louis or Cincinnati, and twice for the return trip. 
 
 The above ticket was enclosed in the following circular : 
 
 OHIO AND JIISSISSIPPI RAILROAD COMPANY, 
 
 Oi'FiCE, 88 Wall Street, 
 
 New York, Mat/, 1857, 
 
 The Executive Committee have the honor to enclose the Ticket 
 
 fur the Excursion. 
 
 The holder can either take the Hudson River Railroad, or the Harlem 
 Railroad from Xew York to Albany, thence over the Xew York Central Rail- 
 road, or by the Xew York and Erie Railroad to Buffalo or Dunkirk. From 
 Biitialo by railroad westward by the lake shore route to Cleveland ; thence, 
 if bound direct to Cincinnati, by the Cleveland, Columbus and Cincinnati Rail 
 road, or the Mad River and Lake Erie Railroad. If desiring to go by this 
 route to St. Louis, leaving the Cleveland, Columbus and Cincinnati road at 
 Crestline ; or to St. Louis by the Toledo, Wabash and Western Railroad, and 
 tiience to the Ohio and Mississippi Railroad at St. Louis, or any point eastward 
 1)y the difieront routes or from Buffalo and Xiagara Falls, by the (ireat 
 \Vestern Railway to Detroit, and the Michigan Central to Chicago; or by the
 
 110 GREAT OHIO ANU MISSISSIPPI RAILROAD OPENING. 
 
 Michigan Central Steamers, or the Steamers of- tlie Michigan Southern and 
 Kortheru Indiana Railroad from Buffalo to their respective i-oads, and then on 
 westward over either road, thus reaching the Ohio and Mississippi Railroad, 
 either by the Ilhuois Centi-al, or the New Albany and Salem or the Great 
 Western, or the Terre Haute, Alton and St. Louis, or the St. Louis, Alton and 
 Chicago Railroads. 
 
 If the Southern route be preferred, going by the New Jersey Railroad to 
 Philadelphia, and thence by the Pennsylvania Railroad to Pittsburg, and 
 thence to either Cincinnati or St. Louis ; or from Philadelphia to Baltimore, 
 and thence by the Baltimore and Ohio Railroad and connecting roads to Gin- 
 ciimati. 
 
 Boston passengers will reach New York by the Norwich and 'Worcester 
 Railroad and Boats. 
 
 It was the design to provide for all the guests in Cincinnati and St. Louis, 
 but this has been foiuid to be impossible for various reasons, not the least of 
 which is, the purpose of special parties to be together, for which the Commit- 
 tee cannot provide. 
 
 The Excursion Trains will leave Cincinnati and St. Louis on the morning 
 of Thursday, June -ith, and meet at Vincennes, whence the guests can proceed 
 either to St. Louis or Cincinnati. 
 
 d^" The holders of Tickets will observe that the Tickets are good only 
 on the routes, and within the dates, mentioned. 
 
 CHARLES GOULD, Treasurer. 
 
 It was considered to be neither the interest nor the policy of the 
 Ohio and Mississippi Railroad Company to become identified in their 
 arrangements with any other corporation ; their guests were left free 
 accordingly, to take whatev'er route to Cincinnati they should choose; 
 and in order to avoid any seeming preference for any one route to the 
 Ohio terminus of the road, the company omitted all efforts to organize 
 any excursion parties east of that point. 
 
 Public interest in the contemplated excursion soon became very 
 general in New York, and tlie rush of applicants for tickets was far 
 beyond reasonable ]X)ssibiIity of supply. The papers of the day teemed 
 Avith anticipatory notices, and the favored recipient of ao invitation to 
 thojete was looked upon by his friends as a lucky individual. 
 
 LIST OF INVITED GUESTS OF THE OHIO AND MISSISSIPPI ilAILPvOAD 
 COMPANY. 
 
 AspiNWALL, William H. ISew York. 
 
 Appi.etox, W. il. and Wife, " 
 
 Adams, William, D. D., and Mrs. Adams, " 
 
 Adams, J. W. Brockport, New York. 
 
 Adams, J. D. and Wife, Pittstield, Mass. 
 
 Abratt, Isaac and Wife, New York 
 
 Allkn, Lkwis F., Wife and Daughter, Black Rock, New York. 
 
 Axtiiox John, I'rofessor, New York. 
 
 Armstrong, E. R. T. and Wife, "
 
 THE GUESTS OF TIIK OHIO AND MISSISSIPPI KOAD. Ill 
 
 At\\H)od, J. y. . New York. 
 
 Alsop, Joseph W. '• 
 
 Adams, W. T. 
 
 '' Albany Evexixg Jouknal," George Dawson. 
 
 "Albany Apgis and Atlas," VV. Oassidy aud Wife and Duu<j;liter. 
 
 "American," Manchester, N. 11., J, H. Goodall and "Wile, and S. D. 
 
 Funis worth and Wire. 
 " Advertiser," Newark, N. J., Thomas F. Kennad}-, 
 "Age," Angusta, Me., B. A. G. Fuller. 
 "Altox Courier," George F. Brown. 
 " Associated Press," W. W. Fulton, Philadelphia. 
 " Ameemcan Exchange Bank," New York, Williaia A. Booth and 
 
 Daughter, Charles II. Booth and two daugliters, J. H. Stagg and 
 
 Daughter, L. A. Edwards and Wife, E. B. Edgar, Kev. A. D. 
 
 ymitli and "Wife, L. I. Fairchild, K. li. Booth, W. L. Booth and 
 
 Wife, D. II. Turner and Wife. 
 "Atlantic Bank," Boston, J. II. Kelsey, Edward ITutchins and "Wife, 
 
 .lohii S. Jenness, Mr. and Mrs. Goodricli and Frank G., Mr. and 
 
 Miss Harris. 
 " Adams Express," W. B. Dinsniore and Wife, Alvin xVdams and Wife, 
 
 Bancroft, George (Historian), New York. 
 
 Bell, Edward R. and Wife, " 
 
 Blancax, J. E. and Wife, " 
 
 Breese, J. S. 
 
 Bull, Frederick and "Wife, " 
 
 BowEN, Henry C. and Wife, " 
 
 BowEX, Edward E. aud Wife, " 
 
 BowEN, Mrs. L. W. 
 
 Barlow, S. B. " 
 
 Bright, O. E. '• 
 
 Barlow, Miss F. 11. B. 
 
 Boyd, Dr. 
 
 Bronson, Greene C, Judge, " 
 
 Byrne, Francis, " 
 
 Bayard, Theodore, " 
 
 Bronson, Frederick and Theo. B. *" 
 
 Burr, J. S. and Lady, " 
 
 Bronson', Henry G. and Wife, " 
 
 Buchanan, li. M. and Wite. " , 
 
 Battell, Joseph aud two Sisters, " 
 
 Briggs, Charles F. '• 
 
 burnham, f. g. " 
 
 Bliss, George, Springfield, Mass. 
 
 " Boston Advertiser," U. T. Rockwell. 
 
 " Bangor AVuig and Courier," Editor. 
 
 " Buffalo Express," Mr. II. B. Miller and Lady. 
 
 " Buffalo Telegraph," C. Essellen. 
 
 " Buffalo Repurlic." C. C. Bristol and B. Welch, Jnn. 
 
 " Buffalo Commercial Advertiser," Albert Jamin.
 
 112 GKEAT OHIO AND MISSIKSIPPI RAILROAD Ol'EMNG. 
 
 '' BuELiXGTON (Iowa) Hawkeye," 0. Diinhani. 
 
 "Boston Coukiek,'' John Cl;irke. 
 
 " Boston Jouknal," James A. Dix. 
 
 " Boston Tuayeller," Albert G. Bro\vii, Jim. 
 
 " Burlington Free Press," Mr. Benedict. 
 
 " BrrFALo Rei'cblio," A. Rawling?. 
 
 Bovee, C. N. New York. 
 
 J^Ai.DwiN, Mrs. and Sister, " 
 
 BooTir, Henry M. " 
 
 Bennett and Wife, H. B. '• 
 
 Beeoher, H. W. Rev. and Friend, Brooklyn. 
 
 Bull, H. K. and Wife, New York. 
 
 BUSHNELL, A. " 
 
 " Buffalo and State Line Railroad," Jolin A. Tracey, J. II. Walder, 
 
 G. W. Patterson, C. M. Reed, J. W. Wetmore. 
 Bacon, H. D. St. Louis. 
 
 Bidwell, H. L. New York. 
 
 Ballard, O. and Danghter, " 
 
 '* Baltimore and Ohio RAiLR(jAD Company," 175 Tickets. 
 Barlow, John, Wife and Daughter, New York. 
 
 Bowman and Wite, A. H. " 
 
 Bowman, Miss, " 
 
 I^enedict, E. 0. " 
 
 Bartlett, Edwin, " 
 
 Comstock, Samuel W. New York. 
 
 CoMAN, L. D. and Wife, " 
 
 Catlin, Julius, Hartford. 
 
 Catlin, Miss, "• 
 
 CouLES, Mrs. New York. 
 
 Carryl, N. T. 
 
 Crosby, J. P. and two Sons, " 
 
 Cock, Thomas T. Wife and J)augliter, " 
 
 CozzENs, A. M. and Miss Cozzens, " 
 
 Catlin, John M. and Daughter, '' 
 
 CouRTY, A. and Lady, " 
 
 Cogswell, W. L. and Lady, " 
 
 Cowles, Judge E. P. and ^Vife, " 
 
 Clerkk, Judge and AVife, " 
 
 Campuell, \Vm. W.and Wife, and Miss Helen 
 
 Camphell, Ciierry Valley, New Y. 
 
 CoLiJY, GEoi!(iE J. L. Newljuryiiort, Mass. 
 
 CoLHY', Mrs. S. A. and Miss Anna Colby-, '' " 
 
 Canby, M. Baltimore, Maryland. 
 
 Comstock. J(tsEPH J., Commander steamer Baltic. 
 Cleveland, N. ai.d Miss Abbey C. and Miss 
 
 Titus, " 
 
 Chambers, Judge and Lady, " 
 
 Chambers, J. and Miss Mary C. Chamrkrs, " 
 
 Comstock, Jos. J. jun. and Chas. C. Com- 
 
 HTUCK, "
 
 THE GUESTS OF THE OHIO AND MISSISSIPPI ROAD. 113 
 
 Ci.iNTOX, C. A. aiul Mrs. David S. Jones, Poughkeepsie, New York. 
 
 Cook, Levi and "Wife, New York, 
 
 C'ouDiNGTox, Moses, " 
 
 C'liACE, F. A. and Sister, " 
 
 CoHBiN, A. C. and Wife, " 
 
 " Columbus (Onio) Statesman," Richard Kevins, Henry M. Neill. 
 
 " Columbus State Journal," William Schouler and Daughter. 
 
 " C^nicAGO Democrat," J. O. Braynian. 
 
 "• Cincinnati Enquirer," IT. W.Derby and Family. Judge A. Walker 
 
 and Family. Local Editor, Geo. II. Bronson and Family. 
 " Cleveland Plain Dealeu," J. W. Gray and Wife. 
 "■ Cincinnati Gazette," E. D. Mansfield, Richard Smith, E. B. Babb, 
 
 and Joseph Glenn. 
 " CoM.MEHCiAL ADVERTISER," Ncw York, T. A. Hall and Lady and T. 
 
 C. Callicot. 
 
 "■ Cleveland Herald," A. Fitch and Lady. 
 
 Coleman, A. B. Cincinnati. 
 
 Carkyl, Lorenzo and Wife, New York. 
 
 Carr, H. W. 
 
 Caldwell. William, " 
 
 Clinch, George, " 
 
 Case, Watson E. " 
 
 Caswell, ^Nlr. and Wife, " 
 
 Caswell, Edward T. " 
 
 Caswell, E. " 
 
 Curt;ss, E. " 
 
 Gushing, Hon. Caleb, Newbni-yport, Mass. 
 
 Corcoran, W. W. Washington, D. C. 
 
 Clapp, H. D. New Y^ork. 
 
 Cmkistie, R. Jan. " 
 
 Coleman, W. T. and Wife. " 
 
 Cati.in, J. and Lady, " 
 
 CuYi.ER, G. W. and Lady " 
 
 Cowman, S. and Daughter, "■ 
 
 Clarence, Elswortu, and two Daughters, "■ 
 
 Coleman, Fred. C. " 
 
 Colkman, J. M. " 
 
 Coi.KMAN, George, " 
 
 Coleman, 0. S. " 
 
 COI.E.MAN, R. B. " 
 
 " Cleveland, Columbus, and Cincinnati Railroad," L. B. Hubby 
 
 and Lady, J. Miller and Lady. 
 " Cleveland and Toledo Railroad," Rev. E. E L. Taylor, Rev. E. 
 
 Bryiie, Jolm Gardiner, and L. N. C. Winslow, itc. 
 " Central Ohio Railroad," IL J. Jewett and Lady, George Jfuues 
 
 and Lady, C. B. Goddard and Lady, D. A])p]egate and Lady, 
 
 D. S. Gray, E. F:i>sett and Lady, j". W. Brown, William Wing 
 and Daugh'ter, D. W. Delsher and Lady, Mr. Baldwin and Lady, 
 G. B. Wrigiit. 
 
 " Col. and Piqua Railroad," 8 tickets.
 
 114 GRKAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 " Ciric.vGo AXD PvOCK IsLAND PiAiLiiOAD," F. H. Towri tiiid two LatVies, 
 
 T. 0. Diirand and J.ady. 
 " Covington and Lexington Railroad," 10 tickets. 
 " Cleveland and Pittsbukg PtAiLROAD," 15 tickets. 
 " Cincinnati, Ham. and D. Railroad," H. O. Ames, J. A. Wost- 
 
 wiiud, I). McLuiie, R. B. Evans and Wife, Jos. B. Varninn, J. C. 
 
 Wright, G. G. Carlisle, G. II. Hull, J. W. Ellis, A. Gross, W. 
 
 Resor, S. Parkhurst, T. L. L'llonimedien. 
 
 Deney, S. B. and Wife, New York. 
 
 Davis, J. Mansfield, " 
 
 DuPONT, CnARLEs J. Wilmington, Delaware. 
 
 DoMiNiCK, Charles, Baltimore, Maryland. 
 
 Daties, Judge H. E. New York. 
 
 Daly, Judge and Wife '* 
 
 Daxa, Charles H. Brandon, Vermont. 
 
 Dana, A. Carroll, " " 
 
 Draper, Simeos, New York. 
 
 Draper, Lorenzo and Wife, '' 
 
 DiMPFEL, F. P. " 
 
 Dean and Wife, (J. T.) " 
 
 DouonERTY, Charles M. Baltimore, Maryland. 
 
 Danfortii, Charles, New York. 
 
 Denny, Thomas, " 
 
 DiNSMORE, L. F. " 
 
 " Detroit Free Press," W. F. Storey- 
 
 " Detroit Tribune," II. Barnes. 
 
 '• Davenport (Iowa) Gazette," A. Sanders. 
 
 '• Dubuque (Iowa) Ex. & Herald," J. B. Dorr. 
 
 UoDGE, A. S. and three Ladies, New York. 
 
 1 ELANo, Edward, " 
 
 DUTTON, Gov. " 
 
 Draper, William B. " 
 
 Uana, Charles A. Wife and Sister, " 
 
 Duncan, John, " 
 
 Davis, S. S. " 
 
 Dixon, Nathan, and Wife, " 
 
 Ellicott, George, ^Maryland. 
 
 Ellis, H. C. New York. 
 
 Elliott, H. II., and Misses E. and J. W. Elliott, New York. 
 Eldridge, Oliver, and Wife, New York. 
 
 Eldridge, Cai)tain Jolin, " 
 
 ElINENGER, J. W. " 
 
 " Evangelist," New York, B. IT. Vanaker and Sister. 
 
 " Express," New York, Erastus Brooks and Wife, James Brooks, Wife 
 
 :md Daughter. 
 " El.mira (New York) Advertiser," R. R. Duncan and Wife. 
 '' Economist," New York, T. P. Ketteli.
 
 THE GL'KSTS OF THE OHIO AND MISSISSIPPI ROAU. 
 
 115 
 
 " EvANSViLi.E AND Ckaavfoedville Rd.," J. J. Daiiiels, "W. ^^'. Foster, 
 Jnlin Ingle, G. AV. Rathburn, J. S. Hopkins, W. Burtcb, J, D. 
 Muddox. 
 
 EvEEETT, S. K. and Wife, IS^ew York. 
 
 E.MEiiSOX, William, jun. " 
 
 Ely, B. F. 
 
 Failing, A. D. New York. 
 
 FosTEi?, F. G. and AYile, '' 
 
 FuLLEiiTOx, William, " 
 
 Folsom, Dr. Levi, " 
 
 Fheeland, Mr. and Mrs. " 
 
 " FiTCiiBi'KG Sextixel," J. F. D. Garfield. 
 
 " Farmers' axd Mechaxics' Bank," Hartford, Conn., J. C. Tracey, L. 
 Stockbridge and AVife, S. F. Bnrnbani and Wife, S. Belden and 
 Wife, Jobn Goodwin and Wife, II. Connall and Wife, H. R. Hills 
 and Wife, H. Perkins, G. R. Pbelps. 
 
 Fisu, Jonx W, Xew York. 
 
 Gkixxell, Jos. 
 
 Goodrich, S. G. Wife and Daugbter, 
 
 Goodwin, E. and Wife and Daugbter, 
 
 Gilpin, E. W. 
 
 Gibson, Mr. and Mrs. E. T. H. 
 
 GuiXNELL, William M. 
 
 Gelston, Captain R. and Wife, 
 
 GuYOT, A., Professor, Sister and Niece, 
 
 Grant, O. D. F. and Son, 
 
 Gray, A. B. 
 
 GoDDARD, Warren, 
 
 CrAjANi, G., Professor, 
 
 Gebmart, F. C. 
 
 Gansox, William, and Daugbter. 
 
 Gay, William, and Wife, 
 
 Grant, II. A. D. 
 
 Graves, Mr>. 
 
 'tiijbs, W. C, Governor, 
 
 .i0i:lu, E. S. 
 
 Gri.vxell, Mixtcrx &, Co. 
 
 Gfv, S. S. 
 
 Hoadley. David, 
 Homaxs, J. S. and W^ife, 
 
 lIllUtARI), ROBEL'T J. 
 
 I1e\v;tt, Abraham S. 
 IIiTUK'ucK, R. B., Wife and Son, 
 liA>MLT(JX, Mr. S. and Wife, 
 Howell, S'. W. and Wile, 
 Hall, A. T. 
 Hall, B. F. and Wife. 
 
 Now Bedford, Mass 
 New York. 
 Hartford, Conn. 
 Wilmington, Del. 
 New York. 
 
 Princetoii, N. J. 
 New York. 
 Princeton, N. -J. 
 
 Providence, R. [. 
 New York. 
 
 Brooklyn. 
 
 New York. 
 
 Batb, New York. 
 
 Boston. 
 
 Aul)urn.
 
 116 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 HoAVE, Mr. aud Mrs. Fisiiei:, Sou & Dangbter, New York. 
 Haven, George G. NewYo'k 
 
 Hoffman, George E. and Wm. Gilmor, Baltimore, Maryland. 
 
 Hamilton, James A. Dobbs Ferry, New York. 
 
 Hdmpiirey, T. M. New York. 
 
 Hoffman. A. " 
 
 Houghton, Rev. G. H. and Wife, and Miss 
 
 Bessie Anthon, " 
 
 HoLBROOK, H. M. Boston. 
 
 Hurry, William, and two Daughter?, New York. 
 
 Homans, B. " 
 
 Hand, H. H. Brooklyn. 
 
 Hartley, W. M. B. New York. 
 
 Hopkins, Geokge H. and 0. " 
 
 Hitchcock, D. C. " 
 
 Hall, Robert, " 
 
 " Hartford Bank," J. Bolter and Wife, L. Wilcox Wife and Daugliter, 
 
 J. A. Butler. 
 " Hartford, Connecticut, Prcenix Bank," J. L. Howard, Julius 
 
 Catlin. 
 " Home Journal," W. II. Morris, T. H. Harford. 
 " Hamilton (C. W.) Banner," A. JtlcKinnan, W. M. Nicholson. 
 " Hudson River R,vili;oad," James B. Swain. 
 " Hartford Coukant," Thomas M. Day and Wife. 
 " Ham. Spectator," A Reporter. 
 " Hartford Times," J. R. Aveniil and Lady. 
 "Hartford Exchange Bank," E. Flower, F. T. Fisher, R. Terry, E. 
 
 Fessenden. 
 Harvey, J. E. and Wife. New York. 
 
 Hicks, Thomas, " 
 
 Howard, J. T. " 
 
 IIcRD, PniLO, " 
 
 Kurd, M. :Nr., and Wife. 
 
 HOWLAND, T. A. '• 
 
 " Inquirer, Christian," J. W. Cory and Wife and Son. 
 
 '' Independent," J. H. Ladd and Lady, J. Leavitt, D. D., Col. R. IJ. 
 
 Leavitt. 
 " Indianapolis State Sentinel," J. J. Bingham. 
 " Indianapolis Journal," R. R. Sulyeiie. 
 
 Jones, Andrew, and Wife. New Orleans. 
 
 Jackson, J. P. Wife, and 2 Daughters, New Jersey Railroad. 
 
 James, Augustus, New York. 
 
 Jones, Rev. C. J. '' 
 
 Jou.vsoN, G. G. Bramford, Connecticut. 
 
 Jerome, A. G. and Wife, New York. 
 
 Jackson, R. and Daii^djter, •' 
 
 Jackson, P. and Daugliter, " 
 
 Jaudan, Peyton, "
 
 THE GUESTS OF TIIR OHIO AND MTSSISSI IM'I ROAD. 117 
 
 " Jeffeksoxvili.e Railroad," 12 Tickets. 
 
 " Indianai'oi IS AND CINCINNATI Railroad," II. C. Loi'd, 6 Tickets. 
 
 Kaus, Riciiar.d, New York. 
 
 Kassox, W. M. Biiflulo. 
 
 Kelly, Hon. John, New York. 
 
 KiRKLAND, C. P. " 
 
 King, Rdfds H. Allmny. 
 
 Kemble, Gouverneue, Odld Spring, New York. 
 
 Kino, IlEZKKiAir, New York. 
 
 KlRKPATRlCK, 0. " 
 
 KiRKLAND, Mrs. William, " 
 
 Kingston, 0. W. British Wliig. 
 " Kennebec Jourxal," J. Stevens ami Lad}-, J. G. Blaire and Lady. 
 " Kentpcky Central Railroao," J. B. Leassey, John Cunningham, 
 Edward Oldham, Gen. L. Deslia, Mr. Go wan. 
 
 Lasalle, Charles and Wife, Conrrier des Etats-Unis. 
 
 Little, D. II., and Miss Jolia Little, Cherry Valley, N. Y. 
 
 Learned, E. Wife and Daughter, Pittstleld, Miiss. 
 
 Leavenworth, E. W. and Wife, Syracnse, New York. 
 Latham, R. W., President of Pittsburg and Steubenville Railroad Co. 
 
 Lang, Louis, New York. 
 
 Litchfield, Edwin C. " 
 
 LiGHTBODY, M. " 
 
 Lek, W H.LI am p. '<■ 
 
 LoTHROP, 1). D. Boston. 
 
 LoTHROP, T. K., Rev. " 
 
 Lord, Rev. N. New Hampshire. 
 
 Livingston, John and Wife, New York. 
 
 Leland, Charles and Wife, " 
 
 Leland, Louis and Lady, " 
 
 Lowe, James, " 
 
 " Lowell Courier," R. W. Ball. 
 
 " Lafayette and Indianapolis Railroad," 8 Tickets. 
 
 Ludlow, Edwin, New Yt)rk. 
 
 Ludlow, W. II. and Wife, " 
 
 LiTOHFORD, W. " 
 
 Leake, F. " 
 
 Larocque, Jeremiah, " 
 
 Leavxtt, D.vyid, •' 
 
 Mallory, Miss C. R. Troy, New York. 
 
 Mallorv, Mr. and Mrs. " " 
 
 Meredith, Gilmore, Baltimore. 
 
 jMarbury, F. F. and Wife and two Sons, New York. 
 
 Morgan, E. E. and Wife, " 
 
 Morgan, W. I), and Miss Ruth Morgan, " 
 
 Meeker, L. M. and Lady, " 
 
 ^Fadden, E. M. and Ladv, " 
 
 Murray, D. C. and Wife, "
 
 118 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 JSIaswell, John D. and two Miss Maxwells, XewYork. 
 ^tlAXWELL, Jas. E. and Sister, & Miss Dunlop, " 
 MiLLEn, Chakles G. Buffalo. 
 
 Marquand, H. G. New York. 
 
 Moses, Isaac, " 
 
 Moss, Jesse L. 'Kew York. 
 
 MONTGOMEKY, A. G. '' 
 
 Mttnroe, Co]. J. " 
 
 Morgan, E. D. and Wife, " 
 
 Morgan, E. D. jnn. and Wife, " 
 
 " Manhattan Co.," G. H. Blunt, C. O. Halstead. 
 
 " Musical World," Aug. Morand, Richard S. Willis. 
 
 " Montreal Witness," John Dougall. 
 
 " MiLWAUKiE Sentinel," Eufus King or Mr. Watson. 
 
 " MAd River and Lake Erie Railroad," C. 0. Dennis, Wife and 
 
 Daughter, R. E. Runkle, President. 
 " MoNTPELiER (Vermont) Watchman," E. E. Walton. 
 " MiLWALKiE Free Democrat," S. M. Booth and Wife. 
 " Madison (Wisconsin) State Journal," David Atwood and Wife, 
 
 and Horace Ruble and Lady. 
 " Manhattan Co.," O. State, jun., G. J. Stevens, S. Brown, and Jas. 
 
 Warren. 
 " MiLWAUKiE WiscoNsiNiAN," A. Jackson. 
 "• Marietta AND Cincinnati Railroad," 10 Tickets to K. L. Wilson, 
 
 President. 
 " Michigan Central Railroad," J. Livermore, Hon. C. A. Phelps. 
 " Madison and Indianapolis Railroad," F. H. Smith and Son, E „W. 
 
 Ellis, W. H. Dure, X. Powell. D. C. Branham, W. H. Branhain, 
 
 R. P. Jones. 
 McCoMB. H. S. Wilmington, Delaware. 
 
 McMiNN, W. H. Philadel!)hia. 
 
 Maclay, W. B. and N, New York. 
 
 McCuRDY, R. H. and R. A. " 
 
 McDaniel and Wife, O. " 
 
 Manning, J. B. " 
 
 Maseras, E. " 
 
 Morgan, IT. K. " 
 
 McCauly, H. W. B. 
 
 Martin, D. R. Wife and Daughter. " 
 
 Manice, William D. F. and Wife, " 
 
 McDonald, Rev. J. M. and Wife. " 
 
 Manice, Miss C. " 
 
 Manice, D. F. and Wife, " 
 
 Makkle, W. H. " 
 
 " New York Oeservkr," R. C. Morse and Lady, Jas. Ilodge and 
 
 Wife. 
 Noyes, Miss, New York. 
 
 Napier, Lord, Washington. 
 
 NoRRis, William, New York.
 
 THE CiUESTS OF THE OHIO ANl) MISSISSU'Pl HOAD. 
 
 119 
 
 Newbin, J. P. Now York; 
 
 " NonTH Ajieiuoan Gazette," Pliiladelpliia, Morton McMichael. 
 
 " New York Sun," M. S. Bcacli, AVife, Son, and two Daughters. 
 
 " New York Courier," G. H. Andrews, Wife and Daughter, W. H. 
 Bogart and Daughter. 
 
 " Kew York Daily Times." Editor. 
 
 " New Albany and Salem Railroad," 12 Tickets?. 
 
 " Norwich and Worcester Kailway," "W. C. Young, W. E Young, 
 John Aley, and W. Aley. 
 
 " New Jersey Locomotive Company," James Jackson, John Hop- 
 per, E. AV. Dickison, B. Salter. 
 
 " New York and Erie Railroad," D. Von Hoffman, II. Ramsdell and 
 Friend, M. Clary and Mr. Gregory, S. Brown, Cusliman Skidmore, 
 II. Gelpecke, S. Marsh and "Wife, and N. Marsh. 
 
 "New York and Harlem Railroad Company," N. P. Bailey and 
 Wife and Daushter, J.E. Dnnham, Pliilo Ilurd, Ladv and Daughter, 
 A. J. Dennis, 'Edward Haight and Lady, J. II. Taill, J. W. Leeds, 
 L. N. Miller, D. Ivimberly,"E. S. Abern'ethy. 
 
 Otis, Isaac, New Tork. 
 
 OxDERDONK, J. C. and J. P, New Brunswick, N. J. 
 Onderdonk, C. " '' 
 
 Olcott, H. J. and Daughter, Cherry Valley, N. Y. 
 
 OsBORN, W. R. Biiighamton, N. Y. 
 
 Ogden, Aaron, New York. 
 Ogden, Dayton, " 
 
 Owen, John, " 
 
 Perry, M, C, Commodore, United States Navy. 
 
 Palmer, Courtlandt, Wife and Daughter, New York. 
 
 Pierson, II. L. and two Daughters, " 
 
 PlEUSON, E. F. " 
 
 Phelps, G. D. and Daughter, " 
 
 Peck, Aaron, New.;rk, N. J. 
 
 Palmer, George, President "Buffalo and State Line Railway," Charles 
 
 II. Lee, E. Kempshall, Jo?. Candall. 
 
 Pdtnam, James O. Buffalo. 
 
 Palmer Edward, New York. 
 Parker, Misses Kittie and Charlie, 
 PoMEROY, Theo., and "Wife, 
 
 Pomeroy, Robert, and Wife, 
 
 Pollock, William, and Wife, 
 
 Partridge, Thomas M. 
 
 Partridge, J. R. 
 
 Partridge, F. E. 
 
 Palmer, Charles, and AVife, 
 
 Philips, E. B., and Lady, 
 
 Phelps, J. O. 
 
 Pratt, Hon. T. G. 
 
 Pomeroy, Mr. and Mrs. George, 
 
 Pomeroy, E., and Miss G. Pomeroy, 
 
 Pittsfield, Mass. 
 
 New York, 
 
 Baltimore. 
 
 u 
 
 New York. 
 
 Maryland. 
 Pittsfield, Mass.
 
 120 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPEXING. 
 
 Prince and Sox, S. J. Kev. Lexington, Ky. 
 
 Philadelphia Reporters, two Tickets. 
 
 " Pexxstltaxia Railroad," Hon. H. F. Mott, George Scott, Arnold 
 Plumraer. F. Leach. 
 
 " Palladium," (New Haven, Connecticut,) J. F. Babcock and Wife 
 and Dangliter. 
 
 " Portsmouth Gazette," Ed. N. Fuller. 
 
 " Pexxsylvaxiax," (Philadelphia,) A. Schofield and Wifo, William 
 Reid. 
 
 " Pittsburg Gazette," S. Riddle, R. Everet, D. L. Eaton, D. F. Wil- 
 liams. 
 
 '' Philadelphia Bulletin," Mr. Comings, W^ife and Daughter. 
 
 " Pittsburg Post," J. P. Barr and Wife 
 
 " Philadelpiik\, Wilmingtox axd Baltimore Railroad," S. M. Felton. 
 President, and four Blanks. 
 
 " Post," J. Henderson andLadj", G. Robinson and Lad}-. 
 
 u Pittsburg, Fort Watxk and Chicago Railroad," Gen. W, Robin- 
 son, Jun., and Wife, Hon. Samuel Hanna, Hon. -John Lawrence, 
 Hon. J. Conle, Dr. John Evans, C M. Russell, A. L. Wheeler, 
 Major Wade, John Scott, G. W. Williams, J. Sawall, II. D.Foster 
 and Wife, Hon. J. L. Dawson and Wife, Hon. M. Hampton and 
 Wife, Hon. A. W. Loomis, C. T. Sherman, J. Robinsrn, J. W. 
 Brown and Wife, J. F. Cowan, J. McAule}', R. Everett. 
 
 Potter, H. C. 
 
 QuixcY, Edmuxd, 
 
 " Quebec Mercury," G. T. Carry. 
 
 Raymoxd, Hon. H. J. 
 
 Robinson, K. R. 
 
 Rice, Dr. 
 
 RoBiLLARD, J. C. and Wife, 
 
 Rax.som, J. H. and Wife, 
 
 Read, E. T. 
 
 rossitter, t. p. 
 
 ruggles, j. f. 
 
 Russell, Charles H. 
 
 Rathboxe, Joel, 
 
 RuNYON, Judge P. P. 
 
 Richards, T. Addison, 
 
 RiGGS, Elisha, 
 
 Robe, H. C. 
 
 Roebling. J. A. and Wife, 
 
 RniND, J. 0. 
 
 RlKER, A. S. 
 
 Riker, Mrs. A. J. and Miss Tyson, 
 Ratiibone, John F. 
 Ruggles, S. B. and Wife, 
 Redmond, G. H. 
 RuxTON, William, 
 
 Boston. 
 
 New York. 
 
 New Haven. 
 New York. 
 
 Albany. 
 
 New Brunswick, K. J. 
 
 New York. 
 
 Albany. 
 New York.
 
 GUESTS OF THE OHIO AND MISSISSIPPI ROAD. 
 
 121 
 
 Raxsom, S. H. and Wife, Xew York. 
 
 '• Railroad Advocate," Benj. Coggen?, D. W. Vaughan, A. ]M. Toner. 
 
 " Railroad Jocrxal," J. FI. Schnltz and Wife. 
 
 '^ Rochester Americax'," Chester P. Dewej'. 
 
 " Rochester Uxiox," J. Butts and Wife. 
 
 " Rochester Democrat," S. P. Allen. 
 
 SoHucHARDT & Gebhard, New York 
 
 Smith, Hexry B. and Wife, '• 
 
 Sattehlee, George B. " 
 
 Staigg, Richard M. and Sister, " 
 
 Saxger, Dr. and Wife, " 
 
 Stewart, Charles, and Daughter, " 
 
 Scott, William B. and Ladj, " 
 
 Stoxe, S. K. and Lady, " 
 
 Starrex, J. " 
 
 Strachax, p. " 
 
 SoTDAM, Charles C. and Sister, " 
 
 Seytox, Charles S. " 
 
 Sullivax, X. and Wife, " 
 
 Sqcier, E. Geouge, 
 
 Sargeaxt, M. II. and Wife, 
 
 Stephens, I. P. 
 
 Stephexs, Bexjamix, 
 
 Saxford, J. P. "Wife and Daughter, 
 
 Small, Thomas, and Wife and Daughter, 
 
 Smith, C. G. 
 
 Sedgwick, TnEodoRE, Son and Daughter 
 
 Sullivan, Thomas, 
 
 Seymour, O. S. and Wife, 
 
 Smith, N. J. 
 
 Suydam, Samuel and Wife, " 
 
 Sims, Dr. J. Mariox, Wife and two Daughter?, " 
 
 " SciESTiFio Americax," S. H. Wales and Wife, E. 0. Chapin, 
 
 " Syracuse Jourxal," J. G. K. Tenair and Wife. 
 
 " Salem Mass. Gazette," Caleb Foote. 
 
 " State Jourxal," (Springfield, Illinois), E. L. Baker and Lady, W. 
 
 II. Bailbache and Lady. 
 »' State Baxk," (Hartford. Conn.). H. IT. D. Callender and Lady, D. W. 
 
 Pardee and Lady, E. D. Tiftany and Lady, J. Hill?, A. C. 
 
 Ilotchkiss. 
 " Steuijexville axd Indiana Railroad," T. L. Jewett, Col. J. Collier 
 
 G. H. Howell, Thomas Willis Robbins, W. K. Johnson, Joseph 
 
 Means, W. McDonald, 
 Sproull, John J. Kew York. 
 
 Salisbury, E. C. " 
 
 Sparks, E. A. " 
 
 Sag, W. F., Wife and Daughter, " 
 
 Sottter, J. T. " 
 
 SiMOXTOX, C. D. " 
 
 Boston, 
 New York. 
 
 u 
 
 Albany. 
 New York. 
 
 Litchfield, Conn, 
 New York.
 
 122 GREAT OHIO AND MISSISSIPPI RAILROAD OPENIN6. 
 
 SoHELL, Aug., Hon. New York. 
 Sage, E., Hon. 
 
 Saxton, E. D., Wife find Daughter, " 
 
 Snow, George M., Wifo and Daughter, " 
 SriEuwooD, JonN, 
 
 TiioMPsox, Kev. Wiluam L. and Wife, " 
 
 Treadweli., p. " 
 
 Tucker, Charles and Lady, " 
 
 TowNSEXD, S. W., Jnn. and Wife, " 
 
 TowNSEND, Jonx, Jan. and Wife, " 
 
 Tracy, Charles, Wife and Daughter, " 
 
 TopPAN, Charles, Wife and Miss Toppan, " 
 
 Trow, John F. " 
 
 Tallmadge, Mr. F. A., Wife and Daughter, " 
 
 Twining, A. 0, and two Ladies and Son, New Haven. 
 
 Trimble, J. E. and Son, Baltimore. 
 
 ToppAN, J. Nelson, New York. 
 
 Thorne, Mr. and Mrs. E. J. " 
 
 Thorne, J. W. " 
 
 Tracy, William, Wife and two Daugliters, " 
 
 Titus, George N. and Lucretia Titus, " 
 
 Townsend, Peter, " 
 
 TowNSEND, C. and Augusta, '' 
 
 Townsend, Isaac, " 
 
 Townsend, George E. " 
 
 Treadwell, G. C. " 
 
 ToRRY, Dr. John, and Daughter, " 
 
 Thompson, C. C. " 
 
 Thompson, C. M. T., C. D. Matthew, " 
 
 Thompson, John E. Eiclmiond, Va. 
 
 Taylor, J. N. " 
 
 Topping, W. H. Washington. 
 " Troy Budget," C. L. McArthur. 
 
 Townsend, D. J. and Wife, Buffalo. 
 
 TiLLOTSON, C. H. New York. 
 
 Tallmadge, F. S. and Wife, " 
 
 Thompson, Eev. J. W. " 
 
 " Utica Herald," E. PL Eoherts and Wife, Cul. Am. Clarke. 
 " Utica Observer," De Witt C. Grove. 
 
 Van WINKLE, Edgar S. and two Daughters, New York. 
 
 Yanwinkle, Mrs. " 
 
 Vanderpoel, a. J., Judge, " 
 
 Yinton, Francis, Eev. Brookl^'n. 
 
 YiNTON, E. Perry, and Oliver Peury, " 
 
 Yan Deventek, \V., Wife and Daugiiter, New Y'ork. 
 
 Yermilye, T. E., Rev. " 
 
 Yandervoort, C. and Wife, " 
 
 Yan Wycke, Charles, " 
 
 Yail, H. F. «
 
 ROUTE OF THE GUESTS TOWARDS THE WEST. 
 
 123 
 
 Willis, N. P. 
 
 Wakdex, IMrs. 
 
 WatoOX, R. S. 
 
 WniTE, Miss, 
 
 Walker, George, 
 
 Woodward, George F. 
 
 Wixtiirop, B. R. 
 
 Woodruff, G. C. and Wife, 
 
 WniTEWRiGiiT, Juii., William, 
 
 Watts, R., Jiin. 
 
 Wells, Henry, 
 
 AVooDiiuLL. Lieut. Maxwell, 
 
 Wheeler, D. E. and Lady, 
 
 West, Captain James, 
 
 WiiTTE, William Pinckney, 
 
 White, Charles and Wife, 
 
 Walton, H. 
 
 WoLCOTT, Dr. 
 
 Williams, S. and Lady, 
 
 Walters, W. T. 
 
 Webster, Sydney, 
 
 Wharton, Dr. J. 0. 
 
 AYooDRUFF, Charles H. 
 
 Wright, W., Hon. 
 
 Williams, A. D. 
 
 Williams, J. P. 
 
 Williams, Jane, 
 
 " Worcester Spy," Jolm M. Earle and Mr 
 
 " Watertown Union," R. Chamberlain. 
 
 Woodside, W. G. 
 
 Wilcox, P. F. 
 
 Wood, O. E. and Daugliter, 
 
 AViiitney, Samuel S. 
 
 Washington, P. G. 
 
 Williamson, J. D., Captain, 
 
 WiLMERDING, J. C. 
 
 " Wells, Fargo it Co.'s Express," W. 
 Daughter, E. P. Williams, Wife and t 
 Lady, J. McKaye, D. N. Barney, J. G, 
 
 Zimmerman, J. E. 
 
 New York. 
 
 u 
 
 Boston. 
 New York. 
 Springfield. 
 New York. 
 
 Litchfield. 
 New York. 
 
 Unite'l States Navy. 
 New York. 
 
 u 
 
 Baltimore. 
 New York. 
 
 Baltimore. 
 Boston. 
 Baltimore, 
 New York. 
 Newark. 
 New York. 
 
 .'A. H. South wick. 
 Baltimore. 
 
 a 
 
 New York. 
 
 u 
 
 Washington. 
 
 a 
 
 G. Fargo and Wife and 
 wo Daughters, H. Kip and 
 Camp. 
 
 New York. 
 
 About 900 Tickets were presented to citizens of Cincinnati, St. 
 Louis, &c. 
 
 Many of these guests from New York and points east of that city, 
 started a Aveek before the date of the excursion, proceeding by the 
 northern lines of railroad, touching and halting briefly at Niagara, and 
 various other points of interest easily taken in their route. In the 
 West, mean time, ample preparations wore making to receive and en-
 
 124 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tertaia the expected strangers. At St. Louis and Cincinnati the citi- 
 zens and public authorities vied -witli each other in arrangements, 
 which sliould favorably impress their visitors, enhance their enjoy- 
 ment, and give due eclat to the occasion. At Marietta, Chillicotlie, 
 and other places the citizens also prepared themselves for such exhibi- 
 tions of Western liospitality as the time of the excursionists would 
 enable them to accept. One of the most gratifying incidents of this 
 entire affair was the heartiness with which the people all along the 
 line of the roads about to be opened, thus practically expressed their 
 interest in the enterprise, and the generosity with which they arranged 
 for the reception of their stranger-friends from the East. 
 
 Probably one-third of all the guests invited by the Ohio and Missis- 
 sippi Railroad Company proceeded to the West TiCi the Baltimore and 
 Ohio Railroad, in advance of the excursion, to view its grandly im- 
 posing scenery, and breathe the pure air of the mountain region 
 through which it climbs. It will be seen that by this arrangement 
 the Camden and Amboy, and Philadelphia, Wilmington and Baltimore 
 railroads become a Western as well as a Southern line, — the passengers 
 by it reaching Cincinnati or St. Louis from New York just as easily as 
 by any other route, travelling less distance than by any other, and in 
 the least time of all.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XII. 
 
 GENERAL EXCURSION ARRANGEMENTS, Concluded. 
 GUESTS AND LETTERS. 
 
 When the liberality of the Ohio and Mississippi Railroad Company 
 had been taxed quite as far in the way of tickets as decency would 
 permit, the Baltimore and Ohio and Marietta and Cincinnati Compa- 
 nies issued special excursion tickets to tlie latter point, to guests invited 
 by those companies. At Cincinnati these tickets were kindly recog- 
 nized by the Ohio and Mississippi Company, so that all the excursion- 
 ists who desired were enabled to go to St. Louis and return. The fol- 
 lowing circulars to invited guests were issued by the Baltimore and 
 Ohio and the Marietta and Cincinnati Railroad Companies: 
 
 Baltimore and Ohio Raii.p.oad Co., I 
 Baltimore, May 13W, IS.'iT. J 
 
 To 
 
 Sin : — The Ohio and Mississippi Railroad, unithig Cincinnati and St, 
 Loui.<, will be formally opened on Thursday, 4th of June next. The Marietta 
 and Cincinnati Road, which connects Cincinnati with the Ohio River, near the 
 western tcnniuu? of the N. W. Va. Branch of this company's road, will also be 
 opened on Tuesday, 2d of June. 
 
 It is proposed to celebrate at the same time, the opening of the branch 
 road of 104 miles in length, — which unites the Baltimore and Ohio line at 
 Grafton, (100 miles east of Wheeling,) with Parkersburg on the Ohio, (96 
 miles below Wheeling,) and which forms an important link in the direct line 
 between Baltimore and Cincinnati and St. Louis. 
 
 You are respectfully invited to make one of the company on this occasion, 
 and to participate in the joint incidents and ceremonies attendant upon 
 the trip. 
 
 The party embraced under this invitation will leave Washington at 6 A. M., 
 or Baltimore at G.45 A. M., on Monday, .June 1st, and reach Cincinnati on 
 Wednesday morning. On Thursday the Ohio and Mississippi trains will start 
 at an early hour for St. Louis, going through upon the same day.
 
 126 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 It is necessary for us to know before Monday, 25tli instant, whether or not 
 you will accompany us. The invitation is not transferable. Your acceptance 
 in wi'iting of this invitation will be followed by your receipt of the tickets re- 
 quired to pass you through, and upon your return. 
 
 ^ On behalf of the Committee of Arrangements of the Board of Directors, 
 
 W. P. SMITH, 
 Assistant Master of Transportation, 
 
 7b Maeietta and Cincinnati Railroad Co. ? 
 
 ChilUcothe, 0., May \Zth, 1S57. i 
 
 Sir : — On Tuesday, the 2d day of June next, it is proposed to celebrate 
 the opening of the Marietta and Cincinnati railroad. The N. W. Va. Branch 
 of the Baltimore and Ohio Road will be opened at the same time ; and on 
 Thursday, June 4th, the opening of the Ohio and Mississippi Road will be 
 celebrated, — the three new roads above mentioned, in connection with the 
 Baltimore and Ohio Road, forming a direct line between Baltimore and St. 
 Louis. 
 
 The Directors of this company will be pleased to have you make one of the 
 party on the trip, and participate in the joint incidents and ceremonies of the 
 occasion. 
 
 The guests from the eastern cities, receiving this invitation, will leave 
 Washington at 6 A. M. or Baltimore at 6.45 A.M., on Monday, June 1st, and 
 reach Cincinnati on Wednesday morning. The Ohio and Mississippi trains 
 will leave Cincinnati at an eai-ly hour on Thursday, and go through to St. 
 Louis the same day. 
 
 As only a limited number of tickets will be issued, an early reply to this 
 invitation is requested. Your acceptance in writing should, for convenience, 
 sake, be sent previous to Monday, 25th inst., to W. P. Smith, Esq., Assistant 
 Master of Transportation of the Baltimore and Ohio Railroad Co., Baltimore, 
 through whom the tickets necessary to pass you through and back, will be 
 forwarded. Tickets are not transferable. 
 
 N. L. Wilson, John Madeira, 
 
 J. P. NiLES, W. S. Nye, 
 
 A. Taft, W. p. Cutler, 
 
 S. B. Keyes, Beman Gates, 
 
 Committee. 
 
 Baltimokk and Ohio Eailuoad Co., ) 
 Baltimore, May Ihth, 1S57. \ 
 
 The Committee of Arrangements, for the representation of this road, in 
 the opening of the Ohio and Mississippi and the Marietta and Cinciiniati Roads, 
 and the inauguration of the North- Western Va. or " Parkersburg " Road, pro- 
 pose the following Programme : — 
 
 The guests will be furnished with the general ticket of the Ohio and Mis- 
 sissippi Road, countersigned by this company, or a special ticket for the Ma- 
 rietta and Ciiioiimati Road, with this company's endorsement, which will pads 
 thom from all the Eastern cities to Cincinnati by this route. These tickets 
 will be good upon the Baltimore and Ohio Road from Thursday, 28th instant, 
 to Tuesday, 2d, for the westward trip, and eastvvardly until the 20th of June, 
 upon the return trip. 
 
 The delegations specially invited by this company, to represent it on the
 
 INVITATION CARDS OF B. AND O. AND MARIETTA ROADS. 12*7 
 
 occasion, will leave Camdeu Station, Baltimore, on Monday morning, 1st of 
 June, at G A. M., precisely, and stop over night at Grafton or Parkersburg. 
 
 The tickets being good from the 28th inst., their holders may start for 
 Parkersburg (or Wheeling), Marietta, Chillicothe or Cincinnati, by any of the 
 Baltimore and Ohio trains previous to Monday, and thus avoid the crowd, if 
 they so desire. 
 
 On Tuesday morning early, it is intended to proceed from Grafton to Park- 
 ersburg over the X. W. Ya. Road, and stopping awhile in Parkersburg, on the 
 Ohio, proceed upon the Steamboat (that connects this line by ferry with Ma- 
 rietta), to the Marietta and Cincinnati Railroad. 
 
 The guests will show their tickets to the couductor at starting, and after- 
 wards, whenever called upon to do so. J. W. Garkett, 
 
 S. A. Leakin, 
 J. J. Lawn, 
 Comrmttee of Arrangements, 
 
 The following is a copy of the ticket issued by these companies : — 
 MARIETTA AND CINCIXXATI R. R. OPENING. 
 
 Pass Mr. from Parkersburg to Cincinnati, on the occasion of the 
 
 opening of the Marietta and Cincinnati Railroad, on the 2d and 3d Jime, 1857. 
 
 Good Westward from 28th of May to June 3d, inclusive ; and good Eastward, 
 on the return, from 4tli to 20th of June, 1857, inclusive. 
 
 Tickets are not transferable. 
 
 N. L. Wilson, Pres't. Johx Madkika, 
 
 J. S. NiLES, W. S. Nye, 
 
 A. Taft, W. p. Cutler, 
 
 S. B. Keyes, Beman Gates, 
 
 George Barnes, Sup't, Chillicothe. Committee, 
 
 This ticket was endorsed as follows : — 
 
 Baltimore, ifay 'i.lth, 1S57. 
 JT^" This ticket is good for the Baltimore and Ohio Railroad, including 
 the Washington Branch, and the N. W. Ya. Railroad, for the dates specified on 
 the face. L. JI. Cole, General Tuket Agent. 
 
 The following is a list of the persons to whom invitations were ex- 
 tended or tickets given by the Baltimore and Ohio Company: — 
 
 Persons invited by the Baltimore and Ohio, or tlie Marietta and Cin- 
 cinnati Railroad Company — or by both Companies — as their 
 gnests on the occasion of the opening of the Northwestern Ya. 
 Branch and the Marietta lioad, June 1 and 2, 1857. 
 
 President and Directors of the Baltimore and Ohio Company, 
 
 CnATTNCY Brooks, President, Baltimore. 
 
 J. P. Brinkley, " 
 
 Francis Burns, " 
 
 Darus Carter, " 
 
 Allen A. Ciiarman, " 
 
 Benjamin Deford, " 
 
 John W. Garrett, "
 
 128 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 John S. Gittings, Baltimore. 
 
 William A. Hack, " 
 
 John Hendersox, $ " 
 
 Charles D. Hin:k:9, " 
 
 John Hopkins, " 
 
 William Lamping, " 
 
 James J. Lawx, " 
 
 Sheppaed a. Leakix, " 
 
 John Spear Nicholas, " 
 
 Columbus O'Donnell, " 
 
 John W. Ross, " 
 
 J. Irvine Smith, " 
 
 Samuel W. Smith, " 
 
 Wesley Starr, " 
 
 Robert Turner, " 
 
 Nathan Tyson, " 
 
 Joshua Vansant, " 
 
 George R. Vickers, " 
 
 W. LiNGAN Gaither, Eockville, Md. 
 
 Edward Hammond, Ellicott's Mills, Md. 
 
 Ezra Houck, Frederick, "■ 
 
 Edward M. Mealet, Hagerstown, " 
 
 James M. Schley, Cumberland, " 
 
 Edward Shriver, Frederick, " 
 
 J J. Atkinson, Secretary and Treasurer, Baltimore. 
 
 President and Directors of the Northicesteryi Company. 
 
 P. G. Van Winkle, President, Baltimore. 
 
 Thomas Swann, " 
 
 George Brown, " 
 
 William McKim, " 
 
 Charles M. Zeyser, " 
 
 James Cook, Parkersburg. 
 
 John R. Murdoch, " 
 
 George ISTeale, " 
 
 John L. Crawford, Secretary, Baltimore. 
 
 Ex-Presidents of the Baltimore and Ohio Railroad Company 
 
 Philip E. Thomas, Baltimore. 
 
 Hon. Louis McLane, " 
 
 William G. Harrison, " 
 
 Hon. Thomas Swann, " 
 
 State Authorities of Maryland. 
 
 His Excellency T. Watkins Ligon, Gov., Annapolis. 
 Nathaniel Cox, Secretary of State, " 
 
 Dr. Dennis A. Claude, Treasurer, '^ 
 
 Hon. George Wells, President of Senate, " 
 
 Hon. William H. Traters, Speaker of House 
 
 of Delegates, 
 
 Baltimore.
 
 GUESTS OF BALTO. AND OHIO AND MARIETTA ROADS. 129 
 
 Judges of the Court of AppeaU of Maryland. 
 
 lion. J. C. Legrand, Annapolis. 
 
 " W. C. Tdck, '• 
 
 " James E. Bartol, " 
 
 " Judge EccLESTox, •' 
 
 " Samuel A. Spencer, Clerk, " 
 
 State Authorities of Virginia. 
 
 His Excellency Henry A. Wise, Governor. 
 Hon. Elisiia W. McComas Lieut.-Governor. 
 George W. Mumford, Secretary of State. 
 Wilms P. Bocock, Attorney-General. 
 John S. Calvert, Treasurer. 
 
 President of the United States and Cahinet. 
 
 His Excellency James Buchanan, the President. 
 James Buchanan Henry, Secretary to the President. 
 Hon. Lewis Cass, Secretary of State. 
 
 "■ Howell Cobb, Secretary of Treasury. 
 
 '' John B. Floyd, Secretary of War. 
 
 " Isaac Toucey, Secretary of Navy. 
 
 " Aaron V. Brown. Postmaster-General. 
 
 " Jacob Thompson, Secretary of the Interior. 
 
 " Jeremiah Black, Attorney-General. 
 
 Foreign Ministers. 
 
 Lord jSTapier, British Minister at Washington and Suite. 
 
 M. Le Compte de Sartiges, French Minister at Washington, and his 
 
 suite, comprising for the occasion M. Camille Dollfuss and 31. 
 
 Alfred Veaut. 
 Edward D. Stockel, Russian Minister at Washington. 
 Baron Fr. Von Geroldt, Prussian Minister at Washington. 
 
 Commissioners of Pullic Worls of Maryland. 
 
 Moore N. Falls, Baltimore City. 
 
 George Peter, Montgomery Co. 
 
 Benjamin Lankford, Somerset Co. 
 
 Dr. Joshua R. Nelson, Harford Co. 
 
 Commissioners of Public WorTcs of Virginia. 
 
 Edward J. Armstrong, Taylor Co. 
 
 Thomas J. Boyd, Wythe Co. 
 
 Alexander R. IIoi.liday, Henrico Co. 
 
 Wm. R. Drinkhard, Secretary. 
 
 City Authorities of Balthnoi'e. 
 
 Hon. Thomas Swann, .... Mayor. 
 
 William Thompson", Secretary to the Mayoralty. 
 
 John A. Thompson, Register. 
 
 6*
 
 130 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Members of the First Branch of the City Council. 
 
 John F. MoJilton, President, 
 
 Frederick S. Tdener, 
 
 M. A. Daiger, 
 
 Phillip H. Muller, 
 
 Frederick Pinkney, 
 
 F. H. B. ]5oYD, 
 
 Jacob Green, 
 
 Henry Forrest, 
 
 John B. Tidy, 
 
 John Iv. Carroll, 
 
 Benjamin F. Nalls, 
 . Frank Key Howard, 
 John T. Ford, 
 T. Oswald Wilson, 
 Henry Handy, 
 F. 0. Crowley, 
 J. Heni;y Travers. 
 Joshua H. Hynes, 
 Daniel Haryey, 
 Thomas Sewell, Jiui. 
 
 John Bunting, John N. Wright, and Allen E. Forrester, Clerks. 
 A. J. Bandell and John Ivitts, Door Keepers. 
 
 Menibers of the Second Branch of the City Council. 
 John B. Seidenstricker, Pres., Alexander B. Gordon, 
 
 Edward Horney, 
 George W. Horring, 
 Samuel Kirk, 
 Dr. F. E. B. Hintze, 
 
 John R. Kelso, 
 Joseph Simms, 
 Lemuel Bierbower, 
 Robert Sulliyan. 
 
 City Authorities of Wheeling, Virginia. 
 
 A. Caldwell, Mayor. 
 
 City Council. 
 
 Henry Hubbard, A. J. Pannell, 
 
 Z. Jacob, Thomas Sweeny, 
 
 Daniel List, O. B. Taylor, 
 
 F. McNagiiten, James Tanner, 
 
 Frederick Norton, N. Wilkinson, 
 
 J. H. Pendleton, Andrew Wilson, 
 
 J. W. Paxton, a. p. AYoods. 
 
 J. M. Bickell, 
 Isaac Cotts, 
 John Clayton, 
 Charles B. Cecil, 
 Benjamin Exley, 
 E. H. Fitzhugh, 
 T. J. Gardner, 
 a. S. Hallo well, 
 
 Miscellaneous List. 
 
 Professor John H. Alexander, Baltimore. 
 " American" (Editor), " 
 
 William IL Appleton, New York. 
 
 J. AcHisoN, Wheeling. 
 
 William Meade Addison, Baltimore. 
 
 Wm. J. Albert, Baltimore. 
 
 Hon. William Aiken, Charleston, S. C. 
 
 "Albion " (Editor), New York. 
 
 " Argus " (Editor), Wheeling. 
 
 J. S. Atwood, New York. 
 
 Hon. George Bancroft, New York. 
 
 Hon. Thomas H. Benton, Washington. 
 
 Professor A. D. Baoue, Washington, 
 
 JosiAH Bacon, Philadelphia. 
 
 Hon. Erastus Brooks (Editor), New York. 
 Hon. James Brooks (Editor), *'
 
 GUESTS OF BALTO. AND OHIO AKD MARIKTTA ROADS. 131 
 
 James G. Benxett (Editor), 
 
 J. H. BlNGnUEST, 
 
 James Black, 
 
 William Bose, 
 
 Hon. Joiix M. BoTTs, 
 
 Captain Bowman, U. S. A. 
 
 Bkeese, Kxeelaxd & Co. 
 
 S. Bkady, 
 
 William E. Bartlett, 
 
 Henry P. Brooks, 
 
 David S. Brown, 
 
 John C, Bruxe, 
 
 "Evening Bulletin" (Editors), 
 
 Wash. Butcher, 
 
 William F. Burns, 
 
 Samuel Burns, 
 
 Rev. G. W. Burnap, 
 
 John Bolgiaxo, 
 
 John H. Barnes, 
 
 A. r. Brengle, 
 
 D. L. Bartlett, 
 Hugh Lennox Bond, 
 Joseph H. Boyd, 
 Wm. J. Bryson, 
 
 Dr. H. W. Baxley, 
 Wm. N. Brice, 
 
 St. George Campbell, 
 G. W. Carpenter, 
 Hon. J. R. Chandler, 
 Hon. Rufus Choate, 
 Lewis Gaylord Clark, 
 " Clipper " (Editor), 
 G. S. CoE, 
 
 John Cochrane (Editor),' 
 John T. Crow (Editor), 
 Samuel Coluoun, 
 H. B. Cromwell, 
 George Cassard, 
 
 E. r. Church (Editor), 
 W. F. CoMLY (Editor), 
 John Coates, 
 
 Danforth, Cooke & Co., 
 R. T. Daniels (Editor), 
 J. S. Darcy, 
 
 Hon. Henry Winter Davis, 
 J. D. B. De Bow (Editor), 
 
 W. H. DUNDAS, 
 
 E. H. Derby, 
 Isaac Deford, 
 Robert A. Dobbin, 
 
 New York. 
 
 Philadelpliia. 
 
 Lancaster, Pa. 
 
 Baltimore. 
 
 Richmond. 
 
 Wasliington. 
 
 Jersey City, 
 
 Wlieeling. 
 
 Baltimore. 
 
 u 
 
 Philadelphia. 
 
 Baltimore. 
 
 Philadelphia. 
 
 a 
 
 Baltimore. 
 
 Philadelphia. 
 
 Boston. 
 New York. 
 Baltimore. 
 New York. 
 
 Baltimore. 
 Philadelphia. 
 New York. 
 Baltimore. 
 Baltimore Co. 
 Dayton, duo. 
 Baltimore. 
 
 Paterson, N. J, 
 Richmond. 
 Newark, N. J, 
 Baltimore. 
 Washington. 
 
 Boston. 
 
 Baltimore.
 
 132 
 
 GREAT OHIO AND MISSISSIPPI RAILKOAD OPENING. 
 
 John Dukehakt, 
 Andrew W. Dennison, 
 Charles A. Dana (Editor), 
 
 Hon. Edward Everett, 
 Alexander Evans (Editor), 
 V. Ellis (Editor),^ 
 C. J. M. Eaton, 
 John H. Ehlen, 
 
 John Farntim, 
 
 Peter Farnum, 
 
 Dr. L. W. ForLKE, 
 
 Hon. Charles J. Faulkner, 
 
 Saml. M. Felton, 
 
 Thomas J. Feenon (Editor), 
 
 Thomas J. Firth, 
 
 W. B. Foster, Jun. 
 
 EoBERT Fowler, 
 
 Ed. Fulton (Editor), 
 
 Hon. W. F. Giles, 
 
 Parke Godwin (Editor), 
 
 Hon. Horace Greeley (Editor), 
 
 Wm S. Gittings, 
 
 J. W. Guest, 
 
 H. Groverman, 
 
 H. iST. Gallaher (Editor), 
 
 Dr. JuDSON Gilman, 
 
 l. w. cosnell, 
 
 Charles G. Griffith, 
 
 Nathan Hale (Editor), 
 
 Col. W. A. Harris (Editor), 
 
 Hon. J. Morrison Harris, 
 
 Charles Uartwell, 
 
 Thomas E. Hambleton, 
 
 Herman Haupt, 
 
 Major J. P. Heiss (Editor), 
 
 Prof. Joseph Henry, 
 
 Editor " Herald," 
 
 Hon. W. L. Hodge, 
 
 Hon. S. OwixGs Hoffman, 
 
 Jesse Hunt. 
 
 Editor " Home Journal," 
 
 J. A. Hovey, 
 
 George Howell, 
 
 Hon. R. ;M. T. Hunter, 
 
 John A. Haven (Editor), 
 
 L. A. Hyde, 
 
 Gustavus R. Henderson, 
 
 Dr. J. W. HoucK, 
 
 Jas. a. Hoopeb, 
 
 Baltimore. 
 
 u 
 
 New York. 
 
 Boston. 
 Washington. 
 Washington. 
 Baltimore. 
 
 Philadelphia. 
 
 Carlisle, Pa. 
 Martinsburg, Va. 
 Philadelphia. 
 
 Baltimore. 
 
 (I 
 New York. 
 
 Baltimore. 
 
 Charlestown, Va. 
 Baltimore. 
 
 Boston, 
 
 Washington. 
 
 Baltimore. 
 
 Richmond, Va. 
 
 Baltimore, 
 
 Philadelphia. 
 
 Washington. 
 
 u 
 
 NeAv York, 
 Washington. 
 Baltimore. 
 
 u 
 
 New York. 
 Norwich, Conn. 
 Philadelphia. 
 Lloyd's P. O., Va. 
 Boston, 
 
 Norwich, Conn. 
 Baltimore,
 
 GUESTS OF BALTO. AND OHIO AND MARIETTA KOAUS. 133 
 
 Dr. S. II. Ik'NT, 
 
 Sphigg Harwood, 
 
 Samuel Hecston (Publisher), 
 
 Dr. James Higgiks, 
 
 Washington Ieving, 
 Editor " Inquirek," 
 " " Intelligencer," 
 
 John P. Jacksont, 
 
 Charles Johnson, 
 
 Frank Johnson, 
 
 lion. Reverb Y Johnson, 
 
 Hon. James C. Jones (of Tenn.) 
 
 Thomas C. James, 
 
 John H. T. Jerome, 
 
 Hon. John P. Kennedy, 
 Hon. Anthony Kennedy, 
 II. F. Kenney, 
 Kimball & Gorton, 
 Col. Anthony Kimmel, 
 Hon. Jonathan Knight, 
 "William H. Keighlee, 
 II. F. Jackson, 
 Colonel J. M. Kunkel, 
 Francis T. King, 
 
 Hon. Z. KiDWELL, 
 
 E. Kingman (Editor), 
 A7iLLiAM Knabe, 
 
 Benjamin II. Latrobe, 
 J. H. B. Latrobe, 
 J. F. D. Lanier, 
 Charles Lanman, 
 
 D. Lamb, 
 
 E. A. Larned, 
 Thomas Leatu, 
 II. J. Lombaert, 
 E. Ludlow, 
 William M. Lyon, 
 Edward S. Lamdin, 
 Clinton Levering, 
 IIoD. Z. Collins Lee, 
 
 Hon. Charles Mason, 
 
 Hon. J. Thompson Mason, 
 
 William Mason & Co., 
 
 Hon. J. M. Mason, 
 
 C. L. Mather, 
 
 K. A. McAllister, 
 
 Baltimore. 
 Annapolis, Md. 
 Kew York. 
 
 New York. 
 
 Philadelphia. 
 Wheeling. 
 
 New York, 
 Norwich, Conn. 
 
 Baltimore. 
 
 WasliingtOD. 
 
 Baltimore. 
 
 Baltimore, 
 
 u 
 
 Philadelphia, 
 
 Frederick Co., Md. 
 East Betlileheiu, Pa. 
 Baltimore. 
 
 \a. 
 
 Frederick. 
 Baltimore. 
 Marion Co 
 Washington. 
 Baltimore, 
 
 Baltimore. 
 
 New York. 
 
 Washington. 
 Wheeling. 
 Norwich (Conn.) 
 Philadelphia. 
 Altoona, Pa. 
 New York. 
 Philadelphia. 
 Baltimore, 
 
 Washington. 
 Baltimore. 
 Taunton (Mass.) 
 Winchester, Va. 
 New York. 
 Baltimore.
 
 134 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Lieut. M. F. Mauey, U. S. K, 
 
 Brantz Mayer, 
 
 E. D. Mansfield (Editor), 
 
 Thomas Mellon, 
 
 Captain M. C. Meigs, U. S. A., 
 
 Hon. W. M. Meredith, 
 
 Samuel V. Merrick, 
 
 Edward Miller, 
 
 Hon. Fayette McMullen, 
 
 H. Moore, 
 
 H. M. MORFIT, 
 
 Colonel S. C. Morgan, 
 
 C. H. MUNROE & Co., 
 Dr. Samuel H. Martin, 
 Hon. J. V. L. MoMahon, 
 Hon. E. M. MoLane, 
 James Murray, 
 Henry D. Mears, 
 Morton McMichael (Editor), 
 John T. Mitchell, 
 Dr. Charles McGill, 
 
 J. C. NicoDEMtrs, 
 
 Editor " Patriot," 
 Colonel W. C. Patterson, 
 George Peabody (of London), 
 Hon. James A. Pearce, 
 Editors, " Pennsylvanian," 
 Charles H. Pitts, 
 Editors, " Evening Post," 
 Roger A. Pryor (Editor), 
 E. W. Perry, " 
 
 Israel M. Parr, 
 Neilson Poe, 
 William Parker, 
 Hon. Charles A. Phelps, 
 Enoch Pratt, 
 George U. Porteiv, 
 
 Editor "Republican." 
 John C. Rives (Publisher), 
 Hon. AV. C. Rives, 
 Edwin Robinson, 
 MoNOURE Robinson, 
 Rogers Machine Shop, 
 J. Dixon Roman, 
 Henry R. Reynolds, 
 Joiix Ritchie, 
 Alfred H. Rkip, 
 JouN W. Randolph, 
 
 Washinjcton. 
 
 New Orleans. 
 
 Cincinnati. 
 
 Philadelphia. 
 
 Washington. 
 
 Philadelphia. 
 
 Virginia. 
 Wheeling, 
 Baltimore. 
 Norwich (Conn.) 
 Newburg, N. Y. 
 Baltimore. 
 
 Philadelphia. 
 
 Baltimore. 
 
 Cumberland. 
 
 Baltimore. 
 
 Baltimore. 
 Philadelphia, 
 Baltimore. 
 Chestertown, Md, 
 Pliiladelphia. 
 Baltimore. 
 New York. 
 Richmond. 
 
 a 
 
 Baltimore. 
 
 u 
 
 Boston. 
 
 a 
 
 Baltimore. 
 
 Baltimore. 
 Washington. 
 Albemarle C. H., Va, 
 
 Richmond. 
 
 u 
 
 Paterson, N. J. 
 
 Baltimore. 
 
 (I 
 
 Frederick, Md. 
 Baltimore.
 
 GUESTS OF BALTO. AND OHIO AND MARIETTA ROADS. 
 
 135 
 
 AYm. Smitif Reese, 
 Robert Ridgaway (Editor), 
 Wm. F. Ritchie (Editor), 
 
 Colonel W. W. Seaton (Editor), 
 Victor Smith, " 
 
 Richard Smith, " 
 
 James W. Simonton, " 
 
 Samuel Sands, " 
 
 Thomas I). Sultzer, " 
 
 Wm. B. Shaw, " 
 
 Editor " Sun," 
 Jos. R. Snyder, 
 Wm. B. Slack, 
 Edmund Smith, 
 
 C. E. Si'ANGLER, 
 
 E. A. Stevens, 
 Gen. Grorge H. Stuart, 
 Charles D. Slingluff, 
 S. M. Shoemaker, 
 Thomas W. Saunders, 
 Thomas Sweeney, 
 William Swinburne, 
 Frederick Schley, 
 Glendy Stuart, 
 Lawrence Sangston, 
 Thomas Sheppard, 
 Col. J. H. Sullivan, 
 
 Hon. Roger B. Taney, 
 P. B. Taylor, 
 Hon. Philip F. Thomas, 
 Hon. R. W. Thompson, 
 J. Edgar Thompson, 
 John R. Thompson (Editor), 
 W. R. Thompson, 
 Editors " Daily Times," 
 
 " " Times," 
 
 " "Tribune," 
 Hon. Robert Toombs, 
 Robert Tyson, 
 E. A. Talbott, 
 James E. Tyson, 
 Jacob Trust, 
 William A. Talbott, 
 Charles E. Traill, 
 Thomas Trotten, 
 C. W. Tayleure (Editor), 
 William N. Tuttle, " 
 
 Hon. S. F. Vinton, 
 
 B. A. ViOKEKS, 
 
 Baltimore. 
 Riclnnoud, Va. 
 
 Washington. 
 
 Cincinnati. 
 
 u 
 
 New York. 
 
 Baltimore. 
 
 u 
 
 Washington. 
 Baltimore. 
 
 Philadelphia. 
 
 u 
 
 Hoboken, N. J. 
 Baltimore. 
 
 Wheeling. 
 Paterson, N. J. 
 Frederick, Md. 
 Baltimore, 
 
 Bellaire, O. 
 
 Washington. 
 
 Wheeling. 
 
 Baltimore. 
 
 Washington. 
 
 Piiiladelphia. 
 
 Richmond. 
 
 Piiiladelphia. 
 
 New York. 
 
 Wheeling. 
 
 New York. 
 
 Washington, Geo. 
 
 Baltimore. 
 
 Frederick, Md. 
 Baltimore. 
 
 Washington. 
 Baltimore.
 
 136 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 W. D. 'WALLAcn (Editor), 
 S. Teackle Wallis, 
 
 Hon. EoBEPuT 0. WlXTIIROP, 
 
 James Watsox Webb (Editor), 
 
 Thomas Wixans, 
 
 Benjamin H. Williams, 
 
 J. H. White, 
 
 MiLTOx Whitxey, 
 
 E. S. Wheelax, 
 
 Samuel T. Williams (Editor), 
 
 Caspar Wevee, 
 
 James Wixslovv, 
 
 L. WooDErFF (Editor), 
 
 R. H. Wix'SLow, 
 
 JOHX T. WiLMOT, 
 
 George A. Warder, 
 Hiram Woods, 
 William Pixckney Whyte, 
 Hexey Webster, 
 Alexander Walker (Editor), 
 H. H. Young (Editor), 
 
 Washington. 
 Baltimore. 
 Boston. 
 New York. 
 Baltimore. 
 
 a 
 
 New York. 
 Baltimore. 
 Philadelphia. 
 AV"ashington, 
 Weverton, Md. 
 New York. 
 Cincinnati. 
 New York. 
 Baltimore. 
 
 Cincinnati. 
 Baltimore. 
 
 In answer to the invitations issued, numerous letters were received 
 in reply by the Baltimore and Ohio Company, from Avhich we select 
 the following for publication : — 
 
 [^From the Originator and First President of the Baltimore and Ohio Rail road. '\ 
 
 Baltimore, 5 Mo. 20, 1857. 
 W. P. Smith, Esq. 
 
 Esteemed Friend: — I have received thy uote of the 13th inst., enclosing an 
 invitation from the Committee of the Marietta and Cincinnati Company to at- 
 tend the celebration of Opening the Marietta Railroad, and the opening of 
 the Ohio and Mississippi Road, in connection witli the Baltimore and Ohio, 
 forming a direct hne of railroad between BaUimore and St. Lonis. 
 
 I regret that it will not be in my power to be present on that interesting 
 occasion, having been confined for several weeks by a severe illness, from 
 ■which 1 am now very slowly recovering. Do me the favor to malie my ac- 
 knowledgment to the committee who have sent tlie invitation, and assure them 
 of my cordial congratulation upon the trium pliant success tliat has crowned 
 their labors, which will, I trust, in connection with other similar avenues of in- 
 tercourse, open and secure to our extended country the facilities of social and 
 commercial intercommunication incident to a small island, and thus unite us as 
 one family with one common interest. 
 
 Accept the assurance of my esteem, and beUeve me to be 
 
 Very trulv, 
 
 P. E. THOMAS. 
 
 iFrom, Hon. Louis McLane, Second President of the Baltimore and Ohio 
 Railroad.'] 
 
 Baltimore, May \^th, 1857. 
 W. P. Smith, Esq. 
 
 Decur Sir: — I make you my thanks for the invitation so politely sent
 
 l-ETTEKS FROM INVITED GUESTS. I,'j7 
 
 me to attend the celebration of the opening of tlie Ohio and Mississippi Rail- 
 road, the Marietta and Cincinnati Railroad, and of the branch road uniting the 
 Baltimore and Ohio Line at Grafton A\-ith Parkersbnrg. 
 
 From the uniform interest I have taken in the success of these enterprises, 
 it would afford me pleasure to attend the celebration on the occasion of their 
 opening, but must regret that engagements already made ■will prevent me from 
 doing so. 
 
 I remain, dear sir, respectfully, 
 
 LOUIS McLAXE. 
 
 [^From the Fourth President of the Baltimore and Ohio Railroad.'\ 
 
 jMoust Veknon Place, Baltisiore, May 22, 1857. 
 M'. P. Smith, Esq , Ass. M. T., B. & 0. R. R. 
 
 Sir : — I acknowledge your kind note enclosing an invitation to attend the 
 opening of the Ohio and Mississippi Railroad on 1st June next. 
 
 A meeting of the stockholders of the coal company of which I have charge, 
 upon the 1st June, the same day, compels me to forego the pleasure held 
 forth by the Committee's invitation,. 
 
 I enclose a note for the Committee of Marietta and Cincinnati invitation, as 
 requested in their note, which please forward. 
 
 Very tnily, 
 
 WM. G. HARRISON. 
 
 [^From the Governor of Maryland.'\ 
 
 Annapolls, Md., May 20th, 1857. 
 W. P. Smith, Esq., A. M. Transp. 
 
 Dear Sir : — I am honored by the receipt of your letter of the 13th instant, 
 inviting me to be present at the opening of the ilarietta and Cincinnati and the 
 Ohio and Mississippi Railroads, and to participate in the joint incidents and 
 ceremonies attendant upon the trip. 
 
 With a very great desire to join you on this interesting and instructive ex- 
 cursion, I am compelled by circumstances which I cannot control, to deny 
 myself this pleasure. 
 
 Respectfully, 
 
 T. WATIONS LIGOX. 
 
 [^From the Judges of Maryland Court of Appeals.'] 
 
 Ann^vpolis, May 21, 1857. 
 Dear Sir : — ^AVe have been honored by the polite invitation of your Com- 
 pany, covering one from the Marietta and Cincinnati Railroad Company, to 
 join in the celebration of the opening of new communications with the West, 
 and have felt much difficulty in deciding not to avail ourselves of it ; but we 
 liave been forced to do so by the pressure of our official business at this place. 
 Our court is now in session, and the next term will commence on 1st of June. 
 A\'erc it not for this latter circumstance, we would most gladly avail ourselves 
 of your kind invitation. 
 
 With thanks for your consideration. 
 
 We are, respectfully yours, 
 
 J. C. LEGRAND. 
 J. B. ECCLESTON. 
 W. P. Smith, Esq., Baltimore. J. L. BARTOL.
 
 138 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 [From the Governor of Virffinia.'] 
 
 Richmond, Va., May 20th, 1857. 
 W. P. Smith, Esq., 
 
 Dear Sir : — I regret that it will not be in my power to attend your pro- 
 posed trip to the opening of the Ohio and Mississippi and the Marietta and Cin- 
 cinnati Railroad, the 2d and 4th day of June next. 
 
 I shall then be in the extreme east of this State on private business. But 
 to manifest the deep interest I take in the western works, and in the connec- 
 tion of Virginia's works with them, I enclose you a pamphlet copy of a cor- 
 respondence I have lately had on the subject. 
 
 Veiy truly yours, 
 
 HENRY A. WISE. 
 
 [Fivm the Chief Justice of the United Sfates.l 
 
 Washington, J/mj 20th, 1857. 
 Sir : — The invitations of the Baltimore and Ohio Railroad Company, and 
 the Marietta and Cincinnati Railroad Company, to attend the celebration 
 mentioned in their invitations, Avere not received until to-day, and I hasten to 
 retui-u my thanks for the honor they have done me, and regret that my ad- 
 vanced age and official engagements put it out of my power to accept them. 
 I am, with much respect, your obdt. servt., 
 
 R. B. TANEY. 
 To W. P. Smith, Esq., Camden Station, Bait. 
 
 [From Senator Peakce, of Maryland.'] 
 
 Chestertown, ^fatj 21, 1857. 
 My dear Sir : — The excursion to which I am invited by your note of the 
 13th, to become a party, would of itself be one of much and varied interest to 
 me, and the occasion it is to celebrate is of great commercial and national im- 
 portance. I should hke to join the pai-ty which is going, but I have so long 
 been accustomed to give up my personal wishes and pleasure to the duties 
 which I owe to others, that the self-denial ceases to be a merit in me. 
 I acknowledge the compliment of the roads' invitation, and remain 
 
 Very truly yours, 
 W. P. Smith, Esq. J. A. PEARCE. 
 
 [From the United States Commissioner of Patents.] 
 
 United States Patent Office, Washington, B C, 
 23d May, 1857. 
 Dear Sir : — ^I have the honor to acknowledge the receipt of your circular 
 letter of the 13th inst., inviting me to join in the opening of several railroads 
 constituting links in the chain connecting Baltimore Avith St. Louis. 
 
 I was in hopes I should be able to avail myself of that invitation, and 
 promised myself much pleasure irom being one of the party on the occasion, but 
 I shall have to yield to the necessity which requires my pi-esence elsewhere. 
 Please convey my acknowledgments to the Committee of Arrangements, and 
 my regrets at not behig able to avail myself of their polite invitation. 
 
 Very truly yours, «S:c., 
 To W. P. Smith, Esq., Baltimore. CHARLES MASON.
 
 LETTERS FROM INVITED GUESTS. 139 
 
 [From the Han. REncRDY Joiixson, of Maryland.'] 
 
 Baltimore, 19?/( J/ny, 1857. 
 Mu dear Sir: — I am most reluctantly compelled to decline the invitations 
 with which your Company and others have honored me, to the contemplated 
 railroad celebrations at Cincinnati and St. Louis. This I am forced to do by 
 professional engagements of moment to my clients, which I am not at liberty to 
 neglect and am unable to postpone. 
 
 Xothiiig could have afforded me more pleasure than to have been one of 
 the organs of your Company, to have set before those who will be assembled at 
 Cincinnati and St. Louis the immense advantages, pecuniarily, socially and 
 politically, involved in your great route, bcgim as it was in a spirit of enlight- 
 ened enterprise, and pressed to completion amidst unexampled difficulties, now 
 snccessfully overcome, and adding to the worth of our State beyond even the 
 power of figm-es to estimate, whilst serving materially to strengthen the bonds 
 which tie us together as one people. It is idle, however, to lament the in- 
 evitable, and I submit to the disappointment as well as I can. 
 
 Yours, with reiiard, 
 W. P. Smith, Esq. REVERDY JOHNSON. 
 
 [From the Hon. Jonx M. Botts, of Virginia.'] 
 
 Richmond, 2Tmj 22d, 1857. 
 W. P. Smith, Esq. 
 
 Bear Sir : — On my return home this p. m. after a few days' absence, I 
 find an invitation from the Committee of Arrangements, through you, to be one 
 of the company who will participate in the celebration proposed, on the opening 
 of the lines of railroad from Grafton through Cincinnati to St. Louis. 
 
 I can readily anticipate the lively satisfaction that will be derived from the 
 trip and incidents connected with it by all those whose patriotic impulses iivill 
 be exerted in behalf of those great lines of intercommunication which serve to 
 connect the different States of the Union as one family, and which by the 
 facilities of intercourse they furnish, must tend in a large degree to depre- 
 cate those uncontrollable and unnatural prejudices which mischievous dema- 
 gogues are eternally laboring to promote. Professing to feel a profound soli- 
 citude on this subject myself, it is with great regret that I am compelled to 
 deny myself the privilege, so kindly tendered. 
 
 With my best wishes for the success of all the lines to be opened, as well as 
 of those which they connect, 
 
 I am yom* obliged and obedient servant, 
 
 JOHN M. BOTTS. 
 
 [From Hon. Joseph R. Chandler, of Pennsylvania.] 
 
 Philadelphia, ^fay 20th, 1857. 
 Dear Sir : — I regret that engagements of an imperative character will not 
 allow me to accept the invitation to the opening of the \\'e5tern Railroads. The 
 enterprise that thus strengthens the social relations of different parts of the 
 country, is working out wealth and character for the East, while it is giving 
 population to the West, and the patriot must view the operations of that enter- 
 prise with as high satisfaction as is felt by the man of business. 
 
 With thanks for your kind invitation, and wishes for the success of your 
 •undertaldng, I am, with great respect, 
 
 Your friend and servant, 
 V,\ P. Smith, Esq. JOS. R. CHANDLER.
 
 140 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING, 
 
 [From the Hon. Robert C. Winthrop, of Massachusetts.'] 
 
 Boston, Mass., May ISfh, 1857. 
 3f>/ Dear Sir: — Your obliging commiinicatiou, inviting me to the opening 
 of the Ohio and Mississippi Railroad, was received this morning. I pray you 
 to present my most grateful acknowledgments to the Committees of Arrange- 
 ments, whom you represent, and to assure them of my sincere regret at being 
 unable to join them on so interesting an occasion. My engagements at home 
 will not allow me to think of it, and I can only offer you these off-hand con- 
 gratulations on the completion of so important a line of railroad communica- 
 tion. Believe me, Dear Sir, very respectfully and truly, 
 Yom- obliged and obedient servant, 
 W. P. Smith, Esq. ROBT. C. WINTHROP. 
 
 [From the Hon. Sam'l F. Vinton, of Ohio. 
 
 Washington, D. C, May \^th, 1857. 
 Dear Sir: — I received by yesterday's mail, through the Committee of the 
 Marietta and Cincinnati Railroad Company, your letter inviting me to make one 
 of your companj^ and to participate in the joint incidents and ceremonies at- 
 tendant upon the trip, on the interesting occasion of celebrating the opening of 
 the several lines of road whicli unite the Baltimore and Ohio line, at Grafton, 
 with the river Mississippi, at St. Louis. 
 
 Please accept my thanks for your kind invitation, Avith an assurance that 
 it would give me great pleasure to accept it if indispensable engagements did 
 not forbid my doing so. 
 
 I am, with great respect, yours, 
 W. P. SmTH, Esq., Baltimore. S. F. VINTON. 
 
 [From George Peaeody, of London.'] * 
 
 Baltimore, May Idth, 1857. 
 Wm. p. Smith, Esq., Assistant Mast. Transp. 
 Baltimore and Ohio Railroad. 
 Dear Sir : — I have been honored by j'our kind invitation to take part in 
 celebrating the opening of the ]\Iarietta and Cincinnati Railroad, on the 2d of 
 June, and the Ohio and Mississippi, on the 4th of June, and at the same time 
 the important branch of your own road from Grafton to Parkersburg. 
 
 It would have given me much pleasure to be present on this great and in- 
 teresting occasion, if my time would permit ; but my engagements to the 
 eastward ft'ill prevent, and I can only wish that the event will pass satisfac- 
 torily, and that success will ever attend this important line of railroad. 
 
 Very respectfully and truly yours, 
 GEORGE PEABODY. 
 
 [From the Historian (fthe United States.] 
 
 New York, 3Iay 19^^, 1857. 
 3fy Dear Sir: — I have already accepted an invitation from the Ohio and 
 Mississippi Railroad Company, and my plan is to reach Cincinnati on Satur- 
 day night, Maj' oOth, and await there the arrival of the train. 
 
 If I proceed to Cincinnati by the route dear above all others for grand 
 scenery, what train had I better take, and where can I stop over night, so as
 
 LETTERS FROM INVITED GUESTS. 141 
 
 to reach Cincinnati, travelling all the ^vay by daylight, and reaching there on 
 Saturday, May 3()th ? 
 
 Our June trip of last year, upon your road, was most delightful. 
 
 Yours very truly, 
 PRE>coTr Smith, GEORGE BANCROFT. 
 
 Baltimore and Ohio Railroad, Baltimore. 
 
 [From Washington Irving, the American Author."] 
 
 Sunny Side, June Qfh, 1857. 
 Prescott Smith, Esq., Assistant M. T., Baltimore. 
 
 Dear Sir: — The invitation with which you have honored me, on behalf of 
 the Committees of Arrangements, to attend the celebration of the opening of 
 the railroads, though dated on the loth Jlay, did not reach me until this 
 morning, owing probably to its being misdirected. 
 
 I beg you to communicate this circumstance to the Committe of Arrange- 
 ment in explanation of my not having duly replied to their very obliging invi- 
 tation, which it would have given me the greatest pleasure to accept. 
 
 Very respectfuUv, your obedient servant, 
 
 WASHINGTON IRVING. 
 
 [From the Editor of the Knickerbocker Magazine.] 
 
 Knickerbocker Sanctum, Cedar Hill, Cottage, ) 
 ON THE Hudson, May, 1857. 5 
 
 W. P. Smith, Esq. 
 
 Ah ! my dear sir, icouldrHl I like to be one of your splendid party, on a 
 fine grand route, and a noble road ? But " what's the use ?" I can't ; and 
 labor, hard labor, is my excuse. " Excuse ?"' I don't mean excuse ; I mean 
 my deep regret. 
 
 With many thanks to you, personally, for your kindness, which I shall be 
 glad to reciprocate, let me ask you to substitute for me, my publisher, jNIr. S. 
 Hueston. He will furnish notes, and although not as good-looking, nor as 
 cute, as I am, is yet a law-abiding citizen, and a temperate. His habits are 
 not carnivorous. He drinks water and lives on " garden saas " and apples. 
 But he will do his duty, and duly report. 
 
 Yours with thanks, 
 
 L. GAYLORD CLARK. 
 
 [From one of the Editors of the Xatlmal Intelligencer.'] 
 
 Washington, D. C, Jan. 21st, 1857. 
 My drnr Sir : — I feel so much regret at being obliged to decline the kind 
 in-\ntation to the great St. Louis celebration with which I have been honored, 
 that I liave put ofi^ from day to day, the reluctant task of saying that it will 
 be out of my power to join in the joyous excursion, happy as I should be to do 
 so under circumstances less unpropitious than those which now forbid me. 
 With grateful thanks to the committees and yourself for your politeness, 
 I remain, my dear sir, yours sincerely, 
 W. Prescott Smith, Esq., Baltimore, Md. W. W. SEATON.
 
 142 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 \_From the Editor of the Boston Daily Advertiser.'] 
 
 Boston, May 2Sd, 1857. 
 W. P. Smith, Esq., Baltimore. 
 
 Dear Sir: — I beg leave to express, tlirough yon, to the Committee of Ar- 
 rangements for the celebration of the formal opening of the Cincinnati and St. 
 Louis, the Marietta and Cincinnati, and the North-western Virginia branch of 
 the Baltimore and Ohio Railroads, my most respectful acknowledgments for 
 the honor of an invitation to participate in the incidents of so interesting a 
 celebration. It would give me great pleasure, were it in my power, to be 
 present at the inauguration of the great national line of communication be- 
 tween the Atlantic and the Mississippi, and to avail myself of the occasion to 
 visit that portion of the country through which it passes, under so fjivorable 
 auspices as it would afford, and of acquainting myself more fully, from per- 
 sonal observation, with the character of the great works which have opened to 
 us so direct and expeditioiis a route ; but I regret that the pressure of my en- 
 gagements here obliges me to forego that pleasure. 
 
 Respectfully your obedient servant, 
 
 NATHAN HALE. 
 
 [Fro7)i the Editor of the Neio York Courier and Enquirer.'] 
 
 New York, May 25th, 1857. 
 My Dear Sir: — I have delayed until the last moment deciding whether it 
 would be practicable for me to accept of your kind invitation to be present at 
 the opening of the most important link in the line of our railroad communica- 
 tion to the great A\'est, but I am exceedingly anxious to be of your part;\% and, 
 God willing, I shall be able to accomplish my wish to be with you in time to 
 join in the festivities of the occasion. 
 
 Yours, very truly, 
 W. r. Smith, Esq. J. WATSON WEBB. 
 
 \^From the Superintendent of the late Censits.] 
 
 Washington, D. C, May ISth, 1857. 
 My Dear Sir: — I am honored with the receipt of an invitation, through 
 you, to attend the celebratiouof tlie opening of the Marietta and Cincinnati and 
 the Ohio and Mississippi Railroads, at Cincinnati and St. Louis. 
 
 I regret that it will be out of my power to accept the invitation in conse- 
 quence of a previous engagement to attend a convention, about the same time, 
 of the railroads of Virginia to be held at Bristol, Tennessee. 
 
 ^ Each link in the chain of these railroad connections between the Atlantic 
 cities and tliose of the West, must be regarded by the patriot with hope, as so 
 many aiiguries of a luture for our countrj-, of security, prosperity, and great- 
 ness, which only t!:e madness of fanaticism has ever been able to" darken. 
 
 In that future, the part to be performed by Baltimore, St. Louis, and Cin- 
 cinnati, must ever be a high one. 
 
 Your obedient servant, 
 W. r. Smith, Esq. j. d. B. DE BOW 
 
 Assistant Mast. Trans., B. & 0. R. R.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XIII. 
 
 THE EXCURSION FROM BALTIMORE. 
 
 The only regular excursion party from an Eastern city to Cincinnati 
 was arranged under the auspices of the Baltimore and Ohio Railroad 
 Company, leaving Baltimore at six o'clock in the morning of Monday 
 the 1st of June, 1857. A large and jovial company fairly filled the 
 train of neat, comfortahle, and commodious cars provided for the 
 occasion. Upon the assistant-master of ti'ansportation especiall}' de- 
 volved the duty of looking after the social comfort of the guests, and 
 " Captain " George A. Rawlings, "the model conductor," was put in 
 charge of the train. A magnificent and powerful locomotive, under 
 the care of an experienced engineer, furnished the power. The depar- 
 ture was from the Camden station, Avhere the Company have planned 
 and partly erected one of the most extensive depots in the United 
 States, which is designed to be but gradually completed. 
 
 When all was ready, the train moved out of the station amid the 
 parting cheers of quite an assemblage of spectators, whose salute was 
 eloquently answered by the "Independent Blues" band of Baltimore 
 under Professor Holland, which occui)ied the front car, having been 
 engaged by the Marietta Conipany to contribute their excellent mnsical 
 performances to tlie pleasures of the trip. The band accompanied us 
 all the way to St. Louis, availing themselves of every suitable occasion 
 to afford us neAv and grateful evidence of their taste and skill. 
 
 A special time-table l;ad been issued for the trip by Dr. Wood- 
 house, the Master of Transportation, securing perfect safety, and enab- 
 ling us to run at a high s eed, without fear of meeting sudden danger. 
 To guard against accidents to the motive power, extra locomotives 
 were stationed at convenient and most distant points, ready to snp|ily
 
 144 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 tlie place of any which should become disabled. These precautions, 
 and a free use of the Magnetic Telegraph line belonging to the Railroad 
 Company, and by which the movements of their trains are continually 
 regulated, rendered accident or delay almost impossible. The follo\s'- 
 ing is the time-table on which the excursion train was run : 
 
 TIME TABLE 
 
 FOR SPECIAL PASSENGER TRAIN, BALTIMORE AND OHIO RAILROAD. 
 From Baltibioee to Grafton Junction, Monday, June \st, 1857. 
 
 (To be used on that day only.) 
 
 STATIONS. 
 
 Miles. 
 
 Time. 
 
 
 
 CAMDEN Station, 
 Mt. Clare Junction,... 
 Washington June.,... 
 
 EUicott's Mills, 
 
 Elysville, 
 
 2 
 
 9 
 
 15 
 
 20 
 
 25 
 
 27 
 
 31 
 
 33 
 
 40 
 
 43 
 
 45 
 
 50 
 
 53 
 
 54 
 
 58 
 
 62 
 
 69 
 
 75 
 
 80 
 
 81 
 
 87 
 
 92 
 
 100 
 
 107 
 
 113 
 
 117 
 
 122 
 
 128 
 
 133 
 
 139 
 
 148 
 
 156 
 
 163 
 
 6 00 A.M. 
 
 6 10 " 
 
 6 32 " 
 
 6 52 " 
 
 7 04 " 
 7 19 " 
 7 25 " 
 
 
 Woodstock, 
 
 
 Marriottsville, 
 
 
 Sykesville, 
 
 Gaither's Siding, 
 
 Plane No. 1 W. S.,... 
 Mount Airy, 
 
 7 40 " 
 
 7 45 " 
 
 8 05 "■] 
 8 15 " 
 8 22 " 
 8 37 " 
 8 43 » 
 8 46 " 
 
 8 56 " 
 
 9 10 " 
 9 27 " 
 9 45 " 
 
 T 
 P 
 
 -T 
 
 Pass Tonnage West — Tonnage 
 
 taking siding. 
 Meet Express East. 
 
 Plane No 4 E. H., ... 
 Monrovia, , 
 
 Ijamsville, 
 
 Hartman's, 
 
 Meet Tonnage East. 
 
 Monocacy, 
 
 
 Buckevstown 
 
 
 Point of Rocks, 
 
 Berlin, 
 
 
 Sandy Hook, 
 
 10 00 " 
 10 05 " 
 10 25 " 
 
 10 38 " 
 
 11 10 " 
 
 11 35 " P 
 
 11 57 » 
 
 12 07 p. M. 
 12 21 " 
 12 40 " 
 12 50 " 
 
 1 05 « TC 
 1 28 " 
 
 1 45 " 
 
 2 02 " 
 
 
 Harpers Ferry, .... 
 Duffields, 
 
 
 Kearneysville, 
 
 MARTINSBURG, ... 
 
 North Jlountain, 
 
 Cherry Run, 
 
 Sleepy Creek, 
 
 [f:peed. 
 
 Approaching at greatly reduced 
 
 Meet Accoaimodation East — 
 
 Excursion Train taking sid- 
 
 Hancock, 
 
 Sir Johiis Run, 
 
 Willett'sRun, 
 
 ing. 
 
 RocktceWs Run, 
 
 No. 12 W.Sta., 
 
 L. Cacapon Sid., 
 
 Cr7'f€n iSprinxi Run, ... 
 
 Meet Coal and Tonnage Trains 
 East — Coal and Tonnage 
 taking siding.
 
 TJIE DEPARTURE FROM BALTIMORE. 
 
 145 
 
 Stations. 
 
 Milea. 
 
 Time. 
 
 
 Patterson's Creek, 
 
 170 
 
 2 20 
 
 P.M. 
 
 
 Cumberland, arrive... 
 
 178 
 
 2 38 
 
 (( 
 
 
 " leave ... 
 
 
 3 08 
 
 (( 
 
 
 Brady's :\ mi, 
 
 185 
 
 3 28 
 
 a ip 
 
 Pass Tonnage West — Tonnage 
 
 Rawlins' W. S 
 
 191 
 
 3 43 
 
 (( 
 
 taking siding. 
 
 B. Oak Bottom S. ... 
 
 194 
 
 3 55 
 
 (t 
 
 
 New Creek, 
 
 201 
 206 
 
 4 10 
 4 30 
 
 " s 
 
 u p 
 
 Meet Stock East. 
 
 PIED]MOXT, arrive. 
 
 Meet Mail Train East. 
 
 " leave.. 
 
 
 4 45 
 
 i( 
 
 Approaching at greatly reduced 
 
 Frankville, 
 
 214 
 
 5 00 
 
 (( 
 
 speed. 
 
 S wanton, 
 
 220 
 223 
 232 
 
 5 20 
 5 32 
 5 55 
 
 (( 
 
 (( 
 
 Altamont, 
 
 
 Oakland, arrive .... 
 
 
 " leave 
 
 
 6 00 
 
 li 
 
 
 Cranberry Summit,... 
 
 242 
 
 6 28 
 
 (1 
 
 
 Rodemer's Tunnel,... 
 
 246 
 
 6 40 
 
 '< 
 
 
 Rowlesburg, arrive... 
 
 253 
 
 6 55 
 
 CI 
 
 
 " leave ... 
 
 
 7 00 
 
 <( 
 
 
 Tunnelton, arrive ... 
 
 260 
 
 7 55 
 
 11 IJ 
 
 Meet Tonnage East — Tonnage 
 
 " leave ... 
 
 
 8 00 
 
 <I 
 
 taking siding. 
 
 Newburg, arrive 
 
 266 
 
 8 20 
 
 (( 
 
 
 " leave 
 
 
 8 20 
 
 (( 
 
 
 Thornton, 
 
 273 
 
 279 
 
 8 40 
 
 9 00 
 
 (( 
 
 
 Grafton, 
 
 Lie over the night. 
 
 All passenger trains eastward-bound wUl wait thirty minutes for the special 
 train it'necessary. 
 
 All the tonnage, coal, and stock trains will wait at the meeting places un- 
 til the special train has passed them, unless clearly ordered otherwise by the 
 Supervisor of trains or his assistant. 
 
 The accommodation train and mail train, both East and West, will be run 
 as usual upon this day. 
 
 Wm. S. Woodside, 
 
 Mauler of Transportation. 
 
 A few minutes brought us to the "Relay House,"' or Washington 
 Junction, where <a conj^iderable addition from Washington, Annap- 
 olis, etc., to our party was made. The new comers on board, and our 
 train fairly off' again, Ave had opportunity to look about and see who 
 were our conqxionom de voyage. Among the number we recognized, 
 as well as we can remember, tlie following: — 
 
 Hon. Lewis Cass, L^. S. Secretary of State. 
 
 M. de Sartiges, French Minister Plenipotentiary at Washington and suite. 
 Hon. Thomas Swann, Mayor of Baltimore. 
 Hon. J.Morrison Harris, M. C, of IMaryland. 
 
 Chauncy Brooks, President, and 19 Directors of the Baltimore and Ohio 
 Railroad Co. 
 
 Hon. George Wells, President of Maryland Senate. 
 7
 
 146 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Hon. \Vm. H. Travers, Speaker of ]\Iaryland House of Delegates. 
 
 Hou. Nathaniel Cox, Secretary of State of Mai-yland. 
 
 Hon. J. T. Mason, Collector of the Port of Baltimore. 
 
 Dr. Dennis Claude, Treasurer of Maryland. 
 
 Dr. J. Higgins, State Geologist of Maryland. 
 
 P. G. Van Winkle, President, and the Directors of the Northwestern Vir- 
 ginia Railroad. 
 
 Wm. Parker, of Boston, formerly Superintendent of the Baltimore and 
 Ohio Railroad. 
 
 Hon. Charles A. Phelps, President of Massachusetts Senate. 
 
 Hon. Fayette McMulleu, of Virginia, the newly appointed Governor of 
 Washington Territory. 
 
 The Commissioners of Public Works of Maryland and Virginia. 
 
 William Thomson, Secretary to the Mayor of Baltimore. 
 
 Hon. Joshua Vansant. 
 
 Major-General George H. Stuart. 
 
 Charles A. Dana, Associate Editor of the New York Tribiine. 
 
 James W. Simonton, Washington Editor of the New York Daily Times. 
 
 James B. Swain, of the New York Daily Times. 
 
 Charles Hale, Junior Editor of Boston Daily Advertiser. 
 
 W. B Shaw, V.'ashington Correspondent of the New York Herald. 
 
 Samuel Hueston, of Knickerbocker Magazine. 
 
 E. G. Dill, of Washington Union. 
 
 John T. Crow, of Baltimore Sun. 
 
 E. Fulton, of Baltimore American. 
 
 Thomas D. Sultzer, of Baltimore Patriot. 
 
 H. H. Young, of Baltimore Republican. 
 
 H. N. Gallagher, Charlestown, Va., Free Press. 
 
 A. Payne, of Railroad Advocate. 
 
 C. W. Tayleure and W. N. Tuttle, of Baltimore Clipper. 
 
 Samuel Sands, Editor of the American Farmer. 
 
 John A. Haven, Editor of the American Railway Times, 
 
 J. R. Thompson, Editor of Southern Literary Messengei, 
 
 M. Paul, Consul of France, at Richmond, Virginia. 
 
 W. H. Baldwin, locomotive manufacturer, Philadelphia. 
 
 Hon. Z. Collins Lee, of Baltimore. 
 
 W. H. Appleton, of the well-known publishing house. 
 
 Prof. Baxley, of Baltimore. 
 Rev. Dr. G. \V. Burnap. 
 
 "We should not omit to mention tliat there were also quite a num- 
 ber of ladies in the party, wliose refining influence added not a little 
 to the pleasure of the occasion. By tlie aid of tlie officers of tlie Eail- 
 road Company, the excursionists soon became acquainted witli each 
 otlier, and the usual annoyances of travel were speedily forgotten in 
 busy scenes of social and friendly intercourse among those avIio, but 
 now, were strangers to each other. Never did time pass more rapidly 
 on a railroad trip. Eacli member of the party seemed brimful of liap- 
 piness, and precisely in condition to enjoy every thing fnjoyable, and
 
 THE EXCURSIONISTS BV THE SPECIAL TRAIX. 14Y 
 
 turn minor drawbacks even into elements of hilarity. When -we left 
 the Camden Station the rain was falling quite hriskly, and the weather 
 continued sliowery all daj- — sufficiently, at least, to "lay the dust," 
 although the clouds at no time were heavy, or low enough to prevent 
 clear views of the ever varying scenery on the line of the road.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XIV. 
 
 TRIP FROM BALTIMORE TO GRAFTON JUNCTION— DESCRIPTION OF 
 THE LINE. 
 
 The country through whicli the Baltimore and Ohio Raih-oad winds 
 its path has a world-wide fame for grand andheautiful scenerj'. Some 
 brief notice of the chief points of interest will not he deemed out of 
 place as we hurry along in our description of the work itself, and the 
 events of the excursion trip. 
 
 The road from the Camden Station to the Washington Junction 
 was already familiar to nearly or quite all the party : but when our 
 locomotive dodged the massive and beautiful granite viaduct crossing 
 the Patapsco at this point, and the train began to wind along the tor- 
 tuous bank of that serpentine stream, many of the strangers found 
 themselves on novel ground. It is at this point that the Patapsco 
 breaks through its rocky gorge to find its way to the Cliesapeake. 
 The river is rapid and shallow as we proceed, affording an abundance 
 of water-power, freely availed of for manufacturing purposes. Tlie 
 Avalon iron-works, situated on a flat rising apparently from the bed 
 of tlie river, afford a pleasing feature in this picture of American in- 
 dustry, seated in tlic lap of a cliarming and prosperous valley. The 
 rocky hill sides hounding the valley near the Washington Junction 
 bear up many a well-improved site for country villas, occupied chiefly 
 by gentlemen whose daily minglings in the toil and strife of the neigh- 
 boring city only render their rural retreats the more grateful and in- 
 viting. A few miles beyond, the road crosses the river at the Ilches- 
 ter mill— in a very rugged part of the valley— by the Patterson via- 
 duct, a fine granite l)ridge of two arches of fifty-five and two of twenty 
 feet span. The Thistle and Gray Cotton Factories were soon passed, 
 and then we approached the well-known town of Ellicott's Mills, dis-
 
 VIEW OF KLLICOTTS MILLS STATION, 
 
 Fifteen Miles from Baltimore. 
 
 Tlie large l.uiUlings on the hill in background represent the '^Patapsco Institute,'' 
 a celebrated Academy for Ladies. 
 
 VIEW OF ONE OF THE NEW IRON BRIDGES, 
 
 Near I^i.ysville Station, on the Balt. & Ohio R. R., 21 Miles from Baltimore.
 
 FROM BALTIMORE TO THE MONOCACY RIVER. 149 
 
 tant fifteen miles from Baltimore, covering the face of tlie valley and 
 tlie slopes of the steep liills enclosing it, the tops of these hills being 
 crowned most picturesquely with several cliurehes and other public 
 edifices. The old " National " turnpike is crossed liere by the railroad 
 upon the "Oliver Viaduct," a stone bridge of three arches of twenty 
 feet span. The Patapsco narrows considerably as we approach the 
 mills, rolling and tumbling along over its rocky bed, and presenting 
 some very jiretty specimens of miniature cascades at points where the 
 descent is most rapid. 
 
 Five miles further and we were at Elysville, where tlie party 
 alighted to examine the peculiarities of an iron bridge invented by 
 Mr. Wendel BoUman (the head of the "Road Department" of the 
 Baltimore and Ohio service), spanning the river here with a double track 
 three hundred and forty feet in length. The river is again crossed a 
 half mile further on by another of those enduring structures which 
 are entirely different in their principle of construction from any other, — 
 and their various parts are peculiarly adjusted with a view to obviating 
 the ditficnity experienced in all other iron bridges from the expansion 
 and contraction of their material, under the influence of changes of 
 temperature. Experience has demonstrated the entire success of this 
 invention, which is working its way into public favor. 
 
 Five miles west of Elysville we struck the " fork " of the Patapsco, 
 where the road turns its Avestern branch by a deep cut through a nar- 
 row neck. A few miles further, near Mariottsville, we crossed the 
 Patapsco by an iron bridge, of fifty feet span, and then daslied through 
 our first tunnel, penetrating a sharp spur of the hill, a length of four 
 hundred feet through mica slate rock. Crossing meadow lands, and 
 following a crooked gorge to the pretty village of Sykesville, thirty- 
 one miles from Baltimore, we found ourselves in the heart of a region 
 abounding in minerals. For a considerable distance beyond, our 
 course lay through a rather uneven country, the roadway for much of 
 the distance cut from the solid rock, until, leaving the granite region, 
 extending thus far from near "Washington Junction, we struck Parr's 
 Ridge, (42 miles from Baltimore,) dividing tiie valley of the Patapsco 
 from that of the Monocacy and Potomac. From the summit of this 
 ridge, at Mount Airy Station, we obtained charming views of the 
 Plains of Frederick, backed by the nearer spurs of the Blue Ridge, 
 and extending a distance of full fifteen miles to the Catoctin ^lountain. 
 On the western side the quiet Monocacy flows placidly through the 
 fields and meadows of a fine agricultural district, till it issues, by a 
 gorge, on the eastern side, and thence courses along to the termination
 
 150 GREAT OHIO AND MISSISSIPPI RAILKOAD OPENING. 
 
 of the iiiountaiii?, to empty into the Potomac. Near the mouth of tliis 
 pretty little stream the insiilatetl spurs of Sugar-Loaf Mountain shoot 
 up ahruptly ; while, on the other side, magnificent groves of choice 
 timber cover the slopes and transverse valleys. The railroad crosses 
 the Monocacy river by a new iron bridge of three spans, each of one 
 hundred and ten feet, elevated about forty feet above the bed of the 
 stream. Here, fifty-eight miles from Baltimore, the Frederick branch 
 railroad, three miles in length, diverges from the main track, and ter- 
 minates at the city of Frederick, the centre of one of the most fertile, 
 "wealthy and populous sections of Maryland. 
 
 Quitting tlie Mouocacy Yalley, we crossed southwestvvardly over 
 rich limestone levels, embracing the famous '' Carroll Manor" land, 
 between the Catoctin and Sugar-Loaf, by long straight stretches and 
 sweeping curves towards the "Point of Rocks." Approaching this 
 place, we passed, by a cut of some extent, through the ridge of breccia 
 marble, from whicli the beautifully variegated columns of the old 
 National Legislative Halls at "Wasliington were obtained. It certainly 
 seemed almost sacrilege to use this beautiful material for ballasting 
 the road bed — a purpose to which not a little of it seems to have been 
 appropriated. Near this point we struck the Potomac where the rail- 
 way runs on a broad and rocky ledge cut from the precipice of the 
 Catoctin Mountain, towering up on the right, and is supported on the 
 left by broad embanking walls, separating it from the Chesapeake and 
 Ohio canal, wliich divides with the road tlie pass by which the river 
 escapes from the rugged hills. The Potomac, at this point, is more 
 than a thousand feet wide, and foams over a succession of rocky ledges 
 extending across its bed at right angles. Speeding along the base of 
 gently sloping hills, passing the villages of Berlin and Ivnoxville, and 
 the "Weverton factories" in the pass of South Mountain, we soon 
 struck the foot of another precipice, along which our course lay for 
 some three miles, the last of which was immediately under the lofty 
 clitfs of Elk Mountain, forming the nortiiern side of this noted pass. 
 
 The announcement of our approach to Harper's Ferry attracted 
 very general attention, and all eyes were soon engaged in earnest in- 
 spection of its famous scenery, referring to which Thomas Jefferson 
 said that the passage of the Potomac through tlie Blue Ridge, at this 
 point, was "one of the most stupendous scenes in nature, and Avell 
 worth a voyage across the Atlantic to witness." The beautiful and 
 romantic Shenandoah enters the Potomac immediately below the 
 bridge by which Ave crossed the latter, and their united currents rush 
 swiftly over the broad ledges of rock stretching across the river bed.
 
 POINT OF EOCKS, 
 
 "Baltimoke & Ohio Raii.koad, Seventy Miles from Baltimore. 
 
 CHESAPEAKE ^- OHWCAl^AL and POTOMAC RIVER 
 
 Akk Seen in View.
 
 FROM MONOCACV TO IIAKPER S FERRV. 151 
 
 The bridge referred to is constructed somewliat in the shape of the 
 letter Y, dividing as we approach its western end, tlie left-hand branch 
 connecting with the Wincliester and Potomac Eaih-oad passing up the 
 Shenandoah, and tlie right hand carrying the main road, by a bold 
 curve, up the Potomac. The bridge, is about nine hundred feet in 
 length, and consists of six arches of one liundred and thirty, and one 
 arch of seventy-five feet span over the river, and an arch of one hun- 
 dred feet span over the canal. These arches are all of timber and iron, 
 and covered in, except the Avestern arch connecting with the AVia- 
 chester Road, Avhich is constructed entirely of iron, on Rollman's plan. 
 This work attracted a good deal of attention among northern railroad 
 men during the few minutes allotted for our stay at Harper's Ferry. 
 It is remarkable not so much for its length as for its peculiar form, the 
 ends being curved in opposite directions, and the structure bifurcated 
 towards the western extremity. 
 
 The town of "Harper''s Ferry," (which obtained its name in the 
 ancient days when a ferry here aiforded the only means of crossing the 
 streams,) is built upon the narrow declivitous tongue of land lying 
 directly in the confluence of two rivers. As the mountain steeps con- 
 verge precii)itously at all points about the gap, but small space is left 
 for building with accessible convenience. The National Armories 
 located here, and taking their manufacturing "power" from the tor- 
 rents of the Potomac, quite exhaust the level land on the Potomac 
 river margin, so that the town is compelled to go clambering pic- 
 turesquely up the hills and bluffs, whose summits are crowned with 
 church spires and sepulchral monuments and groves. 
 
 Jefferson's Rock, a great-overhanging cliff, is in sight, balancing 
 upon its base, and even threatening to come down upoii tlie gorges 
 below in a destructive avalanche. It was from this elevated stand- 
 point that Jefferson pencilled his graphic description of the scene 
 which there bursts upon the view. He said: "You stand on a very 
 high point of land; on your right comes up the Shenandoah, having 
 ranged the foot of the mountain a hundred miles to seek a vent ; on 
 your left approaches the Potomac in quest of a passage also. In the 
 moment of their junction they rush together against the mountain, 
 I'cnd it asunder and pass off to the sea." 
 
 At llari)er's Ferry, an addition of fifty or sixty persons was made 
 tt) our i>arty, consisting of a detacliment of New York guests, invited 
 by the Ohio and Mississippi and Baltimore and Ohio Railroad Com- 
 panies, who had preceded the excursion-train thus far in order that 
 they might have more time to ramble over the picturesque region in
 
 152 GREAT OHIO AND MISSISSIIM'I HAILKOAD OPENING. 
 
 ■which we overtook tliein. Among tlie niinibei- Avere: Hon. James 
 Brooks, (Ed. N. Y. Exjivess,) Messrs. J. S. Atwood, Henry C. Boweii, 
 Ed. 0. Bowen, Wm. Tracy, J. N. Tappan, all of New York, and many 
 others whose names are not now familiar to us. Quite a number of 
 ladies also accompanied the new delegation. 
 
 A short distance west of Harper's Ferry the road leaves tiie Poto- 
 mac, and passes up the ravine of Elk Branch, which presents itself at 
 this point in a favorable direction. This ravine, at first narrow and 
 serpentine, becomes wider and more direct until it ahnost loses itself 
 in the rolling table-land which characterizes the "Valley of Vir- 
 ginia." Tiie head of Elk Branch is reached in about nine miles, and 
 thence the line descends gradually over an undulating champaign 
 country to the crossing of the "Opequau" creak, which it passes by a 
 stone and timber viaduct of one hundred and fifty feet sj)an ar.d forty 
 feet above the water surface. Beyond this viaduct the road enters tlie 
 open valley of Tuscarora creek, which it crosses twice and pursues to 
 the town of Martinsburg, 'nineteen miles from Harper's Ferry. At 
 Martinsburg the Tuscarora is again bridged twice, the crossing east of 
 the town being made upon a viaduct often spans of fort3--four feet each, 
 of timber and iron, supported by two abutments and eighteen stone 
 columns in the Doric style, and which have a very agreeable architec- 
 tural effect. 
 
 The railroad company have erected here large engine-liouses and 
 workshops, and have made it one of their principal stations for the 
 shelter and repair of their machinery, a measure greatly promoting the 
 prosperity of the town, which, like many of the old Virginia villages, 
 had previously been in a finished state for a long period. Martinsburg 
 is also the dividing station between the first and second working divi- 
 sions of the road, one hundred miles from Baltimore. 
 
 At Martinsburg, where we arrived at eleven o'clock, we stopped to 
 lunch. Here, too, we were joined by Hon. J. Dixon Roman, of Mary- 
 land, and Hon. Charles J. Faulkner, the present distinguished repre- 
 sentative in Congress of the Harper's Ferry and Martinsburg district, 
 whose handsome and hospitable residence and grounds are beautifully 
 located at the south end of the town. 
 
 There was nothing striking in the scenery after leaving Martins- 
 burg until we crossed Back Creek, eight miles distant, on a stone via- 
 duct with a single eighty feet arch, elevated fifty-four feet above the 
 stream. Here we again opened the valley of the Potomac, with 
 magnificent views of the North Mountain and Sideling Hill in the dis- 
 tance. Not far beyond, we reached the margin of the river at a point
 
 
 a Pi 
 
 o o 
 
 < 
 
 M 
 
 s 
 
 Cd 
 
 » 
 
 
 H 
 
 
 s 
 
 
 o 
 
 
 B( 
 
 
 fa 

 
 MARTIXSBLRG, AND THE UPPER POTOMAC. 153 
 
 opposite the remains of Fort Frederick, erected by the colonial gov- 
 ernment of Maryland in 1755, for "frontier" defence. How sugges- 
 tive of our country's gigantic strides is the fact that this frontier out- 
 post of only one hundred years ago, is passed hy as now almost at the 
 beginning of a continuous railroad stretching a thousand miles west of 
 these ruin relics of our fathers! Beyond Fort Fredeiick we began to 
 tmich historic ground, associated with the names of St. Clair, Brad- 
 dock, and Washington. Hancock, one hundred and twenty-two 
 miles from Baltimore, is the station for Berkely Springs, two miles 
 from the railroad, whose virtues were early recognized by Washington 
 and the Fairfaxes ; and have made Berkely at the present time a favor- 
 ite wateiing-i)lace to large numbers of fashionable pleasure-seekers 
 Avho throng it every summer. "Westwardly, the route to Cumber- 
 land pursues the margin of the Potomac River, with four exceptions. 
 The first occurs at Doe Gnlly, eighteen miles above Hancock, where, 
 by a tunnel of 1,200 feet in length, a bend of the river is cut off and a 
 distance of nearly four miles saved. The second is at the Paw Paw 
 Ridge, where a distance of nearlj' two miles is saved by a tnnnel of 
 250 feet in lengtli. Tlie third and fourth areAvithin six miles of Cum- 
 berland, wliere two bends are cut across by the route with a consider- 
 able lessening of distance. In advancing westward from Hancock, the 
 line passes along the western base of Warm Spring Ridge. It then 
 sweeps around the termination of the Cacapon Mountain, opposite the 
 remarkable and insulated eminence called the " Round Top." Thence 
 the road proceeds to the crossing of the Great Cacapon River, nine and 
 a half miles above Hancock, wliich is done by a bridge about 300 
 feet in length. Witliin the next mile it passes dam I^o. 6 of the Ches- 
 apeake and Ohio Canal, and soon after enters the gap of Sideling Hill, 
 that famous bugbear of the traveller, which on the National Turnpike 
 opposes such a formidable barrier to hisjourni-y, but which here is rn- 
 noticed, except in the fine profile which it exhibits on each side of the 
 river, as it declines rapidly to the water level. 
 
 The next point of interest reached is the tunnel at Doe Gully. 
 The approaches to this formidable work are very imposing, as for sev- 
 eral miles above and below they cause the road to occupy a high level 
 on the slopes of the river hills, and thus aftbrd an extensive view of 
 the grand mountain river and scenery. Tlie tunnel is about a quarter 
 of a mile in length, through a compact slate rock, which is arclied with 
 brick to preserve it from future disintegration by atmospheric aclion. 
 The width of the o[)ening within the brickwork of the arch is 21 feet, 
 and the height 20^, aflording room for two tracks. Tlie heiuht of the 
 7*
 
 154 OKKAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 hill aLovo the roof of the tniinel is 116 feet. The tunnel at Paw Paw 
 Eidge is of similar dimensions, eomi»letely arched with brick and 
 foced with white sandstone. Tlience the route reaches Little Cacapou 
 Creek, 2H miles east of Cumberland. At the mouth of this stream 
 there are fine flats, and a beautiful view of tiie mountains to the east- 
 ward is obtained. The viaduct over the creek is 143 feet long. 
 
 About live and a half miles further on, sixteen miles east of Cum- 
 berland, the soutli branch of the Potomac is crossed on a bridge 400 
 feet long. This is, in fact, the main Potomac, and would have been 
 so treated, it is said, by the conmiissioners Avho determined the ^boun- 
 dary of Maryland and Virginia, but tliat the north branch lias the 
 a])pearance, at the confluence, of being the larger stream. The river 
 bottoms are here wide and exceedingly fertile, and the scenery very 
 beautiful. The arching of the strata in the section of the South Branch 
 Mountain, jnst above the junction, is most remarkable and grand. 
 
 Some two miles above is a fine straight line, over the widely ex- 
 panded flats opposite the ancient village of Old Town, in Maryland. 
 These are the finest bottom lands on the river, and from the upper 
 end of them is obtained tlie first view of the Knobh' Mountain, a re- 
 markable elevation, which lies in a line with the town of Cumberland, 
 and is singularly diversified by a profile Avhich appears like a succes- 
 sion of huge artificial mounds. Dan's Mountain towers over it, form- 
 ing a fine background to the view. Patterson's Creek, eight miles 
 from Cumberland, is next reached. Immediately below this stream is 
 a lofty mural precipice of limestone and sandstone rock, singularly 
 perforated in soine of the ledges by openings Avhich look like Gothic 
 loopholes. The valley of this creek is very straight and bordered by 
 beautiful flats. The viaduct over the stream is 150 feet long. Less 
 than two miles above, and six miles from Cumberland, the north 
 branch of the Potomac is crossed by an iron viaduct 700 feet long, rising 
 in a succession of steps — embracing also a crossing of the Chesapeake 
 and Ohio Canal. This extensive bridge carries us out of Virginia and 
 lands us once more in old Maryland, which Ave left at Harper's Ferry, 
 and kept out of for a distance of 91 miles. The route thence to Cum- 
 berland is across two bends of the river, between Avhich the stream of 
 Evert's Creek is crossed by a viaduct of 100 feet span. 
 
 The " Mountain City" of Cumberland, of which we had a fine 
 view as our train approached, is situated in a grand amphitheatre 
 formed by the surrounding mountains, that seem to have expanded 
 themselves here in extended curves with a view to giving room in 
 their lap for the city, required by the great coal trade, naturally cen-
 
 
 GRAND POTOMAC VALLEY VIEW, 
 
 From the Celebrated "Jefferson's Rock," Harper's Ferry, on the Baltimore & 
 Ohio Railroad, 81 Miles from Baltimore.
 
 THROUGH CUMBERLAXD TO PIEDMONT STATION. 165 
 
 tring at tliis point. The occasion of our visit "was a gala day in 
 town, and an immense crowd greeted us as we entered the depot of 
 the company at the intersection of the railroad with the celebrated 
 national turnpike. 
 
 At Cumberland the guests were furnished witli meal-tickets by the 
 Railroad Co., and parcelled out to the diiferent hotels for dinner, to 
 the discussion of which half an hour was appropriated. Mr. Jo.seph 
 H. Tucker, late Mayor of the city, had made liberal preparations for 
 the entertainment of a number of the guests at his residence, where 
 the Hon. Secretary of State, General Cass; Hon. Thomas Swanu, 
 Mayor of Baltimore; Count Sartiges ; Chauncy Brooks, Esq., Presi- 
 dent of the Baltimore and Ohio Railroad Company; Hon. Joshua 
 Vansant, Hon. J. Morrison Harris, Colonel Spencer, of Aimapolis, and 
 others, liad tlie pleasure of meeting several prominent citizens of Cum- 
 berland, and partaking with them of the ex-Mayor's hospitality. 
 
 Bidding our new friends at Cumberland fai'ewell, we left the city 
 soon after 3 o'clock, P. M., by a remarkably solid stone viaduct of 
 fourteen arches, fifty feet span each, designed and constructed by Mr. 
 Benjamin H. Latrobe, crossing AVills' Creek at an elevation of tliirty- 
 tive feet above the bed of the stream. From Cumberland to Pied- 
 mont, twenty-eight miles, the scenery is remarkably (picturesque, and 
 elicited many enthusiastic expressions of wonder and delight, as we 
 skimmed over the gradually ascending level along the North Branch 
 of the Potomac, between the western slope of Ivnobly and the eastern 
 feet of Dan's and Wills' Mountains. One of the finest of the many 
 views is had near the crossing of the Potomac, twenty-one miles from 
 Cumberland, where the railroad, after passing through a long and 
 deep excavation, spans the river by a bridge of iron and timber, on 
 stone abutments and a pier. Tiie view from this point up and down 
 the river is well wortii attention. For the last six miles before we 
 reached Piedmont, the river coursed its way by a deep chasm, cut by 
 its own torrent, through the mountain base. After crossing the bridge, 
 the road wound, by easy curves, through romantic scenery, passing 
 Queen's Cliff, Thunder Hill, and Dan's Mountain, until we reached the 
 " foot of the mountain " at Piedmont. This remote town lies upon a 
 flat of limited extent on the Virginia side, opposite the ancient Mary- 
 land village of AVestern Port, at the mouth of George's Creek. It is a 
 thriving and prosperous town already, although created simply by the 
 necessities of the Railroad Co., who found an engine-station hero de- 
 sirable. It contains extensive engine-houses, designed by Mr. Latrobe 
 and formed in tlic shape of marquees, each one being arranged to hold
 
 156 GREAT OHIO AND MISSISSII'PI RAILUOAD OPENING. 
 
 sixteen locomotives. Here, too, are located very extensive shops lor 
 the repair of engines, cottages for workmen, etc. Piedmont is the di- 
 viding station between the second and third working divisions of the 
 road, being 208 miles from Baltimore and 108 from Martinsburg. 
 
 At this station our train was divided, and placed under convoy of 
 two powerful engines, in order that we might the more readily over- 
 come the unusually steep grades by which we were to climb to the 
 mountain's summit. The necessity for this precaution is apparent, 
 ■when we state that in eleven of the seventeen miles from Piedmont 
 westward, the grade ascends 116 feet to the mile. After the trains 
 were divided, quite a number of gentlemen, including M. Sartiges, the 
 French minister, and several members of the press, mounted the loco- 
 motives for an outside ride to Altamont, the better to view the grand 
 and rugged scenery upon Avhich we were entering. One who has 
 never ridden the iron horse can scarcely conceive the sensations pro- 
 duced thereby, nor can they well be described. Suffice it to say, that 
 it fills the most philosophic with enthusiasm and a sensation of buoy- 
 ancy, as though he were possessed of wings, which tempt him to soar 
 away in a contest of speed witli tiie locomotive itself, confident tiie 
 ■while of achieving an easy victory. Many were the expressions of won- 
 der and surprise as our train wound its way aupon a broad shelf cut in 
 the mountain side, gradually crawling upward, and leaving the valleys 
 still farther and farther below. The views from the head of the train 
 were grand beyond description. Starting from Piedmont, and looking 
 up at the mountain walls, piled together by the Creator on every side, 
 we naturally wondered by what pass we could hope to issue from the 
 fastnesses which surrounded us. Escape was impossible, so far as it 
 depended upon any visible outlet. There lay the track in front of us, 
 but it seemed to dive directly into the foot of the elevations towering 
 before us, and there to find an impassable barrier. But these, like 
 other difficulties, vanished as we approached them. A graceful curve 
 winds our train out of harm, and we dash along in safety and with 
 perfect ease over the mountain path laid out by human science and 
 skill, plunging speedily into a perfect wilderness of forest and rock, 
 with no sign of civilization except one or two log-houses and garden 
 patches perched away up on the very summit of a peak, and occupied 
 by some recluse who makes his living by hunting deer during the win- 
 ter, and in the suniiner cultivates a little field of corn and potatoes for 
 amusement merely. 
 
 During our outside ride we were overtaken by a heavy shower of 
 rain, which, with the howling of a sudden gust of wind through the
 
 MARTmSBURG STATION, 
 
 100 Miles from Baltimore, and the Dividing Point between the First and 
 Second Divisions of the Road. 
 
 PARTIAL VIEW OF 
 
 RESIDENCE OF HON. C. J. FAULKNER, 
 
 Martinsburg, Va., on the Balt. & Ohio R. R.
 
 THE GREAT PIEDMONT GRADE ALTAMONT THE GLAUKS. 157 
 
 ravines, heard despite the roaring of our fiery steed, only added to the 
 grandeur and sublimity of the scene. Our course, after finally crossing 
 the Potomac near Blooniington, two miles above Piedmont, overhung 
 the Savage River, Avhich boils down the western shoulder of Savage 
 Mountain, and was left full two hundred feet below us ere Ave readied 
 tlie summit, appearing like an attenuated thread of living crystal 
 drawn out far below our feet, and viewed across the top of the tallest 
 trees of the valley through which it flows. 
 
 From the mouth of Crab-Tree Creek, a wild tributary of the Savage 
 — itself a wilder tributary of the Potomac, — where the road turns the 
 flank of the great backbone mountain, the view up the Savage to the 
 north, and along Crab-Tree Creek to the south-Avest, is magnificent, — 
 the latter presenting a vista of several miles up a deep and gradually 
 narrowing gorge, and the former a bird's-eye view of a sinuous ravine, 
 bounded by mountain ridges of great elevation. "Winding up the 
 gorge of Crab-Tree Creek we come to an excavation, or Kailroad 
 "Cut," an liundred and twenty feet deej), through a rocky spur of 
 the mountain, and five miles from its mouth we cross the creek on an 
 embankment of 67 feet in height. 
 
 Seventeen miles west of Piedmont we reached Altaraont, the "top 
 of the mountain," Ucenty -six hundred and iicentyie&'i ahoxQ tide-water, 
 and the greatest elevation on the route — indeed the greatest railway 
 altitude in the country, we believe — having made the ascent so gradu- 
 ally that it was difficult to realize that the stupendous obstructions to 
 our westward passage presented by the Alleghanies, had actually been 
 80 easily and so safely vanquished. We passed this dividing ridge be- 
 tween the Potomac and Ohio waters, by a loiig open cut of upwards 
 of thirty feet in depth, and struck the "Glades," the beautiful and fer- 
 tile natural meadows, extending a distance of nineteen miles to Cran- 
 berry Summit, and jdentifully watered by the Yougliiogheny and its 
 numerous tributaries. Tlie meadows are plentifully interspersed with 
 forest groves in all their native wildness, and divided by narrow 
 ridges, which break them up into a series of unfenced fields, over 
 which the herds rove almost as wild as the buftalo on our western 
 plains. This region is famed throughout Virginia and Maryland for 
 its excellent butter no less than its superior mutton, abundant venison 
 and other game, and innumerable trout streams, alive Avith specimens 
 of tlie spotted beauties, such as Avould thrill the heart of Izak Walton 
 Avith joy. Prof. Henry, of llie Smithsonian Institution, Avho leisurely 
 crossed the Alleghanies by this route, not long since, in company with 
 the historian Bancroft, Brantz Mayer, Prof. Morfit, and others, has
 
 158 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 recently arranged for meteorological observations at Oakland Station, 
 near the centre of this elevated table land. 
 
 The little village of Oakland, nestled in the centre of the Glades, 
 promises to become, "within a few years, a favorite summer resort for 
 those who seek healthful recreation and pure air, rather than the 
 fashionable dissipations of Saratoga and Newport. A modest but com- 
 fortable hotel is located here, which has already made quite a reputa- 
 tion among enterprising sportsmen and health-seeking travellers. The 
 air of this region is highly raretied, and very cool and bracing through- 
 out the sultry summer months. When the denizens of the cities ftir be- 
 low are sweltering in the heats of August, groaning out sleepless nights 
 under mosquito bar canojjies, woollen blankets are found comfortable 
 on this n.ountain-top, and the sleeper rises in the cool morning with a 
 new lease of life, refreshed and invigorated for whatever sport the day 
 has in store. The writer spent a brief season here in the summer of 
 1856, and remembers well that while the sunlight air was most de- 
 licious, the morning cf the 1st of June — just a year preceding this 
 railroad excursion — was ushered in by a snow-storm, which would 
 have been ci'editable to December. A few minutes after sunrise all 
 evidence of the wintry visitation was passing away in the streandets 
 flowing at every side, leaping in innumerable sparkling cascades as 
 they course along towards the rivers which draw from them their 
 crystal supplies. Oakland is 232 miles from Baltimore. 
 
 "We crossed the Youghiogheny between one and two miles west of 
 Oakland, by a single arch of timber and iron, of 180 feet span, and passed 
 the picturesque falls of Snowy Creek, where the road quits the plains, 
 and strikes a mountain-glen, through which the stream tumbles and 
 foams rapidly downward, contrasting prettily with the hemlocks and 
 laurels which fringe its course. 
 
 At Cranberry Summit the mountain levels terminate at an eleva- 
 tion of 2,550 feet above tide-water, and we enter upon tlie grades by 
 which we are to descend tlie western slopes. From this elevated point 
 we obtained the first grand glimpse of the " Western World," and tlie 
 successive depressions of the Allegliauies upon that side over which 
 we were about to descend towards the Ohio. Some of the grandest 
 distant views on the whole line are obtained by looking westward in 
 the four miles beyond Cranberry Summit. We began our downward 
 path at once after passing the Summit Station. The descent of 
 eleven miles to Cheat River presented a rapid succession of heavy ex- 
 cavations and embankments, and two tunnels, both now beins; arched
 
 RUINS OF "OLD FOUT FREDERICK," 
 
 On the Maryland Side of the Potomac River, in View of the Baltimore & Ohio 
 Railroad, 109 Miles from Baltimore. 
 
 POTOMAC SCENERY, 
 
 WITH THE CANAL ON THE MARYLAND STDE, 
 From the Baltimore & Ohio Railroad, between Berkeley Springs and Cumberland.
 
 OAKLANDS THE CRANBERRY GRADE CHEAT RIVER. 159 
 
 •with stone and brick, — the McGiiire tunnel five hundred and the Eo- 
 denier tunnel four liundred feet in length. The Salt Lick Creek, -which 
 wo bordered in our approach to the Cheat River, passes tlirouj^h a 
 dense forest of fir-trees. Cranberry Summit is 242 miles from Balti- 
 more. 
 
 Cheat River is a rapid mountain-stream, of a dark cofiee-colored 
 •water, which is supposed to take its hue fi'om the forests of laurel, 
 hemlock, and black spruce in which it has its rise. Our road crossed 
 the stream at the foot of Cranberry grade by a viaduct. This is com- 
 posed of two noble spans of iron, roofed in on abutments, and a pier 
 of solid freestone taken from a neighboring quarry. Arrived at this 
 point we fairly entered the " Cheat River Valley," which presents by 
 far the grandest and most boldly picturesque scenery to be found on 
 the line of this road, if indeed it is not the finest series of railroad 
 views on our continent. The European travellers in our party were 
 as much enraptured by it as were those of us who have never visited 
 the mountains, lakes and glens of Scotia or Switzerland. For several 
 miles we ran along the steep mountain-side, clinging, as it Avere, to 
 the gigantic clifts, our cars like great cages suspended — though upon 
 the safest and most solid of beds — midwa}'-, as it were, between 
 heaven and earth. At one moment the view was confined to our 
 immediate locality, hemmed in on every side, as we were, by the 
 towering mountain spurs. At the next, a slight curve in the road 
 opened to view fine stretches of the deep valley, "with the dark river 
 flowing along its bottom, and glorious views of the forest-covered 
 slopes descending from the peaks to the water's edge. Amazed at 
 the grandeur of the ever-varying scenery of this region, the French 
 Minister is said to have exclaimed in ecstasy, '■'■ Magnifique ! Zere is 
 nossing like zls in France ! " 
 
 Tiie engineering difficulties overcome in the part of the road 
 •within the first few miles west of Cheat River bridge, nmst have been 
 appalling, but for us the rough places had been made smooth as the 
 prairie levels. After crossing the river itself at Rowlesburg, the next 
 point was to ascend along itsbaidvs tlie " Cheat River Hill." The ravine 
 of Kyer's Run, a mile from the bridge, seventy-six feet deep, was 
 crossed by a solid embankment. Tiien, after bold cutting along the 
 steep rocky hill-side, we reached Buck-eye Hollow, which is one hun- 
 dred and eight feet below the road level, and finally came to Tray Run, 
 which we crossed at a height of a hundred and fifty feet above its 
 original bed by a splendid viaduct, six hundred feet lonp, founded on 
 a massive base of masonry piled upon the solid rock below. These
 
 160 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 viaducts are of ironj — designed by Mr. Albert Fink, one of Mr. La- 
 trobe's assistants, — and are exceeding!}- graceful, as Avell as very sub- 
 stantial structures. ^Vhen we reached the west end of the great Tray 
 Eun Viaduct the cars halted, and the company alighted for a better view 
 of the works. A walk of a few feet brought us to the brow of the preci- 
 l^ice overlooking the river, nearly three hundred feet below. 
 
 The view from this spot, both of the scenery and the grand structure 
 which so splendidly spanned the immense mountain ravine, was truly 
 inspiring. From our great elevation the stream appeared to be almost 
 beneath our feet, an illusion promptly dispelled when the strongest 
 and longest-armed among us failed to throw a stone far enough to drop 
 it in its bed. With the entire train full of guests, the band also 
 alighted here, and^ taking position near the clitf, struck up the popular 
 air of " Love Not," in sweet harmony with the emotions inspired by 
 the scene. The sun had just retired behind the distant mountain top 
 at the head of the valley, casting a lengthened shadow over the place, 
 and leaving us quite alone in the grand and stupendous solitude, all 
 things combining to impress us deeply with the intiuence of the solemn 
 poetry of Xature, whose sanctum sanctorum we seemed to have in- 
 vaded. The shrill note of the steam whistle recalled us to the realities 
 of our position, and we reluctantly resumed our seats to be whirled 
 along on our westward journey. 
 
 Passing two great clefts in the mountain, we wound upAvard across 
 Buckhorn Branch, and lialf a mile further left the declivities of Cheat 
 Kiver, wliich meanders oft" to the north, and of which we obtained a 
 last glimpse through a tall arch of forests reposing in its wealth of 
 wilderness solitude far, far below. The mind of the beliolder of the 
 stupendous works of engineering that characterize tliis division of the 
 road, involuntarily praises the genius that wrought them, and they will 
 prove the enduring apotheosis to Bkxjamix H. Latrobe. 
 
 At Cassidy's Kidgo, nearly a mile from the river, and eighty miles 
 from Cumberland, we found ourselves entering tlie great western coal 
 field of the Alle.r!iany range. Here again our road tinds a threatening 
 barrier to its further jjrogress. Hitherto for a long distance up hill 
 and down, through ravine and brake, on shelves overhanging preci- 
 ])ices, or carried over the deepest dells by massive viaducts, our steed 
 had thundered along all the way from Piedmont like a giant prisoner, 
 chafing his bars and resolutely seeking release. But the mountain can- 
 not 1)6 turned again. There is no depression — no descending valley — 
 no cleft in the hills through which it is possible to find escape. By 
 bursting through the wall of the vast prison-house alone can we hope
 
 YIKVV OF CUMBEHLAND, , 
 
 Oh the Baltimobe & Ohio Railroad, 179 Miles from Baltimore. 
 
 <"^'^< 
 
 ='te^fc. 
 
 '^0'^, 
 
 PIEDMONT STATION, B. & 0. R. R., ! 
 
 At the "Foot of the Mountain," 20" Miles from Baltimore, and the Dividing PoinI 
 
 BETWEEN THE SeCOND AND ThIRD (OR " MoCNTAIN ") DIVISIONS OF THE ROAD.
 
 OAKLAND STATION, with the "GLADES HOTEL, 
 
 On the Baltimore anu Ohio Railroad. 234 Miles from Baltimork, 
 AND 2,500 Fekt above Tide Water. 
 
 GRAND DISTANT MOUNTAIN VIEW, 
 
 Feom the "Crankrrry GisADE,"' Halt. & Ohio Railrkah. iHl ,Mii,i.-< i hom Bai.timork.
 
 THE KINGWOOD TLNN'EL — GltKAT ENGINEERING. 161 
 
 for an outlet. For awliile, before the entire completion of the road, a 
 track was la'd across this steep siiiiimit with an ascent of 500 feet to 
 the mile, over which iron for the track westward Avas hauled by a 
 locomotive engine, which propelled a single car at a time, weighing 
 with its load eighteen tons, at a speed of ten miles an hour or more. 
 This plane, however, was not available for trade and travel ; and so 
 the last westward wall of tlie Alleghanies was pierced by the Xingwood 
 Tunnel, through which we passed. This subterranean passage, 4,100 
 feet in length, — not including its '' approach cuts," — was made. Crowds 
 of laborers spent nearly three years in opening it, and another year 
 and a half in arching it with brick, iron and stone. The entire cost of 
 the tunnel, in all its elements, from the first to its ]jresent complete 
 state, has exceeded a million of dollars ! The formidable character of 
 this great work, originally, will be appreciated, when we state that some 
 two hundred thousand cubic yards of earth and rock were removed in 
 constructing the tunnel itself, and grading its approaches. A still 
 greater triumph of skill and industry, perhaps, has been since achieved 
 in the work of widening for two tracks, and permanently arching this 
 great tunnel. To Wendel Bollman, tlie road-master, and his splendid, 
 operating corps, the credit for this is due, Avhile Mr. Latrobe's name 
 also properly graces the cap-stone as its Chief Engineer. 
 
 Leaving Kingwood Tunnel, the line for five miles descends along a 
 steep hill-side to the flats of Raccoon Creek, at Newburg Station, 
 eighty-eight miles from Cumberland, and two hundred and sixty-six 
 from Baltimore. In this distance, it lies high above the valley, and 
 crosses a branch of it with an embankment one hundred feet in eleva- 
 tion. Two miles west of the Kingwood Tunnel, is Murray's Tunnel, 
 two hundred and fifty feet long, a regular and beautiful semicircular 
 arch cut out of a fine solid sandstone rock, overlaying a vein of coal 
 six feet thick, which is seen on the floor of the tunnel. From New- 
 burg, westward, the route pursues the valleys of Raccoon and Three 
 Forks Creeks, which present no features of difficulty, to the moutli of 
 the latter, one hundred and one miles from Cumberland, at tiie Ty- 
 gart's A^'alley River, at Grafton, the junction of the Baltimore and 
 Ohio with the Northwestern Virginia Road, the newly-completed 
 branch line to Parkersburg on the Ohio. 
 
 "When we had emerged thus far out of the mountain fastnesses and 
 entered in the softer and more human region of Tygart's Valley, our 
 railroad managers from the East, who had witnessed this gi'eat work 
 for the first time, were earnest in praise of the bold enterprise and the 
 engineering skill which had braved and subdued the magnificent wil-
 
 162 GREAT OHIO AND MISSISSIPPI RAILROAD OPKNINO. 
 
 (lerness tlirougli which tliey had just passed. It was conceded that 
 Mr. Latrobe and liis assistants had established the feasibihty of pass- 
 ing, by rail, over any mountain in the country. Such grades as he 
 had introduced with success wei'e never essayed before. He is en- 
 titled to the honors of pioneership in that respect, as the Baltimore 
 and Ohio Eailroad Company is to the same honors in the railroad 
 history of the United States,
 
 VIEW ON "CHEAT RIVER GRADE," 
 
 At the Tray Run Iron and Stone Viaduct. 257 Miles from Bai.timuke. 
 
 MPERFECT SKETCH OF THE "CHEAT RIVER VALLEY," 
 
 On the Baltimouk k Ohio IJ \ilkoai>. ■2-)\t Miles from Baltimore, taken at the 
 Point where the Uoad leavks the Kiveu and turns to\v\hi> Kinowood I'unnel.
 
 VIEW OF EASTERN END OF 
 
 THE GREAT "KING WOOD TUNNEL," 
 
 On the Baltimore & Ohio Railroad, 260 Miles from Baltimore. 
 
 With its Stone Copings, Double Track, and Line of the formerly used 
 Temporary Track over the Hill. 
 
 GRAFTON: 
 
 JUNCTION OF BALTIMORE 4- OHIO WITH NORTHWESTERN VIRGINIA RAILROAD, 
 
 279 Miles from Baltimore. 
 
 The Road to Wheeling is seen in the foreground, while the Road to Parkersburg crosses the Tygarll 
 Valley River by the new Iron Bridge. The Road Workshops and the new Hotel are seen in the forks.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XV. 
 
 SOJOURN AT GRAFTON JUNCTION— TRIP TO PARKERSBURG, AND 
 ARRIVAL AT MARIETTA. 
 
 We reached Grafton — Avhere it was arranged that we sliould lie over 
 for the niglit — at nine o'clock in the evening. Our approacli was hailed 
 -with salvos of artillery, and bonfires were lighted on tlie surrounding 
 bills, spreading a lurid glare over the crowd of villagers who had 
 turned out en masse to receive us. Wearied with a day of pleasurable 
 excitement the company gladly left the cars and entered the railroad 
 hotel, conveniently located here just across the station platform. 
 These hotel buildings, recently erected by tlie Kailroad Company for 
 the convenience of their patrons, though not of extremely large size, 
 are replete with conveniences, and kept in a highly creditable manner. 
 It is not often that its business will call for more than the sixty 
 comfortable sleeping-rooms Avith which it is provided, — but the din- 
 ing-room is spacious enough for the accommodation of quite two 
 hundred guests at one sitting. Our experience at supper and break- 
 fast gave pleasing assurance that its affairs are administered with 
 more than ordinary skill and liberality. 
 
 After supper the ladies and elderly gentlemen of the party were 
 allotted the sleeping apartments of the house, and the youngsters put 
 up for the night in comfortable sleeping-cars upon the side tracks of the 
 road. In this way all Avere accommodated for the night. Wiiile 
 these arrangements were making the Blues Band favored us with a 
 serenade, soothing the travellers into slumber, and delighting the vil- 
 lagers who still thronged the premises in large numbers, manifesting 
 their gratification in enthusiastic rounds of applause. 
 
 Long before the sun, peeping over the hills, had dispelled the mists
 
 164 
 
 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 of the following morning, our party was astir, refreshed by tlie night's 
 rest and invigorated by the bracing air. Now the party had an op- 
 portunity to take a look at Grafton, which was found pleasantly and 
 picturesquely located near the three forks of Tygart's Valley River, one 
 of the main branches of the Monongahela. Tliough young yet, it bears 
 upon its face the evidences of progress and prosperity, i)romising to 
 become at some day a much more important place tlian it is at present. 
 The company of excursionists was considerably increased here by 
 guests who liad preceded us thus far, others who overtook us during 
 the night by the regular train from the east, and still others wlio met 
 us here from the Ohio. Among the latter were A. Caldwell, Esq., 
 Mayor of Wheeling, several members of the city council, and a num- 
 ber of private citizens from the same place. 
 
 At six o'clock A.M., having breakfasted, we resumed our seals in 
 the cars, i)laced in two trains, the conductors shouted " all aboard,'' 
 the whistle sounded, and away we sped on our journey towards the 
 Ohio at Parkersburg, via the Northwestern Virginia Railroad. The 
 following special Time Table had been prepared for our train, and was 
 run with scrupulous exactitude. 
 
 TiaiE Table for Special Passenger Train from Grafton to Parkersburg, 
 Tuesday, June 2d, 1857. 
 
 Stations. 
 
 Mile.s. 
 
 Time. 
 
 Remarks. 
 
 Grafton 
 
 Webster 
 
 Simpson's 
 
 Flemmino'ton 
 
 ...leave 
 
 ■■■4" 
 
 8 
 10 
 17 
 22 
 
 "26" 
 36 
 41 
 46 
 50 
 52 
 
 "ss" 
 
 62 
 
 67 
 72 
 74 
 
 6.00 A.M. 
 
 6.10 
 
 6.19 
 
 6.24 " 
 
 6.40 
 
 6 52 " 
 
 6.55 " 
 
 705 
 
 7.28 
 
 7.40 
 
 7.51 
 
 8.00 " 
 
 8.05 
 
 8.08 
 
 8.22 " 
 
 8.32 " 
 
 8.46 
 
 8.58 " T 
 
 9.03 
 
 
 Bridgeport 
 
 Clakksburg ...... 
 
 ..arrive 
 
 
 u 
 
 Wilsonburg 
 
 Salem.... 
 
 Lon<T Kun 
 
 leave 
 
 
 Smith son 
 
 
 West Union 
 
 
 Central 
 
 Toll Gate 
 
 . . arrive 
 
 leave 
 
 
 Pcnnsboro' 
 
 
 
 
 
 Meet Tonnage Trains East. 
 
 Cairo 
 
 

 
 FROM GRAFTOX JUNCTION TO PARKERSBURG. 
 
 165 
 
 Stations. 
 
 REMARKS. 
 
 Petroleum arrive 
 
 " leave 
 
 Walker's 
 
 Kanawha 
 
 Claj'sville 
 
 Parkersburg arrive 
 
 82 
 
 00 
 
 97 
 104 
 
 9.23 
 9.26 
 9.45 
 9.56 
 10.03 
 10.20 
 
 (To be used only on the 2d June.) 
 
 The regular Passenger and Freight Trains, East and West, will be run as 
 usual upon thi.s day. 
 
 W. S. WOODSIDE, 
 B. L. Jacobs, Master of Transportation, 
 
 Supervisor of Trains, N. W. Va. R. R. 
 
 This road, it will be seen, is one Imndi-ed and foui* miles long. It 
 lies through a very rough but fertile country, wherever subdued to 
 purposes of cultivation. The ridges running generally parallel with 
 the Ohio, it was impossible to find a course for the road along the 
 sides of the elevations or in the valleys. In constructing the work it 
 ■was necessary therefore to strike boldly across the country direct for 
 the Ohio terminus of the line, passing the ridges by no less than 
 twenty-three tunnels and many deep cuts, and crossing the valleys 
 transversely by heavy embankments. 
 
 These characteristics of this route led us to the conviction that we 
 had discovered the ''underground railroad" at last. Assuredly no 
 more appropriate designation could be found for the western portion 
 of the line. The country through which it passes, though rugged, is 
 well adapted to grazing, and already boasts a number of thriving 
 towns. 
 
 Clarksburg, Va., twenty-two miles from Grafton, prettily located 
 in a more open country, is the centre of a grazing district, from 
 wiiich Baltimore obtains a considerable instalment of her finest beef. 
 It is the county town of Harrison, one of the richest portions of the 
 State. Here we were greeted by a large and good-looking collection 
 of the natives, of both sexes. An immense business is done on the 
 line of the road in staves, of which we saw enough apparently to 
 barrel the Mississippi, — or, if that figure is not strong enough — coop 
 up all the whiskey which floats down the "father of waters " and its 
 tributaries. The country traversed by the road is exceedingly rich in 
 minerals. Of coal its supplies are inexhaustible.
 
 166 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 The bed of the road is twenty feet wide in excavation, and sixteen 
 in etnbankuient, designed for a single track except at sidings. The 
 tunnels are excavated not less than sixteen feet in width by eighteen 
 in height, and are substantially timbered, so as to make them per- 
 fectly safe until they may be finally arched. The masonry is of the 
 best materials, in large blocks, regularly ranged, and laid mostly Avith- 
 out mortar. The superstructures of the bridges are upon the plan of 
 Mr. A. Fink, previously tested by Mr. Latrobe upon the " Main Stem" 
 of the Baltimore and Oliio Road. 
 
 The track is composed of T rail, -weighing fifty -two pounds per 
 yard, three and a half inches high, of the same width at the base, and 
 two and a quarter inches wide at the top. Two-thirds of the rails are 
 of English manufacture, of superior quality. The remainder of the 
 iron was rolled at Mount Savage (near Cumberland) and Wheeling 
 mills, and, it is hoped, Avill not come short of the standard of the im- 
 ported rail. The shortest radius upon the road is one thousand feet, 
 and the heaviest grade fifty-two feet to the mile. The principal 
 tunnel is twenty-seven hundred feet in length. The culverts across 
 narrow ravines, and bridges over water runs are almost innumerable. 
 The construction of so fine a work as this, through such a country, 
 adds well-earned laurels to the brow of Mr. Latrobe, the engineer, to 
 w-hose enterprising skill, aided and sustained by the financial energies 
 of Mr. Swann and others, the country is chiefly indebted for its suc- 
 cessful completion. 
 
 Ten miles' east of Parkersburg we struck the bank of the Little 
 Kanawha River, and bowled down its quiet valley to the Ohio ter- 
 minus of the Northwestern Virginia Road, three hundred and eighty- 
 three miles from Baltimore, and the first division of, as the Cincin- 
 natians call it, ''The American Central Railroad Line." Our approach 
 was liailed with every demonstration of rejoicing by a very large 
 assemblage of tlie people of Parkersburg and the surrounding countrj\ 
 Cannon were fired, bands of music sounded our welcome, and the 
 Virginia ladies greeted us with bright eyes, and the waving of hand 
 kerchiefs. Altogether it was a scene quite refreshing and pleasing to 
 all concerned. It should be remembered also that at all the stations 
 on the route from Grafton to Parkersbui-g the people had collected for 
 miles to greet us as we passed, and the enthusiasm manifested indicated 
 the general joy with Avhich this outlet to a region cut ofi" from the rest 
 of the world is hailed by all classes. The depot at this place is one of 
 the largest in the United States, being over eight hundred feet in 
 length. It will safely enclose seventy-five of the largest class cars;
 
 THE PARKERSBL'RG TEUMINUS BLANNERHASSET ISLAND. 167 
 
 has Storage room for sixteen thousand barrels of flour, and altogether 
 is one of the most litly arranged railroad stations to be met with. It 
 fronts its entire length on the Kanawha River, and is only about one 
 hundred yards from the Oliio. It combines great facilities for the 
 arrival and departure of passengers, and the transhipment of freight 
 by drays on the land side, and hoisting machinery on the water side. 
 The outer station consists of an extensive and beautifully situated area 
 of fifteen acres upon the upper plateau of the town, out of reach of 
 high water, and Avitli sufficient front upon the Kanawha and the turn- 
 pike to give ready access to them both. On this ground is a brick 
 engine house and workshop, with a water-house under the same roof. 
 
 Tlie town of Parkersburg is advantageously located on a high bluff 
 at the junction of the Ohio with the Kanawha. Though civilization 
 has somewhat modified and tamed the natural appearance of the 
 locality, it yet presents much to remind us of the still current legends 
 of the trials .'«id struggles of which it was the scene in the early his- 
 tory of Western Virginia. There is scarce a point in sight which has 
 not connected with it some tale of bloody massacre, or thrilling hair- 
 breadth escape, or undying deed of bravery in resistance to savage 
 outrage. 
 
 The town presents on every side abundant evidence of vigorous 
 growth and extraordinary prosperity. During the last year an excel- 
 lent liotel — the '■ Swann House" — has been erected. The building is 
 of brick, contains forty chambers, can accommodate about one hundred 
 persons, and is doing a flourishing business. The town contains also 
 six modern-built church edifices, occupied by as many different de- 
 nominations. It also boasts a sound bank, two daily papers — the 
 Gazette and Xews, — a number of steam flour and saw mills, and 
 several manufactories. One of the latter, a wooden ware establish- 
 ment, uses up every particle of wood brouglit within its walls, turning 
 out every thing in the shape of wooden ware, from a whiskey barrel 
 to a match box. 
 
 Standing upon the bluflf in front of the town we had a fine view 
 of Blannerhasset Island, a little way down the Ohio River, whose 
 wild and natural beauties, no less than the melancholy history with 
 which its name is associated, have made it familiar to us all. It will 
 be remembered that this picturesque little islet, which gems the bosom 
 of the Ohio like an emerald on the breast of beauty, Avas the residence 
 and estate of Herman Blannerhasset, an Irish gentleman of wealth, 
 intellect, thorough mental culture, and all the enthusiasm of his race. 
 Nestled away in the ornamental forests of In's island home, and em-
 
 168 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 ploying his leisure in the cultivation of refined and elegant tastes, it 
 seemed as though Blannerhasset was surrounded by all that could 
 contribute to his comfort and happiness. Here, in unambitious re- 
 tirement, Aaron Burr found him. The quick perception of that wily 
 and unprincipled political gamester saw in him a man capable of the 
 most generous self-sacrifices in the service of any friend or cause 
 whose interest he should espouse. Burr marked him at once for sub- 
 jection to his will as a valuable instrument ; and, bringing his artful 
 batteries to bear upon his Avarni-hearted victim, soon succeeded in 
 Avinning him to his purposes, and attaching him as an earnest friend 
 and coadjutor. From that hour he was lost as inevitably as is the 
 brave bark which trusts itself in the fatal current of the maelstrom. 
 The subsequent troubles of Blannerhasset, the seizure of his beautiful 
 liome by the government, the burning of his beautiful residence, his 
 flight, arrest and trial, and his death at last in penury and want, are all 
 matters of history. Blannerhasset Island, now thickly covered with 
 half grown trees, and presenting a melancholy scene of isolated deso- 
 lation, stands a fit souvenir of the sad history of which it was the 
 scene. 
 
 After a brief stay at Parkersburg, we were joined by a number of 
 its prominent citizens, including the local Directors of the Nortli- 
 western Virginia Railroad, and proceeded on board the steamers 
 Albemarle and John Buck, which were lying in wait at the levee to 
 convey us to Marietta. "We should not omit to mention that we were 
 also joined at this place by several representatives of the Marietta and 
 Cincinnati Railroad Company, and many members of the Western 
 Press, who had come thus far to receive us. 
 
 Swinging out into tlie stream, our vessels were lashed together, 
 and thus proceeded leisurely up the river'to wards Marietta, some eleven 
 miles distant, the Blues Band favoring us the while with their charm- 
 ing performances. In the dining saloon of each steamer a sumptuous 
 repast was served to the guests, whose numbers had now swollen to 
 some five or six hundred. 
 
 After dinner, a meeting of the passengers was held on the Albe- 
 marle, at which Win. Tracey, Esq., of New York, was called to the 
 chair, and John Ritchie, of Maryland, and Ira Goodnow, of Vermont, 
 were appointed Secretaries. The object of the meeting was stated to 
 be an embodiment, in suitable form, of the sentiments of the guests 
 towards those under whose auspices the excursion had proceeded thus 
 far; and the following gentlemen, understood to represent "the Press," 
 were appointed a Committee on Resolutions:
 
 THANKS OF THE EXCURSIONISTS TO B. AND OHIO RAILROAD. 169 
 
 Win. B. Shaw, New York Herald; Edvv, Dill, Washington Union; Wm. 
 McMasters, Xeio York News; John T. Crow, Baltimore Sun ; \Vm. D. Wallach, 
 Wanhington Star; Edg. Fulton, Baltimore American; Jas. Brooks, Neiv York 
 Express; W. H. Topping, Southern Press; and T. D. Sultzcr, Baltimore 
 Patriot. 
 
 After retiring for a few moments tlie committee returned, when 
 Mr. Mc^fasters read the following preamble and resolutions: 
 
 Whereas, The Baltimore and Ohio Raih-oad Company, — the progress of 
 which, from the time thej- started a few horse cars for tlie transportation of 
 passengers and freight, up to the present moment, wlien they have in complete 
 working a road that is a monument of art and engineering skill, has been un- 
 precedented, — have united with others in the opening of the Ohio and Missis- 
 sippi road ; therefore, 
 
 Peso/reil, That the President of the Baltimore and Ohio Railroad Company, 
 the Master of Transportation, the Directors and Managers, for their unusual 
 attention to their guests in providing a special train to Parkei-sburg, and also 
 for providing food and lodging during the entire trip, have displayed a munifi- 
 cent liberality hitherto nnprecedented, and deserve not only the warmest thanks 
 of all who took part in the excursion, but the most unbounded prosperity. 
 
 liesolved, That our warmest thanks are especially due to Prescott Smith, 
 Assistant Master of Transportation; Wendel Bollman, Master of Road; 
 Henry Tyson, Master of Machinerj' ; A. DifFy and B. L. Jacobs, Supervisors 
 of Trains ; George A. Rawlings, Conductor ; John McGoweu, James Fulton, 
 and Wm. Bryan, Engineers ; and M. C. Perry, Baggage Master, for their un- 
 tiring and gentlemanly attention to the guests of this excursion while on the 
 special trains under their charge. 
 
 Of course these resolutions were adopted unanimously, for ever}'- 
 body had enjoyed himself famously, and the parties generally alluded 
 to in the resolutions, so evidently deserved commendation, that every 
 guest was in haste to respond with a wilful " aye." The intention of 
 the resolutions exactly met the views of all, and so they were adopted 
 at once. 
 
 It is to be regretted, perhaps, that a little time was not taken, 
 however, to examine the resolutions critically, and see whether they 
 really conveyed the intended idea, instead of trusting that important 
 matter to the hurried supervision of the individual who drew them 
 up. We are led to this suggestion by the fact, that the form of the 
 resolutions has been justly criticised in some respects. The special 
 correspondent of the l^ew York Times., for instance, referring to the 
 subject in one of his letters, points out tlie obvious impropriety of 
 thanking " the Directors and Managers of the Baltimore and Ohio 
 Railroad Company, for their ujiusual attention to their guests," on 
 this occasion. He objects, perhaps with good reason, that the lan- 
 guage is invidious, and insists that attention is not " unusual" on the
 
 IVO GREAT OHIO A MISSISSIPPI RAILROAD OPENING. 
 
 part of the Company in question, but that they always, on every 
 occasion, maintain an enviable reputation for kindness, civility, and 
 " attention " to their passengers. 
 
 While on our way np the river, the guests were formally trans- 
 ferred by the officers of tlie Baltimore and Ohio Railroad Company, 
 (through Mr. S. A. Leakin, of the board,) to the delegation which 
 had come from Marietta (headed by Beman Gates, Vice-President 
 of the Marietta and Cincinnati Eoad) to receive and escort them 
 to that point of the Ohio frontier. As our steamers groaned and 
 puffed along towards their destination we obtained a fine view of 
 the city of Marietta, erected on three successive plateaus or shelves, 
 rising from the river one after another, as the country recedes from 
 the bank. The Muskingum river, noted for the immense quantities 
 of tlonr milled upon its banks, flows into the Ohio, bounding the 
 city on its lower side The appearance of the place is not prepossess- 
 - ing as viewed from the river, although closer examination, Avlien one 
 gets away from the levee, shows it to be exceedingly neat and well 
 built, and full of tanneries and other evidences of manufacturing 
 wealth. Its educational advantages are rarely surpassed elsewhere, 
 and Marietta College, with its valuable library and ample philosopliical 
 apparatus, has a high reputation wherever known. 
 
 The place, as is well known, was settled under the auspices of the 
 New England Ohio Company — Gen. Rufus Putuam being commander 
 of the expedition, which left tlie Eastern settlements in the autumn of 
 1787, spent the winter in travelling across the trackless forests, and in 
 April arrived at Youghiogheny. Here boats were built, and the party 
 descended to the Muskingum. On the 7th of April, 1788, they landed 
 on the bank of the river and selected tlie spot for their settlement; 
 thus planting the germ of the State of Ohio. On the 2d of July a 
 meeting was held for the purpose of naming the new settlement, and 
 after some deliberation the name " Marietta " was resolved on, in 
 honor of Mary Antoinette, of France. 
 
 The first civil court ever held in Ohio, convened at Marietta on the 
 2d of September, 1788. A fort about this time was erected, known 
 as Fort Ilarmar, on the Muskingum, a short distance from the mouth. 
 Ship building was subsequently carried on very successfully. The first 
 ship built Avas called the St. Clair, and Marietta became a port of 
 clearance. In the year 1807, a vessel cleared from this port with a 
 cargo of pork and flour, for New Orleans, thence she sailed to England, 
 and from thence to St. Petersburg. Here she was examined l)y tlie
 
 ARRIVAL AT MARIETTA, OK THE OHIO RAILROAD. lYl 
 
 oflBcers of the port and seized, the officers deciding there was no such 
 port on the civilized globe. After much difficulty a map of the United 
 States was i)rocured, and the Yankee Captain, commencing at the 
 mouth of the Mississippi, traced that stream to the mouth of the Ohio, 
 and thence up the latter to the mouth of the Muskingum, where he 
 pointed out to the astonished Russians the port of Marietta,
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTERXVI. 
 
 FIRST GRAND RECEPTION AT MARIETTA— THE TRIP THENCE TO 
 CHILLICOTHE. 
 
 The river bank at Marietta was thronged with people, -wlio greeted us 
 with the booming of cannon, vociferous cheering, and the martial 
 strains of fife and drum, all responded to from the mouth of a noisy 
 swivel, planted at the bow of one of our steamers. It was quite evi- 
 dent that the population had generally turned out to meet us. 
 
 Ascending the levee, we were met by the authorities of Marietta, 
 and formally welcomed to the State of Ohio by its Governor, the Hon. 
 Salmon P. Chase, in the following appropriate remarks : 
 
 Gentlemen : — It is, indeed, an auspicious occasion •whicli unites the citi- 
 zens of so many States in celebrating the happy consummation of a great work, 
 so lono- ao-o commenced, so steadily urged, and, at length, notwdthstanding 
 manifold discouragements and difficulties almost innumerable, so triumphantly 
 accomplished. 
 
 It is with especial gratification that I welcome to our soU and to our hos- 
 pitalities, the representatives of that ancient and honored Commonwealth, 
 whose infancy was guided by the wisdom of religious toleration, and whose 
 maturer a^e was illustrated by the conception and inauguration of the first 
 railroad attempted from the seaboard, across the mountains, into the vast in- 
 terior tof^ether with the representatives of that ancient dominion, honored 
 mother of Washington and JefiFerson, under whose auspices the settlement of 
 the North-west was inaugm-ated. 
 
 It gives me great pleasure to include in this cordial welcome those mem- 
 bers of the Federal Administration, and those senators and representatives of 
 our sister States in the Federal Congress, whose presence here attests the na- 
 tional value of the occasion, and to see among them the diplomatic represent-
 
 GOV. chase's receptiox speech at marietta. 173 
 
 ative of that Frencli nation and French government, wliose dominion once 
 extended over all this beautiful land. 
 
 I greet with no less satisfaction, and with salutations no less hearty, the 
 directors and officers of the Baltimore and Ohio Railroad, the members of the 
 city government of Baltimore, the gentlemen of the press — members of that 
 other government which governs us all — and those other distinguished citizens, 
 whose concuiTence in this celebration makes this one of those white days, 
 •which we anticipate with pleasure and remember with delight. 
 
 Welcome, gentlemen, welcome, one and all. May you derive from your 
 brief sojourn within the limits of Ohio, a pleasure as real and as great as that 
 which your coming affords to us — To you, sir, {turning to General Cass,) I may 
 say something more than welcome to Ohio ! I may almost say. Welcome 
 home ! Welcome, I may certainly say, to the theatre of your earliest man- 
 hood ! Welcome to the community from which you received your first political 
 trust ! — Welcome to the spot which witnessed, near half a century ago, the 
 commencement of that long career of distinguished public service and high 
 public trust through which you have moved — a career long yet, Ave trust, to 
 be protracted through a vigorous and honored age, in the midst of regards and 
 affections which may be augmented, perhaps, by political sympathies, but 
 cannot be extinguished by political differences. Here, sir, now, as then, rolls 
 the same beautiful Ohio ; there, with willing tribute, comes the same swift 
 IMuskingum ; yonder rise the same verdant slopes ; above bends the same be- 
 nignant sky. Would that I could add that now, as then, here and all around 
 you stand the friends of your youth, to welcome you back to the spot conse- 
 crated by youthful friendships. A few, indeed, yet remain to greet you. The 
 rest — but let me not awaken vain regrets. Even the departed survive in their 
 spirit and greet you through their works. 
 
 My gratificatiou in welcoming you to Ohio, gentlemen, is doubled by the 
 circumstance that, at the same moment, I may welcome you to the spot where 
 the foundation of the State was laid — where, indeed, the Anglo-Saxon settle- 
 ment of the illimitable North-west was begun. 
 
 Hither on the 7tli day of April, 1788, not yet quite sevent}- years ago, after 
 a winter's journey across the Alleghanies, through deep snows and over almost 
 impassable ways ; after a voyage in boats constructed by themselves, down 
 the Youghiogheny, down the Monongahela, down the Ohio ; under the lead of 
 Kufus Putnam, a Brigadier-General of the Revolutionary Army, who possessed 
 and fully deserved the entire confidence of Washington — came the first settlers 
 of Ohio — noble souls —devoted patriots — brave soldiers — who having gallantly 
 aided in achieving the independence of their country, now consecrated their 
 energies to the establishment of new homes for freemen, and a new empire of 
 freedom in the Western wilderness. 
 
 Here they found, in singular preservation, those remarkable and extensive 
 earth works, existing, though in a somewhat impaired condition, to this day,
 
 174 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 the purpose of whicli. whether civil or military, secular or ecclesiastical, baffles 
 antiquarian research, though all agree that they must have been constructed 
 in remote antiquity and hy a race of men which has long since disappeared. 
 * * * * Here, too, they found the successors of that race, the Red Men of the 
 forest, still resentful of their defeats in Pontiac's war, and jealous of the en- 
 croachments of the white man. 
 
 With characteristic energy and promptitude, on the very next day after 
 their arrival they commenced the work of dividing the land, and prepared at 
 once for cultivation and defence. Hope painted for them a bright, though dis- 
 tant future, but not even the magic pencil of hope could have pictured the 
 magnificent reality. From this germ in the wilderness has already sprung a 
 State as rich in resources and as powerful in arms as were the whole united 
 colonies at the era of the revolution. Other States have risen in rapid 
 succession. Westward and still westward, the star of empire has taken its 
 way, carrying, by its mighty attraction, Anglo-Saxon dominion and Anglo- 
 Saxon civilization, in the form of Republican Institutions and Republican States 
 across the Mississippi, across' the prairies, across the mountains, till it pauses 
 at last at the very gates of the evening, to look down over the Pacific, now 
 vexed by the keels of an unwonted commerce, upon the latest accession to the 
 Republic, young, brilliant, golden-robed California. 
 
 To what spot then, in Ohio, gentlemen, could I welcome you — to what 
 spot in the great central valley of the Republic can you be welcomed — more 
 fraught with historic interest or more suggestive of the grand, hoped-for future 
 than this ? 
 
 And what an event it is, gentlemen, which we here unite in celebrating ! 
 What thoughts it, too, awakens of the past, and what hopes for the time to 
 come ! Three distinct periods seem to mark the progress of intercommunica- 
 tion between the eastern and western — western once, but western now no 
 longer — sections of our country. Our fathers were glad to avail themselves 
 of the Indian trails and bufi'alo paths on land, and of canoes and broadhorns 
 upon the water. Eighty-seven years ago a red man, standing here on the 
 shores of the Ohio, might have remarked, floating downward with the stream, 
 a iTide canoe manned by two Indians and bearing three wliite men, of whom 
 one, in the prime of noble manhood, was easily distinguished from the others 
 by his dignified bearing, and by his athletic proportions. It was Washington, 
 who had crossed the mountains on horseback, by the rough paths of the period, 
 and was now on his way to establish pre-emption claims in behalf of himself 
 and his fellow-soldiers in the French and Indian wars, by marking trees and 
 setting up monuments on the lauds south of the Ohio, just ceded by the Six 
 Nations. Here, and not very far IVom where we now stand, he landed to ex- 
 change tokens of amity, and smoke the pipe of peace witii an Inilian chief, 
 whose friendship he had gained seventeen years before, when he had visited 
 the tribe as the youthful envoy of IJinwiddie.
 
 GOV. chase's receptiox speech at marietta. 175 
 
 But the day of canoes and broadhorns, of Indian trails and buffalo paths 
 passed awav, steamboats made their appearance on the rivers, caiials furnislied 
 new channels of water conimuuicatiou, and turnpikes and niacadumized roads 
 facilitated intercourse by land. Over the Alleghanies and westward as far as 
 Sprinjz;field, in Ohio, the national road was built for the accommodation of the 
 traveller and the emigrant, and to secure the means of prompt communication 
 in times of peril. The traveller on this road may still see, standing by the 
 wayside, not far from the city of Wheeling, a simple monument which com- 
 meniorites the services of Henry Clay, iu the creation of this then important 
 bond and ligament of union between the Atlantic States and the interior. The 
 monument will crumble, the road itself may be deserted and forgotten, but 
 the name of Clay will live while patriotism is honored and genius finds a 
 sshrine iu the hearts of men. (Long continued applause.) 
 
 Turnpikes and macadamized roads, rivers, and canals, still supply indis- 
 ])ensable facilities of intercourse. But a third period has begun. — The railroad 
 anil the telegraph now assert their claims to pre-eminence as the most im- 
 portant means of raj^id communication, and the most beneficial agencies of 
 progress. 
 
 With this new era the great work, of which we now celebrate the accom- 
 plislinienr, stands closely and prominently connected. While yet a youth, pursu- 
 ing my professional studies iu the city of Washington, I remember to have wit- 
 nessed the celebration of the opening of the Baltimore and Ohio Railroad — 
 perhaps to Ellicotl's Mills — perhaps, only, to what is now the Washington Junc- 
 tion. It was a great event, and deserved to be appropriately celebrated — it 
 announced the earnest beginning of a work, then without a rival in boldness of 
 design and grandeur of conception. Tlirough what difficulties it has been 
 prosecuted — what marvels of engineering skill it has evoked — how successfully 
 obstacles, seemingly insurmountable, have been overcome, others may better 
 tell than I. 
 
 I rt^joice to see among you to-day a friend of my younger years, to whose 
 faithful and intelligent acts, as President of the Company, something, at least, 
 of its success is due. I have no heartier welcome to give to-day than that 
 which my heart offers, before my tongue cais utter it, to Thomas Swann. 
 
 All those who faithfully labor in the commencement of great undertakings,- 
 seeking to realize in material forms great ideas, build far more M'isely than 
 they know. The projectors of the Baltimore and Ohio Railroad little imagined 
 how much more vast than even their own conception were to be the results of 
 the work they undertook. They contemplated a connection with the Ohio, 
 and, through the Ohio and its afliliated rivers, with the immense territories 
 watered by them. But they did not dream that these rivers, themselves, were 
 to be half superseded by other railroads, continuing their own iron track far- 
 ther and farther towards the setting sun. 
 
 They did not even contemplate, I believe, the constmction of that Northt
 
 1*76 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 western Virginia Railroad, over which you have just come hither. Still less 
 did they anticipate that when that branch of their own road should he com- 
 pleted to the Ohio, this Cincinnati and Marietta road would be here to receive 
 its passengers and freight, and convey them westward. He would have been 
 counted insane who should have j^redicted it. Tlie only hospitalities thought 
 to be due to him who might then have hoped to participate in such a celebra- 
 tion as this, would have been the hospitalities of the Lunatic Asylum. 
 
 To-day, gentlemen, you will have an opportunity of seeing how sober such 
 an anticipation would have been. To-night you will be welcomed at the 
 ancient metropoUs of Ohio. To-morrow you will be received by the Queen 
 City of the gi-eat Central Valley — still justly entitled to that proud distinction, 
 though many ambitious aspirants are eager to pluck the crown from her 
 brows. There a greater wonder awaits yon. The Ohio and Mississippi Rail- 
 road, forming still another link of the American Central Railway, stretches away 
 still westward ; and the iron horse, impatient of delay, is eager to bear you 
 on beyond the ancient limits of the Republic, where the memories of the Cni- 
 sades and of French empire and of French civilization, are perpetuated by the 
 name of St. Loviis, 
 
 There you may pause ; but the Railroad, the Locomotive, and the Tele- 
 gi-aph — iron, steam, and lightning — the three mighty genii of modem civiliza- 
 tion — still press on, and, I venture here to predict it, will know no lasting 
 pause until the whole A'ast Hue of railway shall be complete from the Atlantic 
 to the Paciiic — ^from Baltinrore to San Francisco. 
 
 Gentlemen, I must not detain you by reflections. It were idle, indeed, to 
 attempt to express the feelings which these themes excite. God grant that 
 we may have the wisdom to understand that this, our wonderful heritage of 
 liberty, prosperity, and extended empire, came from Him, and can only be 
 preserved by obedience to his laws. God grant that the Union of the States, 
 wliich this great railroad brings into such intimate relations, and that large 
 Union which embraces all the States of the confederacy, and which forn>s the 
 best assurance and guaranty of the permanence and enlargement of our 
 precious heritage of free institutions, may endure in all its glorious strength 
 and beauty, while the mountains and the rivers traversed by the roads shall 
 stand or flow. 
 
 To tills beautiful and effective address of welcome, which was re- 
 ceived ■with hearty applause by the multitude, General Cass fittingly 
 and feelingly replied as follows : —
 
 SPEECH OF GEX. CASS AT THE MARIETTA KECEI'TIOX. 177 
 
 I have listened with deep interest to the address made by your Excellency 
 on the reception of the strangers who have just landed on the north bank of 
 the Ohio. I am one of them now, though this is not my first visit to this well- 
 remenibered city. No one can appreciate better than I do the interest of these 
 passing scenes. Within a few feet of where I now stand, I landed more than 
 half a century ago, a young and poor adventurer, seeking that land of promise, 
 in the then remote West, which has proved to me and to so many others a 
 land of performance. The circumstances in which I now find myself awaken 
 sensations more easily felt than described. I left this place a scholar — I come 
 back a teacher. I went forth to fight the great battle of life, and I return to- 
 wards its close filled with gratitude for the success which has attended me. 
 The result is a glorious illustration of the blessed equality of our institutions. 
 By the favor of his countrymen, the poor adventurer has been borne forward 
 to the high places of the land, and has represented the Republic at the court of 
 princes. No other nation under heaven offers such inducements to its citizens. 
 Hold on, then, to this government, acquired by the wisdom and valor of our 
 fathers, and which has made us the happiest and most prosperous people on the 
 face of the globe. Our lines, indeed, have been cast in pleasant places. 
 
 Fifty-seven years ago the North-western Territory of that day contained 
 only 30,000 people ; now the States included within its boundaries number 
 6,000,000. The man yet lives who was living when the first tree fell before 
 the woodman's axe, in the vast western domain. And the man now lives 
 who will live to see it contain 100,000,000 of people. Since the dispersion of 
 the human family upon the plains of Shinar, there has been no such increase 
 in all the elements of power and prosperity. And well will it be for us if we 
 learn to appreciate the blessings which Providence has granted us. The State 
 of Ohio has kept full pace with the progress of the age. Its triumphs over the 
 obstacles the early settlers encountered, are among the proudest monuments 
 of human industry and enterprise. I cannot survey her cultivated fields, her 
 thriving and beautiful cities and towns and villages, her schools, her churches, 
 her internal improvements, without recalling the dense forests which covered 
 its territory when I first entered it. The steamboat and the railroad-car have 
 superseded the tedious and painful mode of conveyance of former days, and 
 journeys are now measured not by distance but by time. Fifty-one years 
 ago I representid this County in the legislature of the State. At that session, 
 Fulton and Livingston presented a petition asking for an exclusive right to 
 navigate the waters of the State by steam, and offering as a consideration to 
 employ boats which should be propelled up the Ohio at the rate of four miles 
 an hour. To us, who had seen nothing descend the river but the unwieldy 
 flat-bottomed boat, and nothing ascend it but the heavy barges, polled by 
 almost naked men, and employing six months in a trip from New Orleans, 
 the proposition seemed so impracticable as to approach the ridiculous, and im- 
 8*
 
 178 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 worthy of our consideration, and we wisely rejected it. And so you see, that 
 if the result had depended upon our action, the magnificent enterprise of 
 steam-navigation would not now he startling us with its grand achievements. 
 
 I have just passed over the railway traversing the mountains, dividing the 
 East from the West, a work which Rome never equalled even in her palmiest 
 days, and during the whole passage my memory turned back to other days 
 and scenes. I have traversed heretofore the whole distance from Washington 
 to St. Louis hy this railroad route. I travelled on horseback, and it was a 
 painful journey of many days. We have found the conveyance now but a 
 party of pleasure, too rapid indeed for a proper survey of the country. 
 
 The allusions of your Excellency to the Puritans, connected with the settle- 
 ments of Marietta, were happily made. This was the second step in the march 
 of that remarkable people, whose character is impressed not less upon the 
 opinions than upon the deeds of their descendants. This vast region, extend- 
 ing to the Pacific Ocean, is destined to feel the same impression in its future 
 settlement and progress. 
 
 The remarks of the distinguished speaker elicited the deepest in- 
 terest, and were very warmly received by the great throng of listeners 
 Avlio heard them. 
 
 lion. Xathaniel Cox, Secretary of State for tlie State of Maryland, 
 in tlie absence of Governor Ligon, next responded to the remarks of 
 Governor Chase. 
 
 May it please youk Excellency : — 
 
 Being the only functionary attached to the executive department of the 
 government of Maryland present, to participate with you in the interesting 
 ceremonies of the day, those of my fellow-citizens now your honored g-uests, 
 have deputed me to return thanks, on their behalf, for the cordial greeting 
 with which they have been this day welcomed to the soil of your great State. 
 
 The occasion which has brought us to stand together to-day on the banks 
 of the mighty river which rolls at our feet, that we may mingle our rejoicings 
 over the execution of that work which now unites these waters with those of 
 the " father of waters," is one of no ordinary interest, and has been most hap- 
 pily availed of by your Excellency to give utterance to some sentiments so 
 patriotic, that tliey must, I am sure, have found in every heart around us a 
 ready and a lively echo. 
 
 We thank you for the generous allusion you were pleased to make to our 
 own State of Maryland, as having i-ignaJized her infancy by being the first to 
 unfurl the sacred standard and to maintain the doctrines of reliinous tolera- 
 tion, and in after years made herself the •' Pioneer" of railroad enterprise by 
 entering \ipon the construction of what is now confessedly the most stupendous 
 work, and among the best managed roads of o;ir country. We appreciate it the
 
 SPEECH OF IIOX. X. COX AT THE MARIETTA RECEPTION'. l79 
 
 more fully because we feel it to be no unmeaning compliment to our people, 
 inasmuch as tbey may rightfully claim that the spirited projectors of that 
 gigantic work which now constitutes so material a link in that great cliain 
 which to-day binds together in, I trust, indissoluble tics of interest and of 
 union those wide-spreading regions of our country it was intended thus to bind 
 together and develope, are entitled to high honor for the unfaltering courage — 
 the unflagging hope — the steadiness of purpose and tlie indefatigable energy 
 •with which it .was pursued until all was happily rewarded by the glory of suc- 
 cess achieved. How forcibly such a work evidences and illustrates the might 
 of human genius and the power of man's indomitable will ! The day was, 
 when, to many minds, the project of constructing a railroad from the city of 
 Baltimore to some point upon the bank of this river seemed but the suggestion 
 of the most reckless and inconsiderate folly. But, despite the jeering of those 
 who thus co)isidered it, the work pressed ou ; mountain after mountain, with 
 its frowning front and breast of stone, gorge after gorge, with its power to 
 smite with terror, gave way before man's subduing skill and power, until every 
 obstacle, however formidable, encountered and overcome, the great steam- 
 horse with his " heart of fire and breath of flame," mounts with iron tread his 
 patli to the very summit of the Alleghanies, and awakens the slumbering echoes 
 of hill and plain witli bis shrill whistle, at once the signal of his power and the 
 psean of a mighty conquest in the march of engineering science. Verily, 
 " Peace has her victories no less renowned than war." 
 
 The pleasure of descanting, more in detail, upon the history and character 
 of this road, I shall leave to another here, whose fonner connection therewith 
 will enable him to treat of it more to your gratification, as well as with a 
 greater degree of justice to the achievement itself, and those concerned in it. 
 I thought I might, without offence, exult for a moment over it as a work of 
 which we are proud, and we need not, I tbink, blush to acknowledge it. 
 
 Such was, I believe, the commencement of railroad enterprises in the States; 
 but what mighty changes a few short years have wrought in this regard. Now 
 such is the extent of that interest, so completely has it become interwoven with 
 all the great interests of the country, and such are its effects upon the condi- 
 tion of tlie people, that the railroad may legitimately claim to rank among the 
 great humanizing institutions of the age, and to exercise a socializing and 
 moral power in the land wiierever fostered and encouraged, and that may now 
 be said to be eveiy where, " where civilization has spread her luminous wing."* 
 The railroad now accelerates her flight from shore to shore, and is no mean 
 instrumentality in the work of regeneration. Those then who regard occa- 
 sions like this as the mere appointments or expedients of pleasure's votaries, 
 mistake much their true character and the good results which follow them, 
 and which extend their benign influences far beyond the fleeting pleasures of 
 the present hour. Wlio, tor instance, can trace the region of country we have 
 traversed in our journey hither, together with those Ave are privileged yet to
 
 180 GREAT OHIO AND MISSISSIPPI RAILROAD OPKNIXG. 
 
 visit, and not feel his "heart new opened," his love of country enlarged and 
 strengthened, by what he beholds ou every hand ? Who can witness, without 
 deep emotion and unbounded exultation and thankfulness, the vast elements 
 of material wealth with which God, iu his providence, has blessed our land ? 
 and that heart among us must, indeed, be cold and insensible to all high 
 patriotic emotions, that can contamplate without a throb the probable great- 
 ness and glory of the future of such a land, shall wise counsels but be permitted 
 to prevail, and we but prove true to her, to each other and to ourselves. 
 
 Besides, these occasions serve the further purpose of extending and strength- 
 ening among us the social feelings, and of awakening and fostering that fra- 
 ternal spirit of brotherhood which should ever subsist between the citizens of 
 the different States of the Union. The mountains are no longer a barrier to 
 divide vis as in the olden time ; steam has diminished the space between us, as 
 it were to a stride, and we are frequently brought together in large numbers 
 at the festive board ; we are then enabled to look each other in the face — to 
 shake each other by the hand — to feel in the presence of each other that we 
 can claim to have a common country which we love — that we are not aliens 
 and strangers, but fellow-citizens and brothers. Thus as we come to know 
 each other better, so do we appreciate each other the more ; we are led to ex- 
 tend towards each other more of the spirit of mutual forbearance, and day by 
 day grows stronger our love for one another, and our deA'otion to the institu- 
 tions of the land and of that happy Union which is the glory, not of any one 
 State, but of all. 
 
 But, sir, I must not weary your patience and occupy too much of the time 
 of our friends. It was my purpose merely to acknowledge civilities of which 
 we have been the recipients, and then to leave our friends to employ such 
 time as may be spared before resuming their journey farther westward, in ob- 
 serving whatever objects of interest to visitors may be in the vicinity. So 
 permit me, sir, in conclusion, to proffer you, on the part of the State of Mary- 
 land, and through you to the people whose voice you have just spoken, cordial 
 and unfeigned thanks for the very generous welcome so kindly extended to us 
 this day. 
 
 IToD. Fayette McMulleu, recently appointed Governor of Waslilng- 
 ton Territory, then delivered a speecli, in which he thanked Governor 
 Chase for liis complimentary allusions to the State of Virginia, and 
 regretted the absence of Virginia railroad officers and authorities, 
 most of Avhoin, he said, in company Avith those of Tennessee, were to 
 meet in convention at Bristol the next day to consider the proposition 
 of a French capitalist to establisli a line of steamers between Havre 
 and the Capes of Virginia. 
 
 To the people of Ohio (he continued) I desire to convey sentiments of cor- 
 dial regard from the mother State to her second daughter. Viro-iiiia owes a
 
 SPEECH OF HON. THOMAS SWANX, AT MARIETTA RECEPTION. 181 
 
 debt to Baltimoi-e for tlie enterprise which has brought Western ^^irgiIlla into 
 notice — a portion of tlie State I have for the first time passed over to-day, the 
 rich treasures of which have been newly opened, to be hud in the lap not only 
 of Baltimore, but of Philadelphia and New York. Virginia has not had the 
 enterprise to commence and prosecute such a work as we have witnessed today, 
 but it has been boldly achieved by gallant Maryland. The eloquent manner 
 in which you, my old friend, have presented the advantages of the road, pre- 
 cludes the necessity of further dwelling on this interesting point. These and 
 other such roads are to unite all our States. We must visit and know each 
 other. The North should visit the South, and the South should visit the 
 North, I give you a hearty shake of the hand, in token of the cordiality of 
 the friendship of Virginia and Ohio. 
 
 Noah L. Wilson, Esq., of Chillicotbe, the laborious and intelligent 
 President of the Marietta and Cincinnati Railroad, llien presented to 
 Governor Chase the Hon. Thomas Swann, Mayor of tlie city of Balti- 
 more, as the distinguished person tlirougli wliose enliglitened energy 
 and great financial ability the giant labor of cutting through tlie moun- 
 tain divisions of the Baltimore and Ohio Railroad had been accom- 
 plished. 
 
 Mr. Swann, then addressing the Governor, spoke as follows : — 
 
 He commenced by saying, that the allusion which had been made to his 
 humble name, by the Governor, was quite unexpected to him. He thanked 
 that distinguished gentleman — he thanked the representative of tlie Govern- 
 ment (General Cass) who had just spoken — he thanked the gentleman from 
 the neighlioring State of Virginia (Mr. McMullen) for the high encomiums 
 which had been passed upon the public works of the State of Maryland. He 
 was here surrounded by the corporate authorities of the city of Baltimore, to 
 participate in this great jubilee. They had traversed a distance of nearly 
 four hundred miles, to be present on an occasion of interest not only to'the 
 State of Ohio, but the whole West. Mr. Swann said that he could never 
 despair of the Union when he witnessed the results of the great combination 
 of roads which they were here this day to celebrate — a combination which 
 could never be severed without doing violence to all our most cherished pros- 
 pects. They had passed over the soil of two States, and they were now within 
 the limits of a third. Such facilities of intercourse could not be otherwise 
 than beneficial. They promoted social and commercial interchange, and 
 brought men together, to feel and estimate the value of our glorious insti- 
 tutions. 
 
 Ten years ago he had connected himself with the public works of the State 
 of Maryland. ' The policy upon which these works had been conducted, was 
 not unknown to (he people of Ohio. He had looked with a steady eye to
 
 182 GREAT OHIO AND MISSISSIPPI RAILKOAD OPEN'ING. 
 
 that beautiful Queen City of which the Governor had spoken — he had looked 
 to what he believed to be the commercial centre of the great West. It is 
 known, that when the Baltimore and Ohio railroad was located, the people 
 of Maryland were compelled to take what they could get — not what they 
 wanted. An air-line, drawn from St. Louis and Cincinnati to the nearest 
 point on the seaboard, shows that the location of the Baltimore and Ohio rail- 
 road, at Wheeling, was not its legitimate and proper location. This led to 
 the origin and completion of the North-western Virginia railroad, which would 
 become, he doubted not, an important link in the Grand Tnink line between 
 the East and the West, The city of Baltimore had never relaxed her efforts 
 to place herself in her true position. Mr. Swann said, that in the midst of iill 
 the difficulties and obstacles by which her pathway had been obstructed, the 
 city of Baltimore had kept an unfaltering eye upon Cincinnati, St. Louis, 
 and the distant shores of the Pacific. Baltimore was the Eastern terminus of 
 this great American highway. Cincinnati and St. Louis were both shining 
 landmarks upon its westward extension. This was the fixed policy upon which 
 he had been acting. He was not surprised that it had insured him and the 
 city authorities so cordial a recaption here in the State of Ohio. 
 
 It was with some pride that he spoke of the position of the little State of 
 Maryland in connection with these great railroad movements. The gentleman 
 from his own State, (Mr. Cox,) who had just spoken, and to whom he was in- 
 debted for his kind allusion, had done her no more than justice. The dis- 
 tinguished Secretary of State (General Cass) had represented the Baltimore 
 and Ohio railroad as an enterprise, rivalling the achievements of the Koman 
 empire in its palmiest days. It was a stupendous work. It had been under- 
 taken and completed under every disadvantage. During his connection with 
 the two works which formed part of the grand combination which had sug- 
 gested this meeting, he had disbursed more than ,$13,000,000 of capital. 
 It was a great effort for one of the smallest States in this Union, but it showed 
 the enterprise of her people, and a steady perseverance in the discharge of that 
 part of the duty which devolved upon lier. 
 
 He told the people of Cincinnati years ago, before the North-western Vir- 
 ginia Railroad was commenced, that her first dependence was upon the Great 
 Southern line, which was now about to be opened. He had seen no reason to 
 change this view. Her interest was identical with that of the city of Balti- 
 more. Nature had indicated the connection, and those whom God had joined 
 together, could not be intcrlered with by artificial impediments. He was per- 
 fectly willing to leave to the future the tiiitli of his predictions. 
 
 Mr. Swann thaid<ed the Governor again for his cordial reception. He as- 
 sured him that the city of Baltimore would feel it her pride, at all times, to 
 cultivate the most friendly relations, both social and commercial, with the 
 people of Ohio. He believed that this was only an earnest of a still grander 
 celebration that awaited them in the future — he believed that the important
 
 MAIUETTA MUSKINGUM BKlDGt: — START FOR CUILI.ICOTIIL'. 183 
 
 combination of roaJs over wliich they b;iJ passed, would stretch onward and 
 onward, until they rea^.-hed the waters ot' the Pacific, and he hoped, at no 
 distant day, to unite with the Governor in signalizing an effort which no people 
 but our own could have conceived and looked forward to, without distrust, in 
 the probability of ultimate success. 
 
 Mr. Swann's speech was -warmly received, and listened to with 
 evident interest, but owing to llie great pressure of tlie crowd upon' 
 the banks of the river where the reporter stood, it is impossible to do 
 more than give an imperfect outline of his remarks, Avliich are now, 
 for the first time, even approximately published. 
 
 The general reception-ceremonies were now ended, and taking ad- 
 vantage of a spare half hour, many of tlie guests proceeded to view the 
 celebrated Indian inound in the near vicinity, which rises from the 
 midst of the cemetery, a distance of forty feet, and is surrounded by a 
 Avide ditch or moat fifty feet from its base. Here were civilization 
 and barbarism poetically illustrated in the monuments to tlie dead of 
 dilFereut eras and races. The mound marking the final resting-place 
 of extinct aboriginal tribes, surrounded by the marbled tombs of 
 modern civilization! How significant tlie symbols Avhich thus unite 
 the Present with the Past ! 
 
 At two o'clock we started for oui- train again, or rather for the 
 steam ferry, by which the Muskingum is crossed at present to Har- 
 mar, on its right bank, the piers of a magnificent bridge, over which 
 the track is designed to be laid, not liaving been quite completed yet. 
 The bridge is to be 694 feet long, with a " draw " for steamers, and 
 resting on piers of massive masonry. The spans are each ] 84 feet ; 
 height of truss, 23 feet; height of the bridge above low water, 50 feet ; 
 extreme width, 54 feet; to be roofed with tin. Total cost, one hun- 
 dred tliousand dollars; built under the plan and superintendence of 
 Col. Moore, by Wiiarton Lyman. 
 
 Arrived at the cars, which, until tlie bridge is completed, start 
 from Harmar, on the right bank of the Muskingum, — we found that 
 our company had added still further to its numbers during the brief 
 halt. Among the new comers who joined us iiere were Governor 
 Chase and suite, a delegation of gentlemen from Chillicothe, where it 
 Avas arranged that we should spend the night, and the following repre- 
 sentatives of the press, viz. : 
 
 Marietta Republican, A. \V. McCormick; Intelligencer, Dr. Andrews. 
 Chillicothe Gazette, A P. Miller. Cincinnati Commercial, Victor Smith, 
 Socket Reynolds ; Enquirer, George C. Davies ; Times, E. B. Reed ; Ladies'
 
 184 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Repository, W. T. ('o<;geslia]l ; Gazette, J. D. Caldwell. St. Louis Repub- 
 lican, George J. Guilford Cohmibus, Oliio, State Journal, Colonel William 
 Schouler ; Gazette, John Greiner. D. W. Halsey, Hamilton Intelligencer ; 
 J. L. Boardman, Hillsborough News ; W. C. Hood, Portsmouth Spirit of the 
 Times ; Samuel P. Drake, Portsmouth Republican. 
 
 We left the station at lialf-past 2 o'clock, p. 51. A run of four 
 miles brought us to Scott's landing, on tlie Ohio, the point at wliich the 
 connection between tlie" railroads on either side the river (the North- 
 west Virginia arm of the Baltimore and Ohio, and the Marietta and 
 Cincinnati) will be made until the track can be completed to make a 
 proper connection at Belpre, opposite Farkersburg. When this is ac- 
 complislied, wliich it should be by an early day, the connection will be 
 direct by ferryboat, occupying a few minutes only in the transit, 
 instead of from one to two hours, as now. 
 
 A few miles further west we reached the point at which our road 
 is compelled to pass the hills of the river border in order to strike 
 more into the interior. The passage is designed to be made by a tun- 
 nel, not yet completed. At the time of our excursion the cars passed 
 over the hill top by use of what are technically known as " Y's." This 
 arrangement consists of short tracks, elevated on trestle work and 
 shelves cut in the hill-side, running a zigzag course on steep grades. 
 Imagine an immense letter '' W " described on the hill-side, each limb 
 to the point of junction with its neighbor limb, an hundred yards 
 long, its angles running out to considerable length, and terminating 
 very acutely, each succeeding' limb rising higher and higher than the 
 one nest below it, and the reader lias something of an idea of this sim- 
 ple and ingenious method of overcoming great elevations witiiin a 
 short space. Beginning at the lower limb of tlie great liieroglyphic, the 
 train runs along it on a grade of one Imndred and sixty feet to the 
 mile, until it reaches the point of the first angle. The engine being 
 now reversed, the train runs backward and is switched oft' on the 
 second limb, to be again switched off on the third and fourth, each 
 time rising higlier and higher until at last the summit is reached. This 
 extraordinary mode of passing great elevations by railroads, was first 
 instituted, we believe, by Mr. Latrobe, in the crossing of the Board 
 Tree Tunnel-hill on the Baltimore and Oliio Koad, in 1853. 
 
 In order to accomiilish this ascent more readily, our train was 
 divided into five parts, each drawn by an independent locomotive, but 
 all running near together. The scene as we passed over the " Y's " was 
 exceedingly picturesque, all five of tlie detachments occupying differ- 
 ent sections of the erratic path at the same time, and each liaviug the
 
 TRIP FROM MAUIETTA TO CHILLICOTHE. 185 
 
 Others all in full view, either above or below. The cars were gaily 
 decorated with flags and streamers, handkerchiefs floated in snowy 
 clouds from the windows, and cheer upon cheer of salutation went up 
 from the more enthusiastic of the company as we thus passed each other 
 in grand review. In a few minutes the trains formed in continuous line 
 again, and we bowled along the level Avoodway once more until, a few 
 miles further west, we struck the ascent over Pilcher's tunnel, with a 
 grade of about two hundred feet to the mile. 
 
 Eighteen miles from Marietta we came upon the Little Hocking 
 Valley, crossing the river bed on a gigantic trestle work, one hundred 
 and Jive feet hi height and eighteen hundred and ten feet long. It was 
 impossible to pass so remarkable a work without examining it, which 
 the company alighted to do, after the train had crossed. Timid travel- 
 lers will be glad to learn, that solid, massive and safe as the trestling 
 is, it is to be immediately replaced by permanent bridges and embank- 
 ments. The same improvement is to be made with all the trestle work 
 upon the line as rapidly as it can be accomplished. After we passed 
 the Little Hocking, the country began to assume a less rugged aspect, 
 and the road, escaping from the region of hills, tunnels and trestles, 
 passed over gently undulating slopes, and tlirough valleys remarkable 
 for their fertility and quiet loveliness. Near Athens, however, there 
 was one more viaduct, 1,100 feet long, and seventy-six high. 
 
 AVe reached Athens at six o'clock p. m. This is a fine old town, 
 advantageously located on a high hill, overlooking a long stretch of 
 beautifully rolling country and many a charming valley. Here is 
 located one of the most flourishing universities in the State. The 
 townspeojjle turned out in great numbers to salute us as we passed. 
 
 Leaving this place we soon found ourselves in the midst of a rich 
 mineral region, only just beginning to be developed. Passing through 
 and over immense deposits of coal and'iron, we reached Zaleski, fifty- 
 eight miles from Marietta. A few years since a practical geologist was 
 struck by the fact that the iron rails fureliased in England for this 
 road were laid on enibanhnents of iron ore! The result of investigation 
 into the facts Is, that a company of English capitalists, intelligently 
 rejjresented here by Mr. Kobson, has purchased seven thousand acres 
 of these coal and iron lands in Vinton county, and are laying the foun- 
 dations of a great manufacturing city in the centre of a mining and 
 agricultural region. Here they are erecting furnaces, foundries and 
 iocomotive manufactories on a scale and on the basis of economics 
 not seen hitherto in this country. Here, too, are to be located, the 
 very extensive machine and repair shops of the railway company, 
 making a front of one thousand feet upon the road.
 
 18G GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 About thirty miles from Chillicotbe is the "Cincinnati Furnace," 
 and "Ely's Mines." From that point the iron development is going 
 on rapidly. Twelve miles beyond Athens is the " Big Lead " Furnace. 
 South of Hamilton are several which connect with this road by the 
 Scioto and Hocking Valley road. On the Ohio side of the river, and 
 within tlie reach of the Marietta line, are not less than forty furnaces 
 and forges. During the past season six new furnaces have gone into 
 blast, most of which are within reach of this road. We should not 
 omit to state, that between the Scioto and the Muskingum, also, there 
 are exhaustless supplies of the most useful mineral productions. Coal, 
 iron, salt, tire clay, cannel coal — all abound. Of course it is a most 
 admirable locality for manufactures. 
 
 Rattling on through a number of settlements, over the finest farms, 
 cultivated appareutl}' in the most skilful manner, and crossing the 
 Scioto by a permanent bridge twelve hundred feet long, we arrived at 
 Cliillicothe, the ancient capital of the State, and still one of its most 
 important cities, where it Avas arranged that we should pass the night. 
 AVhen we arrived the city was already full of excursionists — guests 
 from along the line of the road, from Cincinnati and elsewhere, as 
 well as many lookers-on — to greet the guests from tie East or share in 
 the Chillicothe Celebration — who had arrived by preceding trains. 
 The hotel accommodations were limited, and not less than a thousand 
 persons, probably, were already quartered at private dwellings. 
 
 Nevertheless, scarcely had our trains come to a stand-still in the 
 depot, than the cars were invaded by numbers of the wealthy citizens 
 of the place, who gathered us up in parties from six to twenty, placed 
 us in carriages and carried us to their private mansions, where we 
 were treated to such exhibitions of generous hospitality as are rarely 
 equalled, but cannot be surpassed. In this way, in less time than we 
 occupy in narrating the fact, every guest was provided foi-, and each 
 speedily found himself " at home." We came as strangers, but met as 
 friends. An amiable strife was evident among our entertainers, to 
 see who could secure the greatest number at his board, and excel the 
 others in provision for their comfort and enjoyment. Hardly less than 
 two thousand persons were cared for by i)rivate hospitality on the 
 niglit in question, yet so universally did the Chillicothians contribute 
 to and i)articipate in the liospitable demonstration, that no one was 
 crowded and everybody seemed delighted with his experience. Cer- 
 tainly, v/e never expect to witness a more hearty and whole-souled
 
 THE UNBOUNDED HOSPITALITY OF CHILLICOTHE. 
 
 187 
 
 specimen of genuine hospitality. Among the families whose comfort- 
 able dwellings were thrown open on this occasion, Ave have obtained 
 the names of the following, which we believe to be nearly com- 
 plete : — 
 
 Edw.vkd Ada.ms, 
 J. It. Allstox, 
 Kay.moxd Ai.lston, 
 il. K. Baktlett, 
 Mr. Bliss, 
 John H. BENXt-rrr, 
 Thomas S. Bkxnett, 
 P'kaxcis Camit.kll, 
 
 S. 1). CAMl'BliLL, 
 
 JoSKi'ii Cook, 
 Samuel Cook, 
 
 S. S. CortKE, 
 
 JoHx D. Caiui, 
 Is.vAc Corey. 
 Mrs. E. Carson, 
 "Wm. Carsox, 
 James Claiek, 
 A. Carlisle, 
 Kelsox Carlisle, 
 W. H. Douglass, 
 James Douglas, 
 D. J. Duxlap, 
 Mrs. Douglas, 
 Mrs. N. Dun, 
 K. W. Dexmxg, 
 Dr. Dexig, 
 Alex. Ewixg, Sr., 
 James Ewixg, 
 S. W. Ely, 
 Lewis Fullertox, 
 Dr. L W. FouLKE, 
 Dr. Wsi. Fullertox, 
 'Wm. B. Fuaxklix, 
 
 TlIOS. GORMLEY, 
 
 J. L. Green, 
 
 G. P. HoLCOMB, 
 
 Tiios. Huist, 
 
 N. HiLLHOUSE, 
 
 Jonx Hough, 
 A. Haut.max, 
 
 D. K. JoxEs, 
 Mrs. Jos. JoxEs, 
 
 A. Ives, 
 
 J. JOUDAX, 
 
 B. p. KlXGSBURY, 
 
 J. H. Keith, 
 R. H. Laxsixg, 
 H. S. Lewis, 
 Matthias Lewis, 
 Presley Morris, 
 Wm. T. McClixtick, 
 JoHX Madeira, 
 Jacob May, 
 J.iMES McAi)o\vs, 
 James McLaxoburgh, 
 Mrs. McKee, 
 Dr. McNally, 
 J. S. McGixxis, 
 Dr. J. Moore, 
 H. McLaxdburgh, 
 Thomas ]\Iiller, 
 Charles J. Miller, 
 Henry M.a.ssie, 
 J.VMEs McClixtick, 
 Hon. S. McCoy, 
 Wji. McKell, 
 A. Spexcer Nye, 
 
 E. P. Pr.vit, 
 
 A. Pearson, 
 0. T. Reeves, 
 Jos. Roads, 
 John Reed, 
 H. X. Reed, 
 j. ^\\ robixson, 
 Jas. Ryax, 
 Dr. Reh winkle, 
 Wm. Ross, 
 
 Dr. S-VXDFOED, 
 
 E. P. Sakkord, 
 R. R. Sey.mour, 
 
 ]). A. SclIUTTE, 
 
 A, D. Sproat, 
 J. Stevexson, 
 J.\s. Stewart, 
 Jas. B. Scott, 
 AV. H. Safford, 
 Dr. C. A. TitiMBLE, 
 
 J.VilES G T-\YLOU, 
 
 Rev. J. Trimble, 
 J. L. Taylor, 
 J. J. Y.\x>ieter, 
 Mrs. C. Wolf, 
 Dr. Williams, 
 Dr. W. Waddle, 
 Henry W.iDE, 
 W. D. Wessox, 
 
 C. A. WOODBRIDGE, 
 
 Wsi. Welsh, 
 Dr. Wills, 
 Nath.vxiel Wilson, 
 Dr. A. A\'atts, 
 NoAu L. Wilson, 
 
 and pei'haps others, whose names were not returned to the Com- 
 mittee. 
 
 General Cass, M. Sartiges and suite, Mayor Swann, of Baltimore, 
 John It. Thompson, of Virginia, and several other gentlemen, were 
 liandsomely entertained at the private mansion of Noah L. Wilson, 
 Esq., President of the Company. 
 
 Nowhere upon its line is the Cincinnati and Marietta Railroad 
 more thoroughly appreciated than in ChiUicothe, where reside several 
 gentlemen whose capital and energy Jiave contributed not a little to- 
 wards its successful prosecution. W^e found the streets alive on our
 
 188 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 arrival, and noisy with the sliouts of a niultitude. Flags were dis- 
 played from the public houses, bonfires glowed upon the surrounding 
 hills and lighted up the city itself, and bauds of music paraded the 
 streets. Our own " Blues Band " formed at the head of a procession on 
 arrival, and marched through the principal streets to Masonic IIall,where 
 a bountiful supper was set for all Avho chose to unite in its discussion. 
 
 In order to exhibit the scale upon which tliis spirited community 
 entered upon their share of the general celebration, we present the full 
 progi'amuie of their excellent arrangements for the occasion. 
 
 MARIETTA AND CINCINNATI RAILROAD CELEBRATION, 
 
 AT CHILLICOTHE. 
 
 Order of the Day. 
 THE MAYOR AND CITY COUNCIL, 
 
 The German Wasliington Ouards, the respective Fire Companies of the 
 City, invited Guests of the City and couutry, the Citizens and the Members of 
 the various Committees are respectfully requested to meet at the Masonic Hall 
 
 On Tuesday, the 2d June, at Five o'clock p. m., 
 
 where, vmder the directions of the Marshals and their assistants, they will 
 form into a line in the following order : 
 
 1. The German Washington 6. Invited Guests, 
 
 Guards, 7. Fire Companies, 
 
 2. Mayor of the City, 8. Reception Committee, 
 
 3. CoL'xciL OF the City, 9. Members of the various Com- 
 
 4. Executive Committee, mittees, 
 
 5. Reception Commiti'ee, 
 
 and proceed from the Masonic Hall to the corner of Second and Paint Street, 
 from thence in a direct line to the Marietta and Cincinnati Railroad Company 
 depot, where tliey will meet the guests from the East and West, who are ex- 
 pected to arrive at the depot at 6.15 p. m. 
 
 On the amval of the trains the mayor of the city will receive the guests, 
 after which a procession will be re-formed in the same manner as above direct- 
 ed, and proceed in a direct line to the Masonic Hall, where the guests will be 
 provided with their places of sojourn. 
 
 At 8 o'clock p. jr., a second procession of all parties named above will be 
 formed in same order at ]\Iasonic Hall and march directly to the depot to re- 
 ceive the guests Irom tlie eastward of the Ohio River, who are expected to 
 arrive between 8 and i) o clock p. m. 
 
 The approach of the train with the eastern guests will be announced to the 
 citizens by the firing of a red Bengal light from the top of BeUevue Hill, at the 
 head of Main Street. 
 
 In order to prevent confusion, citizens are requested not to invite guests 
 from abroad to their houses, e.-jcept through the committee of their ward.
 
 CELEBRATION AT CniLUCOTHE. 189 
 
 It IS proposed to form a prtieession at seven o'clock on Wednesday morninw 
 under the direction of tlie marsli: Is, in front of the Court House, to proceed 
 from thence in a direct line to the top of Bellevue Hill, to show our guests the 
 beautiful panoramic views surrounding our city. 
 
 Executive Committee. 
 
 Edward Adams (Mayor), John Madeira, 
 
 Dr. C. A. Trimble, D. A. Sciiutte, 
 
 M. R. Bartlett, Dr. Jasjes Silvev, 
 
 K. n. Seymour, E. P. Stafford, 
 
 S. AV. Ely, R. W. Denning. 
 
 Reception Committee. 
 
 D. A. A. ScHUTTE, Dr. C. A. Trimble, 
 
 W. T. McClinticIc, M. R. Bartlett, 
 
 Dr. James Silvey, F. P. Stafford, 
 
 Hon. S. McCoy, William Carson, 
 
 Raymond Allston, W. H. Douglas, jun., 
 
 Dr. Sanford, J. R. Allston, 
 S. S. Cook, Dr. L. W. Foulke. 
 
 Finance Committee. 
 B. Kingsbury, Major Wm. Welsh, James M. Landburg. 
 
 Masonic Hall Committee. 
 
 Colonel John Madeira, B. T. Kingsbury, 
 
 Raymond Allston, I\Iajor Wm. Welsh. 
 
 Committee on Carriages. 
 Jos. Stewart, Woodson CjVrlisle. 
 
 Committee on Baggage. 
 A. Hartman. 
 
 Distributing Guests Committees. 
 
 ^Will distribute the guests in houses 
 1st WARD. — W. W. Madeira -; fronting on Fifth Street, between Canal 
 
 (and Paint Streets, also Mulberry Street. 
 
 rWill distribute the guests in houses on 
 W. H. Douglas - Front, between Canal and Paint Streets ; 
 
 {also Douglas and Caldwell Streets. 
 
 I Will distribute the guests in houses on 
 Dr. Sanford -J Main, between Canal and Paint 
 
 (^Streets. 
 
 r, A (Will distribute the guests in houses east 
 
 Raymond Allston j^^. ^j^^ ^^^^^ ^^^ ^^l^^ ^^ ^^^^^ ^^^^^^
 
 190 
 
 GREAT OHIO AXD MISSISSIPPI RAILROAD OPENING. 
 
 2d WARD.— S. S. Cook, 
 
 M. R. Bartlett, 
 Dr. L. W. FouLKE, 
 Thomas Miller, 
 Hon. S. S. McCoy, 
 Wm. Carsox, 
 
 3d WARD.- 
 
 -Dr. C. A. Tremble, 
 
 Dr. A. SCHCTTE, 
 
 W. J. McClestick, 
 
 Dr. James Siltey, 
 J. R. Alston, 
 David Smart, 
 Wm. Wyeth, 
 
 4th WARD.— A. Pe.vrson 
 
 James Ryan 
 
 Will distribute the guests in houses on 
 l Paint, between Second and Fifth Streets ; 
 |-also Fifth, between Walnut and Paint 
 I Streets ; also Main and Fourth, between 
 
 Walnut and Paint Streets. 
 
 f Will distribute the guests in houses on 
 J Second, between Paint and High Streets ; 
 ] also on Walnut, between Fifth Street 
 l^and the Ohio canal. 
 
 J- Will distribute the guests in houses on 
 ( High, Water, Chestnut, and Vine. 
 
 f Will distribute the guests in houses on 
 I Second, between Canal and Paint Sts. ; 
 I also Water between Canal and Water 
 
 (^ Streets. 
 
 f Will distribute the guests in houses east 
 -; of the canal, between Main Street and 
 (_the Ohio Canal. 
 
 r. w. denning. > 
 a. pearson, ; 
 
 - 3fa7'shah. 
 
 Assistant Marshals. 
 
 W. H. DocGLAS, Jun., 
 Dr. Rehwinkle, 
 M. Lewis, 
 George Martin, 
 
 George Rouze, 
 W. Carlist,e, 
 T. P. Hurst, 
 Capt. Rosenfelt. 
 
 A train which arrived at Chlllicothe, from Cincinnati, tliree hours 
 before us, brought in several hundred guests from the " Queen Citj," 
 ■who had come to escort us westward. Among them were the City 
 Council of Cincinnati, several Members of the Legislature, and further 
 deputations from the Cincinnati Press. They were formally received 
 on behalf of Chillicothe by Mayor Adams in the following speech : 
 
 The people of Chillicothe command me to bid you a sincere welcome, and 
 to tender yon their hospit.ility. 
 
 To you all from the banks of the beautiful Ohio, at the pioneer city of our 
 beloved State, or by her waters, in the young metropolis of the West, or along 
 the path of this new commercial highway, I offer the cordial salutation of the 
 citizens of Chillicothe. 
 
 We are not insensible to the value of the social, pohtical, and commercial 
 results of the splendid achievement signalized by this celebration, and we join 
 in this midway meeting with warm and full sympathy. To express this ap- 
 preciation, and to manifest our respect for you, gentlemen, we make you our 
 "welcome guests on this occasion. 
 
 I assure you that every demand upon our care and attention to make you
 
 KECEPTION OF CINCINNATI GUESTS AT CHILLICOXnE. 191 
 
 comfortable and happy, will be met with alacrity and pleasure ; and I know 
 that if your short stay in Chillieothe shall brino; the same gratification to 
 yourselves us to us, your visit will be most agreeable. 
 
 Benjamin Egglestoii, Esq., of the Cincinnati City Council, respond- 
 ed as follows : 
 
 Citizens of CniLLicoTiiE: — "You have long been known for your liber- 
 alitj' and hospitality, and we feel that your welcome is not from your lips 
 alone. We are all residents in the great and growing West ; have an interest 
 in her prosperity, and are proud of her rapid progress. We hold it meet that 
 ■vvc, of the Queen City of the West, should, on this occasion, exchange con- 
 gratulations with the citizens of the ancient metropolis. Here it was that the 
 earliest seeds of Ohio's greatness were planted : here it was that the Constitution 
 was formed, whose excellence, no doubt, has so much contributed to our State'.s 
 success. We look upon Chillieothe with the eye of kindness, reverence, and 
 love : we feel, when here, that we are upon sacred ground, where the early pi- 
 oneers of ci\'ilization sleep, but are not forgotten. Over their graves grateful 
 memory will ever watch, and the torches of patriotism be kept burning as at 
 hallowed shrines. 
 
 Chillieothe would alfl-ays be an attractive object, not only to every Ohioan, 
 but to every "Western man, even if nature had not so nobly adorned her, mak- 
 ing her lovely to the natural eye, apart from all association. 
 
 When wo look upon yoijr verdant and luxurious hills, and see the beautiful 
 Scioto winding its silvery course through your fertile valleys, when we view 
 your broad and regiilar streets, your elegant mansions, the abodes of gener- 
 osity, refinement, and taste ; when our eye falls upon your beautiful daughters, 
 the worthy offspring of noble mothers, and your gallant sons, descended from 
 patriotic sires, and hear your welcome pronounced from a thousand lips, and 
 your acclamations echoing back from your glorious hills, we have no words to 
 express our gratitude. We feel we have all a Western heart, and that our 
 glory and progress cause in us all a pride to which our fathers and ourselves 
 have purchased the right, by earnestness, patriotism, labor, and exhaustless 
 enterprise. 
 
 Our horde of eastern guests entering the town at so late an liour, 
 and the excitement raging very high, a formal reception-ceremony 
 was, by common consent, dispensed with, and an indiscriminate but 
 whole-souled welcome fitly substituted. By midnight silence reigned 
 in Cliillicothe, and all the tired sojourners slumbered. 
 
 On the morning of the next day, Wednesday, June 3d, the strangers 
 were up betimes, thronging the streets for a brief glance at a place 
 destined to be so pleasantly treasured in their memories. Numerous 
 Tehicles were placed at their disposal, in which to visit points of in- 
 tereit, of which there are several. Nothing interested us more than a 
 view from what is known as the Mountain House, on the Belleview 
 estate, some distance back of the main portion of the toAvn, wliich 
 stands on an elevation full three hundred feet high. From here we 
 obtained a bird's-eye view of the neat and beautiful city beloAv, and a 
 charming one of the level and fertile Scioto valley for a distance of
 
 192 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 twenty or thirty miles, dotted with farm-houses, and presenting a per- 
 fect picture of agricultural prosperity and wealth. To the right and 
 left this view was bounded by a range of hills with some mountains of 
 respectable elevation in the background. Mound Mountain, which 
 first attracts attention, derives its name from a remarkable Indian 
 mound erected upon its summit; a marvellous relic of some race 
 which lives no more, even in tradition. Logan's Mountain, fifteen 
 miles distant, also is visible, presenting a beautiful and graceful outline 
 drawn out against the deep blue sky of the early morn. It was here 
 that Lord Dinwiddle, guarded by a hardy band of ante-revolution colo- 
 nists, held the celebrated council Avith Logan, made memorable by the 
 extraordinary eloquence and pathos of the speech which Jefferson lias 
 put into the mouth of the chief, in denanciation of the Avrongs suf- 
 fered by liimself and his race at the hands of the white man.
 
 m
 
 Til E 
 
 RAILWAY CELEBRATIONS OF 1857 
 
 CHAPTER XVII. 
 
 THE TRIP FKOM CtJILLICOTHE-RECEPTION AT CINCINNATE^THE 
 CINCINNATI CELEBRATION. 
 
 At 9 o'clock, A. M., on Wednesday, June 3d, we set off again for 
 Cincinnati, bidding a regretful adieu to our new found friends, who 
 accompanied us in great numbers to the station, and waved us on onr 
 way with many kind wislies for our welfare. The excursion party 
 liad increased by this time to some twenty-five hundred persons, fill- 
 ing several successive trains. Leaving the valley of the Scioto, we 
 traversed a level and fertile country, abounding especially in superb 
 grazing lands, We also passed through a considerable extent of forest, 
 in which the graceful elm ^nd tlie useful sugar-maple abound. The 
 trip from Chillicothe to tiie Ohio river developed nothing of special 
 interest, if we except the curiosity manifested at every stopping- 
 place to see General Cass, and the enthusiasm with which the crowd 
 rushed to greet him whenever his precise locality was discovered. 
 
 The road from Chillicothe to the Little Miami Line, at Morrow, 
 Iiaving had time to settle, was in excellent condition. Certainly it 
 appeared to have been constructed in the most substantial manner, and 
 tlie cars ran 'over it with great smoothness and perfect ease. The 
 eastern division of the road was entirely new yet, and not thoroughly 
 ballasted ; but we saw no reason why it should not be made as perfect, 
 in due time, as any other, with the necessary expenditure contem- 
 plated by the Company. Judging by the fertility of the soil through 
 which the entire line passes; the diversity, quantity, and quality of 
 the mineral resources of the route, and the enterprising energy of the 
 people upon whom their future development depends, — there can be 
 no doubt that the local business of this road, independent of it 9
 
 194 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 through travel and traffic, will be immense. Already we found all 
 along the eastern end of the line, (juantities of produce piled up for 
 transportation, almost forced upon the Company, although we believe 
 they had not yet announced their readiness to receive any freight. 
 
 The first of the excursion trains reached the Little Miami Eailroad 
 Station on Front street, Cincinnati, at fifteen minutes after 1 o'clock, 
 P. M. The other trains were close at hand, and arrived at their des- 
 tination a few minutes later. At the depot we found the Mayor and 
 city authorities ready to receive us, and the Guthrie Greys and the 
 Fulton Continentals, two fine military corps, in waiting to escort the 
 company to the Burnet House. General Cass, Gov, Chase, M. Sar- 
 tiges. Mayor Swann, and other dignitaries and guests, were formally 
 received upon the platform by Mayor Thomas, who briefly expressed 
 the pleasure it gave him to tender the hospitalities of the city. 
 
 President Warren, of the City Council, on behalf of that body, also 
 cordially welcomed tlie strangers, and Mr. Charles Gould, on behalf of 
 the Ohio and Mississippi Railroad Company, likewise briefly but 
 frankly welcomed tiiem to the West, and to the hospitalities of his 
 Company. 
 
 The Hon. Thomas Swann, of Baltimore, responded as follows: — 
 
 Gexti.emkn : — In behalf of the .nuthorities of the City of Baltimore, the 
 Baltimore and Ohio Kailrcad Company, and the distinguished strangers by 
 wliom I am surrounded, and for whom I am authorized to speak, I am de- 
 puted to thank you for the kind invitation extended to us, to participate in 
 the rejoicings of this celebration, and the privilege we enjoy in meeting you to- 
 day. The scene here presented is one of no common attraction. There is no 
 event, gentlemen, connected with the progress of internal improvements in this 
 country, which has been fraught with more interest to tlie whole Union than 
 the connection, now for the first time practically announced, between the At- 
 lantic seabord and the remote West. We are here to congratulate 3'ou on the 
 prospect which it discloses. Cincinnati has just reason to be proud of the 
 position wbich she occupies. It would be difficult to find within the range of 
 public enterprises in this or any other country, a more convincing illustration 
 of tbe genius and public spirit of a great people. A few years ago Cincinnati 
 was tbe centre of an unexplored wilderness. Now she is a powerful and grow- 
 ing city, stretching ber arms to tbe far-off waters of the Chesapeake on tbe one 
 hand, and the Mississippi on tbe otber. 
 
 Gentlemen, it would be out of place to detain you in the midst of such a 
 scene as this. It is no time for speculation. In the name of the large con- 
 course of strangers here present, in the name of the public authorities whom I 
 represent, I tender to you most cordially our best wisbes for your success
 
 APPEARANCE OF THE PORTICO OF 
 
 THE BURNET HOUSE, AT CINCINNATI, 
 
 On the .')]) OF .Ir.N'E, IS57 
 
 A VIEW ON THE OHIO cV MISSISSIPPI RAILROAD, 
 
 BEING THE 
 
 TOMB OF GEN. VVM. H. HARRISON, 
 
 At North Bend, 16 Miles West of Cincinnati.
 
 ARRIVAL AT CINCINNATI, — RECEl'TION, SPEECHES. 195 
 
 in the development of this great career on whicli you have so auspiciously 
 entered, and a speedy realization of your most sanguine hopes. I assure you 
 of the pride with which, as members of a com non country, we sympathize in 
 the glory of this miglity achievement. I congratulate you on what has been 
 accomplished, and upon those still more glorious results which are certain to 
 be proclaimed when, at no distant day, the voice of the steam whistle, sound- 
 ing along the line of this gi'eat national highway, shall be lost amidst the 
 distant roar of the Pacific. [Great applause.] 
 
 Mr. Swann then introduced Gen. Cass and M. Sartiges to tlie au- 
 thorities and citizens, who, after vociferously cheering tliem, opened 
 a "vvay for tlie guests to the carriages in waiting to convey them to 
 their quarters. The crowd of Cincinnatians, in and about tlie station, 
 was immense, but under the regulations of a strong police force, pro- 
 vided by ST. W. Thomas, Esq., the merchant Mayor of the city, excel- 
 lent order was maintained, and tlie guests readily passed through the 
 tlu'ong. 
 
 Upon arrival at the Burnet House, the Tliird street front of the 
 hotel was found quite blockaded by a dense mass of people, Avho called 
 loudly for a speech from Gen. Cass. He soon appeared upon the bal- 
 cony in charge of Gov. Chase, who introduced him to the citizens in a 
 most complimentary manner as one of the old pioneers identified with 
 the State of Ohio and the great West, who had served liis country in 
 the field and abroad with dignity and patriotism, and Avho was now 
 filling with ability and the confidence of his countrymen, tlie distin- 
 guished office of Secretary of St:ite. 
 
 General Cass said, that the heat and dust and confusion of a railroad car 
 were bad preparations for a speech, aud he felt himself unequal to a formal 
 address. But he could not avoid expressing his gratification in revisitino- 
 under imposing circumstances, scenes once well known to him in the infancy 
 of the settlement of the country, and when he, who should have looked for- 
 ward to the ease and speed of a railroad car, would have been considered the 
 victim of a morbid imagination. Formerly — General Cass proceeded to say 
 — when I visited this place, I knew every body ; now, on revisiting it, I know 
 nobody. Faces once so familiar to me are gone, and among the throno-ino- 
 thousands that crowd the streets, there is hardly one I recognize. A chano-e 
 has taken place, which finds no prototype in actual life elsewhere, scarcely, 
 indeed, in the tales of Eastern imagination. 
 
 I have traversed this Western region when it was a wilderness — an almost 
 unbroken forest to the Pacific Ocean — a forest inhabited only by the Indian, 
 and by the animals, his co-tenants, which God gave to him for his support. 
 Where I then followed the war-path, I now pass on the railroad. The silence
 
 19G GREAT OHIO AND MISSISSIPM RAILROAD OPENING. 
 
 of nature has been disturbed by the busy hum of human iudustry, and by the 
 Church-going bell, where formerly it was broken only by the war-song and 
 the drum. I have visited the highly civilized portions of the Old World, and 
 I have returned a better citizen and a wiser man. There is not on this earth, 
 from the rising to the setting sun, a more prosperous country, a better or freer 
 Government, a happier people. You, my fellow-citizens of the West, hold 
 the destinies of this magnificent Republic in your hands. Say to the North 
 or South — say to any quarter, whence you hear the threat of disunion — Peace, 
 be still. We have the power to preserve this precious work of our fathers, 
 and we will preserve it. The Hebrews of old had their pillar of cloud by day, 
 and of fire by night, to guide them through the desert to the promised laud. 
 And since the memorable day of our exodus from the land of bondage, since 
 the fourth of July, 1776, we have had our guiding by day and by night, which 
 has led us through many trials and dangers, till there is now no one to injure 
 us but ourselves, and nothing to fear but the just judgments of God. Pro- 
 nounce then with one voice — AA'ithered be the hand that is stretched out to 
 touch the Ark of the Union. This mighty West wiU defend it now and for ever. 
 
 The General, immediately after tlie address, was called upon by a 
 large number of liis personal friends, and others who desired to pay 
 liim the re^-pect due to so eminent a citizen. xVmong tliose present 
 we noticed, in addition to Governor Chase, Ex-Gov. Reynolds, of 
 Illinois, Governor Willard, of Indiana, and many distinguished citizens 
 of Ohio, Kentucky, and Indiana. 
 
 At a general meeting of tlie citizens of St. Louis, convened at the 
 New Court House, by call of the Hon. Jolin M. "Wimer, the Mayor, a 
 large and influential General Committee of Arrangements for the cele- 
 bration was selected. This body appointed Messrs. George R. Taylor, 
 (President of the Board of Aldermen,) Charles W. Anderson and John 
 C. Vogel, a Special Committee to proceed to Cincinnati, and tender in 
 the name, and on behalf of the peo|)leof St. Louis, a cordial invitation 
 to the Corporate Authorities, Committees of Arrangement, the press 
 and others of their sister city, to visit them, and become their guests 
 on the fifth and sixth of June, as particii)ants in their proposed cele- 
 bration. Tlie following is a copy of the formal circular issued by the 
 St. Louis Authorities to the individuals invited from Cincinnati. 
 
 Mayor's Office, Saint I^uis. May 30th, 18.57. 
 The City Council of the City of St. Loui.s and the Committee of AiTanc-e- 
 ments have, l>y resolution, instructed me to invite you to become the guests' of 
 the city upon "the occasion of th.c opening of the Oliio and Mississippi Railroad, 
 on the fifth day of June next. 
 
 It aflords me pleasure to comply with the resolution, and I trust that you 
 will find it convenient to be present on the occasion. 
 
 I am, sir, with great respect, yours, &k., 
 
 To J.\(1. Af. WiMF.K, Jfdi/tu:
 
 BECEPTION AT CINCIXNATI, OF GUESTS FROM ST. LOUIS. 197 
 
 Upon tlie arrival in Cincinnati of the St. Lonis Special Committee 
 on tlie 2(1 ofJnne, — in advance of the Cincinnati Celebration, — they 
 were met at the Ohio and Mississippi Railroad Station, by a Committee 
 of the Cincinnati Councils, and conducted to their choice quarters at 
 the Burnet House. On the morning of the 3d, the Committee met the 
 officers of the Cincinnati Councils and Citizens' Committees of Arrange- 
 ment at the Hall of the Chamber of Commerce, and through their ex- 
 cellent Ciiairman, George 1\. Taylor, formally presented the invitation 
 with which they were charged. Mr. Taylor's brief, but cordial and 
 becoming remarks were well received, and as handsomely and frankly 
 responded to by Judge "Warren on behalf of the Cincinnatians. The 
 St. Louis Committee afterward extended special invitations to the 
 Editors and other public "Representative men" of the Queen city. 
 
 WJiilc the distinguished guests from the East by the Baltimore and 
 Ohio route were being welcomed at the Little Miami Road Station, 
 on the eastern borders of Cincinnati, the Ohio and Mississippi trains 
 arrived at their terminus on the western border of the place, filled 
 with a numerous delegation from St. Louis, Vincennes, &c., who had 
 been invited by the city, or by the officers of the new road, to share 
 in the Cincinnati Celebration, and to escort to St. Louis the guests 
 from Cincinnati and the East. The Western visitors were escorted 
 to the head-quarters at the Burnet House, which they reached while 
 General Cass was speaking to the multitude already assembled there. 
 
 At the conclusion of General Cass's speech, — ah-eady reported, — 
 Thomas H. AYesner, of the City Council of Cincinnati, formally ad- 
 dressed the St. Louis guests, and, in spirited and appropriate remarks, 
 tendered iheni a cordial welcome to the Queen City, offering them the 
 amplest hospitalities that the acknowledged liberality and public spirit 
 of its people could afford. 
 
 To this frank and thorough greeting, George R. Taylor, Chairman 
 of the St. Louis Coiiunittee, first responded, acknowledging and accept- 
 ing the proffered civilities on behalf of the numerous delegation from 
 liis home. The address of Mr. Taylor was worthy of him, and as he 
 had been in Cincinnati in advance of the St. Louis Council, and had 
 partaken of the kindness and hospitality of many of the people there, 
 he evidently felt in the humor for " a good talk." 
 
 Mr. Taylor made an earnest and cordial invitation to those around him to 
 come to St. Louis. He pleasantly alluded to a pungent paragraph in one of 
 the leading Morning papers of that day, reflecting upon St. Louis and the en- 
 tertainments to be given there on the .5lii : — He said that he regretted the pub- 
 lication, but believed from what many of the people of Cincinnati had old him, 
 that it met with no response on their part — indeed he had just learned that
 
 198 GKEAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 the amende honorable was designed in the next publication, und tliis he was 
 sure was satisfactory to the delegation then present, and whose spokesman he 
 Avas. Mr. T. said, that he believed he knew the people of St. Louis — that in 
 extending the invitation to the corporate autboi-ities and citizens of Cincinnati, 
 and which he had the honor of delivering, they were sincere and cordial, and 
 hoped that the acceptance would be in a like spirit. He said, that he would 
 promise nothing for St. Louis, but he bid them come, and be the guests — and 
 partake of the hospitalities of the "Mound City" — whose base was rock-bound 
 and washed by the waters of the Father of floods, and then he for himself and 
 her citizens would leave them to say, if, when she was weighed in the balance, 
 she was found wanting. Mr. T. alluded to the great iron artery connecting 
 now, ibr the first time, the beautiful city of Cincinnati with his home, and felt 
 that mutual benefit would result from its completion. After speaking of the 
 many evidences of taste, luxury and enterprise, as well as the generous hospital- 
 ity of Cincinnati already shown to the delegation he represented, he concluded 
 with a renewed and earnest appeal to her citizens to come and partake of the 
 hospitalities of St. Louis, and join in the final celebration of the opening of 
 the great national highway, connecting the two cities. 
 
 Louis B. PiU-sons, Directof and the Financial Ootninissioiier of 
 the Ohio and Mississippi Road, tlieu addressed the guests from the 
 West, in substance as follows : 
 
 Gentlemex : Our friends from St. Louis, and the West : it is with no 
 common emotions of pride and pleasure that, on behalf of the Ohio and Missis- 
 sippi Railroad Company, I greet you on this occasion. Associated as my feel- 
 ings are with the great and glorious West, I am proud, after so many years of 
 unyielding effort and toil, in which St. Louis and Cincinnati have shoulder to 
 shoulder sustained each other, and pressed forward their great enterprise, that 
 to-day we are able to proclaim to the East and the world, the completion of 
 our important work. 
 
 I rejoice on this occasion to see so many here, who have come from the 
 land toward the setting sun to join hands of friendly regard with thousands of 
 our countrymen from the shores of the Atlantic, and mingle in pleasant in- 
 tercourse with our friends from all parts of this great Confederacy. On this 
 occasion, thank God, we know no State lines — no sectional divisions — North, 
 South, East, and West are all here to-day rejoicing together, and binding 
 stronger the bonds of this glorious Union. 
 
 As a St. Louisian myself, and proud of our city, her present greatness and 
 her glorious future, and laelieving that, centrally situated as she is, geographi- 
 cally, from her heart no blood shall flow that is not true to our common country. 
 I am thrice glad to see your familiar faces and welcome you among us. As 
 a resident for the past year of this (^neen City of the AVest, having enjoyed its 
 generous hospitalities and tested the kind feelings and warm hearts of its citi- 
 zens, I am sure you will find a cordial welcome to their beautiful city and vine- 
 clad hills, and trust when the festivities of the occasion shall have closed, you 
 will feel, as I do, that the interests and the hearts of Cincinnati and St. Louis are 
 bound together by stronger ties than iron bands. 15ut, gentlemen, I will not 
 detain you, knowing as I do there is so much before you to see and enjoy in 
 £0 brief a time. Again I welcome you. 
 
 Of course every hotel in Cincinnati was overflowing, for it was 
 estimated that not less than twenty thousand strangers, guests and
 
 C'lNOINNAI'I CKLKUKATION, HOSriTALlTY OF THE CITIZENS, 199 
 
 lookers-on, liad invaded it. Those who had not been wise enough to 
 pre-engajje tlieir rooms were not long in finding that liotel accommo- 
 dation was scarce as money during a Ban]< panic. A sub-committee, 
 under General Paul Anderson, from the Citizens' General Committee 
 of Arrangements, liaving tlieir quarters in Vine street, opposite the 
 Burnet House, liowever, at once took the strangers in cliarge, and in 
 an inconceivably short space of time liad them all comfortably billeted 
 upon the citizens, who, as in Chillicothe, had thrown open their doors 
 by multitudes for the reception and entertainment of the city's guests. 
 Those who came to Cincinnati merel}' as lookers-on, found the greatest 
 difhculty in getting accommodated, but we believe that eterrj invited 
 guest was fully ])rovided for. It is unnecessary to saj' more than that 
 every thing which could possibly add to the general comfort was gen- 
 erously furnished, if we may believe the universal testimony of those 
 wlio accepted the elegant hospitality so freely offered. Conspicuous 
 among the private entertainments provided, were those at the dwell- 
 ings of the following gentlemen, all of whom — with, perhaps, others 
 whose names we have been unable to procure — most creditably re-- 
 ceived numerous detachments of the visitors: 
 
 George Graham. 
 James C. Hall. 
 ^YILLIAM Glenn. 
 Judge Stoker. 
 Thomas G. Owouxe. 
 David Gibsox. 
 Larz Andeksox. 
 R. M. W. Tayloe. 
 Robert Hosea. 
 E. S. Haines. 
 Nicholas Longwokth. 
 George Shoenberger. 
 H. W Dehhy. 
 J. F. Desilver. 
 K. B. TowNSExn. 
 John D. Jones. 
 
 J. J. SlO( t'MB. 
 
 "William Stephenson. 
 WiLLiAji Perry. 
 
 William Proctor. 
 Sajiuel Davis, Jr. 
 J. F. Racine. 
 Dr. B. P^haeman. 
 John F. Dair. 
 C. Smith. 
 S. Straight. 
 George C. Miller. 
 Thos. J. Gallegheu. 
 John Gdyer. 
 F. Goole. 
 A. Cutter. 
 M. Stadler. 
 
 GHARLbS FOSDICK. 
 
 J. Rawson. 
 W. H. Domisick. 
 R. C. Brasher. 
 Seth Evans. 
 
 Smith Ford, 
 N. Harris. 
 D. Eggleston. 
 B. Eggleston. 
 S. Dreyfous. 
 Thos. H. Weasner. 
 H. Martin. 
 William Goodman- 
 T. S. Goodman. 
 R. M. Corwine. 
 Ira Atiiearn. 
 John Reeves. 
 George Carlisle. 
 
 T. McBlIRNIE. 
 
 John Coleman. 
 R. W. Lee. 
 Trcxton Swift. 
 Charles Skkgeant. 
 
 But we have said nothing of the appearance of the city. The day 
 of our arrival, Wednesday, 3d of June, was a universal holiday, on 
 which business of all kinds was suspended, and every body gave him- 
 self up to sight-seeing and jollification. In the morning, before we 
 arrived, the Steam Fire Department had a grand parade. The city 
 was gayly decked with flags, banners, mottoes, and other decorations,
 
 200 GREAT OH[0 AND MISSISSIPPI RAILROAD OPENING. 
 
 ■which met tlie eye at every beiul, Ptretclied across the principal streets. 
 Festoons of evergreens, wreaths of flowers, and quaint devices, wrought 
 profusely in the gorgeous colors of the Ohio flora, all contributed to 
 the silent evidences of a " Queen's" rejoicing at the completion of a 
 work which gives new importance and increased wealth to her empire. 
 Among the mottoes displayed was one on Main street, just below 
 Fourth street, by Tyler, Davidson & Co., the extensive hardware 
 house : 
 
 ■X-i-vflftif'.i-X-i" 
 
 (•^"••M^^&-M!^-&"v«'??r^"!"-r»!?i-?>!5»-t«r"'M'?^!^> 
 
 ^ THE IRON TRACK IS THE ONLY TRUE BOND OF UNION— ^ 
 a? ^ 
 
 j THE RAILROAD STORE. -^ 
 
 The tall and magnificent structure of Moore, "Wilstach, Keys, and 
 Overend was elaborately decorated. From that to the building oppo- 
 site, was stretched a banner bearing upon it : 
 
 %. BALTIMORE, CINCINNATI, AND ST. LOUIS. ^ 
 
 The store of Sharpless and Bosley, on the same block, was trimmed 
 richly, as was also that of D. "W. Fairchild, adjoining. On this last 
 building was the following: 
 
 3 A LOCOMOTIVE IS THE ONLY GOOD MOTIVE ^ 
 
 1 FOR I, 
 
 a| RIDING A MAN ON A RAIL. ss 
 
 The Gazette office, at Fourth and Vine streets, and the Commercial^ 
 at Sycamore and Third, had flags suspended from every AvindoAv. 
 
 The Times building, on Third street, was elaborately decorated. 
 A fine cluster of flags and garlands adorned the top of the building, 
 and beneath this was an " Illustration" particularly appropriate to the 
 occasion. A huge locomotive was represented whizzing over a track 
 in the western Avilds, in hot pursuit of an Indian mounted on liis pony, 
 looking as though he tliought the Evil Spirit had made his apitearance 
 sure enough. A herd of buflaloes Avere also endeavoring to escape 
 from the iron monster, but one of them having been struck by the
 
 THE CINCINNATI CELEBRATION, THE STREET DECORATIONS. 201 
 
 cow-catcher, was throwing liis heels over liis head. Ahove was the 
 motto, 
 
 «l CINCINNATI SENDS GREETING EAST AND WEST. ^ 
 
 Below this was a graceful canopy formed of national flags. Be- 
 neath the folds was disclosed a bust portrait of Washington, with ap- 
 propriate surroundings, and beneath, the motto, 
 
 5; LIGHTNING LINE THROUGH— IN DAYLIGHT. $ 
 
 Below this still was a painting 34 feet long and 12 feet high. One 
 half represented the AVest in 1807. It was a pioneer scene, with a log 
 cabin and a clearing in the front ground, on the banlvs of a river, 
 winding far away in the distance. A pioneer was represented felling 
 a tree near the cabin, and a hunter just returning from pursuit of game, 
 being welcomed b}' his family. The other half represented the West 
 in 1857. There was a view of a large city, not unlike Cincinnati, in 
 the distance, and a railroad train approaching it by a suspension bridge 
 across tlie Ohio. The lower stories of tlie building were set olf with 
 tri-colored drapery, and a banner containing the following, the names 
 of the cities being within united links, and all Avorked in evergreen : 
 
 ^ ST. LOUIS, CINCINNATI, BALTIMORE, ALL ABOARD! p 
 
 A neat device was exhibited by Jolni Ilise, in front of his trunk 
 manufactory, on Lower Broadway. A locomotive had been manu- 
 factured out of a large leather trunk, upon which were a smoke stack 
 and bell, the latter being constantly rung. Following this unique lo- 
 comotive was a train of cars, all manufactured out of leather trunks 
 and properly labelled. Beneath the whole was the following inscrip- 
 tion : 
 
 % THE GREAT TRUNK RAILWAY, % 
 
 We have thus alluded to only a few of tlie hundreds of buildings 
 which honored the occasion by putting on a special holiday attire. 
 8*
 
 202 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 The numerous steamboats tliat lined the levee on Front street, were 
 also gayly decked ofi' with all their colors, and added to the life and 
 imposing effects of the daj'. 
 
 It Avas not expected that Cincinnati would make much formal 
 public display on this occasion, for the want of time on the part of the 
 guests, the chief and final ctremonies being left to the care of St. Louis 
 and her citizens. The feature of the day was a grand exhibition of the 
 Steam Fire Department, the pride and boast of the city. As is well 
 known, all the fire engines in Cincinnati are worked by steam, and 
 the few men necessaiy to manage them are specially employed and 
 paid for the service. Tlie engines are ponderous, but verj' easily man- 
 aged. When off duty they are taken to their houses, put in perfect 
 order, and arranged for firing up at an instant's warning. PoAverful 
 liorses are also kept in stalls alongside, with harness on, ready to be 
 attached without delay, to drag the machine to where its services are 
 required, although, as soon as the steam is u;), the horses are required 
 to do very little or no work. 
 
 On this occasion it was arranged that at a given signal tlie different 
 steam fire engines should repair to the Fifth street market space, with 
 ladders, hose carriages, &c., as in case of actual fire, and there make 
 an exhibition of their mode of operating. The signal fire-bell sounded 
 precisely at i o'clock, P. M. The engines, each drawn by four pow- 
 erful horses, speedily came, like flaming heralds, from every direction ; 
 huge volumes of heavy black smoke pouring from their chimnej's. 
 Ever and anon they gave a shrill shriek as if to challenge each other 
 to the mighty contest. Fifth street market space was already filled 
 with crowds of people, and house tops, fences, and carriages were 
 loaded Avith additional spectators. In just two minutes, the ladders 
 arrived, and in less than another minute were raised against the highest 
 buildings in the neighborhood, (five stories high,) and the firemen 
 were on the roofs. In less than three minutes after the signal tlie 
 hose carriages came dashing through — unreeling their hose as they 
 passed along, and in four minutes the first water was on, and the pipe 
 from which it issued was on the roof of a five-story house. The hose 
 and pipe are hoisted with the ladders, and the connection made after 
 the hoisting. In less than six minutes from the first tap of the bell, 
 steam was up, and six engines were throwing streams. The multitude 
 shouted at the appearance of every new jet, but the firemen worked 
 in perfect silence. 
 
 While the whole department was in full play, a carriage containing 
 Gen. Cass, Gov. Chase, Senator Pugh, and President Wilson, of the
 
 THE STKAM FIRE DErAKTMENT OF CINCINNATI. 203 
 
 Marietta Kailroad, was driven up where a good view could be ob- 
 tained, when an irreverent stream wandered into tiie party, and 
 showered them plentifully. Gen. Cass took the accident kindly, rising 
 to let the water drip off, and returning the shout of the crowd with a 
 good-natured smile. 
 
 Tlie engines continued to play for some time over the tops of the 
 houses; but at lialf-past four tiie pipes were all brought together near 
 tlie centre of the street and fastened in a frame, so tliat the streams 
 could be directed perpendicularly. The seven streams shot up side by 
 side, generally keeping perfectly parallel and unbroken for more than 
 a hundred feet, occasionally one diverging a little so as to strike its 
 neighbor, sixty or eiglity feet from the ground, and most of the streams 
 beginning to break and commingle at something above a hundred feet 
 from tiie nozzles. Tiie streams were all good. Water was exalted in 
 sky-sweeping jets. Rainbows played around. Over a large extent of 
 the square the water fell as if a summer thunder and water-charged 
 cloud were anchored above, and suddenly resolving itself into rain. 
 One of tlie streams especially attracted attention. So steady and firm 
 was it, that it seemed as though an active boy might liave climbed it. 
 At a great height the column was ornamented with spray, and the few 
 drops that tlew nearest the sky, took the form of a plume, so that the 
 top of the stream in the bright sunlight against the clear sky was like 
 a lofty plume, white and fantastic as frost. When all the streams 
 were at once in the air, near together, the scene was truly mag- 
 nificent. 
 
 Measurements, by a civil engineer, showed tliat the greatest alti- 
 tude wliich the perpendicular streams obtained, was a hundred and 
 sixty feet, and one of tlicm threw a stream liorizontally, as far as 250 
 feet liigh, througli a small nozzle. It was evident to every beholder, 
 that no confiagration could long survive the deluge which raiglit be 
 hurled against it by the united cttbrts of the seven machines on exhi- 
 bition. It may not be out of place here to say, tliat since the establish- 
 ment of the present paid system and the Steam Fire Department, the rates 
 of insurance in Cincinnati have been voluntarily reduced one half, at 
 the same time that property-owners are content to insure now against 
 partial damage only, trusting confidently in the ability of the depart- 
 ment to check every fire before it can make serious headway. The 
 good example of Cincinnati in originating and establishing this great 
 moral as well as material improvement, might be followed Avith 
 equally good results by all the larger cities of the Union. 
 
 Invitations poured in upon the guests to visit the extensive wine-
 
 204 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 vaults of Cincinnati, her far-famed vinej'ards, tl)e Public Schools, 
 Prof. Mitchell's Astronomical Observatory on Mount Adams, over- 
 looking the city, the Mechanics' Institute, and other lions. Many 
 strangers gladly availed themselves of the opportunity ; but it must 
 be confessed that, to the majority, the wine-vaults were the magnet 
 of attraction. 
 
 The annual product of the Ohio valley averages about half a million 
 gallons of wine, worth, when new, about ninety cents per gallon. It 
 is so remunerative that its culture is rapidly extending. To make a 
 vineyard costs from two hundred to five hundred dollars per acre, and 
 one man can attend to five acres, besides raising food for his family. 
 An average crop is Avorth $200 per acre. Nicholas Longworth is the 
 most extensive manufacturer of wine in Cincinnati. His cellars cover 
 a large area, and extend under ground to the depth of forty feet. 
 Escorted by a guide, and provided with candles, we wandered about 
 these cellars, in which were stored three hundred thousand bottles of 
 the purest wine, besides several hundred thousand gallons in casks. 
 Some of these casks are of colossal size, holding between four and five 
 thousand gallons. 
 
 The method of preparation is thus : In the spring following the 
 pressing of grapes, the wine, — which had meanwhile undergone the 
 various fermentations, by which ten or eleven per cent, of alcoliol is 
 developed,— is mixed with a small quantity of sugar and put into strong 
 bottles, with the corks well fastened, by twine and wire. The sugar 
 accelerates a second fermentation, which always takes place about this 
 time, and tlius a strong movement is produced inside the glass, which 
 generates gas enough to burst the vessels briskly, adding thereby con- 
 siderably to the cost. This is called the gaseous fermentation, and it 
 renders the drink more exhilarating, more prickling on the tongue, 
 and more fruity. This last ettect results from this, that the flavor of 
 the fruit mostly passes ofl:" with the carbonic acid gas Avhich is largely 
 generated in the first or vinous fermentation, and in a less degree in 
 this second or gaseous fermentation. Tlie loss of fiavor from the first 
 fermentation cannot be avoided ; but by means of strong bottles and 
 well tied cords, it can be saved in the second. In the bottling room 
 some half a dozen men were busily at work. One was engaged draw- 
 ing the wine from a huge cask — the liquor having been previously 
 sweetened. The bottles were then handed to another at the left, who 
 with a machine forced in the corks, Avliich were previously softened 
 with warm water. These two filled and corked with the regularity
 
 THE CINCINNATI WINE VAULTS, I'UBLIC MEETING AT NIGUT. 205 
 
 of niacliincry, and rapidly enough to employ four or five others in tj'- 
 ing and wiring down the corks to the neck. 
 
 At the end of about a year, the liciuid has become clear and a sedi- 
 ment has been deposited. To get rid of this sediment, the bottles are 
 placed in racks made to fit their necks and shoulders, inclined, with 
 corks downward, and well shaken daily for several weeks, which i)ro- 
 cess works the sediment down against the cork. Tlie wires and twine 
 are then cut, and the gas exploding, blows it otf. Then more sugar, 
 for sweetness, is added, a new cork is driven in and fastened, and in a 
 few weeks the article is ready for consumption. 
 
 The quantity bottled by Mr. Longworth in the season of 1856 was 
 one luindred and fifty thousand bottles, and of 1857 a still heavier 
 quantity. He has now in his cellar almost a half million bottles, 
 mostly quarts, of which more than twenty thousand are of Isabella. 
 The demand rapidly increases, the sales of Mr. Longworth having more 
 than trebled since the year 1855. 
 
 It is suggested hy an expert in this wine culture — which is so 
 rapidly becoming a great feature of Western business — that the line 
 of the great Haltimore and Ohio Railroad runs through a country — 
 from Cumberland to Wheeling especially — that is evidently adapted 
 to the vine, for the double reason that it is hilly, and (excepting on 
 " the glades ") of tiie right temperature. It is said that in France 
 there are mountain lands like those in Western Virginia, worth but 
 little except for wood and minerals, which are now valued, in choice 
 locations, at a thousand dollars an acre, on account of their avail- 
 ability for the vine. 
 
 In the evening a large crowd of citizens and strangers gathered, 
 by arrangement of the city authorities, in the streets in front, and on 
 the third-story balconies of the Burnet, in the expectation of hearing 
 speeches from some of the distinguished guests. Mentor's fine brass 
 band, of Cincinnati, and the Baltimore Blues' band, alternately en- 
 livened thera for some time with their musical performances. At 
 eight o'clock, the cries for "Cass," "Chase," "Svvann," "Douglas," 
 " Marshall," and others, could no longer be disregarded. 
 
 At the invitation of the Committee, Gov. Chase came forward upon 
 the eastern platform, in front of the hotel, and said : 
 
 Fellow-Citizkns : A few hours since I had the pleasure of introducing to 
 you the eminent citizen who presides over the State Department of the Federal 
 Government, and was gratified by the cordial reception which you gave to 
 him — a reception due to his age, to his position, and to his patriotism. I have 
 now the gratification of invoking a like cordial reception fur a distinguit^hed
 
 20G GREAT OHIO AND MISSISSIPPI KAILKOAD Ol'KMNG. 
 
 gentleman, the cherished personal friend of my earlier years, who long pre- 
 sided over the Board of Directors of the Baltimore and Ohio Railroad Com- 
 pany, and to whose patient, persevei'ing and intelligent labors much of its re- 
 markable success is due. He was among the first to see the vital importance 
 of its connection with this, our own beautiful city ; and to the advancement of 
 her interests in connection with those of the city of Baltimore, his constant 
 endeavors have been zealously devoted. 
 
 Called subsequently to the office of Mayor of the city of Baltimore — an 
 office which he now adorns — his most earnest wishes and eflforts are still en- 
 gaged in the noble work of advancing further and further towards final con- 
 summation the great line of Central Railway, destined at length to i-each the 
 border of the Pacific, when another celebration will be held, and, rising on the 
 shores of the old Chesapeake Bay, the acclaim of gratulation shall swell and 
 echo from that city until it reaches and lingers upon the Bay of San Francisco. 
 I am glad that he will now have an opportunity of addressing this vast con- 
 course of my fellow-citizens of Cincinnati and of Ohio, and of our welcome guests 
 from all sections of the Republic, to participate in the rejoicings of this occa- 
 sion. I introduce to you, gentlemen, the early, energetic and persistent friend 
 of this great work — our own friend and the friend of our city — Thomas Swann, 
 the Mayor of Baltimore. 
 
 Mr. Swaiin was warmly received, and — thongli somewhat stunned 
 by the Governor's higlily flattering introduction — proceeded to ad- 
 dress the multitude as follows : 
 
 Fellow-Citizens of Cin'cinsati : The complimentary' manner in which 
 my humble name has been introduced here to-night by the Governor of your 
 State, will, I fear, excite expectations which may not be met by any thing I 
 can say in reference to the important subject which now engrosses so large a 
 share of the attention of your whole city. This is no fault of mine. My distin- 
 guished friend has done me more than justice, and I feel that much of what 
 he has said is due to that ancient friendship to which he has referred. 
 
 I am here, fellow-citizens, from a far-off city upon the seaboard — a city 
 with which you have not been without your relations of friendly intercourse in 
 times past. I have traversed a journey of six hundred miles, in company with 
 the public autliorities by whom I am surrounded, to show you how much as a 
 community the city of Baltimore participates in the rejoicings of this occa- 
 .sion. I thank my friends here for the kind invitation which has been extended 
 to the Mayor and City Council of Baltimore to be present on an occasion of so 
 much interest. I reciprocate to the fullest extent the generous feeling which 
 has prompted this act of municipal courtesy. 
 
 This is a great day for Cinciiniati. The opening of the important com- 
 bination of road.s, which we are here to inaugurate, is an epoch ever to be 
 remembered in the history of your State. Nor is it without its interest to the 
 whole Union, because it binds together by ties of commercial and social 
 brotherhood, two of its most distant extremes. Fellow-citizens, there is no 
 expenditure of capital — there is no employment of labor — there is no direc- 
 tion that can be given to the enterprise of your citizens which contributes or 
 can contribute more to the value and prosperity of a country, than the con- 
 struction of railroads through densely peopled neighborhoods, or in regions 
 where nature has failed to provide facilities for an easy interchange between 
 convenient market.-^. 
 
 Situated as you are here, in the midst of a country unsurpassed in all the 
 elements of substantial wealth, you naturally look to the readiest market and
 
 Sl'EECH OF HON. THOMAS SWAXX, AT CINCINNATI. 207 
 
 tlie highest prices for the productions of your soil. Without these your re- 
 sources are undeveloped, and your career must be more or less retarded by 
 the contiujrencies to -which you ure exposed, in the absence of artificial aids. 
 The completion of the road over which we have passed in our journey to this 
 point, opens this improved prospect to your view. The extended market of 
 the eastern seaboard is now before you. Baltimore and Philadelphia, and New 
 York and Boston, are all within your reach. You have the choice of markets, 
 and you have the satisfaction to know that all this has been brought about by 
 the enterprise and public spirit of your own citizens. 
 
 Ten years ago the city of Baltimore was in the situation of Cincinnati and 
 St. Louis before the completion of these important works. She had an in- 
 dustrious population — one of the best harbors in the world — mineral wealth at 
 her own door, and unsurpassed mineral facilities; but she had no finished 
 railroads, and as a consequence no back county to sustain her. She had 
 drawn her scanty supplies from the great West before railroads were known. 
 The path of the pack-horse is still to be traced in the valleys and upon the 
 mountain tops of that stupendous belt which separates the great valley of the 
 Ohio from the Atlantic seaboard. 
 
 It was at that period that some of our most prominent and public- 
 spirited citizens, after a pause of many J'cars, revived the idea of completing a 
 continuous chain of railroad communication with the luivigable waters of the 
 great ^^'est — to which, for a quarter of a century, we had been directing our 
 attention. The State of Virginia, in 1847, gave us a charter. It was not 
 such a charter as we wanted, because it located the point of contact with the 
 projected ^\'estern improvements too far North to make us comfortable, iu 
 view of the rapidly advancing works of our Northern neighbors. We had no 
 money, but in this respect we were pretty much iu the situation of all similar 
 enterprises at that day. We had a road to build whose estimated cost was 
 more than .§7,000,000, and how it was to be accomplished, in the absence of 
 material aid, was not without its incidents of ridicule and merriment, among 
 those who had predicted its failure. 
 
 I once asked a mechanic who was employed to build a house, upon what 
 plan he designed to finish it. After a good deal of doubt and hesitation, he 
 made a reply which I have often thought of in connection with the finances of 
 the Baltimore and Ohio Railroad. " The tnith is," said he, " I have not 
 troubled myself much about that. You need give yourself no uneasiness, for 
 as we progress all will come naturaUi/." The mone}' did come, but I can't say 
 that it came " naturally." A\ e had to resort to a good many expedients to 
 accomplish what we wanted. But we got the money and we made the road — 
 that great line which the illustrious Washington indicated as the probable 
 channel of trade between the East and West, before railroads weie known or 
 thought of. No sooner had we emerged from this great effort — worn out and 
 exhausted as you may well imagine — than we saw, or thought we saw, un- 
 mistakable indications that our mission was not yet ended. The State of 
 Virginia relaxed her restrictive policy, for we were wholly dependent upon her 
 liberality — and allowed us to do what we had asked in the beginning, viz. : to 
 form a junction with the Ohio river at the town of Parkersburg, 04 miles be- 
 low Wheeling. This is the road over which we have passed, and which presents 
 the shortest and straiglitest line from your city to the Atlantic coast. It is 
 part and parcel of the great combination which we are here this day to cele- 
 brate. During my official connection with the.se two stupendous works, look- 
 ing to a close union with your beautiful city, and the rich country that sur- 
 rounds it, more than .sl3,000,000 was disbursed. It was a large sum for the 
 little Stjite of Marj'land, who had already expended more than >-20,000,000in 
 her other works of internal improvement. I say it with pride here, that in the
 
 208 GREAT OHIO AND MISSISSIPPI RAILROAD OPEMNC, 
 
 development of her geographical position, the State of Maryland has done as 
 much, in proportion to her population, as any State in this Union. 
 
 P'ellow-citizens : Take up the map of your Union — draw an air line 
 through this central region of the West to the nearest harbor on the seaboard. 
 You will find that St. Louis and Cincinnati will stand as glittering landmarks 
 upon the route of this great highway, while the city of Baltimore must form 
 its Eastern terminus. The people of my State and city have not been blind 
 to the advantages of their geographical position. They know where they 
 stand and what is required at their hands. For years past their efforts have 
 been directed towards the very results which we are now celebrating. They 
 have braved every obstacle — encountered every species of abuse — turued away 
 from every temptation, in order to secure the advantages of the most direct 
 communication with the AVest. With the discontented at home — in the Legis- 
 lature of Virginia — among the towns and villages, and private interests — look- 
 ing to resvilting benefits from the projected improvement, they have fought the 
 battle of the American central line. They have looked without falterino' to 
 the accomplishment of a point on the Ohio river as the limit of their labors, 
 where, by a junction with your proposed improvements, they could secure to 
 themselves the most direct passage to your Queen City, and beyond it to St. 
 Louis and the distant Pacific. 
 
 When I was in Cincinnati seven years ago, iu furtherance of the policy 
 upon which I was then acting, I addressed a letter to a gentleman represent- 
 ing your City Council, in reference to what I beUeved to be the true interests 
 of Cincinnati in the direction she was then giving to her internal improvement 
 system. I beg you to refer at your leisure to the views presented in that 
 document. I pointed to the danger to which you were exposed by the net- 
 work of railroads which was then in process of formation north of you. I saw 
 an evident tendencv to head off the commercial attractions of your city. I 
 saw combinations forming, which would eventually reach even to St. Louis, 
 without the slightest regard to any claim of centrality which Cincinnati 
 might be supposed to possess. There was enough to satisfy me that your 
 safety was in the Southern line, and the connections south of you. That what- 
 ever you succeeded in drawing into this channel, whether from the East or 
 the West, was exclusively your own, and could not be wrested from you by 
 any Northern attraction. I am happy to find now that I was not mistaken iu 
 this position. Experience iuis shown that there is too strong a Northern in- 
 fluence governing this whole region, and that the only way to counteract it, 
 is by your prompt and undivided support of the American Central line — not in 
 part, but as a whole — to make it a Cincinnati work both East and West — and 
 to indicate such a policy as shall dedicate its whole energies to build up your 
 own city, and the other cities that enter into the combination. 
 
 Your Governor has told you that I was the friend of Cincinnati. Balti- 
 more and Cincinnati have occupied such a relative position ou the map, that 
 I could not do otherwise than advocate a policy which nmst operate alike ad- 
 vantageously to both. I saw how they could confer mutual benefits ou each 
 other. I saw how they could control beyond rivalry the patronao-e of this 
 productive region. I saw how they could build up a system of commercial in- 
 terchange, which, while it imparted strength to the Central American line, 
 would dispense its benefits to all classes and interests within the sphere of its 
 attraction. 
 
 Fellow-citizens, the great arginnent upon which I stand here to-nioht, in 
 my earnest advocacy of the union between our two cities, is that of interest. 
 Men may cultivate social relations, but commercial alliances will always stand 
 or fall by the mutual benefits which they confer. The sympathy of one com-
 
 SPEECH OF HON. THOMAS SWANN, AT CINX'INXATI. 209 
 
 mxinity with another, in a great country like this, is not dependent upon a 
 mere theoretic exposition of convenient hces and reduced distances. We must 
 give vigor and animation to your trade. We must show that tliat reciprocal 
 tralhc produces reciprocal benefits. The love of one people towards another is 
 sooner promoted by results such as these than by all the impassioned appeals 
 that it would be competent for me to make to j^our noble and generous im- 
 pulses. When we ask you to miite with us commercially, it is out of place to 
 talk about kindly feelings and social sympathies. We must present a business 
 view, and you will answer it by a practical business appeal to your pockets. 
 This is one of those fundamental principles of trade and commerce which can- 
 not be modified or interfered with by conventional restrictions. Communities 
 will trade where they make most money, and where, in their system of com- 
 mercial interchange, they encounter less risk, and are subjected to fewer 
 drawbacks. We come, therefore, to tell you that Baltimore is your natural 
 market. We come to tell you, that in your combinations with the North- 
 western, Virginia, and Baltimore and Ohio Railroads, you will put money in 
 your pockets. AVe come to tell you that your interest, your true interest, is 
 with the Central American line. 
 
 Fellow- citizens, when the Baltimore and Ohio Railroad was commenced, 
 more than a quarter of a century ago, the city of Baltimore had an assessable 
 basis of little more than .s2.5,()0(),()00 of property. At the period of its com- 
 pletion to Cumberland, this amount had greatly increased — and now, as the 
 result of its connection with the Ohio river and the great West, it has reached 
 a limit of more than $100,000,000. The extension of this road from Cum- 
 berland has added more than 51.50,000,000 to the assessable basis of the city 
 of Baltimore. If we realize no farther return, the account is settled, and more 
 than settled, and our city has reaped the full benefit of her investment. 
 
 The management of railroads in this country is a subject iipou which we 
 have still much to learn. As necessary avenues of trade their results are 
 shown in the development of inaccessible and unproductive lands, and the 
 building up of cities : as objects of investment they will always be governed, 
 more or less, by the administrative skiU and economy with which they are 
 conducted, and the necessity [for their original construction. We are too 
 apt to forget that, in addition to ordinary wear and tear requiring a certain 
 amount of their gross earnings, a reasonable repair fund should be set aside 
 from year to year. The life of a road will be regulated by the amount of 
 trade which it accommodates, and provision should be made in its expense ac- 
 count for its entire renovation within a given period. A neglect of this im- 
 portant and indispensable requirement has led to eiTor and miscalculation 
 heretofore in regard to the details of management, as well as the value of rail- 
 road securities in this country. 
 
 Another important point is the inadequacy of toll-sheets to produce a saving 
 return upon the amoimt of capital invested in them. The multiplicity of rail- 
 roads, intersecting almost every part of this country, has led to a most un- 
 wholesome and destructive rivalry. So far as the great through lines are con- 
 cerned, this tendency should be promptly arrested. The disadvantages of 
 location cannot be overcome by reduced rates of transportation without detri- 
 ment to the productive power of the investment. We need entertain no 
 appreliension of a want of patronage for all the roads now constructed with 
 reference to the trade and travel of the West. If we give up competition — if 
 we establish proper toll-sheets — if we manage judiciously and economically — I 
 see no reason why a satisfactory return may not be made by all the roads 
 whose arms have been stretched forth to invite you to the markets of the 
 seaboard.
 
 210 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Fellow-citizens, it is almost incredible to look at the progress of tlie works 
 of internal improvement that arc now traversing the length and breadth of 
 this vast country. Every State has been aroused in this struggle for progress 
 and development — and will point you to the monuments of their successful 
 enterprise. Already a network of iron has been formed stretching to every 
 accessible market — the mountain barriers which separated State from State, 
 and section from section, have been removed — the shrill note of tlie steam- 
 whistle is heard in the valley, and upon the hili-tops ; rivers have been 
 spanned, forests penetrated, and the improved facilities of commercial inter- 
 change have consolidated and knit together, in one indissoluble bond of union, 
 the productive energies of this great people. When I was a boy at college in 
 the District of Columbia, I remember to have visited the House of Representa- 
 tives, to hear the great speech of Henry Clay on the Cumberland road hill. 
 That distinguished statesman was then in the vigor of his manhood — the pride 
 of his own State and the glory of the whole Union. He spoke of the stupendous- 
 ness of that enterprise, and threatened, in a tone which I shall never forget, 
 that we would sooner or later teach the proud Alleghany to bow his head and 
 yield submissive to the power of a progressive people. 
 
 How strange a picture would be presented at this day, if we could fancy to 
 ourselves a caravan of wagons wending their lazy course over the unbroken 
 summit of the Alleghany, on such a road as Mr. Clay described, laden with 
 the millions of tons of freight, that are now being poured in upon the seaboard, 
 from this productive and boundless region. Fellow-citizens, we were not 
 content with any such mode of arriving at results. Mr. Clay had the idea, 
 hut it was too soon even for his astute mind to foresee its ti-ue application. 
 We did teach the proud Alleghany to bow his head, not by rendering his sum- 
 mit subservient to the will of man by the easy process to which he referred, 
 hut by opening wide his i-ock-bound portals to the resistless power of the lo- 
 comotive hanging upon his steep and rugged mountain sides, leaping his foam- 
 ing torrents, and piercing his very bowels in its defiant march of wonder and 
 of triumpli. 
 
 Look at the great enterprises that put forth their arms to welcome you to 
 the seaboard — the New York and Erie, the Central Pennsylvania, and the 
 Baltimore and Ohio Railroads. What country on the face of the earth can 
 hoast of such eutei-prises as these constn;cted within the same limit of time 
 and vmder the same disadvantages ? When I visited England in 1853, on the 
 completion of the Baltimore and Ohio Railroad, I was forcibly struck with the 
 superior tact and energy of our own people, in the projection of their works of 
 internal improvement. England has spent more money, but she has not accora- 
 plihhed the same results, nor has she exhibited the same inventive resources. 
 When I told those people of the expedients to which we had been sometimes 
 compelled to resort — of our zig-zags over precipitous mountains — of our trans- 
 porting the Government mail by locomotive steam power over a grade of five 
 hundred feet to the mile, they could scarcely be brought to believe that I was 
 not dealing in fiction. The truth is, they were, not without an excuse for 
 their want of iaith. They had many a desperate assault upon their credulity. 
 I discovered to my amusement that they manifested a singular curiosity upon 
 the uses of an invention attached to our engines, to protect them against out- 
 side intruders, known as the cow-catcher. They had no idea of a road with- 
 out sodded embankments, and a fence on either side, to make it secure beyond 
 peradventurc. They had been told of a caricature of one of our Westei-n 
 trains Hearing a market upon the seaboard,, after a long and successful run — 
 perhaps from this very city — with this horrible appendage, the cow-catcher, 
 in front, laden down with the mangled bodies of horses, and cows and wild
 
 SPEECH OF HON. THOMAS SWANN, AT CINCINNATI. 211 
 
 tiirkeys, and last, though not least, with men, women, and children. It con- 
 veyed a lasting: imprecision of the genius of young America, and lier railroads. 
 
 And now, fellow-citizens, yoii have finished your Ohio and Mississippi 
 road. You have brought the iron horse to your own doors from the far-off 
 region which it traverses ; but do you think that all this is going to satisfy 
 the restless spirit of your people? No, no. Just as sure as we stand here to- 
 iiiglit this great enterprise has stopped short of its destination. It is pointing 
 onward to a still nobler destiny, even beyond the city of St. Louis, and its 
 giant march will be averted only by the distant shores of the Pacific. And 
 why not ? Is there any thing extravagant in the prediction ? Has the Gov- 
 ernment no interest in binding together the remote extremes of this glorious 
 Union ? Is her treasury so weak that she may not undertake it ? Has she 
 less enterprise than New York, and Pennsylvania, and Ohio, and Missouri, 
 and the little State of Maryland ? What is to retard this great national en- 
 terprise — the chaining together of the great oceans that wash her eastern and 
 western borders. We live in an age when men have ceased to speculate on 
 probabilities. Every thing is practicable and every thing is going to be done 
 which the genius of man can devise, and we must do in the twinkling of an 
 eye, what it would have required ages to conceive and ages to execute in the 
 days of our old I'ogy ancestors. 
 
 I fear, fellow-citizens, that I have occupied too much of yoiir time. My 
 friends will make allowance for the tact that I have been an old raih-oad Cap- 
 tain. I have almost lost sight of the position in which I stand here to-night as 
 the representative of the city of Baltimore — surrounded by her corporate au- 
 thorities — traversing a weary expanse — to show her appreciation of your la- 
 bors in this great field of enterprise, and to give assurance of her hearty co- 
 operation in the effort to draw closer the ties which now bind ns together as 
 one people, having common interests and a common destiny. In the midst of 
 all the obstacles by which our past career has been obstructed — obstacles 
 which threatened, on more than one occasion, discomfiture and ruin to our 
 hopes — I was among the number of those who looked with a steady eye to 
 a period when every cloud would be dispersed. I looked to Cincinnati and 
 St. Louis, and the distant shores of the Pacific — I believed that in due season 
 the remotest of these points would be bound to us by commercial ties These 
 expectations have been in part met. These hopes have been so far realized as 
 to give increased assurance of tile future. 
 
 When I look at the growth of this country in the last few years — when I 
 look at the expansive power and energies of our people, I am lost in wonder 
 and amazement. The first visit I paid to Oiiio was in 1830. You were then 
 just entering upon that career of prosperity which has since placed you here in 
 the first rank of cities. Your population was then, if I mistake not, little 
 over 30,000 souls ; it has since reached five times that limit. The region be- 
 yond you was a wilderness. St. Louis occupied an obscure position, almost 
 Avitbout the limits of commercial interchange, excepting by the uncertain 
 higliway which nature liad provided, and which bound her to a distant and 
 unprofitable market in the Gulf of Mexico. California had not opened her 
 golden gates to the march of the invader. The waves of the Pacific beat 
 upon a shore which even speculation had not approached in its inquisitive 
 inarch. The great Northwest lay among the locked-up treasures of this vast 
 continent. The rich and jwwerful cities that have since risen, like exhahitions 
 from the bosom of the Northern lakes, whose margin they adorn, were then in 
 their infancy. And what has brought about the change which we now be- 
 hold? The march of civilization has been forced onward by the power of 
 steam. Railroads have been the prominent and leading agents in this work
 
 212 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 of progress. Men have been stimulated in their career of settlement and 
 discovery by the promised coming of the iron horse. 
 
 Fellow-citizens, we hear occasional speculations upon the probable dura- 
 tion of our glorious Union. But who can despair of the ti'iumphant mission of 
 this great republic, when we behold what steam has accomplished and is still 
 accomplishing, in binding together remote States of this great confederacy. 
 Rome fell into decay from the extent of her territory — and the diversity of 
 her possessions. Her people became alienated, in the absence of social and 
 commercial interchange. But here we shall soon pass from the St. Lawrence 
 to the Gulf of ilexico — from the Atlantic to the Pacific coast, almost in the 
 time that it would have required, without the interposition of railroads or the 
 power of steam, to march an anuy from this city to a point on the Eastern sea- 
 board. Every State has its independent avenues of communication, and these 
 are destined to render more and more perfect the power of concentration and 
 the cherished ties of brotherhood, which must bind us together in all future 
 time, as a united and happy people. 
 
 I tender to you again, fellow-citizens, most cordially the congratulations of 
 the city of Baltimore, and I trust that your reward may not be unworthy the en- 
 terprise and public spirit of your citizens in achieving the great results which 
 we have been called to witness this day. 
 
 Mr. Swann's practical and eloquent address was attentively listened 
 to by the throng, and frequently interrupted by hearty ai)plause. 
 
 Hon. Thos. F. Marshall, of Kentucky, whose popularity seems 
 tough enough to stand any test, Avas next called out, and appeared 
 upon the platform amid tumultuous applause. Several minutes elapsed, 
 during which he stood swaying himself gracefully to and fro, ere he 
 essayed to speak. He then delivered an utterly irreportable speech — a 
 queer mixture of eloquence, humor, genius, sense, and nonsense, such 
 as nobody else could well compound : 
 
 He began, by the remark that Col. Benton is going about, saying the Union 
 is in danger, and the statement that when a fellow is a broken-down politician, 
 he thinks the Union is gone. [Loud laughter.] '• If," said Mai'shall, " I had 
 gone to Congress, the Union would have been all right now. I w^as defeated, 
 and didn't go to Congress, but the Union is still safe. I think the people made 
 a d 1 of a mistake, but the Union ain't in danger. 
 
 "As for you, Ohio people, I have no right to speak, as I came from Ken- 
 tucky, wliere they keep niggers. Now Ohio is a great State. On one side 
 is the lake and on the other the river, and you fellows are so industrious that 
 you are uniting them by streams through the country'. You have, too, a gi-eat 
 many railroad*, and if these were put together, they would reach to the Pacific. 
 I have in the last five weeks travelled extensively in Ohio, and am free to con- 
 fess I consider it a great State, great in physical and intellectual progress. 
 You fellows are getting along in both. You have great railroads, and plenty 
 of schools. Out of two millions of your people, five hundred thousand go to 
 school; and lately I visited one of your colleges, the finest I ever saw, where 
 300 men are taught ever)' branch of knowledge by the best professors, and 
 really Cincinnati is a great place. I can remember, (and I am not an old 
 man,) when it was a village, and in the records of modern history, not a cen- 
 tury ago, it was a wilderness. Our orators talk about the A\'est ! Lord, what 
 a place that is to talk about ! I am Ibnd of geographical discussions, and this
 
 SPEECH OF HON. THOMAS F. MARSHALL, AT CINCINNATI. 213 
 
 triangle, bounded by the Mississippi, the Ohio River, and the Lake, I think 
 Virginia ceded to Congress. Congress passed the ordinance of 1 789, and see 
 the result. I have sometimes tliought God Almighty tried his best when 
 making the Mississippi valley, and when Virginia ceded it, it was a wilderness. 
 Now look at tlie — the — the Ordinance of 17S0, (a voice) ' Tom, you're tight.' 
 JMarshall. 'If you were as tight as I am (hie) now, nobody would recognize 
 you. Now listen and see if I am tight. Tliat gorgeous Jlississippi, whose pic- 
 turesque meanderings are bordered by flower's and undulating rank grass, and 
 unrecognized save by the zephj-rs of love, was never to be stained by the foot 
 of a slave.' " [Applause.] 
 
 After glancing at the Hue and prosperous States that had grown out of the 
 Northwestern Territor}"-, Mr. Marshall developed in a rather incoherent manner, 
 but with occasional happy flashes, the fact that varied prodvictions beget ex- 
 change, and fasten commercial relations and vinions. He held that democracy 
 was most successful when it had ample expansion, and ridiculing nullification 
 and deprecating fanatical disunion abolitiouists. He recalled some very vague 
 ideas; wished about a knife, and cutting a rope, so that both South Carolina 
 and Massachusetts might drown when they cavorted. He said some people 
 supposed that the spread of Democracy would play the devil, but it didn't ; 
 but if confined, it would burst any thing on God Almighty's earth. 
 
 He then dilated on the different shapes of this Continent from others. 
 Looking, said he, from the North, where J>r. Kane died trying to find a road, 
 that I don't see would have been of any use if he had fotuid it, and besides, there 
 ain't no way since the Almighty made it right fast and hitched it on to the 
 north pole. Look on down at the corn-bearing region. I hear you can grow 
 100 bushels of corn to the acre in the JNIiarai Valley, and the only difficulty is, 
 you distil too much of it into whiskey that ruins a great many talented men ; 
 then away down South to the sugar plantations, see how varied the produc- 
 tions. How gorgeous Ibis Continent, how numberless its productions. This 
 variety makes trade and binds the Union. 
 
 Marshall here swayed about a little and began again — 
 
 " Who would trade potatoes for potatoes ?" 
 
 A voice from the other side of the street — " Hurrah !" 
 
 Marshall — " I hope when that comet comes, old fellow, it will switch you 
 with its tail." 
 
 He then went on to elucidate the idea that the trade of Europe and Asia 
 must centre here — that here their products must be exchanged. He then 
 showed the folly of the notion that the Union could be dissolved, and pictured 
 the condition of Kentucky in such an event, obliged to pay import duties to 
 seaboard States, and serve as the outpost of Slavery, yet certain to find her 
 negroes poor stock. He then traced the moral and philosophical uses of 
 mountains, rains and rivers generally, and referred to the Mississippi Valley 
 reclining with her liead in the lakes — her feet in the Gulf of Mexico, and her 
 arms grasping the Alleghany and Rocky Mountains. [A voice — "Louder."] 
 Marshall — " I am saj'ing some beautiful things, and you have not sense enough 
 to imderstand them.'' [Again the voice — ''Louder."] 
 
 Mr. Marshall, evidently disconcerted — " At the day of judgment, when the 
 Ruler of the Universe is trying all things, I expect some d d fool will bel- 
 low at him." [Loud laughter.] He went on and made some very fine re- 
 mark.s on the topics he had broached, and then concluded by an eloquent al- 
 lusion to the providential discovery of America at the proper time, the glory 
 of religious toleration, and the .sublimity of being free from priestly and aristo- 
 cratic tyranny.
 
 214 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Arrangements had been made for speeches by several favorite ora- 
 tors from Maryland and Virginia, including Hon. J. Morrison Harris, 
 Hon. Philip Francis Thomas, Hon. J. Dixon Roman, and others ; but the 
 lateness of tlie hour at whicli Mr. Marshall closed, prevented their 
 being heard. 
 
 On the evening preceding the arrival of the general excursionists, 
 whose journeyings we have been noting, a dinner was given at the 
 Burnet House, by Mr. Ciuirles Gould, the Treasurer of the Ohio and 
 Mississippi Railroad — to a party mainly of his personal friends, con- 
 sisting of seventy or eighty ladies and gentlemen. The entertainment 
 is described by those present as a perfect one in all respects. On the 
 removal of the cloth, fac-simile models of the Ohio and Mississippi Rail- 
 road depots at Cincinnati and St. Louis, wrought in confectionary, were 
 placed at either end of the table, at which the host of the evening pre- 
 sided. Presently a whistle sounded, a bell rang, and oif went a minia- 
 ture train of cars like a flash down the table, amid the delighted 
 plaudits of the party, for whose benefit the trip was repeated several 
 times. The locomotive "Charles Gould," the tender, cars, depot — 
 every thing except the track was of ingenious confectionary. 
 
 No formal speeches were made or designed ; but Mr. Gould, Avith 
 infinite tact, drew from each note-worthy guest Avhatever oflf-liand 
 contribution to the general enjoyment he might happen to have at in- 
 stant command. Thus he told a good story for Governor "Tom" 
 Corwin, who returned the compliment, by telling another, in his own 
 inimitable style, for liimself. The Venerable Gov. Reynolds, of Illi- 
 nois, was skilfully drawn out, and gave an agreeable flavor to the 
 Union- saving remarks of most of the speakers, by well-timed allusions 
 to the ladies. Judge Lee, of Baltimore, and Judge Storer, of Cincin- 
 nati, followed. Mr. Charles Anderson, of Cincinnati, also made a 
 c.ipital after-dinner speech, full of humor and hearty enthusiasm — as 
 thoroughly western as the prairies over which the Ohio and Missis- 
 sippi Railroad lies. 
 
 Hon, George Bancroft, the distinguished diplomatist and historian 
 of the United States, being called out on behalf of New York, pre- 
 sented the following beautiful, eloquent and truthful word-painting of 
 the enterprise, whose completion the human tide was then pouring 
 westward to celebrate : 
 
 Ladies and Gentlejikn : "We have most of us been employing the day in 
 surveying the environs of Cincinnati, wliere the beautiful undulations of the 
 countiy, as it rises above the rivers, quicken and encourage the genuine love
 
 ENTERTAINMENT, HON. GEORGE BANCROFT'S SPEECH. 215 
 
 of nature, and the unvarying richness of the soil generously rewards the care 
 which it receives. We have found that the buckeye leaf is the fit emblem of 
 its people, for it is the semblance of the open hand, ready to give to those who 
 need — to grasp the hand of a friend — to welcome the stranger to hospitality. 
 The great West itself, uncontrolled by precedents in the daring of its enter- 
 prise, and unequalled in the greatness of its achievements, is yet the child of 
 the past. Freedom of industry and freedom of mind were the great ideas of 
 the eighteenth century ; here you behold their fruits. 
 
 Our course to this city has been by the way of the thrice admirable Balti- 
 more and Ohio Railroad. The scenery through which it makes its way has 
 a character of grandeur of its own, and in the wonderful varieties of forest and 
 lawn, of river and mountain, of nature in her savage wildness and nature in 
 her loveliest forms, presents a series of pictures which no well educated Amer- 
 ican should willingly leave unvisited. We cross the Atlantic in quest of at-, 
 tractive scenes; and lo ! we have at home, alongside of the great central iron 
 pathway, views that excel any thing that can be seen among the mountains 
 of Scotland, or ia the passes of the Apennines. 
 
 Then the enterprise which achieved this great result is so admirable, as to 
 excite our wonder that what seemed impossible has been finished. This great 
 work is emphatically the work of the City of Baltimore, and it may almost be 
 said of Baltimore alone, for it was carried on without much favor from its 
 own State, and sometimes in conflict with the rivalry of its neighbors. Nor is 
 this all the mar\'el. The work in its completeness has cost more than 
 §31,000,000, and was entered upon with a brave heart, and at a time when 
 the entire valuation of the real and personal property of Baltimore was less 
 than §27,000,000. But Baltimore was always brave. In the gloomiest hour 
 of the American Revolution her voice of patriotism was loud and clear — her 
 conduct an example to sister cities ; and when has she ever been wanting to 
 the cause of civil and religious freedom ? 
 
 Once more we return to her railroad, and say it is unequalled in the difii- 
 cnlties which it has surmounted. When we came to the foot of the Alle- 
 ghanies on the east, we all saw the steepness of the dividing ridge that seemed 
 impassable. But a railroad is a work of art. Michael Angelo used to say 
 that all the forms of beauty lie hidden beneath the surface of the marble 
 quarry, waiting only for the hands of the sculptor to call them into being. The 
 eye of Latrobe saw at a glance the capacity of the mountain, and, scoffing at the 
 threatening ravine, and precipices and lofty summit, gave himself no rest till 
 commerce had carried its safe and easy pathway in triumph over the moun- 
 tain top, and proved to the world that there are no difficulties which tnie en- 
 terprise cannot surmount — that nature herself is in league with genius. 
 
 And all this has been achieved by the City of Baltimore, while she is still 
 in the freslmess and intrepid vigor of youth, ^^'ll:it must be her future, when 
 such is her beginning ! She is called the Monumental City. Her column
 
 216 GREAT OHIO AND MISSISSIPPI RAILROAD 0PENIN6. 
 
 rises as a memorial of the Father of his Country ; but this is her own monu- 
 ment. It spans the Alleghanies ; it reaches from the waters of the Atlantic to 
 the bosom of the Ohio ; it commands the admiration of the world. 
 
 To-morrow, and the day after, we extead our course to the farther West ; 
 we celebrate the opening of the direct communication between Baltimore, 
 Cincinnati, and St. Louis. The occasion is one of national interest. The 
 system of roads binds iudissolubly the East and the West. The triad of cities 
 ■which are the fortresses of the U nion — the breakwaters against which the 
 angry waves of sedition shall dash only to be driven back — are now but as one 
 in commerce and culture, in the arts of life and the enjoyment of society, in 
 enterprise and love of country. How ■would Madison — who loved the Union 
 with such singleness of affection that after death the word might have been 
 found imprinted on his heart — how would Madison have been gladdened could 
 he have lived to see these days ! And Washington — who, when he last came 
 to the West, crossed the mountain by fatigue marches, bivouaclcing in the ■wil- 
 derness, and then slowly paddling his way on the Ohio — how would he have 
 exulted, could he but have seen his great and cherished idea of an international 
 highway carried out with a perfection and convenience which surpassed the 
 power of his century to imagine ! Here Young America is fulfilling that des- 
 tiny which her fathers manifestly designed for her ; she more and more sub- 
 dues nature and gives freedom to men. Under her influence the world will be 
 united in peace and commerce, and liberty be owned as the birthright of every 
 nation of the earth. 
 
 The night of the 3d of June — the day on ■which the great body of 
 the excursionists arrived at the Queeu City^— was appropriated to a 
 grand fasliionable ball at the Burnet House. The occasion was an ex- 
 ceedingly brilliant and agreeable one, and much enjoyed by the com- 
 pany present, consisting of about five hnndi'ed persons, including many 
 distinguished gentlemen from every section of the Union, and a rare 
 array of ladies, mostly from Xew York, and otlier eastern cities. The 
 dancing was kept up until after midniglit, when an elegant and boun- 
 tiful supper was served in the great dining liall, by Mr. Coleman, the 
 generous host. Tluis closed the chief events in the fete at Cin- 
 cinnati.
 
 A VIEW UPON THE OHIO & MISSISSIPPI R. R. 
 
 Looking East, near Lawrencebubg, some 20 Miles from Cincinnati, with 
 THE Ohio River and Whitewater Canal. 
 
 A VIEW UPON 
 
 THE OHIO k MISSISSIPPI RAILROAD, 
 
 0.\ THE Ba.\ks ok the Whitewater River.
 
 A MEW ON THE OHIO 4 MISSISSIPPI R h 
 
 BEINT THE >-lBfeT\\IIAL 
 
 BRIDGE OVER TEIE WABASH, 
 
 ^T VlNCEVNF.S. 
 
 RELIC OF THK GREAT CELEBRATION", 
 
 Being the Remains of the Ticket of Mr. Artist Hitchcock, of New York, 
 WHO MADE Pictorial Sketches of the Trip for IIaupers" Weekly.
 
 THE 
 
 RAILWAY Cf]LEBRATIONS OF 1857. 
 
 CHAPTER XVIII. 
 
 THE EXCURSION TRIP FROM CINCINNATI TO ST. LOUIS— THE OHIO 
 AND MISSISSIPPI RAILWAY. 
 
 The grand opening excursion over the Oliio and Missi.^sippi Rail- 
 road was set down for Tlinrsday, the 4tli of June ; but, in order to 
 avoid the rush of tlie ci'owd, many of the guests started for St. Louis 
 on the preceding evening. Still the number remaining of the large 
 party concentrated at Cincinnati was immense, and it was deemed 
 quite impossible to carry all over the road in one day, for want of 
 sufficient passenger coaches to meet the extraordinary demand. For- 
 tunately very many preferred retnaining behind a few hours, in order 
 to obtain needed rest, or to see a little more of the city. 
 
 Provision was made to carry about twelve or fifteen hundred pas- 
 sengers, who started at six o'clock on Thursday morning, in two 
 trains — the first containing the City Councils of Baltimore and 
 Cincinnati, the principal municipal officers of Marietta and Chillicothe, 
 a portion of the detective police of Cincinnati, a large number of la- 
 dies, and the representatives of the press, of whom there were about 
 fifr\^ [)resent. This first train consisted often passenger cars, and 
 tlie second of eight cars. Gen. Cass having determined to visit his 
 home, at Detroit, did not go on to St. Louis ; and M. Sartiges also re- 
 mained behind for a day. The cars and engines were handsomely 
 decorated, making a showy appearance as they dashed over the road. 
 The rear car of the first train, in which were the families of the direc- 
 tors of the road, seemed something new in the history of railroad 
 travelling. It was fitted up in four compartiuents, in each of which 
 were two sofas, each sofa seating two persons, and being capable of 
 transformation into berths for tlie same number. Several ordinary 
 |0
 
 218 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 car chairs in addition made the numerical accommodations about one- 
 third as large as those of ordinary cars. There were also a wash-room 
 and toilet table in the car, and a patent heating furnace, wliich had 
 the faculty of keeping out the dust and of cooling the air. With rich 
 upholstery and elegant painting, these characteristics made the car one 
 of extraordinary comfort for the traveller who was so fortunate as to 
 secure one of its seats. Shortly after six o'clock, we got well under 
 way, and were whirled along at a rapid rate for about fifteen miles, 
 when just as we came opposite the old homestead of General Harri- 
 son, at North Bend, the pumps of the engine gave out, and a detention 
 of over half an hour was the consequence. This gave the party an 
 excellent opportunity of viewing the ancient residence of " Old Tip." 
 It is a plain, republican frame house, two stories high, with wings of 
 one story attached. It is much weather-beaten, and the white paint 
 which once made its front glow in bright contrast with the green fo- 
 liage of the venerable trees around it, looks pale and bluish. It is 
 inhabited by the old soldier's widow. A few hundred yards distant, 
 on a green and wooded slope, stands a simply arranged tomb, which 
 holds the ashes of the hero of Tippecanoe. 
 
 The Ohio River monopolized the attention of the traveller for 
 nearly twenty miles, the railroad being built right upon its bank, and 
 between it and a range of low hills to the north or west of the stream. 
 This narrow strip of level land is exceedingly rich, covered with beau- 
 tiful gardens, from which rise many neat and tasteful gardeners' cot- 
 tages, presenting an agreeable ])icture of prosperous and contented in- 
 dustry. On the steep sides of the hills which rise backward from this 
 garden strip, cling the vineyards to which we are indebted for the 
 Catawba wines. Across the river, rise the Kentucky hills, green and 
 grand, dotted and decorated by country residences which seem to 
 alFect stateliness and dignity, when compared with their more modest 
 and unobtrusive neighbors on the Ohio banks. 
 
 General surprise was expressed by the guests at finding the Eail- 
 road track so smooth and equal, taking into consideration the sht)rt 
 time since it was comj)leted. Its broad gauge, and commodious well- 
 furnished cars, together witli the fine scenery of the route, render it 
 a most delightful road to travel over. Every precantion had been 
 taken to render the trip a safe and pleasant one. Extra locomotives 
 were passed at convenient points along the line, with steam up and 
 fretting to be free, ready to take the place of any that should be dis- 
 abled; and flagmen were distributed at intervals of a mile, to watch
 
 THE EXCURSION TRIP FROM CINCIXXATI TO ST. LOUIS. 219 
 
 the track clof^el}-, and signalize tlie trains siiould danger of any sort 
 present itself. Refreshments Avere freely supplied in the cars,— and 
 the cold ciiicken, ice-cream, and sparkling catawba, were found par- 
 ticularly grateful after the hurried breakfast incidental to an early 
 morning start. 
 
 Along the entire length of the line a jubilant feeling seemed to 
 exist on the part of the inhabitants, and the road at the different sta- 
 tions Avas thronged with men, women, and children. In several 
 places the passing trains were saluted with discharges of cannon, and 
 similar demonstrations. At Aurora, we left the Ohio River, and 
 turned into the St.ite of Indiana, through the immense forests of which 
 we progressed for some hours. Vast beech and ash forests, stiff clay 
 soil, small dwellings, an occasional small village, all having a rough 
 look of newness, and barren of beauty or comfort. Much of the land 
 is a swamp, the ground covered with gigantic trunks of fallen trees, in 
 all stages of decay. Occasionally a road, some of them planked, all 
 running North and South or East and West, opened a long vista 
 through the forest. Wherever cultivated, the soil seems very black 
 and rich, the wheat good, standing up straight among the bleached 
 trunks of the girdled trees. 
 
 The Big Miami River was crossed by a beautiful bridge twenty 
 miles out, and about a mile further on the Indianapolis and Cincinnati 
 railroad was crossed, both roads here running on a level ])lain. There 
 are stations every half dozen miles along the route, but our train 
 stopped only at the most important ones. At North Vernon, 73 
 miles from Cincinnati, the road crosses the Madison and Indianapolis 
 railro;d, and at Seymour about 1-i miles further on the Jeffersonviile 
 and Indianapolis railroad. Within a distance of sixty miles the r id 
 crosses the White River, quite a wide stream, four times, by as many 
 substantially built bridges. 
 
 Continuing on our way, we arrived in due time at Fort Ritner, In- 
 diana, a station named for one of the engineers of the road, 113 miles 
 from Cincinnati. Here we were overtaken by the second train, and 
 partook of a bountiful cold collation, with coffee, in the unfini.-ihed 
 station-house. Proceeding on, no notable incident occurred until we 
 arrived at Mitchell, 13 miles farther. At this place, a large number 
 of citizens greeted our arrival witli repeated cheers, and a band per- 
 formed inspiriting music as we passed. Mitchell is named for Prof. 
 O. M. Mitchell of Cincinnati, to whom, as much as to any other .me 
 man, is due the honor of bringing this railroad to completion. His
 
 220 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 faith in the feasibility of the enterprise, was evinced in such works as 
 few men would have undertaken. Through his zealous instrumen- 
 tality were procured the foreign loans, without which the work 
 could never have been completed. Near this point are two caves, 
 called Hamor's and Linn's caves. From the mouth of the former 
 issues Lost River, which passes to this outlet for many miles under the 
 ground. About the centre of the State, we come to a region of coun- 
 try that seems to be longer settled, the farms being clear of stumps 
 and well tilled, and the buildings good and large. 
 
 The ancient city of Viucennes, Indiana, on the "VTabash River, 192 
 miles from Cincinnati, and the " half-way house" between Cincinnati 
 and St. Louis, was reached about 3 o'clock. A heavy rain was falling 
 at the time, but great numbers of the citizens were out to receive the 
 train. Flags were displayed from many of the buildings, and the roar of 
 cannon announced the occurrence of an unusual event. Here a splen- 
 did dinner had been provided for the tourists by the citizens, under 
 the management of the ladies — a jtortion of the tables being set under 
 the trees where Gen. Harrison made his celebrated treaty with Te- 
 cuinseh. Every thing in the shape of eatables, that an epicure would 
 desire, or that a noble effort to furnish an unrivalled repast could pro- 
 cure, was there in bountiful profusion. There was also no lack of 
 generous wine. The welcome extended by the citizens of Vincennes 
 was in all respects hearty and enthusiastic. Toasts and speeches nat- 
 urally follow champagne ; so a number of the former were soon offered, 
 complimentary of the railroad and its managers, and speeches were 
 made by Judge Ellis, of Vincennes, and Judge Lee, of Baltimore. 
 While this was going on within the building, the outsiders were not 
 forgotten — long tables were spread under teniporary sheds, at which 
 the citizens of Vincennes and many of those who have so successfully 
 lalxired in completing the road, partook of a substantial repast. 
 
 The shrill whistle of the locomotive again summoned the party to 
 the train The new portion of the road having been passed over, the 
 double locomotives were here dispensed with, and two new and beau- 
 tiful iron steeds took their places, one to each train. Tiiey bore the 
 significant names of " San Francisco" and " Sacramento." The en- 
 terprising young engine man, in charge of the former, i)redicted that, 
 ere he closed his engineering career, he would have tlie honor of run- 
 ning liis locomotive across the plains and mountains to the Golden 
 city of the Pacific. 
 
 Leaving Vincennes, we immediately crossed tlie Wabash River on
 
 THE EXCUKSIOX TRIP FROM CINCINNATI TO ST, LOUIS. 2'21 
 
 a large and splendid wooden bridge, bnilt on the McCallnm plan, and 
 entered the State of Illinois, being ■welcomed to its soil by ex-Governor 
 Reynolds of that State. After crossing the flat prairie bottom, we en- 
 tered upon the broad prairies, and for mile after mile flew on without 
 meeting an acre of rolling ground, and nothing like a tree. Many fine 
 dwellings, however, were passed on the prairie, and extensive herds of 
 cattle were seen grazing on the fertile plains. 
 
 We crossed the Little Wabash River about 240 miles from Cincin- 
 nati, the branch of the Illinois Central Railroad at Odin, 275 miles 
 out, and the main line of the Central road at Sandoval, four miles fur- 
 ther on. At Carlyle, a few miles beyond, the Kaskaskia River is 
 passed by means of a handsome bridge, and at Casey ville, nine miles 
 from St. Louis, the train reached the American Bottom, a large tract 
 of low land that is occasionally overflowed, which probably gave the 
 name of Egypt to the lower portion of this State. The passage through 
 this region was mostly in the night, but the Egyptians Avere wide awake. 
 Houses were illuminated at the various towns, wherever they had 
 candles, and where they had not, tar barrels were burned instead. 
 The inhabitants seemed to have turned out en masse, men, women, 
 and children, including babies. 
 
 No peofile have more cause to rejoice at the completion of this 
 railroad enterprise, which opens to valuable markets a large extent of 
 country hitherto almost valueless, although possessing the richest soil 
 on the continent. Indeed, the soil for a hundred miles of our course 
 over the prairie, scarce had seen a plough until since the road between 
 Cincinnati and Vinceunes was opened. Now, the country is compar- 
 atively thicklj' settled, and the land, which four years ago was much 
 of it quite unsalable, readily brings from five to fifteen dollars per 
 acre. Indeed, nearly all the way from Vincennes to the Mississi|)i)i, 
 the country was one never wearying monotony of living green, rich, 
 deep, and dark. Never was a finer country seen, than tliat succession 
 of long, level prairies, between St Louis and Vincennes ; and never 
 did those prairies appear more beautiful and gladdening than when 
 our party looked upon thtin, waving and swaying their wealth ot 
 emerald, soon to yellow into a richer wealth of golden grain. 
 
 As a summary description of the Ohio and Mississippi Railroad, we 
 introduce the following letter published in the financial columns of the 
 A^CMJ Yo7'k Laily Times, the signature to which fixes its authorsliip 
 upon Mr. Simonton, the well-known special Washington corre- 
 spondent of that journal :
 
 222 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 THE GREAT RAILWAY OPENING. 
 
 St. Louis, Sunday, June 7, 1S57. 
 Dear Sir : — The new.spapers will fiiniish you, through their general cor- 
 respondence, abundant accounts of the festivities marking the Ohio and Mis- 
 sissippi Railroad opening. Upon that score I could add nothing. Perhaps, 
 however, you would like to hear, from one who has no individual interests to 
 warp or color his judgment, some suggestions as to the advantages of this 
 great work in point of location ; in relation to the character of its construction, 
 its probable diirability, cost of working and repairs, and its prospect of devel- 
 oping a valuable way -business in both passengers and freight. Upon all these 
 points I am free to say that the Ohio and Mississippi road will compare most 
 favorably with any in the United States over which I have travelled, — and I 
 am quite familiar with the principal railroad Knes in the Northern, Eastern 
 Middle, and North-western States. Of course I do not mean to say that the 
 travel and traffic over this road are to become immediately as great as over any 
 other; but I do mean that it passes through a country so fertile, and brings 
 into prompt and the most direct communication points of such great commer- 
 cial importance, that their speedy development under the stimulus and encour- 
 agement of this railroad enterprise, is an inevitable necessitj-, carrying with 
 it a cai-eer of prosperity in the i'uture for the road itself, which can scarcely be 
 over-estimated. 
 
 The road between this point and Vincennes, Indiana, has been in operation 
 for some time, and its advantages you probably know all about. It passes in 
 an almost air-line over beautiful rolling prairies, plentifully interspersed with 
 groves of timber, and watered hy many small streams. Between Cincinnati 
 and Seymour, also, the road is not altogether new. Here it winds its way 
 along the margin of some rather crooked rivers, but the curves are easy, and 
 generally the grades are light. Everywhere the land over whicli it passes is 
 exceedingly fertile, holding out irresistible invitations to its speedy cultivation 
 and development. Tliis is true of nearly every mile of the route. Scarce an 
 acre not easily susceptible of improvement is visible, if we except those covered 
 by forests, the timber in which is valuable, and must furnish profitable employ- 
 ment I'or an army of industrious woodsmen. Indeed there is no comparison 
 between Northern Indiana and the southern portion of the State, traversed by 
 this road, so much does the latter surpass the former; and when the "Egypt" 
 of Illinois shall be developed by the population sure to follow in the trade of 
 the locomotive, the boastful counties comprising the northern tier will need 
 look to their laurels. 
 
 From Seymour to Vincennes — a hundred miles or more — the road is new. 
 Here we expected to dance by car-loads to the music of the steam-whistle, as 
 we were whirled along over a rough and uneven track. Never were we more
 
 THE EXCUKSIOX TRIP FKOM CINCINNATI TO ST. LOUIS. 22:^ 
 
 disappointed. Although the road is but partially ballasted, the universal testi- 
 mony is that the running was smoother, steadier, and freer from joltimr tliaii 
 that over the New Jersey and Camden and Amboy Railroads, long as the 
 latter have been worked. Tliis is owing in part, doubtless, to the broad gaiice 
 adopted by the Ohio and Mississipi Company, but it is due still more to the 
 great care which has been taken in grading and solidifying the road-bed, in 
 laying the track, and in the firm elasticity of the material of which the bed is 
 composed. It is not often that these qualities of solidity and elasticity are so 
 admirably combined. A very small proportion of trestle work has been found 
 necessarj' throughout the entire line of this road, — the bridges are not nu- 
 merous, but veiy substantial, and the constiuction in all respects gives promise 
 of great durability and very moderate cost for repairs, as there is little oppor- 
 tunity for land-slides, washing away of the road-bed, or any of the other ac- 
 cidental incidents which often enhance so largely the cost of keeping a road in 
 order. It will readily he seen that the advantages enumerated — light gi'ades, 
 easy cur\-es, long stretches of straight track, solidity of the road-bed, and 
 Don- liability to suffer from rains or floods — combine to promise a cost of work> 
 ing the road rather below than above the average. Fuel is abundant and 
 cheap, — to be had indeed in any quantity for the cost of cutting. Already 
 the sti-eam of paying travel begins to pour through this avenue of communica- 
 tion just opened between the Atlantic seaboard and the Mississippi, — and all 
 along its line the farmers are anxiously awaiting the hour when they can 
 transport their produce over it, and receive the supplies of light lumber and 
 other staples required from abroad. Perhaps you may deem me enthusiastic 
 in my depiction. If so, I can only answer that I have e.xpressed, in terms 
 quite inadequate, the general and spontaneous convictions of myself and fellow- 
 travellers, who kept our eyes open in going over the road for the express pur- 
 pose of learning its character and judging of its probable future. I know 
 nothing personally of its managers, save their liberality towards their guests 
 upon this festive celebration ; but if the affairs of the company are conducted 
 with any thing approaching the skill and prudence whicli we may expect from 
 those who had the entei-prise to carry so great a work to completion, I shall 
 relv with entire confidence upon the not distant future to vindicate every word 
 that I have here written. 
 
 In closing let me add a tribute to the management of the Baltimore and 
 Ohio Kailroad, over which I have frequently passed, and always with new 
 pleasure. It would be difficult to say any thing novel of it, — for the fame of 
 its grand scenery, and of the engineering triumphs it illustrates in climbing 
 and crossing the Alleghanies is world-wide. Its line is completed at last by 
 the opening of the branch road from Grafton to Parkersburg, Va. — a road 
 which, instead of threading the valleys and winding a devious way around 
 the spurs of the mountain, strikes boldly across the ridges, dives through
 
 2'2 1 GREAT OFIIO A>"D MISSISSIPPI KAILKOAD OPENING, 
 
 cotmtless tunnelled hills, and opens up a rugged country as rich in mineral 
 resources, probably, as any east of the Ohio River. Throughout the entire 
 line and branches the raangement is as nearly perfect as can be. Certainly, 
 regularity, economy, and safety are everywhere apparent in its operations. 
 Every officer seems thoroughly conversant with his duty, and ready to dis- 
 charge its lightest detail with unerring fidelity ; while each employe is engaged 
 apparently in amiable rivalry to emulate the example thus set by his superior. 
 But my letter is already too long and I must bring it abruptly to a close. 
 
 J. W. S. 
 
 For reason already stated, a large number of the excnrbionists laid 
 over at Cincinnati one day instead of going on with the " crowd.' 
 These took the regular morning express train from Cincinnati, on Fri- 
 day morning, the 5th of June, for St. Louis. Nine large passenger- 
 cars were filled to thoir utmost capacity with the railroad guests, and 
 a fair sprinkling of travellers wlio did not belong to the excursion 
 party. The two rear cars of the train were appropriated to the lady 
 excursionists Avith their " protectors," members of the press, and va- 
 rious dignitaries. Among the latter was Senator Donglas, of Illinois, 
 who had arrived at Cincinnati on the preceding evening, accompanied 
 by his beautiful and accomplished bride. 
 
 The events of the day were not important, except in some delays 
 on the roadway, caused by trifling accidents to the locomotives, and a 
 dearth of provisions altogether inconsii-tent with the appetizing eifects 
 of a day's travel. At Fort Ritner, the train halted for lunch, and not 
 less than eight hundred hungry passengers " broke" for the unfinished 
 station house, whence the evidences of culinary preparation were 
 rising in savory steaujing clouds. Never was fort charged more vigor- 
 ously, but only a small portion of the conquerors succeeded in appro- 
 priating a share of its spoil. An excellent and substantial dinner liad 
 been set for about a hundred and fifty persons, and here were more 
 tlian five times that number anxious to be provided for. The short- 
 coming was unavoidable. The immense throng of the day before Iiad 
 feasted magnificently, eating up every thing, leaving the " fort " as 
 des-titute as an Egyptian field after the locust plague— and the parties 
 in charge of the dining-rooms had no anticipation of any further ex- 
 traordinary calls, until quite too late to gather in the needed supplies. 
 However, the company took their disappointment good-naturedly. 
 Those who failed of a seat at the table, satisfied themselves with a 
 distant view of its tempting viands, a glass of milk or of hot coffee, at 
 the back kitchen-door, or, where even these could not be obtained, a
 
 THE EXCUHSION TRIP FIIOM CINCINNATI TO ST, LOTIS. 225 
 
 draiiglit of cool water from tlio " old oaken bucket," at the well-curb. 
 Consoliug themselves with the expectation of a good supper at an 
 early hour, the passengers betook themselves to the cars, in excellent 
 Immor for hungry folk, and were soon steaming away again over the 
 road. 
 
 As the train apiiroached the Illinois State Line, it was brought to 
 a stand-still in the midst of a lieavy forest by the breakage of a mas- 
 sive cross-bar sustaining the cow-catcher or "fender," in front of the 
 engine. The latter was at once disconnected, and the engine-man 
 proceeded with it to some point ahead for repairs. Meanwhile, the 
 passengers very generally issued from the cars for a run in the woods. 
 Not knowing how long the detention might last, it was quickly de- 
 termined to have some stump speaking. 
 
 After ineffectual calls for '' Corry," " Black," and others, the 
 crowd made a rush for the car containing Senator Douglas, calling 
 on him vociferously for a speech. An impromptu bridge across a 
 ditch, between his car and the forest, was constructed from the ma- 
 terial of a neighboring wood pile, and Mr. Douglas passing over it, 
 consented to answer the wishes of his fellow-travellers. 
 
 After a few pertinent remarks npon the pleasures of the trip, the Senator 
 proceeded with a relation of interesting facts in reference to the development 
 of the ^Yest, and some remarks upon tlie agency of railroads therein, and the 
 absurd notions which, until recently, prevailed about the sterility of the West. 
 Among other facts be mentioned that when a commission from the War De- 
 partment was sent to the ten-itory of Micliigan (now hah' a dozen North-western 
 States) to locate soldiers' bounty lands, on " lands fit for cultivation," they 
 reported that in the whole territory of Michif)antkere was no land Jit for cultivation. 
 And so the commission located the lands in Northern Illinois, which causes all 
 the trouble they have there about titles to real estate. So, too, when the 
 banks of the Mississippi were reached, and their fertility was established be- 
 yond question, still it was maintained for awhile that a few miles " west " of 
 the river the great wilderness commenced, wherein there was no single foot of 
 land on which man or beast could find subsistence. The Senator wisely es- 
 chewed politics altogether, but told some funny stories, provoking much mer- 
 riment, and keeping tlie audience in good humor notwithstanding their deten- 
 tion, lie concluded with an exhortation to a general interchange of sentiment 
 among gentlemen from all parts of the country, and called out Col. Samuel 
 W. Black, of Pennsylvania. 
 
 Col. Black mounted a stump in the neighbbrhood, and was greeted 
 with cheers. His predecessor had faced the crowd, but had his back 
 10*
 
 226 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 to the cars, in wliich most of the ladies were still seated. The Colonel 
 reversed this order, and was called upon to turn the other way. He 
 declined, and began his speech by saying : 
 
 " I have never refused to face the ladies yet, and least of all shall I do it 
 
 here, where Mother Nature 
 
 Just at this point the whistle of the locomotive was heard, and the 
 shouting, laughing crowd ran like mad to the car-steps, and the speaker 
 followed. Nothing further of note occurred ere reaching St. Louis.
 
 TTEW OF ST. LOUIS. 
 
 o
 
 T 11 E 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER X IX. 
 
 AKiaVAL AT THE MISSISSIPPI— THE RECEPTION AND CELEBRATION AT 
 
 ST. LOL'IS. 
 
 It was nearly iniflniglit, of Thursday, wlieu the regular excursion 
 train reached the Mississippi River, at Illinoistown, directly opposite 
 St. Louis ; but hundreds of pine torches, which had been planted in the 
 ground on each side of the track, for several hundred yards, brilliantly 
 illuminated the scene. Our arrival was instantly announced to the 
 citizens across the stream by the firing of cannon from the bluflfs. A 
 great concourse of people had crossed to the Illinoistown Station to 
 meet the excursionists, and greeted them with lond and long siiouts 
 of welcome. The Mayor of St. Louis, lion. J. W. Wiiner, welcomed 
 the strangers in the following remarks : 
 
 The agreeable duty has been assigned me, as the Executive of the city of 
 St. Louis, to extend to you a cordial and hearty welcome to the hospitalities 
 of our city. We are pleased to meet you, and rejoice that this occasion has 
 drawn together so many of our fellow-citizens of other States, who will have 
 an opportvuiity of seeing and talking with us — learning who we are, and be- 
 coming acquainted with the commercial and other features of our city. In 
 their name I extend to you a friendly greeting. 
 
 A short time since it required weeks of travel by the best modes of con- 
 veyance to communicate with you — now, we are within speaking distance as 
 it were, and our various interests, then supposed to be antagonistic, have be- 
 come mutual and common, and we meet not as contestants for our particular 
 localities, but as friends — as brothers of the same household, feeling and 
 knowing that all properly directed efiForts made for the advancement of any 
 portion of our country, where each individual may reside, will prove beneficial 
 to all. As citizens of St. Louis, we are not unmindful of the benefits conferred
 
 228 GRKAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 upon our beloved city by being bound to you by bonds of iron, and we trust 
 that those ties may never be dissevered. 
 
 I -nnll not detain you longer at this time, and will close by again extending 
 to you a hearty welcome, with the assurance that I but utter the earnest sen- 
 timents of the entire community of my fellow-citizens, for whom I am now 
 permitted to speak. 
 
 Mayor Pilcher, of Louisville, Kentucky, responded on behalf of the 
 guests. He said : 
 
 In reply to your hearty welcome, I sincerely thank you. We accept that 
 welcome rs it is given, in all sincerity. Sir, we stand upon the wonder- 
 working machine which has this evening borne us to your city, and which is 
 the cause of the festivities of this occasion. We stand upon that machine 
 which is to make the crooked places straight, the rough places smooth, and 
 the wilderness as a garden. (Cheers.) We accept as official members of the 
 commimity of Louisville, your hearty, cordial, and sincere welcome, and we 
 take heart to follow the useful example which you have set to us in the noble 
 railroad you have here before us. 
 
 At present I stand at your feet, Mr. Mayor, but we hope that the time will 
 come when om* place will be not only at your head but fully by your side ; 
 when our prosperity shall be one, and we shall all miite to the glory of the 
 nation, knowing neither North, South, East, or West. 
 
 I return for your hearty welcome the sincere thanks of Louisville, and I 
 think I may with safety say, the thanks of all the other cities who are now 
 represented around you. 
 
 Four large and elegant Mississippi River steamers, — the " Rein- 
 deer," "Baltimore," " Illinois," and "Die Vernon" — had been moored 
 to tlie Levee on the Illinois side of the river, near the point at which 
 the cars stopped. These, brilliantly illuminated, presented a very 
 pretty spectacle, in the darkness of the evening. The guests were 
 immediately escorted on board, and provided witli state-rooms for the 
 niglit. In a few minutes a sumptuous supper was served on board tlie 
 boats, to which amijle justice was accorded by the wearied travellers, 
 who then betook themselves to rest. During the night the St. Louis- 
 iana celebrated the occasion by plentiful displays of fireworks, of 
 wliich tlie strangers, who cliose, obtained a fine view, as well as of the 
 great city across the river, liglited up by its thousands of gas burners, 
 and its long levee brilliant with the glare of torches, Roman candles, 
 Grecian fires, or other ])yrotechnic devices. 
 
 The nnH-ning of Friday, the 15th of June, opened most auspicious- 
 Ij. Tiie sun rose in a cloudless sky, falling upon the splendid panora-
 
 ARRIVAL AT THE MISSISSIPPI, OPPOSITE ST. LOUIS. 229 
 
 Ilia stretclied out on the St. Louis side of tlie river iu tlie precise lifj;ht 
 best adapted to give effect to the picture. At an early liour tlie 
 guests were astir, and after a few minutes' survey of the scene, were 
 ushered in to a substantial breakfast on board the boats, which had 
 served us as temporary hotels. 
 
 Breakfast duly discussed, the boats cast off their moorings, and 
 leaving the Illinois shore started on an excursion upon the Mississippi 
 River. Gracefully and majestically they breasted the rapid current, 
 and swe t up the stream with music, banners, and other demonstra- 
 tions of a gala day. The purpose of the excursion was to give the 
 guests a daylight view of the city. The steamers proceeded up the 
 river to the powder mill above the extreme northern limit of St. Louis, 
 and then turning about went down as far the " village" of Carondelet, 
 now the extreme southern limit of the great city. The view was ex- 
 ceedingly fine. St. Louis, with its substantial edifices, public, private, 
 and commercial; its numerous church spires; many and extensive 
 factories, from which tall columns of smoke were wending their way 
 continually towards the great black cloud overhead ; and its long 
 levee lined for miles with steamers, and piled with every conceivable 
 description of merchandise, exacted the wondering surprise and admi- 
 ration of all who thus saw it for the first time. Though less inviting 
 in its suburbs tlian some other AVestern cities, it was impossible not to 
 see that it is destined to become at some day, as famed for its beauty 
 as it is already for its wealth, its enterprise, and its prosperity. 
 
 Nine o'clock A. M. having been fixed upon for the landing at the 
 cit}', the steamers neared their berth promptly in time. The Com- 
 mitiees of Arrangement had prepared and issued the following 
 
 ORDER OF CEREMONIES, 
 
 to be observed on the occasion of the inauguration of the Ohio and Mississippi 
 Railroad. 
 
 1st. The citizens of St. Louis are recommended to observe the day as a 
 holiday ; that all banking houses and places of business be closed, and the 
 steamboats at the levee and the houses on the levee all along the streets 
 through which tlie procession will pass, be appropriately decorated with flags, 
 branches of trees, flowers, <fec. 
 
 2d. At eight o'clock the Military Committees, the Board of Aldermen, 
 Fire Companies, the Turners, the different Associations of singers, and all in- 
 vited to participate in the celebration will assemble on the levee, where the 
 line of procession will be formed under the direction of the Grand Marshal. 
 
 3d. The guests having breakfasted on the boats, at nine o'clock the boats 
 wiU leave the Illinois shore and bring the guests to St. Louis. Durmg the
 
 2 50 GREAT OHIO AND MISSISSIPPI KAILaOAD OPENING. 
 
 time of crossing the river, the Missouri Artillery Company will fire a salute of 
 one hundred guns. 
 
 4th. A sufficient number of carriages and omnibuses will be in attendance 
 at the levee to accommodate the guests and the Committee of Arrangeme::ts. 
 
 5th. At the landing the guests will be conducted to the middle of a hollow 
 square, formed by the military companies, Mayor and City Council, and the 
 other members of the Committee of Reception. 
 
 6th. After the reception the guests will be conducted to the carriages 
 through an espalier formed by the Turners. 
 
 Jt was evident, as we approached tlie lauding-place designated, at 
 the foot of Spruce street, tliat order No. 1 had been faithfully ob- 
 served, — for the levee and the adjacent streets, as far as could be seen, 
 were crowded with pei>ple, and the boats Avere gayly decorated witli 
 Hags and evergreens. Bands were playing along tiie line of procession 
 awaiting us, cannon roared in glorious confusion, and the crowd upon 
 the levee shouted with almost delirious enthusiasm. Ever}' body en- 
 tered into the spirit of the occasion with a heartiness peculiarly West- 
 ern, each conti'ibuting. in bis own independent way, to the general 
 stock of enjoyment, frolic, and furore. 
 
 The guests were received at the landing-place by Mayor "Wimer, 
 Geo. K. Taylor, President of the Board of Aldermen, J. Vogel, 
 Chairman of the Board of Delegates, and Alderman Shore, Mr. Pome- 
 roy, and others of the Board of Delegates. Thence they were escorted 
 to the carriages in waiting, and moved forward to the line of proces- 
 sion forming in accordance with the following order, which had been 
 issued for the occasion: — 
 
 CELEBRATION 
 
 OF THE OPENING OF 
 
 THE OHIO AND MISSISSIPPI RAILROAD, 
 
 BETWEEN ST. LOUIS AND CINCINNATI. 
 
 ORDER OF PROCESSION. 
 
 The diflferent military companies, fire companies, and associations, who 
 purpose joining in the procession on the above occasion, will assemble on this 
 Friday morning, 5th instant, at eight o'clock precisely, the right resting on the 
 comer of Second and Market streets, extending east to Water street, thence up 
 Water street, west side, taking their position in the Hue in the following 
 order : — 
 
 1. Companies A and B, St. Louis Grays, forming the escort. 
 
 2. Guests in carriages. 
 
 3. National Guards.
 
 THE PROCESSION THKOUGH THE CITV OF ST. LOUIS. 231 
 
 4. The Grand Commander of the Sons of Malta, with an escort of ten 
 members. 
 
 5. P'ire Companies — Central, Washington, St. Louis, Missouri, Liberty, 
 PhcBiiix, f'ranklui, Mound, Laclede, and ilook and Ladder company. 
 
 6. Washington Guards. 
 
 7. Missouri Gymnastic Society, the Turners, Socialer Ssenger Cher, St. 
 Louis Sffinger Bund, Gruetli Yerein, Concordia Gesang Verein, and other as- 
 sociations joining hi the procession. 
 
 8. The following military companies, in such order of precedence as may 
 be arranged by Capt. Almsteadt — St. Louis Mounted Rifles, ]\Iissouri Dra- 
 goons, Jlissouri Light Battery, Missouri Yagers, and Union lliflemen. 
 
 The carriages and omnibuses will be formed by the Committee on Vehi- 
 cles, on Fourth street, south of Walnut, and will be ready at the corner of 
 Main and Market streets, at half past eight o'clock, to receive the guests, as 
 soon as they are conducted to that pouit. 
 
 ROUTE OF PROCESSION. 
 
 Up Market street to Fourth street, up Fourth to Olive, out 01i^'e to Elev- 
 enth, up Eleventh to Franklin avenue, out Franklin avenue to Grand avenue, 
 up Grand avenue to the eastei-n gate of the Fair Ground?. 
 
 C. KEEMLE, Chief Marshal. 
 
 The order of procession was strictly carried out. It is but just to 
 the militarv and fire department to say that they made an exceedingly 
 fine appearance, eliciting many flattering compliments trom the stranger 
 visitors. The rain of the previous day had left the streets in a very 
 muddy and disagreeable condition, adding much to the discomforts of 
 the long and weary march ; but the escort persevered in the duty as- 
 signed it, exhibiting a perfection of discipline and drill most com- 
 mendable in volunteer corps. 
 
 The procession was several miles long, and it was over two hours 
 before the rear end readied the Fair Grounds. Along the entire route 
 through the city, the houses were decorated with flags, streamers, gar- 
 lands, and wreaths, and the roofs, windows, and sidewalks and streets 
 were filled with people dressed in holiday attire. The tout ensemble 
 formed a scene of surpassing gayety and splendor. Amid this exciting 
 pageant the ladies of the " Mound City" shone with resplendent lustre 
 as they waved their handkerchiefs, and smiled a pleasant welcome to 
 the guests. 
 
 As the procession moved along, salutes of artillery pealed forth, 
 and cheer after cheer went np as each successive coach load of guests 
 passed by. One of the most interesting scenes, and at the same time 
 one wiiicli touched the stoutest heart, occurred on the route. As the 
 line passed along a remarkably neat-looking building, enclosed by a
 
 282 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 fence, the walls were observed to be lined with cleanly dressed men, 
 women, and children; as the band of the Baltimore guests (the Bines) 
 passed, they played a plaintive melody, and were loudly applauded by 
 the clapping of hands, waving of handkerchiefs, &c., by the party ; 
 but when many of them turned to leave their posts, they wei'e ob- 
 served to feel their way : Ave were passing the Blind Asylum. This 
 was a tribute to this fine Baltimore band which came from the heart, 
 and it was one that will not soon be forgotten by those who wit- 
 nessed it. 
 
 On the return from the Fair Grounds, later in the day, the om- 
 nibus containing the band halted in front of the Institution for 
 the Blind, when the members of the band, together with a number 
 of the officers of the Baltimore and Ohio Eailroad, entered the in- 
 stitution and greeted the inmates with several airs, executed in a 
 masterly manner. Mr. Whelan, on the part of the pupils, returned 
 thanks for the pleasure given them, and invited the guests to listen to 
 the music of the ])upils. After several pieces by the blind and the 
 band, one of the Baitimoreans, on behalf of the Blues' Band, presented 
 their banner to the institution. The band also presented to the Insti- 
 tution tbirty dollars, which Mr. Wiielan accepted on condition that 
 the" present should be appropriated to the furnishing of a strawberry 
 feast for the pupils, which was their wish on a vote. After a few 
 further remarks by some of the guests they took leave, delighted with 
 their visit to the institution, and with the consciousness that they had 
 contributed an hour of happiness to the unfortunate inmates. 
 
 The Fair Grounds are situated on a high hill, back of the citj', and 
 a little to the north of it. They are, almost unquestionably, the finest 
 arranged grounds for the purposes of agricultural and mechanical ex- 
 hibitions to be found in the United States. They embrace about fifty 
 acres of land, enclosed with a substantial and impenetrable fence. The 
 land alone, unimproved, cost $50,000. The grounds have been im- 
 proved almost without regard to expense. Water carried to it from a 
 distance, is distributed by pipes wherever convenience requires, and 
 at night the entire place is illuminated by gaslight. The grounds are 
 perfectly level, and richly carpeted with luxuriant blue grass. In the 
 centre rises a magnificent amphitheatre, 850 feet in diameter, with a 
 centre arena, the diameter of which is 250 feet. Its cost was near 
 $70,000. This amphitlieatre will seat comfortably nearly ten thousand 
 jteople. Each ])romenade will hold eight thousand, so that twenty-six 
 thousand peoi)le nuiy be sheltered under the roof of this magnificent
 
 CEREMONIES AT THE ST. LOUIS FAIR GROUNDS. 233 
 
 structure. A heavy ornamented cornice surmounts the numerous 
 pillars facing in to the centre, and on the arena in tlie middle of the 
 circle is a neat pagoda with three platforms, handsomely balustraded, 
 up tlirough which and far above runs a lofty flag-staff, from wjiich 
 floated the stars and stripes. In the pagoda, which is of open lattice- 
 work, a fountain threw up jets of bright water, producing a very 
 pleasant sensation. Great as the crowd was, when the procession, 
 with thousands of citizens, had entered the amphitheatre, it was only 
 partially occupied. The gallery of eleven hundred and fifty feet, on 
 the southern side, was filled with ladies and gentlemen, the gnests 
 of the occasion. A convenient rostrum, covered with clean white 
 linen, was set aside for the dignitaries and the orators; the seats on 
 the right side were assigned to the reporters, who formed a respect- 
 able battalion, and were never more comfortably accommodated. The 
 ladies were on the terraced seats on the right of the rostrum, and on 
 their riglit again was a large band of singers of the German Glee Clubs. 
 The arena was assigned to the military, the firemen, and the turners, 
 who marched several times around it with their bands, discoursing 
 lively airs, to the great satisfaction and delight of the spectators. 
 
 A bountiful and superb collation had been arranged on three tables 
 extending about 300 feet along a portion of the promenade inside the 
 amphitheatre reserved for this purpose. When the tables were com- 
 pletely set, they presented quite an elegant appearance. Delicacies 
 and decorations were displayed with great effect, taste and conve- 
 nience being equally consulted by the efficient dinner committee and 
 their purveyor. Many a longing eye and watering mouth was turned 
 towards this (juarter of the scene, long before the hour of attack ar- 
 rived. 
 
 Uj)on the principal stand were noticed the following gentlemen: 
 Hon. Edward Bates ; Hon. Trusten Polk, United States Senator from 
 Missouri ; Hon. J. M. Wimer ; Hon. L. M. Kennett; Mi-. Flagg, of Cin- 
 cinnati Council ; Mayor Adams, of Chillicothe ; Mayor Pilcher, of 
 Louisville; Mayor Dick, of Yinceimes; John B. Seidenstricker, Presi- 
 dent of the Baltimore City Council ; Hon. Fayette McMullen, of Vir- 
 ginia; Ex-Gov. Jioynolds, of Illinois; Ex-Gov. Philip Francis Thomas, 
 of Marj'land; Judge Z. Collins Lee, of Baltimore; Hon. Mr. Corwin, 
 of Cincinnati ; Hon. Mr. L. L'Homadieu, of Cincinnati ; Prof. O. M. 
 Mitchell, Cincinnati; Hon. T.L.Price; Hon. Nathaniel Cox, Secre- 
 tary of State of Maryland ; Hon. W. H. Traver.*, Speaker of the House 
 of Representatives, Maryland ; Dr. D. Claude, Treasurer of Maryland ;
 
 234 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Hon. J. Dixon Reman, from Maryland; Wm. M. M'Pherson, PresUlent 
 of the Pacific Railroad; Col. John O' Fallon; G. R. Taylor, Pres. of 
 St. Louis Board ot Aldermen ; H. D. Bacon ; Hon. J. M. Harris, M. C. 
 from Maryland; H(m. Wash. King; Hon. Charles Jones; J. H, Lucas; 
 Francis P. Blair, Sen. ; Hon. F. P. Blair ; Hon, Erastus Brooks, New 
 York; Gen. W. L. Gaither, S. C. Leakin, J. B. Brinkley, C. D. Hinks, 
 Robert Turner, Ezra Houck, and Edward Shriver, of Maryland, Di- 
 rectors of tlie Baltimore and Ohio Railroad. 
 
 After the military evolutions in the arena were completed, Hon. 
 John M. Wiraer, Mayor of St. Louis, came forward, and, claiming the 
 attention of the vast audience, presented Hon. Edward Bates, of St. 
 Louis, as the orator of the day. 
 
 Mr. Bates came forward and addressed the audience, occupying 
 their undivided attention fur more than two hours. We regret to 
 state that no report of this eloquent and able elfort Avas made at the 
 time, and that our repeated endeavors to obtain even a just outline of 
 it, have failed. We are compelled, therefore, to be content with a 
 very brief statement of its general scope and character. 
 
 The orator commenced by remarking that he had had imposed iipon him 
 the pleasing duty of welcoming the guests of St. Louis. This selection was 
 made, perhaps, because he was one of the oldest residents of the city : not be- 
 cause he was of St. Louis birth, but because he had grown up with her growth 
 and loved the city as his own. Had the arrival of these guests been casual, 
 St. Louis would have been honored by the reception of such a body of men ; she 
 would have done all she could to render their stay happy and pleasant. But on 
 such an occasion, so many distinguished guests coming from distant cities and 
 States to celebrate the completion of a great work of man, her joy was greater, 
 and she felt that it was an honor deep and lasting. Among the guests present 
 are such as any city would be proud to welcome ; here are heads of States, 
 men renowned in literature, men great in government, men prominent in the 
 arts and sciences — such men as tlie world delights in, and such as the world 
 greets with pleasure and pride. 
 
 Mr. B. next adverted to the almost incredible progress and improvement 
 made within the period of his own experience, not only by St. Louis but by the 
 whole of the West, which had grown up under his eye, and by the country at 
 large, in every means of communication. He had frequently spent five and 
 twenty days in traversing on horseback the distance between that city and 
 Richmond, Va. ; now, intelligence was carried by lightning, and personal inter- 
 course was conducted by steam. He compared the present occasion to the an- 
 nual bridal of the Adriatic, when the Doge of Venice espoused his city to the 
 sea, the source of her pre-eminent wealth and power, and proceeded to speak 
 eloquently iu review of the results to flow from the wonderful triumph of ait
 
 THE ORATION OF WELCOME BY EDWARD DATES. 235 
 
 wliicli had wedded the Missi^sijipi to llie Athmtic. The railroads now com- 
 pleted, connecting in a line as straight as possible the cities of Baltimore and 
 St. Louis, nearly 1,000 miles apart, had some peculiar features of importance 
 which a glance at the map would suggest. These cities were on nearly the 
 same parallel of latitude, and so the line was not only straight, but also due 
 East and West. Further, as the great river ran north and south, it was, 
 therefore, tapped by this new channel of commerce at a right angle, and that 
 moreover at a central point of its coiu-se, whence you could circumnavigate 
 the nation ; lor the muddy Mississippi had long been connected w^ith the pellu- 
 cid lakus. 
 
 The speaker continued to expatiate at considerable length on the future 
 destinies of the Mississippi Valley and of St, Louis, its natui-al centre, for so her 
 citizens regarded their city ; and he had been for more than thirty years con- 
 vinced that the commercial centre of the Valley must be at some point be- 
 tween the mouths of the Missouri and the Ohio Rivers. He went back into 
 the early history of the settlements on the banks of the great river ; the high 
 endeavors of the pioneers, from whose small beginnings the great VaUey of the 
 Mississippi was to become the supporting home of 20,000,000 of popvilation. 
 He looked upon the railroads as finally to become the outlet of a superabun- 
 dance both of people and products. 
 
 Passing to the glorious union of the States, he said it was a fact that the 
 great Valley of the Mississippi was, politically, neither Noi'th nor South — it 
 was the nation's. Until its geography could be changed, and its waters be 
 turned back at its mouth, it was a bond of union for ever. You could see the 
 manners and habits,, and hear the languages of twenty dififerent nations in St. 
 Louis, and these, too, were spread through the whole valley. It was not seo- 
 tional; and this idea he proceeded to illustrate with point and eloquence. 
 
 He presented a mass of statistics with reference to the greatness and 
 growth of the products of the Mississippi Valley, and of the ti'ade of St. Louis, 
 its navigable waters, extent of railroad communication, etc. This valley 
 afiForded to St. Louis 25,000 miles of navigable water, and there had been a 
 like amount of railroad track laid on its borders. Of these railroads 1,100 
 miles w'ere in IMissouri, and it had required iron to the amount of 132,000 
 tons for rails to lay it. That this was to be the greatest iron region of the 
 world there was not a shadow of doubt. Their iron mountain now being 
 reached by rail, would render iron and its manufactures one of their most abun- 
 dant products. The iron trade of St. Louis had already gone up to a yearly 
 consumption of tens of thousands of tons from 312 in the beginning. 
 
 Other wonderful facts were also given, set off with a rhetoric and beauty of 
 thought worthy the occasion. The speaker concluded «ith a most eloquent 
 expression of his faith in the perpetuity of this union of States, as a necessary 
 result of their mutual dependence and natural connection. " Not an acre of
 
 286 GREAT OHIO AND MISSISSIPPI KAILKOAD OPENING. 
 
 profitable land," said lie, " along tlie course of this mighty and divinely ap- 
 pointed bulwark of our institutions, the Mississippi, is in truth, politically, 
 either North or South !" The learned orator was enthusiastically cheered by 
 his entire audience, during the progress and at the conclusion of his address. 
 
 After the conclusion of Mr. Bates' speech, it seemed to be unani- 
 mously determined that dinner should be the next thing discussed. 
 The committee on the dinner, who fulfilled their duty with exquisite 
 system and good taste, proceeded to seat the invited guests, who were 
 without any difficulty satisfactorily accommodated. All expressed 
 themselves well pleased with the viands and wines that were set before 
 them, and for which they were largely indebted to the energy, skill, 
 and enterprise of William Wade, a St. Louis merchant, who presided 
 at the committee, and under whose supervision the dinner was 
 prei)ared. The viands were varied, and excellently cooked, and the 
 wines were lavishly supplied, while the strawberries, ice-cream, 
 and cakes, that were in abundance on every portion of the tables, 
 seemed to be almost inexhaustible. The guests partook of what was 
 set before them with iiearty appetites, and when satisfied found still 
 on the tables enougli to have supplied a company as large as that 
 which had risen. AVe append the 
 
 BILL OF FARE. 
 
 Boned Tui-key; 
 
 Ham, Champagne Sauce ; 
 
 Beef, a-la Mode ; 
 
 Tenderloin Larded ; 
 
 Stuffed Turkey and Oysters ; 
 
 Spring Cliickeus, a la Tartar ; 
 
 Quail Patties ; 
 
 Snipe Patties ; 
 
 Chicken Patties ; 
 
 Marbled Veal ; 
 
 Beef Tongue; 
 
 Roast Turkey ; 
 
 Spring Chickens, Broiled ; 
 
 Lamb and Mint Sauce ; 
 
 Sandwiches. 
 
 Ciiicken Salad; Lobster Salad. 
 
 V K G K T A P. L K S . 
 DESSERT. 
 
 Vanilla Ice Cream ; Pyramids ; 
 
 Lemon Ice ("ream ; Charlotte Russe ; 
 
 Strawberry Ice Cream ; Cakes ; 
 
 Orange Ice ; Fresh Strawbt rri is.
 
 SPFKCHICS FOR MARYLAND AND VIRGINIA. 237 
 
 LIQUORS. 
 
 Glasgow's Sparkling Catawba ; London Porter ; 
 
 Do. Still do. Lager JJeer. 
 
 ALsop's Ale. 
 
 After dinner a series of regular toasts, prepared by the committee, 
 were read by Mayor Wiraer, and were generally resjionded to in tboir 
 order. 
 
 The first, " The President of the United Stntes^^'' was assigned to 
 Senator Green, of Missouri, but there was no response, in view of the 
 number of speakers from a distance who were expected to occupy the 
 day. 
 
 " The Governor of Maryland, '''' was acknowledged to by IT on. "Wm. 
 H. Travers, Speaker of the Maryland House of Delegates. He said : 
 
 I have travelled over one thousand miles since Tuesday last, and am too 
 much exhausted to respond appropriately to the very complimentarj' notice 
 taken by your worthy Mayor of the State of Marj^land. In common with 
 large numbers of my fellow-citizens througliout that honored commouwealtli, 
 I have come to witness the splendid nuptials by which this day the distant 
 Atlantic becomes the smihng bride of the giant West. With glad hearts we 
 celebrate with you this memorable event. It is an achievement over which 
 the Republic itself may rejoice, because in these times of threatened disruption 
 and disunion, and whilst men are wickedly calculating the value of the con- 
 federacy, and without hesitation Avould apportion its wealth and its glories 
 among contending sections, these ligaments of iron with which you are draw- 
 ing us into closer neigbborhood and most ready intercourse with each other, are 
 so many ties to bind lis together, I trust, as one indissoluble and united people. 
 Over the scenes now trans[>iring around us, romance herself seems to have 
 thrown her ciiains. ]5ut a few years ago how different was the spectacle ! Could 
 De Soto and La Salle be awakened from the sleep of death and behold the ex- 
 hibition of to-day ; could they mark the contrast between the woods and wilds 
 and solitudes of this western coimtrythen, and tlie life and bustle and advanced 
 civilization which are now abounding here, how wonld they ponder this 
 wonderful change with astonishment ! Instead of the forest waste inhabited 
 by wild beasts and reverberating with the yell of the savage, they would find 
 splendid cities, gorgeous steamers, the hum of machinery, and a country 
 teeming with the farms and homes of happy freemen extending from the rising 
 to the setting sun. For the accomplishment of these things Maryland sends to 
 you this day all congratulation. Nor need you be surprised, if in the future 
 hundreds of our fellow-citizens shall follow to realize the genial hospitality 
 which you have on this occasion, with a liberal Land, so lavishly showered 
 upon us. •
 
 238 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 " The Governor of Virginia " was responded to by Mr. John R. 
 Thompson, of Ricliniond, the editor of the Southern Literary Mes- 
 senger, in an appropriate and pleasing manner. 
 
 Mr. Thompson said he believed it was Charles Lamb who declared that 
 he had never taught school but once, and that he had then taught school by 
 giving the boys holiday. He knew not but that he should make a more 
 effective speech by preserving an eloquent silence. But having been selected 
 to respond to the sentiment just annoiinced, he should be recreant to those 
 feelings of filial regard which he had ever cherished for his maternal State, 
 could he leave her beloved name to be toasted without acknowledgment. The 
 honor paid to Virginia had been most fitly rendered through her chief execu- 
 tive magistrate, Hemy A. Wise, and the speaker deeply regretted tliat — 
 [Here Mr. Thompson was interrupted by the entrance into the arsna of the 
 pavihon, of a company of soldiers with a military brass band playing in fall 
 concert.] — When the music had been stopped by order of the Mayor, Mr. 
 Thompson proceeded to say that he was about to remark, when his words 
 were drowned in the noise of the instruments, that he greatly regretted the 
 absence from this glorious festivity of Governor Wise, whose voice would hive 
 risen above the din of mariial music, and sounded indeed as a clarion in 
 itself. But the speaker was glad that he had come a thousand miles and 
 more to mingle in the triumphs of the hour — triumphs more glorious than those 
 of vulgar war, because unstained by blood and significant only of man's phys- 
 ical and moral elevation. The speaker was going on to comment on the 
 commanding interest of ihe occasion, when the noise of a drum and fife imme- 
 diately belovy him again prevented his being heard. This second disturbance 
 having ceased, he resumed by saying, that there were present a few of his 
 fellow-citizens of the noi-th-western portion of Virginia, who had united with 
 Baltimore in building that grand link in the chain of railway communication 
 between the Atlantic and the Mississippi — the Baltimore and Ohio Railroad — 
 who were justly entitled to the courtesy of being heard at this jubilee, and he 
 felt that he ought rather to speak for them than for the State at large, which was 
 not as yet fully riveted by iron bands to the Great West. But although the Old 
 Dominion had no immediate and controlling interest in this joyous celebration, 
 she was connected with the West by stUl closer and more enduring ties than 
 those of iron, and was represented here by better elements than any of a mate- 
 rial kind. We have sent no locomotive engines beyond the beautiful river to 
 bring to us the golden harvests of the prairie, though the time will come 
 when the abundant wealth of this magnificent valley of the Mississippi will 
 flow through Virginia's mountains like a Pactolus to the sea ; but we have sent 
 something better — men, " higli-minded men," to carry Virginia's civilization 
 onward in the pathway of empire, and disseminate her virtues even to the set-
 
 PROFESSOR MITCHELL SPEAKS FOR OHIO. 239 
 
 ting snn. Her part in western progress had been an unselfish part, and she 
 had acted on the scriptural principle, that it was mor? blessed to give than to 
 receive. As the speaker stood yesterday for the first time on the banks of the 
 Wabash, he remembered that it was Virginian valor in the strong arm of George 
 Rogers Clark which had subjugated this splendid domain afterwards to be 
 voluntarily relinquished for the benefit of the Union, and to-day, it was not 
 long after his eye had rested, for the first time, ou the tawny current of the 
 Father of Waters, that he had reason to feel a just pride in his State, as he 
 listened to the noble oration which one of her sons had here pronounced. It 
 had often been said of Virginia in derision, that it was an excellent State to 
 emigrate from, and the West had long since found out that it was the best of 
 States from which to get emigrants. Yes, said the speaker, if Virginia had 
 never given up an empire to the general government, if she had never endow- 
 ed the West with the imperial intellect of Henry Clay, this wide region, and 
 Missouri especially, would have reason to cherish for her feelings of lasting 
 gratitude, in remembering that she had contributed to the rising glories of 
 the Mississippi Valley, the genius of Edward Bates. Mr. Thompson concluded 
 by giving, as a sentiment, " The Orator of the Day." 
 
 Three cheers were then given for "Old Virginia," and three more 
 for the speaker. 
 
 "• The Governor oj Pennsyhania " was to have been responded to 
 by Mr. McCombe, who unfortunately was not present. 
 
 " The Governor of Ohio'''' was responded to in accordance with tlie 
 most general and enthusiastic popular demand, by Professor O. M. 
 Mitchell, of Cincinnati, the pioneer engineer of the Ohio and Missis- 
 sippi Railroad, its Financial Commissioner, and finally, one of the 
 contractors for completing the Eastern Division. Mounting the stand 
 he turned himself edgewise to the double audience right and left. 
 This impartiality seemed to give universal satisfaction, and the Pro- 
 fessor, taking advantage of a momentary pause in the roll of dnuns, 
 the braying of horns, and clash of cymbals, spoke as follows as nearly 
 as we could report : — 
 
 MY FRIENDS AND FELLOW COUNTRY3IEN : 
 
 I know but two enemies, over whom I am disposed to triumph with un- 
 mitigated and jubilant satisfaction — these enemies are Time and Space. Such 
 is my temperament, that 1 have actually sufiFered a kind of mental agony from 
 the knowledge of the fact that being at one point, I could not reach another 
 without passing over the intermediate space which separated them. The 
 route passed yesterday so triumphantly between the two focal cities of the
 
 240 GKEAT OHIO AND MISKISSIPI'I RAILKOAD OI'KNINO. 
 
 West, I have long battled with on foot and on horseback, in the mud wagon 
 and the stage coach. I have fought with mud, and more — with sleet, rain, 
 and hail storms, with flood and even fire, on these broad prairies : these were the 
 advanced pickets, and the main body and the rear-guard of ray old foes " time 
 and space ;" but on yesterday we had them all under the iron wheel of our fly- 
 ing train, and I must confess to a feeling of proud exultation in the downfall 
 and almost utter destruction of my bitterest enemies. 
 
 I remember full well the time and place when I uttered the prediction, that 
 tlie day would come, and that at no distant period, when the same sun whose 
 kindling rays should illume the train departing from St. Louis, would fling his 
 slant beams on the same train bending to the beautiful curves of the Ohio, as 
 it entered the Queen City. This prediction was uttered on the opposite bank of 
 the Mississippi, in the presence of assembled thousands gathered to witness the 
 upheaval of the first shovelful of earth, and to inaugurate the beginning of the 
 gigantic work whose completion has drawn hither the clustering thousands 
 who now surround this straining platform. It would be utterl}^ impossible, my 
 friends, to give you even a faint idea of the feelings which swept through my 
 own mind, as I flew over the necks of my prostrate enemies on yesterday. 
 Every hiU, and stream, and prairie — every farm-house and cabin, marked the 
 scene of some adventure, or commemorated the achievement of some signal 
 victory. The events of eight long years came crowding upon me like the gi- 
 gantic shadows of the past — the memory of early friends and collaborators, 
 who with stern and hopeful courage and determined wiU had with me stood 
 foremost in the grand struggle on which we had entered. Alas ! some of them, 
 like the forlorn hope of a beleaguering army, had fallen bravely fighting at 
 their posts ere the shout of victory had come to cheer their dying moments. 
 Honor to their memories — their names are inseparably united with the great 
 woi-k in whose behalf they fell ! 
 
 Those of you who passed so swiftly on yesterday over the 3-10 miles of inter- 
 vening space which separates the cities of Cincinnati and St. Louis, reposing on 
 luxurious cushioned seats, gliding with a velocity of thirty miles per hour over 
 hill and dale, swamp, river, and prairie, regaled with the choicest wines and 
 with the sumptuous fare of unbounded hospitality, can but poorly appreciate 
 the contrast between this last journey and the first I ever made between the 
 same two points. Then our toilsome march was on foot, urging forward the 
 survey which was to fix the fate of the enterprise, through rain and snow, and 
 sleet and flood, drenched by day, chilled and almost frozen in caves by night 
 with little to eat and the same to drink — toiling through forests, struggling 
 through toiiruous valleys, piercing the rocky hills ior future tunnels, and span- 
 ning the swollen and sometimes furious streams for bridges in embryo. P'lying 
 as I did on yesterday past the scenes of these early struggles, I could not but 
 compare my sensations to those of the liberated Trojans after a pent-up siege
 
 PKOK. MI'rrilELI.'s i^l'EKCH AT ST. I.OLIS. 241 
 
 of ten long yeai-s. You remember the Homeric song of the siege of Troy — 
 the treacherous Greeks, pretending to set sail for home, and to leave forever 
 the ensanguined plain on which their mightiest heroes had bled, concealed 
 themselves behind the island of Tenedos. The Trojans, frenzied with joy at 
 this unexpected release, flung wide their gates, and, dressed in their gayest at- 
 tire, issued forth once more on the well-known plain, now freed from the des- 
 ecration of a hostile foot. The classic scenes were visited and pointed out — 
 Here were encamped the legions of the fierce Achilles — here lay the fleet, and 
 here was fought the battle of the ships — there Patroclus fell, and here has the 
 dishonored body of the mighty Hector been chained to the chariot wheels of 
 his unrelenting foe : — such, in kind, were my own reminiscences as I swept 
 over the scenes of our early adventures, grounds to me consecrated by memo- 
 ries which can never fade. 
 
 Pardon me if I indulge somewhat in these seeming personalities. The 
 Siege of Troy has been sung by the divinest poet of the olden time — the Sieore 
 of Sevastopol has filled the modern world with wonder and amazement, mak- 
 ing and unmaking heroes, and calling forth inventive skill, fertility of resource 
 energy of character, indomitable courage, cool sagacity, and even reckless 
 bravery such as the world has almost never known — and yet, though one of 
 these sieges with its events, its battles, and its heroes, gods and men, has been 
 embalmed in poetry, and the other has been rendered immortal in history, yet 
 neither the one nor the other has drawn forth greater abiUt3' than the projec- 
 tion, execution, and completion of the stupendous work, which by iron bands 
 this day unites the Chesapeake Bay with that mighty flood, which is yonder 
 sweeping its fast and furious tide to the Gulf of Mexico. 
 
 I would not underrate the glory and grandeur of a war of freedom. Bred 
 a soldier, it would ill become me to speak slightingly of the triumphs of the 
 " tented field." But there are civic triumphs, though less dazzling and mag- 
 nificent, in no degree less important. You have heard on yesterday the 
 booming of cannon ; you have witnessed on last night the blazing of bonfires ; 
 you have seen the streaming of bannei-s, the waving of handkerchiefs, the 
 loud shouts of triumph which hailed our approaching train as we swept through 
 forest or prairie. To you, possibly, it was but the effei-vescence of a fickl 
 population on a, grand gala day. Not so, my friends. These demonstrations 
 were real ; these, bla;^ing fires were lighted by warm and glowing hearts ; those 
 waving emblems of joy were held by the w ives and daughters of a teeming 
 population released from thraldom by the completion of this mighty work, 
 and placed now and for ever in a position of independence and prosperity. 
 
 Ah ! if you could have gone with me five years ago to th^ cabins whence 
 have issued the joyous throng which greeted us on yesterday^ and talked with 
 the toil-worn father and the almost desponding ipother, then you might iu 
 some degree have appreciated the triumph. 
 
 Well do I remember a family with whom I passed a ni^ht iu my ea,rlv
 
 242 GREAT OHIO AND MISSISSIPPI RAILROAD OPKKING. 
 
 explorations on the banks of the little Wabash. On all sides of their cabin 
 stretched the rich and boundless prairie. The fertile soil yielded abundant 
 return for the labor of the hard-working husbandman. But alas, the crops 
 were even but partly gathered, and a sort of despondent gloona rested on the 
 brow of the sun-bronzed farmer. " Why don't you gather your corn ?' said I. 
 ".What's the use ?" was the reply. " We have gathered and cribbed more 
 than enough for our own use. It is iitterly impossible to reach a market ; 
 there is no one, to buy, and we have no inducement to labor. Our sons and 
 daughters are growing up around us in ignorance ; the turnpike road has 
 failed ; the State works have failed, and now a last ray of hope has been kin- 
 dled by the talk of a great railway from St. Louis to Cincinnati. We have 
 enough of every thing, all we want is an outlet. But there seems to be no 
 chance, and we are slowly sinking into gloom and despair !" 
 
 Is it nothing to remove the heavy load from that father's heart ? Is it 
 nothing to open warm, glowing, love-giving daylight upon his cheerless cot- 
 tage? Is it nothing to furnish him with the means to send his brightest boy 
 to college and his beaiitii'ul pet, Daisy, to the young ladies' academy ? Don't 
 tell me those shouts which rang upon our ears, as we swept over hill and 
 dale, were the idle shouts of an ignorant rabble ; I know better. They were 
 the exultant notes of freed men and freed women, thanking God that broad 
 daylight had at length broken in upon them in the wilderness, and that hence- 
 forward improvement, advancement, education, amelioration, hope, and hap- 
 piness were to be bright attendants of their career in life. Aud now to whom 
 are we indebted for this wondrous revolution ? I mean those of us who stand 
 at the western extremity of the iron chain sweeping hence to the Chesape.ake. 
 There is no one within the sound of my voice who is so utterly devoid of 
 reason as to suppose that a work of this gigantic character could have been 
 conceived, carried forward, and finally completed without tremendous effort 
 and terrible sacrifice. Woe to the land when the days of public spirit are 
 numbered, when every grand eriterprise is to be weighed and measured by the 
 rigid standard of ten per centum per annum, — when soul and heart, and flesh 
 and blood are transmuted into glittering gold, cold and dead. I fear the days of 
 liberal minds, of large, generous hearts, of willing, stern, self- .sacrificing devo- 
 tion are fast passing away. But I thank God that some of the great and 
 good are still left to witness this glorious day, and to participate in a triumph 
 won by their own stem unyielding courage and sagacity. 
 
 I would not pass by any of the early and ardent friends of this work. 
 They were all good men and tnae ; but there sits now on the platform and 
 within the range of my eye, one who in sunshine and in storm, iu prosperity 
 or adversity, has ever stood like the ocean rock, firm and immovable, a ral- 
 lying point upon which we could always fall back with safety, and from which 
 we could organize for a renewed effort. Wise in council, prudent in action, 
 stern in pui-pose, unyielding in energy, such is Col. John 0' Fallon, who first
 
 PROF. MITCHKl.I.S SPEECH AT ST. LOUIS. 243 
 
 presided over the destinies of the western division of the Ohio and Mississippi 
 Kuilroad. There is one other eminent citizen of St. Louis, whose name jus- 
 tice compels me to mention. I care not what ma}^ be our private relations ; I 
 am constrained to bear testimony to his earnest and unselfish devotion to the 
 best interests of this grand work. Xot, indeed, among its very earliest friends, 
 but enlisting long before any serious advance had been made, — from that mo- 
 ment the success of this great enterprise lay nearest to his heart. With a 
 most lucrative business, with a princely fortune at his command, surrounded 
 by ease and affluence, the moment the dark clouds began to skirt the horizon 
 his keen penetrating glance descried the commercial storm that was cominw. 
 Then he might have withdrawn and left the road to its fate This he scorned 
 to do. " I have set my hand to the plough," said he, " and I never look back." 
 Baffled by the luiwise action of less penetrating minds, beset on all sides by 
 revulsion and disaster, he boldly and fearlessly fought with the tempest, and 
 though shattered and broken, and nearly wrecked, Henry D. Bacon stands 
 this day high among his peers, one of the oldest, firmest, and stanchest 
 friends of the Ohio and Mississippi Railroad. 
 
 And now I have a word or two to say to my learned friend, who has o-iven 
 us so warm and cordial a welcome to the city of St. Louis. The occasion is one 
 presenting a brilliant opportunity for the elaboration of his favorite theme — the 
 present and prospective prosperity of the Mississippi Valley. We have been 
 told how interminable were its rivers, how broad and magnificent its prairies, 
 how rich and luxuriant its soils, how inexhau.stible and diversified its mineral 
 resources ; but, above all, we have been informed that the " star of empire," 
 arrested in its giant march westward, has come to a dead pause ; and now, 
 fixed in mid-heaven, sheds down its glorious beams from the precise zenith of 
 St. Louis. The Mississippi Valley is one mighty, unbounded, prolific domain 
 of present and future power, glory, and refinement, and St. Louis is its centre. 
 
 I cannot quite subscribe to my friend's philosophy. He belongs, I fear, to 
 the old Aristotelian school, which taught the doctrine of circular orbits for 
 planetary movement. This fallacy clung to the human miud for more than 
 two thousand years. (I trust the fallacy into which the eloquent Judge has 
 fallen may not endure as long.) When the truth was at length discovered, it 
 was found that not a single circle existed in the heavens. Nature had adopted 
 a different curve in which to drive her fiery chariots on their appointed routes. 
 She has selected the ellipse, a curve not with one single centre like the circle, 
 but with two j)oinfs enjoying precisely equal qualities and properties, two focal 
 centres; and thus in this mighty valley she has fixed her elliptic limits, and 
 her grand focal cities ; the one St. Lotiis, the other Cincinnati ; and we have 
 this day completed in iron the gi-aud axis of the ellipse, the Ohio and Jlis- 
 sissippi Railway. 
 
 I cannot longer trespass on your patience. It is needless to refer to the 
 wondrous position held by the road whose completion we are met to celebrate.
 
 244 GREAT OHIO AND MISSISSIPPI RAILliOAU OPENING. 
 
 It holds indeed the gi-and axial line. From its eastern extremity radiate 
 the iron tracks to every point on the Alantic seaboard. From its western 
 terminus starts the line which sooner or later must terminate on th3 shores of 
 the Pacific. Already radii are starting to the south and to the north — gather- 
 ing into this n.agnificent focus the rich and luxuriant products of this vast 
 and advancing region. I will utter no predictions for the future. The (A) 
 Delta of the Ohio and Mississippi is completed ; we stand on the dividing line 
 of two grand eras. Let us in quiet confidence await the actual development 
 of time. 
 
 " 77ie Governor of Illinois^'''' — the next in order of the regular toasts 
 — was responded to by ex-Governor Eeynolds of that State, wlio made 
 a happy address in relation to the advantages of tlie railroad line, the 
 opening of which was now being celebrated. 
 
 '• The Goternor of Indiana " drew out Judge A. T. Ellis, of Vin- 
 cennes, to whose efforts tlie country is largely indebted for the early 
 progress and successful completion of the Oliio and Mississippi Road. 
 
 " The Governor of Xeio Yorh''^ was responded to by Hon. Erastus 
 Brooks, who eloquently and effectively spoke in behalf of that State, 
 and in exemplification of what her capitalists and men of enterprise 
 had done in rescuing and carrying through this great work. 
 
 '' The State of Missouri'''' was assigned for response to Senator 
 Polk, of Missouri. 
 
 " The Army and Navy " was arranged to be responded to by Maj. 
 Grossman, U. S. A, 
 
 " The Mayor of Loidsville,'''' called out the Mayor, W. S. Pilcher 
 himself. 
 
 " The Mayor of Cincinnati''^ was responded to by Mr. Wm. J. 
 Flagg, of the councils of that city, as follows; 
 
 Mr. Mayor : — In reply to the invitation of your city government, we are 
 come. Though our chief is not here, yet the representation is sufficiently large 
 to testify how we value your invitation. Our council numbers thirty-four 
 members — twenty of us are here — two more than a quorum for doing business ; 
 and so hearty is your welcome, so kind your attention, so thoroughly at 
 home do you make us feel, that if 3'ou don't look out we shall be for holding a 
 session in the midst of you, and go to work passing ordinances, as is our 
 habit. 
 
 We come, sir, from a place you mny have heard of, called Cincinnati, hold- 
 ing about two hundred thousand souls. I cannot give you its exact latitude 
 and longitude, but you'll find it on any modern map. I can tell you this much 
 about its locality, that it is some three hundred miles due cast from here, 
 or ra'hcr vas at that distance. Yesterday the city in question was moved 
 into your immediate neighborhood by the magic of modern locomotion, and 
 liavlng become \'our near nciiibbors, we have stepped over to-day to say good 
 morning, to inquire after your Large family of children, and to express a hope
 
 W'lLIIAM J. FI.VGIi SPKAKS FOli CINCINNATI. 24d 
 
 for better aoquniutance. Anticipating your inquiry on that head, allow me to 
 add that all our children are well and growing, I thank you. 
 
 Yes, sir, we have long been too distant from you — so remote, in fact, that 
 many of the twenty I mentioned, were till yesterday quite ignorant of western 
 matters and things — quite verdant on the subject of prairies, and wholly unso- 
 phisticated and fresh on the subject of Mississippi water. I for one, sir, for the 
 first time, this morning set foot on the banks of yonder big dritik, as the Indians 
 called it — for the first time quaffed its refreshing flow, and breathed the invig- 
 orating air that moves upon its surface, like the breath of the Great Spirit, 
 moving upon the face of the deep. 
 
 Let us be speedy to make one another's acquaintance ; joined by the bonds 
 of a permanent commercial union, let there be not only mone,^ between us, but 
 love also. Let each learn from the other what the other has to teach, and the 
 spirit of generous emulation inspire both to move with a swifter pace in the 
 quick march of modern progress. We, sir, on our part, while reviewing your 
 numerous public places consecrated I)y a wise forethought to fresh air, recre- 
 ation, and repose ; while enjoying ourselves in this delightful seventy acres, 
 but last year a cornfield, now green with sod and sparkling with fountains, 
 where, in an amphitheatre that can hold fifty thousand men, you receive and 
 feast your guests in such lordly style, may learn that dwellers in cities must not 
 necessarily be prisoners in brick and mortar, but may easily enjoy all those 
 quiet, elevating delights that come from communion with nature, who, if we 
 will only give her space, will descend and dwell among ns — spreading her 
 verdant carpet and erecting her shadowy tent, while the zephyrs of Heaven 
 descend to cool the brows and gladden the hearts of the children of men. And 
 you, sir, may learn from us, that fire can be conquered by water better than 
 by whisky. Step over aud we will show you eight streams from 2 k inch spouts, 
 united in one grand steam fountain that can wash the horns of the moon and 
 sprinkle the stars. 
 
 Sir, your reception is magnificent ; it is more — it is comforting to the in- 
 ward parts. I have attended public dinners all my life, and never, till to-day, 
 found any thing fit to eat. But your board is groaning with luxuries, and the 
 feast has sparkled, let me say, with most excellent wine of your own make. 
 Your greatness duly impresses us. We begin to realize somethii;g of what 
 ■we have heard. I have listened with expanding ideas to the detail of your re- 
 sources, from the honored orator of the day. He has taken an arithmetical 
 and geographical view of things, and planted St. Louis in the centre of the 
 vast empire that must, as I tnily believe, ere long make her seat here, or 
 hereabouts, grasping an ocean in each hand, with her feet upon the great gulf 
 of the South, and holding on to the north pole with all her teeth. Our scien- 
 tific friend, Prof Mitchell, hailing from our own promising little clearing, has 
 taken, however, an astronomical view of the subject, and informs us that, by 
 the teachings of modem astrouomy, movement is found to be, not in a circle, 
 with just one centre, precisely in the middle, as was taught by Ptolemy, but 
 in the form of an elongated cur\-e — an ellipse — with two foci, or twin centres, 
 one of which may be called St. Louis and the other Cincinnati, if you please. 
 I concur in this view ; but if there must be only one centre of the nation, I 
 will state my case in the manner of Frederick the Great, who, when he had 
 made up his mind to shoot a man in his army, not wishing to wound his feel- 
 ings, would say, "mj'good friend, either you or I will be shot about six o'clock 
 to-morrow morning." The soldier drew his own inferences. Now I will say, 
 that the centre of all things will be either St. Louis or Cincinnati. But with 
 this great trunk road to unite us, with its iron rail for a common axis that
 
 240 GREAT OMIO AXD MISSISSIPPI RAILROAD OPENING. 
 
 splits the continptit tliroiigli the middle, so that we can turn and roast it like 
 a joint of beef and eat it up between us, why can't we hoth be the centre. 
 This great trunk road — aliem — it may be an excellent trunk road, but I can 
 tell you it's worth nothing for carpet baffs; it took mine back home before I 
 got half way here — worse than that, it conveyed back, also, Mr. Gould and his 
 charming party who attempted to get hither in that magical car, which one 
 may well name the wishing carpet, after the wishing cai-pet of the Arabian 
 tale. Sorry am I for one, he and they and it are not here to-day. 
 
 Sir, let us rejoice together that the men of New York have found their 
 profit in coming out here and completing the route. Aspiiiwall, Chauncey, 
 Alsop, Gould, Barlow, Parsons, and others, sitting in the shadow of Trinity 
 Church spire, and inspired by the clear logic and persuasive genius of Henry 
 D. Bacon, figured it out arithmetically that money could be made in the en- 
 terprise, and thereupon uniting together in a simple partnership with a capital 
 of four millions, divided up, for the benefit of their poorer associates, into 
 shares of one hundred thousand dollars each, they took up the enteqirise as it 
 slipped from the feeble grasp of those who were exhausted in the effort, and 
 sooner than they had promised, accomplished the thing. But, while we re- 
 joice that there are princes of money this side the Atlantic with sagacity 
 enough to foresee the profit of the undertaking, and gold to carry it out, — let 
 us also do them the justice to say that if they had not also possessed great- 
 ness of soul — capacity to feel the enthusiasm such a vast work like this should 
 arouse — an expansion of intellect beyond the province of mere money -getting 
 — for years to come the only T-rail between us would have been the old In- 
 dian trail. 
 
 This is the third time lately that the Atlantic has been brought to kiss 
 the Mississippi. About a year ago there was a rallying call went out, and 
 thousands of the powerful men and beautiful women of the land made their 
 swift pilgrimage to the river at Rock Island. It was a great affair, and they 
 had a good time — all honor to Sheffield & Farnham, who led it off. But the 
 time was not yet. On that occasion the North called to the North, and the 
 North answered again ; and the North-east clasped hands with the North-west. 
 A month ago another call Avent forth, and the chivalry and beauty of the 
 South swept over the land, bearing to the river the waters of the ocean, 
 which, on the levee at Memphis, they spirted into the stream with those little 
 toy affairs called hand fire engines. They were in advance of us with re- 
 spect to time — all honor to them for it,, but the time was not yet. 
 
 Again the call goes out from down East to far West. Westward ho ! is 
 again the cry. Again the cars are tied to the steed that snorts but never pants. 
 Again the pas.sengers are " all aboard " — again the engineer's foot is in the 
 iron stirrup, and his hand upon the lever ; it is " all right," and " go ahead," 
 and we have come, swift as the flight of an eagle, strong as an armj' with 
 banners, splendid as a tournament, grand as a crusade. Our banner, a 
 trailing smoke cloud, spangled with fire — our music, the voice of the brass 
 bugle, to wliich the steam-god puts his liot lips and blows a rereille to crea- 
 tion. I'hat bugle has sounded ; by the river-side and over the meadow — 
 through corn-field and beside vine hill< — sounded upon the dizzy bridge, along 
 the steep ravine — sounded on the rocky ribs of the Alleghanies and among their 
 verberatirig gorges — .sounded in the bowels of the tunnelled mountain, made 
 its echoes bellow as in pain, while at the other side something larger than a 
 mouse issued forth in liappy deliverance and sped along the curving trestle ; 
 " Not lightsr does the swallow skim, 
 Alonw the smooth lake's level brim.''
 
 OTHEIi SPKECIIKS AT ST. JOLIS FAI I GROUNDS. 247 
 
 By the Ohio's margin that bugle has sounded ; on thi> prairie it has blown 
 defiance to the north-west wind " Kewadlin,'' aul its jubihiting notes are only 
 now dying away up and down the Mississippi, an 1 this is the time and the orci- 
 sion. This is what tlie others were not — the opening of the mid Ho path of 
 the march of empire — the national route, piercing three States called Soutli- 
 ern and three called Northern, and drawing them together as one. It is the 
 medium line. Puck, who said he would put a girdle about the earth, would 
 have run it where this line runs, for while the breast may be up North, an I 
 the knees down South, the waist — a large and round waist I allow — is here. 
 Cincinn.'iti, for years switched off the track, finds herself again in the line of 
 the march of empire. St. Louis — never yet off tlie track, already is lookinj; 
 westward, to lay it straight for the setting sun. Steamers shall track him 
 across the Pacific, and the end is not even at Whampoa. No, and I say to 
 all here that I hope to meet as many of them as possible, at the opening of the 
 great central China, Northern Hindostan, and Southern Tartary road, when 
 we'll astonish Europe by entering iu at her back door. 
 
 In conclusion, I give you, as a toast, The Mayor of St. Louis. 
 
 '■*■ The Mayor of Chillicothe.'''' — Mayor Adams, of tlie "Garden 
 City," w;is called upon, but did not appear to respond. 
 
 " The Mayor of Baltimore.'''' — IIou. J. Morrison Harris, of Balli- 
 tnore, and John B. Seidenstricker, President of the Second Branch 
 of the Councils of tliat city, were buth selected to acknowledge this 
 toast; but both had left the stand before it was given out. 
 
 ''■The Oldo and Mississippi Railroad Couifumj'''' was responded 
 to by Lewis B. Parsons, the Financial Coinuiissioner of the Com- 
 pany, in substance as follows : — 
 
 Mr. Mayor and GExxLEiiEif : — I deeply regret that the unexpected ab- 
 sence of our Vice-President, S. L. M. Barlow, Esq., from whom I hoped you 
 would have had an eloquent response to this sentiment, devolves upon me the 
 responsibility of replying to your call. Of the magnitude and importance ot 
 our enterprise — of the ditficulties and embarrassments attendant upon the his- 
 tory and early progress of the work, you have already heard from the eloquent 
 lips of your distinguished guests, Professor Mitchell, and others. Of the later 
 history, though myself connected with it, it may not be imprfiper for me to 
 speak, that the just credit may be given to whom it properly belongs, and I 
 am sure that you, as citizens of St. Louis, will be glad to know that when two 
 years since the progress of the work was arrested, having embarrassed and 
 prostrated two of your distinguished fellow-citizens, who had perilled their all 
 to insure its succljss, and after many efforts had been made, and many unsuc- 
 cessful plans proposed to push forward the enterprise, one of your fellow-citi- 
 zens again put his hand to the work, and after much difficulty succeeded in 
 inducing his personal friends, the present managei-s, Messrs. Aspinwall, Alsop, 
 Chauncey, Comstock, Leavitt, Iloadley, Barlow, Gould, Hall, Lord, and others, 
 to undertake to finish the road by the first of November next. 
 
 These gentlemen, as I am well assured, took hold through the solicit.ition
 
 'J48 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 o Mr. Bacon, and prompted by their desire to aid his house quite as much as 
 from the expectation of a profitable specuUition. Thus, while great credit is 
 due, as you have heard, to other cities and individuals, I am sure that the 
 completion of this great trunk road to-day, instead of in years to come, is 
 justly and fairly to be attributed to Henry D. Bacon, Esq. 
 
 Gentlemen, after years of labor and sacrifice, this great arterial line of road 
 is completed, and we are met from all parts of our common country to ex- 
 change kindly greetings and mutual gratulations on the west bank of the 
 Father of Waters. You have come in a multitude to this geographical centre 
 of our country. You have passed by thousands over our work. You have 
 seen our prairies in the full bloom of spring. You have seen our towns, and 
 witnessed the changes of a few years — have participated in the festivities of 
 the occasion, and experienced something of the hospitalities and Union-loving 
 feelings of our two great central cities of the Mississippi basin, and I am sure, 
 when you shall have returned to the quiet of your own distant homes, you 
 will feel that, however separated we may be by distance and sectional lines, 
 we are still of one origin — one family — and bound together, not alone by a 
 unity of interest and iron bands, but by the stronger and the silken cords of 
 riendsbip and kindness. Then, myself and associates feel, that whatever 
 have been our labor, our cares and anxieties, in carrying out this excursion 
 trip, our efforts have met with the most ample reward. 
 
 '■• llie Baltimore and Ohio Railroad'''' was responded to by Mr. 
 Ritchie, of Frederick, Md., in the absence from the stand of General 
 Win. Lingan Gaitlier, one of the Directors of the i-oad, who was se- 
 lected by his associates to j)erforin the duty. 
 
 " The President and Directors of the great Trunh Line Railroad, 
 tchich connects the Atlantic and Pacific ;'''' responded to by W. D. Wal- 
 lacli, editor of the Washington Star, who made a happy and eft'ective 
 speech, in -which he spoke at length of the strong points presented in 
 the great trunk line over which he had just travelled so pleasantly, and 
 told his auditors that he was brought up a civil engineer, and was the 
 better able, therefore, to give an opinion upon the subject of the toast. 
 " The Press ;''"' assigned to Hon. Erastus Brooks, of the New York 
 Express. 
 
 " The Ladies ; " responded to by Win. Pinkney Whyte, of Balti- 
 more, whose ertbrt was pronounced one of the most original and tell- 
 ing that the occasion drew forth. 
 
 After several humorous allusions, he briefly referred to many examples of 
 woman's heroism and devotion. But, said he, women were formed for love. 
 Oh ! what illustrations, in tradition and in story are given of their undying de- 
 votion ; their patient suffering, and their long-tried suspense. Who does not 
 remember Heloise, who, amid all her trials and sorrows, clung with such love
 
 MEETING OF NEW YORK GUESTS THE ARRANGEMENTS. 249 
 
 to Abelard? Have you not read the story of Evangeline, weary and with 
 bleeding feet, traversing this snow-covered wilderness in search of licr lost 
 Gabriel ? These are t^'pes of woman's afiection. 
 
 Again, he said, how do they light up and radiate our homes ? A house, 
 uuchecred by them, seems but a furnished sepulchre. We cannot live without 
 them — 
 
 "As inito the bow the cord is, 
 
 So unto the man is woman ; 
 
 Though she bends him, she obeys him ; ' 
 
 Though she draws him, yet she follows ; 
 
 Useless each, without the other." 
 
 Night was now approaching, and the company left the grounds to 
 return to the city. Here, as elsewhere, the liotels were not sufficient 
 to accommodate a tenth of the strangers in town. Resort was ac- 
 cordingly had to private hospitality, and soon every body was com- 
 fortably provided for in the families of generous and wealthy citizens 
 wlio exhausted every eftbrt to enhance the pleasure and gratification 
 of all. 
 
 The general formal ceremonies of the occasion were now over, and 
 accordingly the New Yorkers, who had participated therein, called a 
 meeting to express their sentiments of grateful appreciation of the 
 perfection of the festival. The following are the proceedings of this 
 meeting as officially published. 
 
 At a meeting of citizens of New York, held at the city of St. Louis, June 5, 
 1857, on motion of John P. Crosby, seconded by Capt. Comstock, of the 
 United States mail steamer Baltic, Charles Tracy was. chosen Chairman, and 
 Oliver De Forest Grant, Secretary. On motion of Hon. Erastus Brooks, sec- 
 onded by Caleb O. Halstead, it was 
 
 Hesolved, That the thanks of the citizens of New York, present at the 
 Railroad Celebration in the city of St. Louis, this day, be gratefully tendered 
 to the President and Directors of the Ohio and Mississippi Railroad Company, 
 for their courtesy and kindness to us and liberal provision for our comfort and 
 gratification during the excursion ; and that we congratulate not only the 
 Company, but the East and the West, and the whole land, upon the nuccessful 
 achievement of their great enterprise. 
 
 On motion of Silas Brown, seconded by Henry T. Vail, it was further 
 Resolved, That our heartfelt thanks be tendered to the authorities and 
 citizens of St. Louis, for their bountii'ul hospitality which we have enjoyed 
 during our sojourn in their beautiful and prosperous city. 
 
 On motion»of Robert H. McCurdy, seconded by Capt. Morgan, of the Lon- 
 don line of packets, it was 
 
 Hesolved, That the foregoing resolutions be published in the city papers. 
 
 Chakles Tr.Ac y, Chairman. 
 0. De F. Grant, Secretary. 
 11"
 
 250 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 In tlie evening tlie entire city was illuminated brilliantly, the 
 theatres were opened to the guests, and many of the most eminent 
 citizens gave private entertainments. The hospitalities of the city of 
 St. Louis, in all respects, were on a scale of unparalleled liberality, 
 cliaracterized by excellent taste, and a geniality which made all the 
 strangers feel at liome. The people vied with one another to make 
 tlie most favorable and permanent impression on the hearts and 
 memories of their visitors, and they succeeded. The impression 
 which was thus produced should be worth millions to their enter- 
 prising city. Mr. Bacon, the popular and courteous banker of St. 
 Louis, who risked a princely fortune in this road, was the mainspring 
 of the grand entertainment at St. Louis. 
 
 Too much praise cannot be accorded to the principal officers and Di- 
 rectors of the Ohio and Mississippi road, who were present at the fes- 
 tival. Wra. H. Clement, the General Superintendent, who had but just 
 entered upon his responsible duties, deserves special praise for the com- 
 plete success of his first official action in transporting tlie enormous 
 crowds over his new road with such promptness and safety. Mr. 
 Charles Gould, the Treasurer; Mr. Parsons, the Financial Manager; 
 Mr. S. L. M. Barlow, one of the Directors, and other gentlemen con- 
 nected with the road, were incessant in their etforts to render the 
 affiiir brilliant, agreeable and memorable, and such it must ever be in 
 the recollections of all who had the good fortune to participate in it. 
 And every gentleman and lady who particii)ated in the excursion from 
 Baltimore to St. Louis seemed to feel a hearty satisfaction in thanking 
 the officers of the Baltimore and Ohio Eailroad, whose attentions and 
 exertions — and which were unabated even as far as St. Louis — to pro 
 mote the comfort of all, were highly extolled.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XX. 
 
 THE SECOND DAY'S CELEBEATION AT ST. LOUIS. 
 
 As we liave alread}' stated, the following morning, Saturday, June 
 6tli, brought to the city ot St. Louis another large instalment of ex- 
 cursionists, who had supposed that the St. Louis ceremonies would not 
 take place till the following Monday. Much disappointment was ex- 
 pressed by many of the party wlien they learned what they had missed ; 
 but an hour or two in the liands of the hospitable people of St. Louis 
 ])ut all in good humor, and prepared them to enjoy the festivities still 
 in store for them, and which were at once decided upon for their 
 benefit. 
 
 During the day, the Baltimore Band visited the armory of the 
 National Guard, by invitation of Captain Pritchard, where a number 
 of the guests of the city, chietly Baltimoreans, were also assembled, 
 and an animated and pleasant communion was enjoyed. The entire 
 company was bounteously regaled by the gallant officers of this spirited 
 corps, whose armory and other appointments were much admired. 
 
 Early in the evening of Saturday, the Independent Blues' Band of 
 Baltimore — whose performances had elicited general notice among 
 the citizens and strangers — gave a public concert upon the bal- 
 cony of the New Court House on Fourth-street, and were listened 
 to by a great throng of people. Upon both Friday and Saturday 
 nights, the same band, under the pioneership of the Baltimore visit- 
 ors, serenaded a number of the most active and prominent citizens, 
 to whom they felt themselves indebted for their kind treatment 
 in St. Louis. Among the gentlemen thus complimented were lion. 
 John W. Wimer, Mayor, George R. Taylor, William Wade, J. E.Elder
 
 252 GREAT OHIO AND MISSISSIPPI KAILKOAD OPENING. 
 
 (formerly of Baltimore), Judge Bates, H. D. Bacon, and "William H, 
 Clement. 
 
 Early on Saturday evening a general meeting of Eastern guests, 
 ■who had come by the Baltimore route, was held in the Mercantile Li- 
 brary Buildings; the proceedings at which were thus officially an- 
 nounced in the St. Louis papers of the following Monday, viz. : 
 
 In accordance with a published call, the excursionists who came to this 
 city by the way of the Baltimore and Ohio, Marietta and Cinciimati (or Balti- 
 more and Ohio, Central Ohio, and the Little Miama, via Wheeling and Colum- 
 bus), and the Ohio and Mississippi Railways, held a meeting Saturday night 
 at the Mercantile Libraiy Hall, in order to give some expression of feeling in 
 response to the many courtesies received from the Managers of the mentioned 
 roads. 
 
 On motion of W. P. Whyte, Esq., of Baltimore, H. N. Gallagher, Esq., of 
 Charlestown, Va., was called to the chair. 
 
 The following gentlemen, on motion, were appointed as Vice Presidents 
 
 and Secretaries. 
 
 Vice Presidents. 
 
 Hon. Erastus Brooks, New York. Edward Shriver, Md. 
 
 " Philip F. Thomas, Md. Hon. Jno. L. Hodge, D. C. 
 
 " Fayette M'Mullen, Va. " Chas. A. Phelps, Mass. 
 
 " J. M. Harris, Md. " (Ex. Gov.) H. Dutton, Conn. 
 
 Secretaries. 
 
 J. R. Thompson, Esq., Va, Ed. Fulton, Esq., Md. 
 
 Wm. Pakker, Esq., Boston. 
 
 On motion of W.B. Shaw, Esq., D.C., the Chairman appointed a Committee 
 on Resolutions, as follows : 
 
 \V. B. Shaw, of D. C; W. H. Travers, of Md. ; J. W. Simonton, ofN. Y. ; 
 Paul Cooke, Esq., of Va. ; Hon. Chas. A. Phelps, of Mass. 
 
 After retiring for a few moments, the Committee returned and reported the 
 following Resolutions : 
 
 Resolutions adopted at a meeting of the Excursionists from the Eastern 
 States, who left Baltimore to celebrate the opening of the Marietta and Cin- 
 cinnati, and the Ohio and Mississippi Railroads : 
 
 Resolved, That the completion of the several lines of railway between Balti- 
 more and St. Louis, over which we have passed with such speed, safety and 
 comfort, constitutes a result of truly national importance, forming as they do 
 a short and direct route between the Atlantic Sea and the commercial centres 
 of the Ohio and Mississippi valleys — Cincinnati and St. Louis 
 
 Resolved, That the good practical mantigement, the stupendous engineering 
 triumphs, and the sublime natural scenery, which characterize the Baltimore 
 and Ohio Road, render it one of the most attractive and valuable of all our 
 internal improvements.
 
 MEETING OF EASTERN EXCURSIONISTS — RE.sOLLTIONS, 253 
 
 Resolved, That the Marietta and Cincinnati, and Ohio and Mississippi 
 Koads, which continue the southern ann of this great avenue to tlie central 
 west, are destined to become a grand tnnik h'ne, extending not only I'rom the 
 Atlantic to the '' Father of Waters," l)nt even to the shores of the Pacific 
 Sea. 
 
 Resolved, That the generous hospitality of the Baltimore and Ohio, Marietta 
 and Cincinnati, and Ohio and Mississippi Roads, and also of the citizens of 
 Chillicothe, Cinciiuiati and Vincennes, commands and receives our warmest 
 acknowledgment. 
 
 Resolved, That the boundless liberality shown in our overwhelming recep- 
 tion and kind treatment by the people of St. Louis, marks them as a communi- 
 ty of 1 are generosity, which will be ever held in our most grateful remem- 
 hrauce. 
 
 The Resolutions were passed without a dissenting voice. 
 The following was offered by William P. Whyte, Esq., of Baltimore, as an 
 additional Resolution, and was passed unanimously : 
 
 Resolved, That our thanks are due and hereby tendered to those Railway 
 Companies who have in their generosity tendered to us a free passage over 
 their roads to and from St. Louis. 
 
 The object of the meeting being accomplished, it then adjourned. 
 
 Notwithstanding the guests who arrived on Saturday morning liad 
 all been comfortably provided for by the Committee of Arrangement.*, 
 the citizens felt it would be agreeable to them, and consonant with the 
 sentiments of hospitality abounding in the city, to extend to them in 
 some shape a public reception. It was presumed the visitors would pass 
 the day in sight-seeing, in rambles through the city and into suburbs. 
 The weatlier was inviting to sucli occui)ation, and was so employed. 
 The committees accordingly devoted the evening of Saturday to tiie 
 public reception, and gave notice of the fact to visitors and citizens 
 generally, by placards throughout the city, and by publication in the 
 afternoon papers, indicating tiiat there would be a gathering at the 
 Varieties Theatre of all the excursionists who had honored St. Louis 
 with their presence. 
 
 At eiglit in the evening the Theatre was found brilliantly illu- 
 minated, and the parquette rapidly filling witli visitors and citizens. 
 By half-past eight the seats were all occupied, and by nine the house 
 "was packed with thousands, mostly strangers, who had been sum- 
 moned by the public notice. A finer and more intelligent-looking as- 
 semblage of men Ave never remember to liave seen. In the boxes were 
 numerous ladies, who added to the graceful amenities of the occasion 
 by their always welcome presence, and inspired many a well turned 
 sentence that felHrom the lips of the eloquent speakers of the even-
 
 '254 GREAT UHIO AND MISSISSIPPI RAILROAD OPENINU. 
 
 Mayor Wiraer was called to the chair, and Henry D. Bacon, 
 of St. Louis, and Professor O. M. Mitchell, of Cincinnati, were ap- 
 pointed Vice Presidents. 
 
 The Mayor then announced to the assembled throng that Cliarles 
 D. Drake, of St. Louis, had been selected to make the opening 
 speech of welcome. Mr. D. was received with loud applause, and 
 spoke as follows : 
 
 I can truly say that this is my first appearance on any stage ; and I am 
 afraid that you will as truly have occasion to say, after I have got through ^ 
 that my fate, on this, my first appearance on the stage, is that of debutants 
 generally. I am forcibly reminded at this moment of a juvenile failure, many 
 years ago — how many I would not like fb tell before so many ladies — when I 
 essayed, before a large audience, to recite that celebrated exercise, begin- 
 ning— 
 
 " TouM scarce expect one of my age 
 
 To speak in public on the stage." 
 
 And if I should be'- as unfortunate now as then, I call all here assembled to 
 witness, that it is altogether due to my honorable friend, the Mayor of this 
 city, who, less than five minutes ago, on my entering the house as a mere 
 spectator, ruthlessly bade me " stand and deliver" — not that trash, my purse, 
 but something more pleasant, if not more easy, to deliver — a word of welcome 
 to the guests present here this evening. (Applause.) 
 
 Friends from abroad ! If it were my duty now to strew intellectual thunder- 
 bolts in your midst, no time has been allowed me to forge them, even if I pos- 
 sessed the power ; but it is fortunate — very fortunate — under circumstances 
 like the present, that the heart can speak, though, perhaps, the mind falter, 
 (applause) and that the language of the heart can reach the heart, when that 
 proceeding from the cold fountain of the mind might fail to do so ; and under 
 the impulse of a feeling that must needs find expression, I say to you, the 
 guests of our city, come to this Western shore of the Father of Waters to see 
 us and let us see you — you are welcome, thrice welcome, in our midst. .Some 
 of you, I learn, have been a little late in arriving; but in this instance, as in 
 matrimony with an old bachelor or old maid, " better late than never." (Loud 
 applause.) We would have been pleased to see you yesterday, but we are 
 none the less pleased to see you to-day. (Applattse.) 
 
 When you from the Atlantic coast come to this — not as you may have 
 heard it called, and may be yourselves accustomed to call it, '' Far West," but 
 as we call it, and as it is — great Centre of our Country, you see that which 
 repays for so long a journey ; for, whether realized or not, you begin, in the 
 good hour when you look your first upon the turbid waters of the Mississippi, 
 to see the world for the first time. (Immense applause.) Do not suppose that 
 I would disparage your Eastern homes. I love the whole country of which we
 
 WELCOME BY CHARLES D. DRAKE. Jl'DGE BLACk's SPEECH. 2.50 
 
 are children. I love not the East less, but the Centre more. And here, in this 
 great central valley, is the future and not distant seat of power in these 
 United States. (Cheers.) 
 
 To this region, my friends, there is, if its occupants be true to themselves 
 and their country, a future more wonderful than for any other portion of the 
 earth. You have just traversed by the almost new-born power of steam the 
 boundless prairies, whose virgin bosoms have but just begun to give evidence of 
 capacity to produce food sufficient for a world. How the thought enlarges and 
 expands, as we look upon those oceans of affluent earth, and tlunk what this 
 valley will be, when it comes to be peopled in luimbers as Europe is peopled 
 now, and when these nimibers shall be, not ignorant and unaspiring vassals, 
 but intelligent, uidustrious, energetic, and patriotic freemen ! It is no exag- 
 geration to say that the mind can, in this day, form no conception of what 
 this country will be in that future ; we only know it will be something more, 
 something beyond, something above what has ever before been known — some- 
 thing beyond and above what can, in the nature of things, be known elsewhere. 
 AVe welcome you, then, to a region of which we have no right to be proud, 
 save as we have improved it, but for which we and you alike should ever be 
 thankful to the Great Giver, who has in His goodness bestowed on us and 
 our children — let us hope and believe to the latest generation — this beautiful 
 and glorious valley home. (Loud applause.) 
 
 Just in proportion as this great Central Valley is reduced to cultivation, 
 and filled with a people virtuous, high-minded, and aspiring for good ; just in 
 proportion as that people are devoted to their country, and loyal to its Consti- 
 tution, and, above all, deathlessly bound in heart and life to the union of these 
 States ; just in that proportion will they meet the demand which humanity 
 has a right to make upon them for the privilege of living and dying on this 
 central soil of the continent. 
 
 But, my friends, if a man begins to talk of this valley, he will find, if he 
 has any thought, that his talk will be like the ceaseless flow of that mighty 
 river that nms by our border ever and ever, from its source in the clime of ice 
 and snow to its ocean outlet in the land of sunshine and of flowers. Leaving, 
 then, a theme which I confess has to me exhaustless fascination, I return to 
 the occasion of my appearing before you, and once more, in the name of the 
 Mayor and the Council of this City — in the name of the men of St. Louis, and 
 of its fairer and better portion — in the name of each and all, I bid you, each 
 and all, a heartfelt and cordial welcome. (Mr. D. retired amid a perfect 
 thunder of applause.) 
 
 Judge Black, of Pennsylvania, was called upon to respond as one 
 of tlie guests from the great Keystone State. He said : — 
 
 Mr. Chairman, Ladies and Gentlemen : — I confess myself touched by an 
 embarrassment, not common to me, in being presented in this strange and un-
 
 25G GREAT OHIO AND MIS>ISSI IM'I RAILROAD OPENING. 
 
 usual manner before you. For the first time in my life I have paid a visit to the 
 city of St. Louis, and after travelling days and nights, when tired nature should 
 have sought the sweet restoration of balmy sleep, I find myself upon my feet, 
 led away by sweet resistless curiosity and unbounded admiration to wander 
 through the streets of your great and glorious city. (Applause.) If my speech is 
 half as dry as I am, it will be dull enough, I assure you. (Laughter.) I under- 
 stand that it is my duty to reply as best I can to the eloquent and touching 
 words of kindness which have been uttered in behalf of you who reside here, 
 to the strangers who came here during a portion of to-day, and who, before 
 their footsteps touched the pavement, found themselves strangers no more, but 
 all of them at home and in the bosom of their friends. (Cheers.) Why 
 should we thank you for the welcome ? I am set up here to do it — to thank 
 you who are kind because you can't help it, who are generous because it is 
 your nature ; it springs out by involuntary contribution to those that touch the 
 centre of your city. (Loud cheering.) 
 
 The time was when we, that were bom near the foot of the Alleghany 
 mountains, felt ourselves distant from the shores of the INIissouri and Missis- 
 sippi, and we looked with a wondering curiosity, as if our children or our chil- 
 dren's children after us might possibly, some time or other, be on the prairie 
 beholding the peaks of the distant mountains that are named by their rocks. 
 But now what is it? Why we are all brought together— our proximity is as 
 near as a neighborhood of men who, in the centre of Pennsylvania thirty years 
 ago, went upon horseback to the same church or chapel. See the lessons 
 of admonishing beauty that have beeen taught us all, by our mother nature. 
 There are but two barriers worth considering between the Atlantic and Pacific 
 oceans. They are the Alleghanies and Kocky Mountains, and yet look at 
 the out-speaking developments of the origin of the streams that start from 
 their summit, both within a stone's throw, the one of the other. The Juniata 
 starts from the eastern slope of the Alleghany, and rushes on until it is lost in 
 the Susquehanna, and they are both brought into the Chesapeake Bay. 
 Within a stone's throw of its fountain head, the Conneaut starts westward, it 
 wanders into the Castleman, rushes into the Monongahela, into the head-waters 
 of the Ohio, and they, together, sink into the sweet embraces of the Missis- 
 sippi, dying in delightful fellowship together in the Gulf of Mexico. (Ap- 
 plause.) And your own Missouri, with the first expectation of her opening 
 eye-sight, lifts her mourning eyes to look at the rising sun in the east, and 
 from the eastern side of the Kocky Mountains, wanders its way, until before 
 your doors, running eagerly to shake hands with the Ohio and Mississippi to- 
 gether ; and, a less distance on the western side than the feeblest voice in this 
 hall could be heard, the great Columbia, and that rolling, nmning and con- 
 tinuing and spreading, becomes in itself a young sea, and it is lost at last in 
 the great oco'an of peace to which the eyes of the setting sun, and hopes of the 
 rising world, are with one accord directed.
 
 .H-DGK black's SPEEC!'. 257 
 
 Now these, in}- friemls and fellow-citizens, are the thoughts of nature ; 
 they have all come upon me, tor I am a child of nature — if I am not, I do not 
 know wliat I am, for I am sure I am not the child of any thing else — and when 
 I hear it said that the end of man in constructincj railroads is interfering with 
 the order and ordination of nature, I am always inclined to answer " no, but 
 he carries out the very great design that nature herself laid down in letters of 
 running and living light writ upon everj' stream." That man thus follows on 
 in the great tide of human glory and improvement. (Cheers.) Every railroad 
 is a help to every river, every river and stream points out to the genius of man 
 the track and path of some formed, or to be formed, improvement in the shape 
 of a railroad. 
 
 Then, again, the moral and gentle Christian lesson that is taught to us all 
 in the little stream, east of the Alleghany, and the lesser stream west of the 
 Alleghany. They pursue their pathless way, along and find at last the same 
 cradle and the same grave in the bosom of the common ocean, which is the 
 mirror of our Father the Almighty, (cheers,) and railroads direct their at- 
 tention in a straight line from a point in the east to a point in the west, 
 and from a point in the north to a point in the south, and we all say that 
 these are bonds of iron that hold us together. They are in a measure the 
 bonds by which we are bound together, but we must all recollect that these 
 roads are worthless, unless the cross-ties that bind them are sure. And let us 
 of the West not forget — for in twenty-four hours I have got to be all West my- 
 self — let us not forget that while these are great iron bonds that hold the 
 American Union together, that the bonds cannot remain without the cros-ties 
 keep them close together and strong. 
 
 Why, my friends, the gentleman who introduced us all to your kind atten- 
 tion — my friend — spoke to you of thunderbolts of intellect and of power. It 
 struck me at the moment that he alluded to thunder as an element of power, 
 that we are, as we look from tlie mountains of the East to the great mountains 
 of th3 West, as the poet sang to us, as the whirling cars rolled their perilous 
 Avay along, that we could hear the voice of the poet say to us : " Here, com- 
 munion is perfect ; here union of heart with each other is complete,'' in the 
 voice of a general and overwhelming melody; and we have, as we sing the 
 song that brought smiles and sweet looks of women, God's ordination for our 
 safety upon the earth, (loud applause,) we have their sweet smiles to cheer us 
 all along. ("Applause.) The voice to which I have alluded, you will re- 
 member, related to a thunder storm, but we can apply it to the song of im- 
 provement. 
 
 Professor Mitchell, of Cincinnati, who spoke so eftectively at the 
 fair grounds, was now vociferously called fur, and on at length rising, 
 was greeted with apjilause. Rut when the audience became expect- 
 ant, he said that, being so well known in St. Louis, and to must
 
 258 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 present, he thought that others ought to liave the precedence, and 
 must, therefore, excuse liitnself — upon wliicli he called for 
 
 Hon. James Brooks, of Xew York, wlio, he understood, was pres- 
 ent. All eyes then hunted for Mr. Brooks, and he at length appeared 
 in the second tier t»f hoxes, and approached the front. He and the 
 ladies appeared to be mutually conscious of their elevated position. 
 When sufficient time had elapsed for the fact to become also impressed 
 upon the audience, Mr. B. entered upon a graceful, pertinent, and 
 nnion-loving preamble, the alternating wit and pathos of wh'ch charm- 
 ed anew the hearts of the ladies. He very humorously dwelt upon 
 the fact that he was at that moment in the outslcirts of civilization — 
 alluding to the circumstance of his being surrounded by a company of 
 ladies spreading with all the indefinable dimensions of crinoline and 
 hoops, — and then passed on to a stirring railroad speech, which 
 brought down the house with rousing cheers. 
 
 He dwelt upon the West — and comically set forth a search he had made 
 for that " West '' in only IS-tO. What was " West " then is East now, down 
 East — even here in St. Louis, where soon'all the people will be talking through 
 their nose in genuine Yankee twang. New York and St. Louis, quite subm'bs 
 now, are only a good omnibus ride apart. The railroad to-day linked them in 
 ron together, but if that had failed there was the lightning bond of the tele- 
 graph, that made us tick in tune, and as these joined us together, so joined 
 they all the parts and States of this mighty Union. When there were only 
 thirteen States in 1776, they were much farther apart than now in 1857 — for 
 distance — intellectual distance was not in miles or space, but in thought, feel- 
 ing, sympathy ; and in this sympathy the railroad and telegraph are now 
 making us one people, one State. Hence whatever disunionists or sectional- 
 ists may do or say — the more they try to tear us apart, the more the iron 
 road and lightning wire must bind us together. We shall then trade and in- 
 tertrade the closer, marry and intermarry the more, and soon interests, hearts 
 or passions will heal up all the wounds we suffer or suppose we suffer in 
 the strain upon the Constitution of the State. 
 
 The Hon. J. Morrison Harris, one of the Members of Congress for 
 the city and County of Baltimore, Maryland, was next called fi)r and 
 introduced. Mr. Harris was also very warmly received, and delivered 
 a beautiful speecli, whicli was substantially as follows : 
 
 Mr. Chair.man, and Citizexs of St. Louis : — I had posted myself in a re- 
 mote part of the hall, to see and hear the very interesting ceremonies of this 
 evening, and did not suppose that I should be called upon to take any direct 
 part in what was going on around me. I cannot, however, refuse to respond 
 to your call, or deny myself the pleasure of saying how glad I am to be with 
 you to-night. For the first time my feet press the soil of the Great West. I
 
 SPEECH OF HON. J. MOHRISOX IIAUKIS >1F MAKVI.ANI). 259 
 
 have never before croAsed the inciintaiii barrier that shuts out your fair valleys 
 and rolling prairies from the seaboard, where my home is. It has lonjr been 
 one of the purposes of my life to visit this great region, of the extent, fertihty, 
 resources, and amazing development of which I had read and heard so much ; 
 and now that I am here, seeing and realizing for myself, I am made to feel 
 that even my large anticipation is dwarfed by the wonderful reality. Where 
 but a iuw years ago was the home of the savage and the solemn grandeur of 
 undisturbed nature, I find spreading fields of exuberant vegetation, which, 
 " if but scratched with a ploughshare do laugh into a harvest ;' majestic 
 rivers, whose floods bear for thousands of miles the commerce of a people — 
 long lines of perfected railroads piercing everywhere new sections of country, 
 and developing, with marvellous rapidity, yet more marvellous resources of 
 mineral and agricultural wealth — stately cities, crowded with active and en- 
 tei-prising populations — beautiful with adorned mansions, dignified by noble in- 
 stitutions of public charity, and evincing the presence of all those influences of 
 science,' education and refinement, that make cities great. With these revela- 
 tions of your developments, there comes to me a new appreciation of the large 
 importance of your division of our common country in the future tliat hes be- 
 fore the Republic ; and while I note the fresh and vigorous life that animates 
 all movement here, and reflect upon the exhaustless and multiform resources 
 that court the development which your energy will give them, I can well un- 
 derstand that in political as well as commercial importance this Great W'est is 
 destined to occupy a position the significance of which cannot easily be over 
 estimated. With your future, we of the city of Baltimore, that has now linked 
 herself to you with the iron bands of a consummated road, hope to have an 
 assured and beneficial interest. For many long years of painful and at times 
 almost hopeless efibrt, we have been striving to reach you. We have worked 
 wonders in achieving cur purpose, and he who will cross, as I have just 
 done, the mountains that lie between us, and witness the triumph of man's 
 skill over the interposed obstacles of nature, must marvel that the enterprise 
 has ever been accomplished. As a Baltimore man, you must allow me to be 
 proud of the boldness of the idea, the patient courage that marked its slow de- 
 velopment, and the happy issue that is commemorated here to-night. I taist, 
 Sir, that both your city and mine will derive ever-increasing advantages from 
 the union into which we are thus brought, and I believe that commercial bene- 
 fits are not the only good that will result from it. 
 
 I regard each new road that is opened between widely-separated sections 
 of the country as welding the people together yet more firmly in the bonds of 
 a common nationality. 
 
 The increased facilties and growing necessities of intercommunication lead 
 to juster views of character, create and cement personal relations, dissipate the 
 clouds of erroneous association, and make us more thoi-oughly one people. 
 Let us, then, cultivate a better acquaintance with each otlier, and growing
 
 260 GREAT OHIO AND MISSISSIPF'I RAILROAD OHEMNG. 
 
 fairly tolerant of each other's opinions upon points of difiference, let ns make 
 this an occasion for renewing onr fealty to that " Union " of which all our 
 divers States are parts, and in which alone any of them are truly great. 
 
 Hon. Mr. Phelps, Spe.aker of the House of Representatives in Mas- 
 sacliusetts, was then called for. He took the stand amid gratifjing 
 expressions of welcome, and entertained tlie audience by an address 
 of much vigor and pertinence and well sustained eloquence, which was 
 responded to by tumultuous signs of satisfaction. 
 
 Judge A. T. Ellis, of Vincennes, Ind., was the next speaker called for. 
 He took the stand, his pleasing face beaming all over with good nature 
 and outburstiug humor, and commenced a speech which all expected 
 would sparkle with anecdote and wit. Tiie Judge, however, entered into 
 au interesting historic narration, and gave a succinct account of the pro- 
 gress of the Ohio and Mississippi Raih-oad. He claimed for Vincennes 
 the lionor of projecting the road. He himself, we believe, was its first 
 President. He alluded to its early difficulties and paralyzing discour- 
 agements. To Colonel John O'Fallon, of St. Louis, he awarded the 
 praise of being its first efficient financial friend in St. Louis, and Judge 
 Burnett, of Cincinnati, as a powerful auxiliary there. The mention 
 of the name of Colonel OTallon called out a tempest of cheers. Judge 
 Ellis traced the history of the road to the period when Mr. Henry D. 
 Bacon took hold of it, and pushed the Western Division first, and then, 
 Avith others, the Eastern to its completion. Here again too, the "sym- 
 pathies of the crowd were touched, and a storm of applause followed 
 the mention of the name of Mr. Bacon. Judge Ellis closed amid ap- 
 plauding cheers. 
 
 Hon. Wm. Corry, of Ohio, and Mr. Loomis, of Pennsylvania, con- 
 tributed brief and pertinent speeches. 
 
 The proceedings were closed byWm. Pinckney Whyte, of Baltimore. 
 There were passages in his speech of elevated and dignified 
 eloquence — there were anecdote, wit, humorous allusion, fancy and 
 imagination— all of which, by turns, were welcomed by clapping, 
 stamping, roars of laughter and Indian war-whoops. It was a very 
 liai)py closing up of the speeches of the evening, and sustained the 
 spirit of the occasion to the very last moment. In the course of his 
 remarks 'Sir. Whyte said : 
 
 On an occasion other than the present, he would at so late an hour decline 
 to respond, but he was aware that he was here in truth as a guest, and when 
 asked to express his sentiments as such, he felt that he should be recreant were 
 he not to utter them. He and his friends hud come hither, strangers, to see 
 their western connexions. Of these they had heard, and read, and been proud,
 
 CLOSING SPEECH OF WM. PINCKNEY WHYTE OF BALTIMORE. 261 
 
 and yet had no idea that thej' were such a delightful family ! — He and his 
 brother guests had expected even warm hospitality, but really, scarcely hos- 
 pitality like this. They had been made to feel that they were welcomed with 
 a truly fraternal welcome. They had been taken by the hand and by the heart 
 with a hospitality of which he recalled no precedent. 
 
 The people of St. Louis were an example in the history of nations ! They 
 were about to murder their guests, to kill them with kindness ! He had heard 
 it said that there was an interior party liere — he didn't wonder that it was so 
 said, tor the citizens had been doing nothing since the guests were here but 
 goiny into their (the guests') interior ! 1 he hospitality seemed endless. It 
 was like the interminable rope of the Irish sailor, who, after long hauling it 
 in, concluded that " some divil in the say had cut the ind offT The end of 
 the generosity being lavished, had surely been " cut off." There were the 
 profusion of \'iands, the native sparkling Catawba, the cordial grasp of hands 
 warmed by glowing hearts, and — as a peerless lamp to light their pathway — 
 the eyes and smiles of the fair ! But why should he thus attempt to express 
 gratitude — he would be bold to say that no gratitude was due. The kindness 
 shown was a spontaneous outburst of native generosity which came of itself, 
 and which the givers could not help. He would not boast of Maryland — 
 thank God, we were all the children of one commonwealth. He had a right 
 to speak here in Missouri, and why .' Because in her hour of need his an- 
 cestor had stood in the United States Senate as her advocate. This vanity' of 
 boasting of each other's States or cities was little better than that of going 
 forth to boast of each other's houses. The history of the country and the he- 
 roes of the country were of the country — all ! We should not imitate him who 
 boasted that his ancestor sailed in the ark, and was silenced by another with 
 the boast that his ancestor " had a boat of his own .'" 
 
 As the simple aboriginals were wont to do, the citizens of St. Louis had 
 sent for their friends abroad to come to their big viigwam and have a talk ; 
 and he would tell them this, that it would be folly to rend the Union ! He 
 was a knave or a fool who wished it. It could not be done. He differed from 
 the speaker who thought that the iron rails chiefly made the Union indis- 
 soluble. A certain Irishman didn't take that view of it. On first seeing the 
 wire of the telegraph he asked, in wonder, " An' sure, what's that for?" (Here 
 the speaker related the colloquy between the Irishman and his friend, giving 
 the brogue and humor of the former in a style which convulsed his auditor* 
 with roars of merriment, and which we had rather not attempt to follow.) 
 When informed of the nature of the telegraph wire, he called it " a providen- 
 tial interposition." For, " how could the Union now be taken apart when 
 it was tied together by a string?" The speaker, too, believed that it was tied 
 together by a string, but the string was neither the rails nor the wires, but the 
 heart-strings of the people !
 
 262 GREAT OHIO AND MISSISSIPI'I KAILHOAD Ol'lCNINli. 
 
 He and his friends wonld soon return to tlieir homes, und when they told 
 the wonders of this western world, they would hear from their people the same 
 denials of their story, as the Indians of olden time showed upon the recital of 
 marvellous things seen hy the traveller Qagoo. " Kaw," they said, " what 
 lies you tell us, do not think tliat we believe them." 
 
 He closed hy reminding his hosts that they owed their guests of Baltimore 
 a visit, which the latter would insist must be paid, and by warmly expressing 
 the wish that the prosperity of St. Louis might be unrivalled on the fiice of the 
 American continent. 
 
 Thus ended the great American Central Line Hailroad excursion, 
 wliicb, from its inception to its close, proved a grand triumph, with- 
 out an accident to mar its pleasures or cast a dark shade on the i)leasant 
 remembrances of those who participated in its incidents. On otlier 
 occasions, the inauguration of these modern means of rapid comniuni- 
 caiion has been sealed with the sacrifice of illustrious victims, and the 
 triumph has been accompanied with terrible reminders of the insecure 
 tenure of human happiness, and the essential imperfection of all Im- 
 inan progress. To the kind Providence whicli preserved us from all 
 such misfortunes, and crowned the eftorts of our hosts with complete 
 success, is due a meed of gratitude and praise, cheerfully awarded by 
 every reflecting inind. 
 
 No railroad celebration has ever been projected in the history of 
 tlie country on a scale so magnificent and costly as this. The prepara- 
 tions were commensurate with the grandeur of the Great National 
 Highway which it opens up, and the extensive and complex arrange- 
 ments for the entire trip, from Baltimore to St. Louis, were planned 
 and carried out with a lavishness of expenditure and princely liberality 
 wliich have been the theme of general surprise and admiration. 
 
 The character of the work on the Ohio and Mississippi Road, 
 (something which can be said of but few roads in the West), is of the 
 most substantial description. After leaving N. Vernon, Ohio, going 
 "West, the country is very level and there are but few curves or em- 
 bankments, thus greatly lessening the liability to accidents and the 
 expenses of repairs. Tin-ough Illinois the track is almost on a bee 
 line, and over a dead level for the whole distance. Thus it will be 
 seen that a high rate of speed can be obtained with comparative safety. 
 The country is unsurpassed in agricultural resources, though as yet 
 we should think developed to but a limited extent, particularly that 
 part of it lying along the Indiana section, which is mostly covered 
 with extensive bodies of timber, while in Illinois it is a succession of
 
 C1.USE OF THE CELEBRATION GUESTS RETURK HOMEWARD. 263 
 
 vast prairie?, slightly rolling, and wiiicli appear to be devoted prin- 
 cipally to grazing. 
 
 In distance, in geographical position, and the advantages of climate, 
 the Ohio and Mhsissipjn Railroad must for ever stand without a rival. 
 No otiier road can ever compete with it in the immense throngh travel 
 Avliicii must flow with rapidly increasing tide between the two great 
 metropolitan cities of tlie West. 
 
 It is also another mighty link in the stupendous iron chain which 
 must stretch from the Atlantic to the Pacific. Slowly, but steadily 
 and surely, link after link, it is creeping westwardly, and perhaps ere 
 the lapse of another decade, to adopt a beautiful simile of Webster's, 
 tlie steam-whistle which greets the early morn upon the shores of the 
 Atlantic, will roll on in one continuous strain through mountains and 
 across rivers and prairies, until its voice is lost in the roar of the Pa- 
 cific; beginning with the rising of the sun, and following his pathway 
 across the vast expanse of a hemisphere, until he disappears through 
 the golden gates of California. 
 
 Most of the guests remained in the city until Sunday evening or 
 Monday, when there was a general stampede. A large number of the 
 Maryland guests went to Galena and Chicago, over the great Illinois 
 Central Road by special invitation of and in company with its excel- 
 lent Superintendent, Mr. James C. Clarke, and Mr. Samuel D. Hayes, 
 Master of Machinery, both formerly of the Baltimore and Ohio Road, 
 who were among the Ohio and Mississippi guests at St. Louis. Some 
 of the guests returned at once to their homes by the direct routes 
 from St. Louis (by the Terro Haute «fe St. Louis Road, or the Ohio &, 
 Missisci|)pi); but the majority broke up into small parties and started 
 off on excursions to the interior — some even to Kansas, others to the 
 Falls of St. Anthony, a few to the southward, some to the Lakes, and 
 many to Niagara and the St. Lawrence River ; all left behind them 
 new-formed friends, to part from whom was the most disagreeable 
 incident of the whole affair, and all carried away recollections of St. 
 Louis which will ever be cherished with liveliest regard. 
 
 It may not be out of place to notice here, that on the Monday fol- 
 lowing the great celebration, — the 8th of Jiine, — the New Mechanics' 
 Exchange at St. Louis was opened with appropriate ceremonies. 
 During the proceedings, Henry Ames, president of the Chamber of 
 Commerce, proposed the following sentiment : 
 
 " St. Louis lias long been murried to New York and Boston — the western 
 people have now adopted the Utah principle, and have taken Baltimore into the 
 alliance."
 
 264 GREAT OHIO AND MISSISSIPPI RAILROAD OPENING. 
 
 Judge Z. Collii'.s Lee, of Baltimore, one of the Baltimore and Ohio 
 Railroad guests, then took the stand in answer to a desire generally 
 expressed, and compared the past of St. Louis with her present great- 
 ness. 
 
 He alluded in brief terms to the difference in the number of population 
 between the present period and that of twenty years ago, and said that the 
 people of the eastern States begin to feel that they have been lying in a stag- 
 nant pool while the star of empire was taking its inevitable course westward. 
 The people of the West and of the North are as one people, and when he saw 
 the warm hearts and welcome hands of the sons of the Mississippi extended in 
 cordial greeting and generous welcome to those of the sea-girt shores of the 
 East, he had a feeling of pity, not a little akin to contempt, for those cavillers 
 who talk of even the distant probability of a dissolution of the Union. For 
 years past there never had been a presidential convention but what pai'ty 
 demagogues had considered it necessary to let the Union slide. But there 
 had always been and always would be a Moses found to bear the ark of the 
 Constitution safely through the contest. 
 
 He did not know whether those present were Americans or not ; but the 
 thought reminded him of a pleasant hour which he had recently passed with 
 some of the belles of Vincennes. On that occasion he happened to remark 
 that he believed the ladies present wei-e all know-nothings. At which a dark- 
 eyed comely dame arose from her seat, and with a courtesy and an arch smile 
 replied : " All but me, sir — I'm a widow." 
 
 He would remind his hearers of the prophecy of Henry Clay, that patriot 
 and statesman whom men had honored and blessed, " That the great centre of 
 the United States would be at St. Louis, on the Mississippi." A\'e are now 
 realizing that prophecy every day. I find myself to-day, continued the 
 speaker, almost literally in New York ; and were I not told that I was in St. 
 Louis, I should believe myself among the arts, civilization and commerce of 
 that metropolis ; even along your wharves the very mules seem almost to fall 
 on tlieir knees upon the golden road of commerce. The speaker concluded his 
 remarks with the following sentiment : 
 
 " The, (ilizens of theyVest and the jyatriots of Missouri ; may they ever main- 
 tain what their forefathers have established — the liberty of the country to the 
 latest generation."
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 PART II. 
 
 THE EXCURSION OF THE WESTERN STATE AND CITY AUTHOR- 
 ITIES TO BALTIMORE, WASHINGTON, AND NORFOLK, 
 IN JULY, 1857.
 
 f
 
 THE 
 
 KAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER I. 
 
 INTRODUCTION TO PAET II. 
 
 The Grand Railroad Excursion from the West, which took place 
 in July, 1857, deserves to be put upon record as an evidence of rare 
 and wholesome public spirit, and of sectional courtesy and fraterniza- 
 tion which, except in the similar excursion of the East to the West 
 that preceded it — and which we have now fully described — was vvith- 
 out parallel in the history of our country. As an event, it must long 
 live in the memories of those who participated in it. clothed with many 
 reminiscences of pleasures enjoyed, knowledge acquired, friend- 
 ships formed, and hospitalities received. Our detail of the history 
 of this great commemorative visit of the West to Baltimore and 
 the neighboring cities, must be confined chiefly to the festive and so- 
 cial characteristics, and the incidents of welcome, entertainment, and 
 rejoicing, that were connected with the event from the time that the 
 guests were taken in charge by the Baltimore Railroad, at the Ohio 
 River, up to their final sepaiation in Baltimore, on their return from 
 Norfolk. 
 
 To the people of Baltimore, the visit of their guests was an occa- 
 sion which they hailed with joy and embraced with avidity, as a fii- 
 vorable opportunity for testifying toward these representatives of the 
 West the feeling entertained for that section of the country, toward 
 which they had perseveringly, and at last successfully, labored to con- 
 nect themselves by the durable bonds of the iron rail. Nor was tliis 
 feeling altogether of selfish origin, growing out of the consideration 
 merely of commercial advantage and business gain. Active as these 
 considerations might justly be, the social instincts of Baltimore had
 
 4 INTRODUCTION, 
 
 been excited, its prevalent hospitality appealed to, and there was an 
 eager anxiety to receive these guests as cherished friends, to whom they 
 owed an amount of hospitable obligation that had become almost bur- 
 densome in its pleasant weight. This was the result of the visit of 
 the Baltimore deputation to the West in the preceding month. The 
 lavish and overwhelming hospitality with which — as we have shown-^ 
 they had been received and entertained at every point along the ex- 
 tended route, impressed them too strongly to be quickly forgotten. 
 They had returned home filled with admiration for the Great West, 
 and delighted with its people. This feeling was too enthusiastically 
 entertained and freely expressed, not to have touched, with its agree- 
 able infection, the whole mass of their fellow-citizens, and it was with 
 this unanimous and earnestly entertained intent, that the people and 
 authorities of Baltimore awaited the coming of the day in which the 
 "Western Excursionists " were to be declared the guests of the city. 
 
 It was with a knowledge of this feeling upon the part of the peo- 
 ple of Baltimore, as well perhaps as with the proper desire that might 
 influence so great a corporation, in desiring an opportunity to return 
 to the people of the West the civilities that had been so profusely ex- 
 pended upon its own invited guests and representatives, that the Balti- 
 more and Ohio Railroad Company originated the movement, which 
 expanded, and resulted in the festival whose incidents we are at- 
 tempting to describe. 
 
 Besides all this, there were practical and important public objects 
 to be incidentally promoted by bringing the authonties of the great 
 Western cities to a close observance, at Baltimore, of the feasibility 
 and efficiency of street railroads in securing a ready and easy connec- 
 tion between the tracks upon leading routes, without the more expen- 
 sive and annoying transfers of freight and passengers now experienced, 
 especially at Cincinnati — in moving between the East and the West. 
 
 In these objects the Baltimore and Ohio Companj'- was promptly, 
 and in the most cordial manner, seconded by the Little IMiami and 
 Central Ohio Roads, (which unite it, through Columbus, with Cincin- 
 nati, as well as by Xenia, with Dayton, Indianapolis, Terre Haute, and 
 St. Louis,) of " the Great National Route," and also by the then recent- 
 ly opened Marietta and Cincinnati Road, intended to connect the Par- 
 kersburg tenninus of the Baltimore and Ohio Road with Cincinnati 
 and the farther West. Afterwards, the Ohio and Mississippi Company 
 liberally joined in the invitation to the St. Louis guests, and thus the 
 unprecedented severity for its latitude. The Ohio River was frozen,
 
 INTRODUCTION. O 
 
 line of the excursion was extended to that city, from Baltimore and 
 Washington. 
 
 In view of the important parts performed by the Little Miami and 
 the Central Ohio Roads in this July excursion, — as well as their gen- 
 eral relations to the great Baltimore and Ohio Road on the east, and to 
 the Ohio and Mississippi Road on the west — we propose to give the 
 best account of their history which we have been able to secure, before 
 detailing the incidents of the Excursion itself.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XL 
 
 THE LITTLE MIAMI, AND COLUMBUS AND XENIA RAILROAD. 
 
 The second stage of the excursion was from Cincinnati, one of 
 the great commercial capitals of the Mississippi Valley, to Columbus, 
 the State capital of Ohio. 
 
 General Features. — We will speak of the Road connecting the 
 two, as the Little Miami — so named from the beautiful river, up 
 whose valleys it winds for the first sixty-five miles, to Xenia ; thence to 
 Columbus, fifty-four miles, aeross the fertile table-lands of the grazing 
 district of southern Ohio. The Little Miami Railroad proper extends 
 from Cincinnati, through Xenia, to Springfield, eighty-three and a half 
 miles. But by a contract of union between the Little Miami and the 
 Columbus and Xenia companies, concluded in 1853, the two agreed to 
 permanently unite their respective roads, in their business management 
 and uses, as one ; since when the two lines have been worked and 
 managed together under the direction of one Superintendent, appointed 
 by the concurrent action of the two Boards of Directors, subject to the 
 direction of a joint committee of four. 
 
 The first annual report of the Little Miami Company was made 1842, 
 that of the Columbus and Xenia Company in 1849. Since 1856 the 
 companies have issued joint annual reports. 
 
 Chauacter of the Management. — The Little Miami Railroad 
 then, as the line fiom Cincinnati to Columbus is popularly known, 
 has the conceded position of tlie '• model road " of the Western system. 
 The administration of its finances has been above suspicion, and has 
 materially contributed to arrest the tendency of the public mind to 
 the universal distrust, if not contempt, of the indifference of tlie Direction
 
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 THE MODEL BAILKOAD OF THE WEST— \V>I. H. CLEMENT. 7 
 
 of this class of public works. By a coincidence, as remarkable as the 
 existence of rare excellence in either department, the administration 
 of the operative department and police of the road has been more 
 successful, perhaps, than any other among American lines. 
 
 The standard of excellence established on this road by William H. 
 Clement — for many years its General Superintendent, until he left it 
 to take charge of the Ohio and Mississippi line, in 1857 — was, in some 
 important respects, superior to that in the military service ; for it 
 conserved all the accurate and manly elements supposed to result from 
 the latter, while it left ample room for self-respect, and moral as well 
 as professional elevation, in the lower grades of employees. Mr. 
 Clement seems to have been one of the first to perceive that the almost 
 indefinite extension of the railway system would demand for its oper- 
 ation a larger number of men, and possessing a greater average of 
 ability, than either the civil or the mihtary departments of Govern- 
 ment, and would form, to a certain extent, a distinct class in the 
 community, superior in numbers, and hardly inferior in talent, to all 
 the liberal professions. A leading idea with him seems to have been 
 the formation of character, as well as the selection of the best avail- 
 able material the community afforded for his employees. The influence 
 of the Superintendent was such, that any man or boy appointed to any 
 post on the Little Miami road, forthwith felt the pressure of personal 
 responsibility; felt that he was trusted and depended upon, and that — 
 as a rule — his own rejiort of himself would be taken. The self-respect 
 of the employee, thus appealed to and cultivated, his character and 
 skill in his calling grew apace. Many a " bad man" has taken an 
 agency, an engine, a train, or a break on the Little Miami, and been 
 gradually and effectually reformed by the silent but operative influences 
 of the service. 
 
 The severest discipline was found compatible with the entire devo- 
 tion of the employees. Mr. Clement was sagacious enough to know 
 that employees and subordinates like nothing better than to be held to 
 the sti-ictest performance of duty. Such performance earns self-respect^ 
 and self-respect brings satisfaction with one's position and its surround- 
 ings. Discipline was never relaxed, and therefore the chief never lost 
 complete control over all, and every unit of his force. Superadded to 
 this was a felicitous ability to Inspire aflection ; nothing could shake 
 the loyalty of his employees. Tlie winter of 185G-'7 was one to test 
 the loyalty and devotion of the men of his road. The cold was of 
 unprecedented severity for its latitude. The Oliio River was frozen
 
 8 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 and the price of coal went up from fourteen to sixty cents per bushel. 
 The result was a fuel famine ! The Little ]Miarai was the only Cincin- 
 nati line having a connection with a coal region. The eflFect of the 
 intense cold was to derange the running of trains, the snapping of 
 axles and wheels, as though their material was of brittle glass. The 
 consequence of the fuel famine, was a vast increase in the demand for 
 service. A populace, but little informed as to the capacity and opera- 
 tion of iron roads, and urged on by demagogues, not only menaced the 
 wealthier classes, but threatened to tear up the track of the Little 
 Miami Railroad, because it did not work the miracle of an instant 
 adaptation of equipment and depot facilities to a new freightage, and 
 daily precipitate an abundant supply of fuel upon a manufacturing city 
 of two hundred thousand people. 
 
 This emergency was the opportunity that proved the Little Miami 
 " the model road " in all that related to discipline and effectiveness. 
 Every man and every engine was worked under the severest pressure, 
 to his and its fullest capacity. There was no rest for the engineers ; 
 the conductors were required to " double " day and night, the brake- 
 men on the roofs and on the alert through all the nights, when the 
 thermometer marked 20° below zei'o, but not a man left his post — 
 there was not a murmur. The worst effects of the famine were averted, 
 the city was practically relieved. 
 
 Men familiar with these facts, and who admire administrative ability 
 and moral heroism in whatever calling, will think of Clement and his 
 associates in the winter of '56-7, as they think of Havelock and his 
 comi-ades at Lucknow. Under John Durand, its present excellent 
 superintendent, the high character of the management seems to have 
 been admirably maintained. ]Mr. Durand is from the Cleveland and 
 Wheeling Railroad, also an excellent line. 
 
 Financial Administration of the Road — its Present Posi- 
 tion. — The Fifteenth Annual Report of the Little Miami Company, 
 published early in 1858, makes the following exhibit: it is in such 
 sharp and, withal, gratifying contrast with the lame and impotent 
 conclusions of the majority of reports, that its statistics will interest 
 and attract even the popular mind, and unprofessional readers. 
 
 Little Miami Railroad. 
 
 Surplus Dec. 1,1856..... $479 235 24 
 
 Little Miami Company's proportion of profits of joint company " 
 
 for the year 1857 290 120 89 
 
 Amount transferred from Depreciation and Renewal Fund 80,000 00 
 
 Total $849,346 13
 
 FINANCES OF LITTLE mIaMI ROAD, 9 
 
 From which deduct — 
 Div. No. 21, declared Dec., 185(5 $149,064 13 
 
 Do. 22, declared June, 1857 149,064 13 
 
 Sprintrfied, Mt. Vernon and Pittsburg Railroad stock 
 
 charged up 196,150 00 
 
 Hills, and Cincinnati Railroad stock charged up 1,444 72 
 
 Lake steamers, charged up 32,630 40 
 
 Sundry expenses and losses 674 08 
 
 529,027 4G 
 
 Surplus Dec 1, 1857 $320,328 67 
 
 The entire cost of the road and proportion of the equipment 
 amounts to $3,925,157 30. 
 
 The assets of the Little Miami Company are : 
 
 Construction $2,760,796 51 
 
 Real Estate and Depots 588,639 06 
 
 Bills Receivable 958 84 
 
 Columbus and Xenia Railroad Stock 425,650 00 
 
 Hillsboro' and Cincinnati Railroad do 9,262 83 
 
 Springfield, Mount Vernon and Pittsburg do 4,000 00 
 
 Sundry Stocks 6,130 41 
 
 Individual Accounts 25,971 40 
 
 L. M. & C. and Xenia Railroad Company 750,171 38 
 
 Total $4,571,580 43 
 
 The liabilities are : 
 
 Capital Stock $2,981,293 12 
 
 Loan from City of Cincinnati 100,000 00 
 
 Do. of 1848, in Bonds 138,000 00 
 
 Do. of 1851, in Bonds 7,000 00 
 
 Do. of 1853, in Bonds 981,000 00 
 
 Dividends unpaid 43,958 65 
 
 Profit and Loss 320,328 66 
 
 Total $4,571,580 43 
 
 The exhibit of the Columbus and Xenia Section is not quite so late 
 as the above, but may be taken as substantially its present position. 
 
 Final Balance Sheet, Dec. 1856 ; Hhouing the Property, Means, Debts and Lia- 
 bilities of the Company. 
 
 Construction Account $1,261,434 01 
 
 Real Estate 21,101 46 
 
 Little Miami, and Columbus and Xenia Go's stock ac- 
 count 371,082 12 
 
 Second Track 43,928 65 
 
 Bills Receivable 1,476 91 
 
 Capital Stock owned by the Company 17,050 00 
 
 Dividend Bonds bought in 9,900 GO 
 
 1*
 
 10 EXCURSION OP WESTERN AUTHORITIES TO THE EAST. 
 
 Dayton, Xenia and Belpre Railroad Stock 51,000 00 
 
 Sprino:field and Columbus Railroad Stock 50,000 00 
 
 Central Ohio Railroad Stock 60,000 00 
 
 Lake Steamboats 15,369 60 
 
 Individual Accounts 32,580 85 
 
 Eastern Deposit 50,472 22 
 
 Telegraph Stock 2,000 00 
 
 S. E, Wright, Treas 22,874 98 
 
 $2,010,270 80 
 
 Capital Stock $1,490,450 00 
 
 Mortgage Bonds 18,000 00 
 
 Bonds due Feb. 1, 1857 55,000 00 
 
 Bills Payable 50,500 00 
 
 Dividend Bonds, due Dec. 1, 1860 70,000 00 
 
 Do. June 1, 1866 69,600 00 
 
 Unclaimed Dividends 2,453 17 
 
 Individual Accounts 105 00 
 
 Dividend, No. 11, Dec. 1, 1856 74,522 50 
 
 Surplus 179,640 13 
 
 S-2,010,270 80 
 On the occasion of the recent election of John Kilgour, who suc- 
 ceeds the venerable Jacob Strader, to the Presidency of the Little 
 Miami Company (January 1, 1858), one of the editors of the Daily 
 Commercial newspaper of Cincinnati, a gentleman, it is not improper 
 
 to state, understood to be personally unfriendly to Mr. K , made 
 
 the following observations in the Railway Department of that journal. 
 The author of this work will add the remark that these sentences, ana- 
 lytic and keenlj^ discriminating as they are, might well be framed in 
 gold by the President's children, and preserved in the archives of the 
 family : in the future they will read better than patents of nobility. 
 
 There are in the personal traits of the new President some things that we, 
 as journalists, jealous of the dignity of the estate, find, perhaps, not making 
 due allowance for a merchant's misconception of its scope and relations, may 
 criticise severely, but we can .afford to do justice to decided ability and exalted 
 worth, wherever society may have so rich a depository. 
 
 Daniel Webster would have designated Mr. Kilgour as " one of the solid 
 men of the country." For more than a quarter of a century he has been a 
 representative of what is creditable in a merchant, a banker, and a managing 
 railway capitalist. Ho is strongly individual. His characterizing traits are 
 unwavering integrity and an inevitable persistence of purpose. 
 
 The admirable organization and the excellent police of the operative de- 
 partment that made the Little Miami the model railroad of all the West, is to 
 the credit of Clemen*; ; the administration of the finances of the company that
 
 I I
 
 JOHN KILGOUR DESCRIPTION OF LITTLE MIAMI ROAD 11 
 
 has made the Little Miami almost an isolated example of ability married to 
 iiitcjjtrity, and the beneficent influences of which have diffused through all 
 grades of the service, has been John Kilgour's administration. If he is not 
 distinguished for a generous estimate of men; if he is not remarkable for the 
 genial temperament and the human impulses that hold the loyalty and affec- 
 tion of employees, he has that attribute that wise men exalt above sympathy, 
 and writers of proverbs place before generosity — he is a just man. 
 
 Description of the Line. — The beauty of the Little Miami River 
 country has frequetitly been the theme of praise, and deservedly too. 
 Our space will scarcely permit us to go into an extended narration of 
 the different points of interest that present themselves to the eye of 
 the traveller as he is whisked along the pleasant route from the Queen 
 City to Columbus, but we may at least give a currento calamo ac- 
 count of most of thorn. But before we proceed, we cannot but offer a 
 word in commendation of the noble passenger depot at Cincinnati. 
 Tins fine structure is capable of containing ten thousand people ; nor 
 have its designers been at all too spacious in their ideas, as the in- 
 ci'easing and already large influx of travel, from the north and east, 
 brings into requisition all the area which the building can supply. 
 Near by are also several other buildings of large dimensions for freight, 
 in which an immense business is now done by this line. 
 
 On leaving the city the attention is first attracted by the large 
 building containing the Cincinnati Water Works. It being necessary 
 for the purposes of supply to give the water an elevation of one hun- 
 dred and fifty feet, and there not being the requisite water power 
 near, that of steam has to be resorted to. 
 
 Jamestown, some two miles from the depot, on the Kentucky 
 shore, is a handsome place, and its thrift, though only laid out eight 
 jears, suggests a strange contrast with the ivied ruins of its ancient 
 namesake in a sister State, and forms a beautiful picture from the 
 railroad on the Ohio side. 
 
 Pendleton, is a continuation of the city that we have passed. It 
 is here that the Company have located their buildings for locomotives, 
 their repair and other shops, so indispensable to the preservation of 
 the good working order of a railway. 
 
 Leaving Pendleton, by a curve in the road, you pass into the valley 
 of the Miami, leaving to the left on a summit, a point rejoicing in the 
 classic name of Tusculum. The extended panoramic view from the 
 hill is represented as being fine indeed. 
 
 The first burying-ground — six miles from the city — is next reached.
 
 12 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 A sight of it suggests the memory of the days when the axe was the 
 great pioneer, and the first settler's foothold was maintained only by 
 the clearness of his eye, and the unfailing accuracy of his rifle. When 
 the hardihood and courage of the men, whose bones fill the graves be- 
 neath, is borne in mind, one may think their tombs, as well as that of 
 Trafalgar's victor, deserve the inscription, Siste viater heroa calcas. 
 The hum of population that now surrounds their burial-place, is the 
 very antithesis of the solitude of the country, when they first pene- 
 trated the then Western wilds. 
 
 The Little Miami River, which is the next object of interest, is 
 visible on either side of the track for fifty miles. This pretty stream 
 is equable in its flow, yet its descent is such as to give fine water 
 power, which is attested by the numerous mills and factories along its 
 banks, whose products find a market in Cincinnati. The river rises 
 in Madison county, and flows through those of Warren, Clermont, and 
 Hamilton, a distance of eighty miles to its mouth. Of the exceeding 
 fertility of the valley through which flows this stream, we may best 
 convej' an idea by saying, that there are over a million of bushels of 
 wheat grown in it, and almost countless bushels of that great cereal, 
 corn. Of course the flour into which the mills convert the wheat, 
 the distillation furnished from the other grain, or the vast num- 
 ber of swine that are fed by it, become a tribute to Cincinnati through 
 the invaluable medium of freight cars and locomotive. The road fol- 
 lows the valley to Xenia, where it is left, and the track is laid over an 
 ascending plain in the direction of Columbus. 
 
 The Little Miami, though twenty miles distant from the greater 
 stream of the same name, runs parallel to it. It is from these two 
 rivers that the valley which is watered by them derives its name. 
 With the exception of the immediate vicinity of Boston, nowhere in 
 New England does the densit}- of population exceed that of this 
 comparativel}' primitive country. 
 
 Plainville. nine and a half miles from Cincinnati, is quite a pleasant 
 situation. The heights in its vicinity have been purchased for the 
 erection of suburban residences, being but a short run by the railroad, 
 and little more than an hour's drive from the city. 
 
 Milford's church spires and schools are now in sight. This place 
 is situated on the opposite bank of the Miami. Its population in- 
 creased with much rapidity. It is situated in the county named after 
 the first boat propelled by steam in American waters, and distant 1^ 
 miles from Cincinnati.
 
 DESCRIPTION OF THE LITTLE MIAMI ROAD. 13 
 
 Miami Bridge, elevated above the reach of floods, crossing the river 
 18 miles from the Queen City, is a fine structure for railroad purposes. 
 It is substantially built, in contemplation of the use of a double track, 
 
 Loveland is a place deserving of note, it being here that the Little 
 Miami Railway is united to the JMarietta and Cincinnati Railroad, 23 
 miles from Cincinnati. 
 
 Deerfield Station is arrived at next, situated opposite to a dilapi- 
 dated place of that name, which was settled as long ago as 1797. 
 
 Lebanon — four miles further on — is a pleasant retired country 
 town. The "cedars" of its representation, are the number of promi- 
 nent men of the country that it has produced, or who have made it 
 their residence. Among them are John McLean and Thomas 
 Corwin. 
 
 Morrow, distant from Cincinnati 36 miles, and from Xenia 28, is 
 one of those places that has been brought into existence by the magic 
 influence of railroad enterprise. Here the road crosses a considera- 
 ble stream called Todd's Fork, by a handsome wooden bridge. This 
 is the point at which the Little Miami Railroad intei'sects the Cincin- 
 nati, Wilmington, and Zanesville Railroad. The latter road forms a 
 central link of straight line through a rich country, uniting with the 
 Central Ohio road at Zanesville, 78 miles from Benwood Junction. 
 
 Fort Ancient is 41 miles from Cincinnati and 22 miles from 
 Xenia. But little, indeed nothing, is known of the history of this site^ 
 save that what remains of it indicates that its original purpose was de- 
 fence. 
 
 Corwin — a station opposite the pretty town of Waynesville — is 50 
 miles from Cincinnati and 14 from Xenia. Its surroundings of foliage 
 are very attractive. 
 
 Spring Valley, deriving its name from the numberless rills gushing 
 from the hill-sides that enclose it, is a pleasant village. From Cincin- 
 nati it is distant 57 miles, from Xenia 7 miles. There are a number 
 of factories and mills in the vicinity. 
 
 About 3 miles from Xenia, in the woods to the left, the traveller 
 reaches the spot made memorable by the escape of the intrepid old 
 pioneer, Daniel Boone, from his Indian captors. What is now called 
 " Old Town " was then old Chillicothe, about six miles from this spot 
 on the river. Here he found a body of Indians preparing to attack 
 Booneburg, and, careless of the odds against him, the fearless old pio- 
 neer repaired hither to put his block-house in order, and to defend it 
 from attack afterwards.
 
 14 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Xenia is nearly equi-distant between Cincinnati and Columbus. 
 Xenia is the point of junction with the great railway system of Cen- 
 tral Ohio, Indiana, and Illinois, through Dayton, Indianapolis, and 
 Terre Haute. It is regarded as one of the best towns in the interior of 
 the West. Its reputation for furnishing a nice railroad supper seems 
 to be well established. 
 
 Cedarville Station, deriving its name from the imusual growth of 
 the cedar tree at this point, is seventy-two miles from Cincinnati and 
 forty-six from Columbus. 
 
 Soutli Charleston Station, situated in a pleasant country of pecu- 
 liar soil, is next reached, its distance from the Queen City being eighty- 
 three miles, and from Columbus thirty-five miles. 
 
 From Xenia to the capital of the State, the railroad, with two 
 slight exceptions, forms nearly a straight line. 
 
 London, the county seat of Madison county, is a small town, situ- 
 ated 24 miles from the Capitol, and 94 from Cincinnati. At this point 
 the railroad from Springfield connects with the Columbus and Xenia, 
 Springfield being 19 miles distant. 
 
 The Railroad Bridge over Darly Creek is a fine structure, but the 
 stream which it crosses is possessed of historical interest, because on 
 its banks dwelt the great Chief of the Cayugas, and the friend of the 
 white man, Logan, the substance of whose speech, as given in the pol- 
 ished language of Mr. Jefferson, is as familiar as household words. 
 
 Franklinton is situated opposite Columbus, and distant from Cin- 
 cinnati 118 miles. It was laid out in 1797, hence before the capital. 
 
 Columbus, the Capital of the State of Ohio, is 119 miles from Cin- 
 cinnati, and 137 from Bellaire, on the Ohio River, opposite Benwood, 
 the junction with the Baltimore and Ohio Road. It is built on the 
 eastern bank of the Scioto, in the midst of a beautiful plain, which 
 forms Central and Western Ohio. The lands which surround it, were 
 once the property of the Wyandotte Indians. The city is readied from 
 Cincinnati by a substantial bridge over the Scioto. The building in 
 sight to the left of the road is the State Prison. In coming to Colum- 
 bus, the traveller crosses the plateau that divides the waters of the 
 Scioto and the Little Miami. The head-waters of the latter stream at 
 one point approach the Scioto, which is one of the principal rivers of 
 the State. The area between the two rivers is called the " Virginia 
 Military District." 
 
 On the same day that the last war with Great Britain was declared, 
 the first steps were taken to locate the seat of government of Ohio at
 
 ii
 
 OFFICERS OF LITTLE MIAMI AND C. AND XENIA ROAD. 15 
 
 Columbus. Previous to that time the Legislature had sat at Chilli- 
 cothe and at Zanc5\ ille. 
 
 One of the features of Columbus is the State House of Ohio, — front- 
 ing on Main street — built of a durable and handsome gray limestone, 
 and regarded as one of the handsomest public edifices in the country, 
 and also one of the largest. It is stated that its dimensions are only 
 exceeded by those of the Capitol in Washington City. The area oc- 
 cupied by it is nearly double that of the State House at Nashville, and 
 quadruple that of the largest in other States. 
 
 Officers and Directors of the Little Miami Railroad Company 
 for 1857-'58. 
 JOHN KILGOUR, President. 
 
 D. G. A. DAVENPORT, Treasurer and Secretary. 
 JOHN DURAND, Superintendent. 
 
 CHARLES KILGOUR, Master of Track and Machinery. 
 
 E. F. FULLER, General Ticket Agent. 
 S. E. WRIGHT, Auditor of Accounts. 
 
 DIRECTORS. 
 
 JACOB STRADER, JOHN BACON, 
 
 JOHN KILGOUR, WILLIAM M'CAMMON, 
 
 GRIFFIN TAYLOR, ABRAHAM HIVLING, 
 
 R. R. SPRINGER, JAMES HICKS, Jr., 
 
 JOHN H. GROESBECK, LARZ ANDERSON, 
 
 NATHANIEL WRIGHT, ALPHONSO TAFT. 
 
 Officers and Directors of the Columbus and Xenia Railroad Company 
 for 1857-'58. 
 WM. DENNISON, Jr., President. 
 JNO. DURAND, Superintendent. 
 CYRUS FAY, Treasurer and Secretary. 
 
 DIRECTORS. 
 
 WM. DENNISON, Jr., Columbus. WM. B. HUBBARD, Columbus. 
 
 ROBERT NEIL, « JOSEPH R. SWAN, " 
 
 ALFRED KELLEY, « JACOB STRADER, Cincinnati. 
 
 D. W. DESHLER, " JOHN KILGOUR, « 
 
 P. IIAYDEN, « R. R. SPRINGER, " 
 
 L. GOODALE, " ABRAIIAxM HIVLING, Xenia.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER HI. 
 
 HISTORY OF THE CENTRAL OHIO RAILROAD. 
 
 The Central Ohio Railroad Company was incorporated by the 
 Legislature of Ohio, by a special act, approved February 8, 1849 ; and 
 upon the 20th of March, 1850, several additional enactments in refer- 
 ence to this road were obtained, making up an aggregate of chartered 
 powers of the most liberal character. 
 
 The original corporators were : Robert Neil, Samuel Medary, Joel 
 Buttles, Joseph Ridgeway, and Bela Latham, of Franklin coimty ; 
 David Smith, Daniel Duncan, Adam Seymoui", Israel Dille, Albert 
 Sherwood, Nathaniel B. Hogg, Levi J. Humphrey, Jacob Glessner, 
 George W. Penney, Jonathan Taylor, A. P. Richard, and Wickliff 
 Condit, of Licking county ; James Raquet, Robert Mitchell, Daniel 
 Brush, John Hunna, Solomon Sturges, Richard Stilwell, Daniel Con- 
 vers, Levi Claypool, and Solomon Woods, of Muskingum county. Of 
 these persons, Joel Buttles, Bela Latham, Daniel Duncan, Robert 
 Mitchell, and Daniel Convers, have passed from the stage of action. The 
 rest, in various positions of trust and honor, business engagements, or 
 honorable retirement, hold the continued confidence of the several com- 
 munities around them. 
 
 The charter authorized the construction of a railroad through the 
 east and west central belt of the Ohio, limiting the Company only to a 
 contact with the towns of Zanesville, Newark, and Columbus, and 
 allowing otherwise a full discretion in the location of the route, and 
 the eastern and western termini. The construction of the several 
 lines of railway from Columbus to the Indiana boundary, by way of
 
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 HISTORY OF THE CENTRAL OHIO RAILROAD. 17 
 
 Dayton, and to Cincinnati, by way of Xenia, obviated the necessity of 
 any exercise of the chartered powers of the Central Ohio Company 
 west of Columbus ; and they, accordinj2:l3^, confined their operations to 
 the filling up the gap between the western railway system, constructed 
 and projected as radiating from Columbus and the great lines from the 
 east, converging upon the Ohio River, at or near Wheeling. 
 
 In the month of August, 1847, the requisite $10,000 of stock having 
 been subscribed, the Company was organized by the election of Solomon 
 Sturges, John Ilanna, Wm. Dennison, Jr., George James, Albert Sher- 
 wood, Charles B. Goddard, Daniel Marble, Levi Claypool, Daniel Brush, 
 and Stephen R. Hosmer, as Directors. The high reputation of Mr. 
 Sturges in Ohio, as a capitalist and financier, naturally indicated his 
 selection as President. He was accordingly elected ; Daniel Brush 
 made Treasurer ; and D. H. Lyman, of Muskingum, chosen Secretary. 
 
 During the first year, the Directory confined itself to the reconnois- 
 sance, by Jonathan Knight — then one of the consulting engineers of 
 the Baltimore and Ohio Company — of the country between Columbus 
 and Wheeling, so as to determine upon the feasibility of the project. His 
 report proved favorable. The year closing without any farther action by 
 the Company, the impatience of the railroad spirit beginning to work on 
 the community, indicated the propriety of a change in the management. 
 Mr. J. H. Sullivan, of Zanesville, having (as a member of a committee 
 selected for the purpose in the spring of 1848), in his pamphlet address 
 to the citizens of Muskingum county on the subject of municipal subscrip- 
 tions, manifested an earnestness satisfactory to the public mind, was 
 elected to the Directory in August, 1848. His consent being had, he 
 was elected to the Presidency in September of that year, which he 
 filled, by successive annual elections, for seven years ; and until after 
 the whole line of road from Columbus to the Ohio River at Bellaire 
 was opened for trade and travel. The Directory for 1848-9 — the 
 opening year of active operations for the Company — were: J. H, Sulli- 
 van (President), John Hanna. Solomon Sturges, Charles B. Goddard, 
 James Raquet, S. R. Hosmer, Daniel Brush (Treasurer), George 
 James, William Galigher, Levi Claypool, Israel Dille, Albeit Sherwood, 
 and William Dennison, Jr. — D. H. Lyman was appointed iirst Secretary. 
 
 In a short time the Company were in a position to order the sur- 
 veys, location, and contracting of the line, between Zanesville and 
 Newark — a distance of 25^ miles. On the 26th of January, 1852, this 
 portion of the road was opened for business. In the spring of 1852,
 
 18 EXCURSION or WESTEEN AUTHORITIES TO THE EAST. 
 
 31 sections of the line east of Zanesville were placed under contract. 
 On the 18th January, 1853, the track was extended westwardly to Co- 
 lumbus, after much difficulty and delay, on the completion of the 52d sec- 
 tion, at the crossing of Big Walnut Creek. This section has about 250,000' 
 yards of embankment, and some 1800 feet of bridging and trestling. 
 On the report of the engineers as to their difficulties in progressing, 
 the President took upon himself the personal supervision of the work. 
 The results of this course were very satisfactory. It restored the 
 morale of the force of mechanics and laborers engaged upon the differ- 
 ent subdivisions, who had become discouraged by the many physical 
 difficulties interposing themselves, and which precluded that sense of 
 advance^ so essential to spirited action, even in the most indifferent 
 laborers. Notwithstanding interruptions from freshets and dispersion 
 of the force of mechanics twice after his taking charge of the work, 
 the President was able to report the opening of the road, through to 
 Columbus, on the period we have named (18th January, 1853) several 
 months in advance of the time fixed for its completion by the Chief 
 Engineer. 
 
 The practical experience obtained by his personal supervision of the 
 work on this difficult section, was doubtless of very considerable ser- 
 vice to the Company, in enabling the President to examine more criti- 
 cally the estimates and reports from the construction department of 
 the road, in its after progress, east of Zanesville. It may also have 
 been the secret of his success in opening the road through to the river, 
 so much earlier than the public, in view of all the difficulties which had 
 to be overcome, anticipated. 
 
 In the autumn of 1852, the unlet portions of the road between Zanes- 
 ville and the Ohio River, were contracted to Bradley & Whittemore. 
 Nearly a year's delay, in the completion of the surveys and letting, is 
 said to have been caused by the course of the city of Wheeling, in 
 first voting a subscription of .$250,000 to the stock of the road, before 
 the Company were ready to ask it (which, it is thought, operated also 
 to cause a failure of the first vote, in Belmont county, for a subscrip- 
 tion of $100,000), and afterwards, when the Company were read}^ to 
 use the amount voted, declined giving it, unless with conditions in 
 regard to route, which were deemed inadmissible. The route that 
 6he stipulated for, proved, by comparison of surveys and estimates, to 
 be more costly than the route adopted by the Company, in fully the 
 whole amount of her subscription.
 
 HISTORY OF THE CENTRAL OUTO RAILROAD. 19 
 
 Up to this period — and, indeed, until the opening of the road 
 through, in 1854— the duties of the management were complex and 
 delicate, and required a combination of all the tact, energy, and firm- 
 ness which the Directory could muster. A portion of the road was 
 opened, a portion under survey, a portion under contract ; contracts 
 with connecting roads, which were to exercise, probably, a perpetual 
 influence upon the working results of their charge, had to be made ; 
 subscriptions of stock, which, when Mr, Sullivan came into office, did 
 not exceed 10,000, had to be provided, to furnish a respectable basis 
 for the loans being made and proposed. All these subdivisions of 
 duty required continuous and concurrent attention, and made an 
 aggregate of labor which none but railroad builders can appre- 
 ciate. 
 
 The obtainment of stock subscriptions from a comnmnity chiefly 
 agricultural — who, although the most to be benefited, are sometimes 
 the slowest to acknowledge the value of such enterprises — proved to 
 be a work of peculiar difficulty. The authorization of county and 
 town subscriptions, under a special law, by diffusing the burden, made 
 the matter less objectionable to most ; but even in such cases, all the 
 appliances of newspaper and pamphlet publications, and stump-speeches 
 throughout most of the territory interested, had to be made available 
 to carry even public subscriptions, against the reluctance of the tax- 
 payers. Franklin county — in which is located the capital city of Co- 
 lumbus, having previously voted stock to the Cleveland and Columbu.s, 
 and the Columbus and Xenia roads, by vote twice refused to sub.scribe 
 to the stock of the Central Ohio road. In Licking, .^.50.000 was voted 
 by the county, and .'$10,000 by the town of Newark. In ^Muskingum, 
 ^250,000 by the county, and ."^-dO^OOO by the city of Zanesvillc. In 
 Guernsey, ^100,000 by the county ; and in Belmont, on the Ohio 
 River — after voting against subscription — upon a second trial, the 
 people voted $100,000. The Columbus and Xenia Railroad Company 
 subscribed about $00,000; citizens of Baltimore, about $100,000; 
 Bradley & Whittemore, the contractors, took about $200,000. The 
 balance of the stock list, which shows an aggregate of .$1,626,856. was 
 made up principally along the line of the road, in individual subscrip- 
 tions. 
 
 In addition to the labors which legitimatel}^ attached to the build- 
 ing of the road, the directory found, as the work progressed step by 
 step, that it was growing in magnitude, and reaching immensely
 
 20 EXCURSION or WESTERN AUTHORITIES TO THE EAST. 
 
 beyond the estimates of the locating engineers.* There were but few 
 of the unfinished roads of the country upon which the Companies 
 engaged were not compelled to stop working, during the excessive 
 moneyed stringency of the last half of 1853, and the whole of the year 
 1854. It was at the period of the greatest distnist of railroad securi- 
 ties, in those years, that the Directors found themselves called upon 
 to provide, by loans, for the unexpected requisitions of the engineers, 
 to an extent equal to the original estimates of the whole cost of the 
 road. INIen of weak nerves were staggered ; but as over $3,000,000 
 had been expended upon the work, it was a question between the 
 practical annihilation of that amount of capital, together with the still 
 more serious loss of the road itself, on one side, and the incurring of 
 a massive bonded and floating debt. The latter was the choice of the 
 Directory, as the least of two great evils. 
 
 In his pamphlet address to the people of Muskingum, in 1848, upon 
 the subject of municipal subscriptions, Mr. Sullivan had incidentally 
 remarked that five or six years would elapse before the road from 
 Columbus to the Ohio river could be built. It is supposed that he 
 then little dreamed of being himself one of the principal agents in its 
 construction ; and that in just six years and six months from that 
 prediction — with one year's delay, from extraneous influence — he 
 should be the first to announce the opening of the line through to 
 Bellaire, and there establishing a connection between the Baltimore 
 and Ohio road, and the indefinitely expanding railway system of the 
 West ! This interesting event occurred on the 1st of November, 
 1854, and was participated in by a large excursion party, from Balti- 
 more and other Atlantic cities. 
 
 The opening of the road was attended with such a rush of freights 
 and travel towards the new channel of intercourse, that its managers 
 and friends seemed to be on the eve of the fruition of all their most 
 sanguine views in regard to the enterprise, when a series of misfor- 
 tunes, commencing in December, 1854, and running through the whole 
 of the ensuing year, prostrated, by blow after blow, all the credit which 
 a careful nursing from the time of its organization had built up for the 
 
 * The comparative estimates of the locating engineers for the two routes from Ilanna's 
 Mills, near Cambridge, to Bridgeport, viz. : the " Central Route," so-called— being the one 
 upon which Wheeling was willing to make her subscription— and the McMahon's Creek 
 route, upon which the road was finally located, were as follows: McMahon's Creek 
 route, 1995,546 43 ; Central route, by t^t. Clairsville, Morristown, &c., $1,257,903 03. The' 
 actuid cost, including discount upon bonds, &c., exceeded the estimate by two miUiana 
 of dollars.
 
 HISTORY OF THE CENTRAL OHIO RAILROAD. 21 
 
 Company — a credit which, up to that time, had never leen soiled ly a 
 single protest. 
 
 The deficiency of side-tracks, machinery, and experienced men for 
 the working of trains, would not have exhibited itself with much 
 inconvenience, had the business of the road, as usual in such cases, 
 grown gradually with the gradual diffusion of information in regard to 
 the value of the route ; but the closing of the Ohio River by ice in 
 December, threw suddenly upon the road the traffic usually accumu- 
 lating at Cincinnati, for transportation by steamers to the Baltimore 
 and Ohio Road. The want of ample sidings and machinery, at that 
 time, induced the accumulation and delay of freights, at almost every 
 point on the line, between Columbus and the river. 
 
 By the month of July succeeding, every thing was beginning to work 
 smoothly again, and the confidence of the public was gradually becom- 
 ing restored to the line, when a still greater temporary disaster 
 occurred, in the fall of the roof of the tunnel at Cambridge — which 
 obstruction was not removed until the January succeeding, and which, 
 for the whole of that period, compelled a troublesome and expensive 
 transfer of freights and passengers at that point. It became, for the 
 time being, practically a local road ; and with diminished resources, 
 increased expenses, and prostrated credit, it could only stagger for- 
 ward towards the period when it should appeal to the holders of its 
 floating debt for a conversion of their claims into a funded form. The 
 policy of President Sullivan having been an entire abnegation of local 
 interests, for the sake of the whole interests of the enterprise under 
 his charge, he had naturally rendered himself unpopular with several 
 of the communities along the line, and near its eastern terminus, who 
 had over-estimated the special benefits to be conferred by the road. 
 Many of those who had been dissatisfied with his policy during the 
 construction of the road, were disposed to hold him responsible for its 
 rt'orking operations, or management since opened for traffic, although 
 that was, to some extent, out of his control. Believing, however, that 
 the road would be benefited by the selection of a President with 
 whom all its friends could be satisfied, Mr. Sullivan declined a re-elec- 
 tion to the Directory at the annual meeting of the stockholders, in 
 August, 1855 ; and recommended the selection of Elias Fassett, of 
 New York, to supply his place. Mr. Fassett was elected to the Direc- 
 tory, and then made President. 
 
 In withdrawing from an official connection with the road, Mr. Sul- 
 livan adverted with much satisfaction to the cordial support which,
 
 22 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 with but few exceptions, he had uniformly received from his colleagues 
 and a majority of the stockholders, during the whole seven years of 
 his administration. Without disparagement to the rest a few may be 
 named, who were conspicuous in the services they conferred upon the 
 Company. "Wm. Gahgher, the second Treasurer, was always prompt 
 to give his personal service, or the use of his name, when the credit 
 of the Company was not sufficient to meet the exigency. Mr. Hosmer, 
 the third Treasurer, and acting as such during the whole of the most 
 difficult and trying financial troubles of the Company, gave unremitting 
 attention — to the exclusion, frequently, of personal considerations 
 and his private interests — to almost every department of the road, 
 whether surveys, construction, or management, of the portion in 
 operation. 
 
 Among those who aided, especially in drawing confidence to the 
 work along the line between Zanesville and the Ohio River, should be 
 named Nehemiah Wright, of Belmont, and the late John Hall, of Mill- 
 wood, in Guern.sey county. These old gentlemen (both of the Quaker 
 persuasion) belonged to the rapidly thinning ranks of the pioneers of 
 Ohio, and had long passed the prime of life ; but their experience of 
 the difficulties of the first settlers, particularly in the want of facilities 
 for transport, enabled them to appreciate more sensibly than a younger 
 generation, the great value of such improvements as the railroad. 
 Their clear-headed views and firmness of purpose, always inspired 
 confidence and respect in the counsels of the Board, with which they 
 were associated for Several years. Mr. Hall died in the summer of 
 1854. about a week before the track of the road was laid past his 
 house. He had expressed a hope to live long enough to hear the 
 approaching locomotive, but was not so favored. Mr. Wright still 
 resides at his old homestead, at Belmont, beloved and respected ; and 
 although a large present suflerer in the depreciation of the stock and 
 securities of the road, he takes much satisfaction in having aided to 
 accomplish a work so beneficial to the countrj' at large. 
 
 Of the present Board of Directors, there are two only who have 
 been with the Road through all its labors and trials : George James 
 being one of the first Board elected, with an intermission of but one 
 year from service. George B. Wright has been in the Board uniformly 
 since 1849 ; Charles B. Goddard belonged to the Directory in the first 
 two years and during the last two years ; having, however, been the 
 legal adviser of the Companj' since the day of its organization. 
 
 William Wing, the present Secretary and Auditor who has occu-
 
 HISTORY OF THE CENTRAL OHIO RAILROAD. 23 
 
 pied that station since September, 1853, has proved himself a faithful 
 and valuable officer. 
 
 Mr. Fassett was the earliest financial agent of the Company, in the 
 East, and by his instrumentality it was introduced to the favorable 
 attention of New York capitalists. Subsequently, when all rail- 
 road securities, on the general merits of such investments, were ex- 
 cluded from sale in that city, by the moneyed revulsion of 1853, Messrs. 
 Robert Gan-ett and Sons (upon the grounds of the great importance 
 to the city of Baltimore and the Baltunore and Ohio Railroad, of fur- 
 nishing means for completing and equipping a practical extension of 
 their onlj' western outlet) successfully claimed the attention of invest- 
 ors in Central Ohio securities, during the darkest period of 1853-'4, and 
 those gentlemen, when sales were no longer possible, except at ruinous 
 sacrifices, furnished from their own resources funds to meet the ex- 
 igences of the Company in some of its worst straits, ximong the fi- 
 nancial helps of the Company, also, should not be forgotten the 
 " material aid " provided by Chauncy Brooks, now President of the 
 Baltimore and Ohio Road, and by the firm of Josiah Lee & Co., and 
 by others, who have at least the satisfaction of knowing that their 
 means and influence have built up an adjunct to the Baltimore and 
 Ohio Railroad, which, next to that great work, is doing more than all 
 other accessories besides to build up the commercial prosperity of their 
 beautiful city. 
 
 The value of the Central Ohio Road to the Baltimore and Ohio 
 Railroad, is already exhibited in an analysis of the business of the 
 former for the year ending 1st August, 1857. During that period the 
 Central Road delivered to the Baltimore Road 8G,060 tons of freight, 
 and received in return 34,179, an aggregate of 121,239 tons. This is 
 regarded by the friends of the road in Ohio and elsewhere, as a com- 
 mensurate return in one year for the loan of $100,000 in six per cent, 
 bonds, for which she holds the fourth mortgage seven per cent, bonds 
 of the Central Ohio Company. It cannot, in their view, be objected, 
 that an important portion of this traffic would, without the Central 
 Road, have been drawn over the Baltimore and Ohio Railroad bj' the 
 instrumentality of the river. A comparison of the business of the Bal- 
 timore and Ohio Railroad before the completion of the Central Ohio 
 Road, with its business since, will show that an increase equal to the 
 statement above may safely be assumed. 
 
 Mr. Fassett did not assume the active duties of his office until the 
 spring of 1856. After a second re-election he resigned the Presidency
 
 24 EXCURSION or western authorities to the east. 
 
 (having also for several months performed the additional duties of 
 General Superintendent) m October, 1857. During his administra- 
 tion, the larger portion of the floating debt has been funded into fourth 
 mortgage bonds. The receipts of the road for the year ending Au- 
 gust, 1857, even with a continued deficiency of machinery, were now 
 up to $712,213 19— a gain of $217,508 57 over the preceding year. 
 He left the administration of the Company with the confidence of the 
 public in his sound judgment, integrity, and devotion to the interests 
 he had in charge. Mr. Fassett was succeeded by H. J. Jewett, the 
 late Vice-President. 
 
 Mr. Jewett assumes the Presidency at a period of unprecedented 
 depression in the commerce of the country, and a consequent diminu- 
 tion of ordinary revenues from all commercial avenues. It is, how- 
 ever, a very gratifying fact to its friends, that the receipts of the 
 Central Ohio Road have not fallen ofi" in as great a ratio as those of 
 the railroads of the country generally, so that it shows relatkely a 
 gain. This is. doubtless, owing largely to the vigilance, forecast, and 
 judicious management of President Jewett, whose earnest efforts and 
 unquestioned ability — aided by an excellent corps of general officers 
 and agents— are re-establishing, very rapidly, the original confidence 
 felt by its friends in this enterprise. 
 
 The Fifth Annual Report of the Company, by President Sullivan, uses 
 the following language in relation to the business position of the road : 
 
 Every additional development in the rapidly changing character of the 
 business relation.s of the country have only induced additional confidence in 
 the strength of our position, and additional satisfaction with the location of 
 the Central Ohio Road. 
 
 The intense activity and interest -which the minds of our people manifest 
 at this time in public works have already developed all the projects of Rail- 
 roads for Ohio wliich are likely to be indicated for many years to come, and 
 more than can be built at this time. But amidst them all, between a fortunate 
 combination of circumstances and the topography of the countiy north and 
 south of our line there is no road yet projected, nor likely to be, that will ab- 
 stract any important portion of our local trade ; whilst for through business 
 our geographical position is such as to leave us without an even-handed com- 
 petitor. ^^'e are aware that rival interests have endeavored to depreciate the 
 value of our geographical position by a reference to the grades and curvature 
 to which we shall be subjected for about thirty miles through the county of 
 Belmont. The comparison of roads by their maximum grades is a A"ery falla- 
 cious way of judging of value. A frequent succession of grades of 50 feet to 
 the mile over a stretch of line of 20, 50 or a 100 miles in extent, is certainly 
 much more objectionable than the occurrence of a gi'ade of 76 feet to the mile 
 at the passage of a siiir/le summit in a long line of road, especially if a large 
 portion of the balance of the road is lecel, or practically so. The measure of 
 objection upon the score of grades, if they be workable at all with a single
 
 HISTORY OF THE CENTRAL OHIO RAILROAD. 25 
 
 engine, is not the inclination of any particular plane so much as their fre- 
 quency of occurrence and their disposition — their relation to each other. In 
 view of this the distinguished engineer, Mr. Latrobe, introduced into the loca- 
 tion of the Baltimore and Ohio Road maximum grades of IIG feet to the mile, 
 instead of 80 feet to the mile, with less favorable "disposition." In the matter 
 of curves we have no portion of our line, between Zanesville and the Oliio river, 
 with such striue'eut curvature as some that exists upon the road between 
 Zanesville and Kewark, and yet the latter portion of the road we have run, 
 under schedule, 35 miles per hour. 
 
 We have no hesitancy in expressing the belief that in alignment and grades 
 our road and its affiliate lines south-westwardly, westward, and north-westerly, 
 may claim at least an equalify with the best lines radiating from Pittsburg 
 and Wheeling, or branching from the Baltimore and Ohio Road; whilst in 
 lineal distance, — with the exception of the Parkersburg route between Balti- 
 more and Cincinnati, — it will be a part of the shortest line of communication 
 between Washington, Baltimore, Philadelphia, and New York, in the East, 
 and the capitals of Ohio, Indiana, and Missouri, and the cities of Cincinnati, 
 Louisville, and St. Louis, in the West. With reference even to the Parkers- 
 burg route from Baltimore, we believe that the superiority of the Central line 
 west of Zanesville, through Ohio, Indiana, and Illinois, in point of grades and 
 cun'ature, over the route through the more broken region in the vicinity of 
 the Ohio river, together with an exemption J'rum the delay to which travel will be 
 exposed in transfer through the citij of Cincinnati, from the eastern to the toestern 
 lines and a like exemption from the expense of transferring freights, will make the 
 great Central rouie the favorite line of travel between St. Louis and Baltimore 
 and Washington. As preparatory' for this result, an unbroken chain of rail- 
 roads for the whole route is partly built or in process of construction, and will 
 be soon complete. Taking up the line of our connections at Columbus, the 
 Columbus and Xenia Road, by the instrumentality of the Xenia and Dayton 
 Road, will be practically extended to Dayton. The Dayton and Western Rail- 
 road is in operation to the Indiana State line. From there the Indiana Cen- 
 tral — (with which the Dayton and Western is consolidated) — will be complete 
 to Indianapolis hi the coming month of October. From Indianapolis to Terre 
 Haute the road is in successful operation. From TeiTe Haute to Alton, on the 
 Mississippi, within 25 miles of St. Louis, the whole line is under contract. For 
 the construction of a road from Terre Haute to St. Louis direct, another Com- 
 pany is organized ; but with some legislative obstructions thrown in their way, 
 by what is called " Illinois policy,'' they are yet delayed in their work. From 
 Indianapolis another magniticent chain of roads stretching to St. Joseph's, on 
 the IMisSMiri, and all of which, except about 37 miles, are eitlier built or under 
 contract, lies under this same iUth parallel of north latitude, along which 
 the Central Ohio and the Indiana Central Railways are laid. 
 
 These several interests we indicate as constituting the Grand Central 
 Trunk Line, which, taking into consideration either perfectness of relation to 
 the east and west business of the countiy, fertility of soil, density of population 
 or its affluence of general trade, is not now equalled in the valley of the Mis- 
 sissippi, and will never be surpassed. 
 
 It is needless to tax your patience with a list of the roads destined to be 
 tributary to this great Arterial Line; but a glance at the map of Ohio, Indi- 
 ana, and Illinois, with the various roads converging upon the central route, 
 will show the propriety of the order which we have made to adjust our tunnels 
 and masonry with a view to a double track.
 
 26 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. " 
 
 But without confining its relations to the line of connections 
 through Central Indiana to St. Louis, the Central Ohio Road may le- 
 gitimately claim to form a medium of transit between the Ohio and 
 Mississippi Road at Cincinnati, and the Baltimore and Ohio Road as 
 well as the southern route. The controlling question for both trade 
 and travel, is not the comparative lineal distances upon respective 
 competing routes ; but first, the character of the connections ; secondly, 
 the character of the towns passed and the country traversed; the ac- 
 commodations upon the line, and the punctuality of the trains. In all 
 these elements of just consideration, the Central Ohio Road is not 
 surpassed by any road in the Valley of the Mississippi. The road is 
 substantially built, the machinery superior, and the accuracy with 
 which the trains have been run upon it, has been the subject of spe- 
 cial comment in the Postmaster-General's Report. 
 
 The present Officers of the Central Ohio Railroad are : 
 
 H. J. JEWETT, President and General Superintendent. 
 
 J. W. BALDWIN, Vice President. 
 
 DANIEL APPLEGATE, Treasurer. 
 
 WM. WING, Secretary and Auditor. 
 
 JAMES BULL, Master Machinist and Assistant Superintendent. 
 
 D. S. GRAY, Master of Transportation and General Freight Agent. 
 J. W. BROWN, General Ticket Agent. 
 
 E. A. WILKES, Engmeer and Master of Road.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER IV. 
 
 INVITATIOJTS AND AEEANGEMENTS FOE THE EXCUESION TO 
 BALTIMORE. 
 
 The idea of the excursion of the TVestem authorities to Baltimore 
 and vicinitj' — as explained in the Introduction to this portion of our 
 volume — having been once received, the arrangements that were ne- 
 cessary to perfect and carry it out, were initiated and undertaken by 
 the President of the Baltimore and Ohio Road, and its Directors, Offi- 
 cers, and Agents. 
 
 On the 6th of July, 1857, the President addressed the following 
 communication to the Mayor of St. Louis ; similar formal invitations 
 being also forwarded to the authorities of Cincinnati and Chillicothe. 
 The Company's General Western Agent, John M. Sharp, was in the 
 meantime activelj" co-operating in extending its courtesies — with those 
 of the uniting roads, the Little Miami and Central Ohio — among such 
 of the Cincinnatians as were expected to participate in the alfair. 
 
 Besides the authorities proper, many of the most distinguished 
 and public-spirited of the citizens of the western towns were invited, 
 but it was found that the hurry and consequent want of formality in- 
 cident to the short interval first fixed at Cincinnati for the visit, pre- 
 vented many of them from accompanying the excursion. 
 
 President's Office, Biiltiniore and Ohio Eailroad Company, 1 
 Baltimoue, July 6, 1S5T. j" 
 
 Hon. John M. AVijiI'IK, Mayor St. Louis : 
 
 Sir — This Company, as a fiiint acknowleilgraent of the generous mnuncr in 
 
 which the authorities and citizens of St. Louis welcomed its representatives
 
 28 EXCURSION OF WESTEEX AUTHORITIES TO THE EAST. 
 
 upon the occasion of the kite celebration of the opening of the Ohio and Mis- 
 sissippi Railroad, respectfully tenders to you, and also, through you to the City 
 Councils of St. Louis, a cordial invitation to pass over its roads to Baltimore 
 and Washington, at such time as may be best suited to your convenience. 
 
 We have the assurance of the intermediate lines of railroad, that it ^vill be 
 equally agreeable to them to extend the freedom of their respective portions 
 of the through line which unites us with St. Louis. 
 
 It has been intimated to us that the authorities of Cincinnati propose ac^ 
 cepting a similar invitation for the 16th instant. 
 
 If agreeable to you and your associates in authority, to join them at that 
 time, we shall be glad to hear from you at the earliest moment, so that we 
 can promptly make the necessary arrangements for the trip. 
 
 We have heard very general expressions of a desire upon the pai-t of our 
 citizens, that they might have on opportunity to welcome you to Baltimore, 
 and also are advised that our municipal authorities are liiiely to add their 
 oiBcial civilities in some earnest form. 
 
 Awaiting yovur response, I remain 
 
 Your obedient servant, 
 
 C. BROOKS, President. 
 
 To this invitation, Mr. Brooks received the following answer by 
 
 return mail, having previously heard from the Cincinnati and Chilli- 
 
 cothe authorities through the Company's General Travelling Agent at 
 
 the West. ■ 
 
 Mayor's Office, St. Louis, July 10, 1867. 
 
 Hon. C. Brooks, President of Baltimore and 
 
 Ohio RaOroad, Baltimore : 
 
 Sir — Your kind invitation to the authorities of this city to pass over your 
 
 road, has been received and accepted. A large portion of the City Council 
 
 wiU avail themselves of the opportunity thus presented of visiting your city. 
 
 Very respectfully, 
 
 JOHN M. T\TMER, Mat/or. 
 
 It having been definitely ascertained that the authorities of St. 
 Louis. Cincinnati, and Chillicothe had accepted the invitation extended 
 by the Baltimore and Ohio Railroad, the city authorities of Baltimore 
 prepared to take their appropriate part in the ceremonies of reception 
 and entertainment. Hon. Thomas Swaun, Mayor of the city — who was 
 himself the President of the Baltimore and Ohio Road for five of the 
 most eventful years of its history — addressed the Council, then in ses- 
 sion, on the subject, and appropriate action was promptly taken. A 
 resolution was adopted inviting the authorities of the three western 
 cities named, to become the guests of the city of Baltimore during their
 
 ACTION' OF MAYOR AND COCNCIL OF BALTIMORE. 29 
 
 stay; appropriate executive and supervisory committees were appointed, 
 and all the necessary arrangements made for giving the City's guests 
 a whole-hearted Maryland welcome. Mayor Swann sent bj- telegraph 
 the following invitation to the Mayors of St. Louis, Cincinnati, and 
 Chillicothe. 
 
 Mayor's Office, City Hall, Baltimoke, Juhj 13, 1867. 
 I am authorized by the authorities of the city of Baltimore to invite you 
 most cordially to become the guests of our city on your amval here by the 
 Baltimore and Ohio Railroad, on the 18th instant. We trust that your city 
 authorities will be fully represented. 
 
 THOMAS SWANN, Mayor. 
 
 On the same day Maj'or Swann forwarded the annexed dispatch to 
 Govs. Henry A. Wise, at Richmond, Virginia ; T. W. Ligon, at An- 
 napolis, Maryland; Salmon P. Chase, at Columbus, Ohio; Ashbel P. 
 Willard, at Indianapolis, Indiana ; Wm. H. Russell, at Springfield, Il- 
 linois ; and Hancock Jackson, at Jefferson City, Missouri. 
 
 Mayor's OflSce, City Hall, Baltimoee, July 13, 1857. 
 I am instructed by the city authorities of Baltimore, to invite you to par- 
 ticipate in the ceremonies attendant upon the reception of the corporate au- 
 thorities of St. Louis, Cincinnati, and Chillicothe, by the city of Baltimore, on 
 the 18th instant. The Baltimore and Ohio Eailroad and its associate lines 
 will send you travelling tickets for the excursion in due season. Please reply 
 early. 
 
 THOMAS SAV..VNN, Mayor. 
 
 On the 15th, Mayor Swann received a number of letters and dis- 
 patches in reply to those he forwarded on the 13th. Gov. Ligon, of 
 Maryland, in a brief note, expressed his thanks for the invitation, and 
 concluded thus : 
 
 Having been much indisposed for a week or ten days past, and having at 
 present a very sick child, I can hardly expect to be in Baltimore on either of 
 the days during the sojourn of your guests in the city, but if not prevented by 
 either of these causes, 1 will endeavor to be with you on ^londay for the ban- 
 quet ceremonies to your city's guests. 
 
 EiCHMOXD, Virginia, July, 13, 1857. 
 To Thos. Swan-s, Esq., Mayor of Baltimore : 
 
 jjfar Sir — I have the honor to acknowledge your dispatch of to-day, inviting 
 mf% in the name of the eity authorities of Baltimore, to participate in the cer- 
 emonies of receiving the corporate authorities of St. Louis, Cincinnati, and 
 Chillicothe by the city of Baltimore, on the 18th inst. I beg you to accept 
 my acknowledgment of this compUment, and to assure the city authorities of 
 Baltimore that I would take great pleasure in accepting their invitation, but
 
 30 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 the urgency of my duties and the state of my health will not allow me to 
 partake of their hospitality, as they propose. — You have my most heartfelt 
 interest in the great works which link you with the cities whose corporate 
 authorities are to be your honored guests, and I tender to you all, sir, my sin- 
 cere congratulations. I trust that this is but the beginning of lines to connect 
 the East and West as far south as the Chesapeake bay, and that every year, 
 for many to come, shall call us to celebrate the completion of new national 
 union and thought. 
 
 With my thanks to the Baltimore and Ohio Railroad and its associate 
 lines, for their tender of tickets for the excursion, I am, with the highest respect, 
 Your obedient servant, HENRY A. WISE. 
 
 Telegram to the Railroad Company. 
 
 Cincinnati, July 15. 
 Gov. Chase, of Ohio, and suite, have accepted, and will certainly be in Bal- 
 timore. Gov. Willard, of Indiana, has been compelled to decline. Nothing 
 definite has yet been heard of the other Governors invited. The Chamber of 
 Commerce of ( incinnati will send a committee. One hundred and twenty-five 
 excursionists left St. Louis this evening. On their arrival here they will be 
 the guests of the city of Cincinnati. Mr. Coleman, of the Burnet House, has 
 invited the entire party to dine at that establishment to-morrow. The au- 
 thorities of Chillicothe will meet the excursionists at Grafton. 
 
 Whilst the proposed excursion had been so happily suggested by 
 the Baltimore and Ohio Railroad, and the officers of that corporation, 
 in conjunction with the city authorities, had made the preliminary 
 arrangements for the conveyance and reception of the guests, the 
 people of Baltimore were eagerly waiting the moment that permitted 
 their active co-operation. The acceptance of the invitation, and the 
 designation of the time at which the excursionists would start, per- 
 mitted this, and the citizens were immediately called together to offer 
 their assistance in giving to the occasion the impress of popular enthu- 
 siasm and approval. 
 
 Pursuant to a previous call numerously signed, a town meeting 
 was held in the rotunda of the Baltimore Exchange, on the 13th July. 
 On motion of Gen. Columbus O'Donnell. S. Owings Hoffman, State 
 Senator, was called to the chair, and upon motion of Dr. II. Willis 
 Baxley, W. Pinckney AVhyte was chosen Secretary. 
 
 The President stated the object of the meeting to be to make pre- 
 paration for an extension, by the merchants and citizens generally, of 
 the hospitalities of the city to the representatives of the cities of St. 
 Louis. Cincinnati, and Chillicotlie.
 
 MEETING OF THE CITIZENS OP BALTIMORE. 31 
 
 John "W. Garrett nominated Wm. McKim. Enoch Pratt, Robert R. 
 Kirkland, Thomas C. Jenkins, Albert Schumacher, Wm Crichton, 
 Wm. F. Brune, Wm. D. Miller, and Wm. J. Albert for Vice Presi- 
 dents of the meeting, and the nominations were unanimously con- 
 firmed. 
 
 The same gentleman nominated Dr. H. Willis Baxley as Secretary, 
 in addition to W. P. Whyte. This nomination was unanimously con- 
 firmed. 
 
 Gen. O'Donnell offered the following preamble and resolutions, 
 which were adopted (the number of the Financial Committee, fifteen, 
 is an amendment offered by Gen. O'Donnell, the number first named 
 being smaller. The appointment of two committees, one of finance 
 and one of arrangements, was suggested by Dr. Baxley) : 
 
 " Whereas, It has been announced to this meeting of the citizens of Balti- 
 more, representing all classes, social, commercial, and mechanical, that the 
 corporate authorities of our sister cities, St. Louis, Cincinnati, and Chillicothe, 
 together with the Goveruors of several States of our Union, and a number of 
 prominent and distinguished citizens of the West, purpose making a visit to 
 this city on the 18th inst. ; and 
 
 " Whereas, Apart from the social and commercial ties which have so long 
 bound us together, the citizens of Baltimore feel that they have a return to 
 make for the generous hospitalities extended to them during the late celebra- 
 tion of the great American central line of railroad, connecting, by a continuous 
 chain, the waters of the Chesapeake and Mississippi : 
 
 " Jiesolved, That a grand banquet, to take place at the Maryland Institute, 
 on Monday next, the 2dth inst., be given by the citizens of Baltimore, in honor 
 of their distinguished guests. 
 
 " Rpsolred, That a financial committee of fifteen be appointed by the Chair, 
 to procure the necessary subscriptions ; an executive committee of three, to 
 make arrangements, in conjunction with the city authorities and Baltimore and 
 Ohio Railroad Company, to carry out the purposes of this meeting in a manner 
 creditable to the character of our city, and worthy the distinguished guests 
 who propose to honor us by their presence, and to act in concert with our 
 public; authorities, in contributing to their comfort and entertainment during 
 their sojourn among us. 
 
 '■^Resolved, That a committee of fifteen be appointed by the Chair, to act 
 in concert with the committee ap])ninterl by the corporate authorities of our 
 city, and the committee of the Baltimore anrl Obio Railroad Company, to pro- 
 ceed to some point on the line of the Baltimore and Ohio Railroad, to extend 
 to the invited guests a cordial welcome on the part of the citizens of Balti- 
 more." 
 
 The President, expressing a desire that the meeting should know 
 what arrangements the city had made, Mayor Swanu spoke in support 
 of the resolutions.
 
 32 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 He said that he had come there merely as a citizen, to take part in devis- 
 ing measures suitable to the occasion ; but in support of the resolutions, he 
 would say that the city authorities had been actively engaged, for two days 
 past, in making arrangements for the reception of the visitors. He understood 
 that, in the celebration which took place on a recent occasion, the citizens of 
 St. Louis and Cincinnati bore a prominent part in the proceedings attendant 
 on that great jubilee. The city council had appointed a committee, with full 
 power to make aiTangements which would be of a character corresponding with 
 the character of the city, and with the receptions at St. Louis and Cincinnati. 
 
 On the arrival of the visitors at the Camden station, Baltimore, they will 
 be received on Ihe part of the city by the military and other associations, that 
 may think proper to unite in the reception. They will parade through the 
 streets, so as to give them a just view of the improvements going on, and 
 which we think are such as to give them a proper idea of our position as a 
 sea-port. They will proceed to the Hall of the Maryland Institute, where they 
 will be received by the corporate authorities. It will then be late, and they 
 will be conducted to their hotels, and rest till evening. At night there will be 
 a display of fireworks in ilonument Square. On Monday night there will be 
 a banquet at the Maryland Institute, in which it is designed that the citizens 
 generally, wthout distinction, shall participate. For that object, in part, 
 this meeting had been called. He hoped that the spirit manifested would be 
 creditable to the city, and commensurate with our mercantile connection with 
 the West. 
 
 On this occasion, the first which has been afforded to the citizens of Balti- 
 more to manifest their feeling towards the West, a spirit should be manifested 
 which would justify our claim to a position as one of the leading cities on the 
 seaboard. 
 
 The resolutions were then carried unanimously. 
 
 On motion, the President of the meeting was made Chairman of 
 the Committee of Reception, 
 
 The following gentlemen composed the respective committees, on 
 the part of the citizens : — 
 
 Executke Committee. 
 WM. J. ALBERT, 
 CHARLES M. KEYSER, 
 DR. II. WILLIS BAXLEY. 
 
 Committee on Finance. 
 Laurence Thompson, Joseph H. Rieman, J. J. Turner, 
 Henry M. Warfield, Wni. f ! ilmor, Dr. J. Hanson Thomas
 
 ARRANGEMENTS OF JOINT COMMITTEES. 33 
 
 C. Oliver O'Donnell, R. M. Kirkland, Wm. E.Mayhew, Jr., 
 
 Z. Collins Lee, C. D. Slinghuff, \Ym. Gil. Meredith, 
 
 Wm. Devries, Wm. H. Keighler, G. A. Henderson. 
 
 Committee on Reception. 
 
 S. wings Hoffman, Geo. P. Kane, Wm. Pinkncy TVhyte, 
 
 J. >rorrison Harris, Beale H. Richardson, A. S. Abell, 
 
 Jacob Trust, Robert A. Dobbin, A. Kennedy, 
 
 Moore N. Falls, W. H. Graham, C. C. Jamieson, 
 
 W. H. Young, Wm. T. Walters, Wm. Chesnut, 
 
 Galloway Cheston. 
 
 The Committee of Arrangements appointed by the City Council 
 met on the evening of the 13th, at the Mayor's office. At this meet- 
 ing the Railroad Company was represented by Messrs. Garrett, Van- 
 sant, and Turner — a special committee of its Directors. A large num- 
 ber of the members of both branches of the City Council were also 
 present. 
 
 Mayor Swann presided, and ilr. Siedenstricker acted as Secretary. 
 
 The Mayor suggested that the members of the Council resolve 
 themselves into a committee of the whole, whose duty it would be to 
 receive the visitors at the depot, and make them at home — the mem- 
 bers of the Council to be designated by a badge. 
 
 Mr. Vansant said that the Railroad Company would be very happy 
 if the members of the Council would go up the road with the com- 
 mittee which is to meet the visitors. In reply to this, Mr. Sieden- 
 stricker said it would be inexpedient, as the presence of the members 
 would be needed in the city. 
 
 It was arranged, however, that a joint committee of the Councils 
 should leave Baltimore on Friday morning, to meet the visitors at 
 Cumberland, 180 miles distant. 
 
 Messrs. Forrest, Wilson, and Tidy were appointed a committee to 
 secure the Maryland Institute, and to retain the galleries of the Hall 
 for the exclusive use of the ladies. 
 
 The Chief ^Marshal was authorized to procure music. 
 
 Manj"- other details were provided for before the meeting adjourned. 
 
 The annexed very courteous and creditable letter was received by 
 the President of the Baltimore and Ohio Railroad, on the 15th July, 
 from the President of the Philadelphia, Wilmington, and Baltimore 
 Railroad Company, viz. :
 
 34 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 OflSce Philadelphia, 'Wilminprton and Baltimore E. E. Co., J 
 PUILADELPHIA, Jidy 14, 18o7. J 
 
 Chaunct Brooks, Esq., President Bait, and Ohio R. R., 
 
 Dear Sii — Having understood that the City CouncUs of Cincinnati, and St. 
 Louis, and Chillicothe, are about to visit Baltimore, as the guests of your Com- 
 pany and your city, I have thought that perhaps it might be agreeable for them 
 to visit this city, and I therefore, through you, tender them a free passage over 
 our road to Philadelphia and return to Baltimore. I regret exceedingly that 
 I am obliged to be absent, to fulfil an engagement made some time since, and 
 that I shall be thus deprived of the pleasure of meeting you and them. Will 
 you also tender to the committee of your Company, and your City Comicils, 
 an invitation to accompany their guests to Philadelphia and return. 
 
 Yours truly, S. M. FF''''Vi'^. 
 
 Besides the above, invitations were thus earlj tendered by the 
 liberal President of the magnificent Bay Line of Steamers, running 
 between Baltimore, Norfolk, and Portsmouth, through George R. 
 Vickers, one of its Directors, for the guests to visit those cities, and 
 enjoy the pleasures incidental to the summer trip of their splendid 
 boats. 
 
 Invitations to visit the city of Washington were also in contempla- 
 tion, and the most ample preparations made, to extend the largest 
 and most general hospitalities to the expected guests.
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER Y. 
 
 THE TRIP FEOM ST. LOUIS AND CINCINNATI TOWARDS BALTIMORE. 
 
 The guests from St. Louis, representing the authorities, as well as 
 the commercial and social worth of that great Western emporium, 
 left the city on the evening of the 15th of July, en route for Cincin- 
 nati, over the Ohio and Mississippi Railroad. The interest which the 
 St. Louis people felt in this then recently opened road, heightened 
 their interest in the excursion generally ; and to many of them, who 
 were then to make their first transit over what is by them regarded as, 
 par excellence^ the St. Louis Railroad, every mile of this great high- 
 way between the two principal Western rivers had its suggestions of 
 a great accomplished work, from which the enterprise of their city was 
 to reap the greatest benefits. And the road is worthy of the enthusi- 
 asm which its completion originated. 
 
 Starting from the Illinois side of the Mississippi, it intersects five 
 independent Railroads ere it reaches the Ohio at Cincinnati, namely : 
 the Illinois Central Railroad to Cairo, on the south and northward to 
 Chicago and the entire north-west ; the Evansville and Terre Haute 
 Railroad to Evansville ; the New Albany and Salem Railroad to New 
 Albanjr, Indiana ; the Jeffersonville Railroad, from Indianapolis to 
 Louisville ; the ^ladison and Indianapolis, running to those cities. 
 Thu.s, for its entire distance, it may emphatically be called an Ohio 
 and Mississippi Valley improvement. Looking at this road in this as- 
 pect, it derives a double importance and value, for it is generally con- 
 ceded that the Ohio River is really the great origin and generator of all 
 the commercial business on the two hundred thousand square miles 
 which constitute the area drained by that river, an area large enough
 
 36 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 to be, and which is, actually occupied by five large and prosperous 
 States. 
 
 Previous to leaving St. Louis, the guests who had accepted the in- 
 vitation, were each provided with a ticket, by Mr. John M. Sharp, the 
 Western Travelling Agent of the Baltimore and Ohio Railroad, who 
 had been charged with this duty for want of time to undertake greater 
 formalities on the part of his Company. These tickets — which were 
 fully recognized by the Ohio and Mississippi Company — bore on one 
 side the following words : 
 
 GREAT NATIONAL RAILWAY EXCURSION! 
 
 COMPOSED OF THE 
 
 LITTLE MIAMI, CENTRAL OHIO, 
 
 AND 
 
 Baltimore and ohio railroads. 
 
 Pass 
 
 ^^^° This Ticket is good until August 1, 1857. 
 
 JACOB STRADER, President L. M. R. R. 
 E. FASSETT, President C. 0. R. R. 
 C. BROOKS, President B. & 0. R. R. 
 
 J. M. Sh.vkp, General Western Agent. 
 
 July lOth, 1857. 
 
 J^" Conductors will make one punch going, and one returning, opposite 
 
 the name of their road. 
 
 Endorsed S. M. Colk, 
 
 General Ticket Agent, B. and Ohio Railroad. 
 
 On the reverse side of this ticket was inscribed: 
 
 The following roads have agreed to pass the parties named thereon over 
 their respective i-oads : 
 
 Little Miami, 
 
 Central Ohio, 
 
 BALTIMOnE AND OlIIO. 
 
 Excursionists wishing to go further East than Baltimore, will he furnished 
 other tickets in that city. 
 
 Excursionists leave St. Louis on the evening of the 15th inst. 
 " " Cincinnati on the evening of the 16th inst. 
 
 Fortified with these talismanic pieces of pasteboard — which opened 
 their way alike to railway cars, cities, and the hearts of the people. 
 M'ho were eagerly expecting their visit — the St. Louis guests, as we
 
 NAMES OF THE ST. LOUIS EXC^JKSIONISTS. 
 
 37 
 
 have before stated, left that city on the evening of Wednesday, the loth 
 of Jul}', and, after a pleasant night's ride, reached Cincinnati in due 
 course next moi-ning. 
 
 The annexed is a list of the excursionists from St. Louis, as far as 
 they could be obtained at the time : 
 
 C. R. Anderson, 
 Chari.es H. Tillson, 
 Amedee Valle, 
 Dr. E. M. Powers, 
 J. Sexton, jr., 
 
 Board of AMeiT)ien. 
 
 John H. Fisse, 
 
 C. L. CoLMAN, 
 
 Cii.\RLES W. Horn, 
 Henry C. Lynch, 
 C. C. Simmons. 
 
 Board of Delegates. 
 
 Fred. Bcschjian, 
 Conrad Doll, 
 S. J. Levi. 
 
 J. R DOBYNS, 
 
 F. A, McDonald, 
 David Moore, 
 F. S. Nelson, 
 
 CUi/ Officers, S^-c. 
 
 James Waugh, Auditor's Office, Bernard Cricher, 
 
 J. J. Baker, (Clerk of Board of Dele- Wm. Groshen, (St. L. N. G.) 
 
 gates), Lafayette Wilson, 
 Dr. 0. C. Johnson, Resident Physician H. H. Lindell, 
 
 of Hospital, D. C. Tuttle, 
 
 Jos. M. Maghan, J. \V. Jenkins, 
 
 Charles Rogers, John Francisco, 
 
 Wm. B. Orrick, George A. Goodlett, 
 
 Richard F. Barky, Wm. C. Wilcox, 
 
 T. W. Gilmer, Lieut. Walker, U. S. A. 
 
 Aug. W. Lewis. Charles A. Ely, 
 
 Thomas D. Ford, Peter McQueen. 
 
 Joseph E. Elder, 
 Thos. G. Reybukn, 
 Wjl Wade, 
 
 St. Lotas Chamber of Commerce. 
 J. B. S. Lemoine, 
 Chas. Rogers, 
 Peter McQueen. 
 
 St. Louis Press. 
 JA>n=:s F. Geary, Leader, Chas. G. Gonter, Price Current, 
 
 Geo. L. Pollard, " H. K. Davis, Democrat. 
 
 J. E. VValschied, " P. P. Ferguson, Herald. 
 
 Lebrun's St. Luuis National Gvard Band — 15 members.
 
 38 EXCDRSION OF WESTERN! AUTHORITIES TO THE EAST. 
 
 Citizens. 
 Capt. JoHx N. Pkitchard, of St. Louis National Guard, 
 
 Charles D. Drake, M. S. Mepham, 
 
 H. W. Williams, Edward Chase, 
 
 Pat'k E. Bork, L. R. Wilson, 
 
 Dr. J. T. Temple, Wm. H. Barksdale, 
 
 James McDosodgh, Wji. D. Wood, 
 
 Oliver Green, Wm. A. McLtjre, 
 
 Dr. W. H. Iansen, R. J. Dowling, 
 
 A Gallagher, James Hinchchfk, 
 
 G. W. Tenille, John Y. Page, 
 
 Dr. C. W. Spalding, Rev. Dr. Anderson, 
 
 M, W^. Wakne, Professor Wm. L. Baird. 
 
 The St. Louis excursionists were accompanied by Le Bi-un's brass 
 band, attached to Captain Pritchard's noted company of St. Louis Na- 
 tional Guards. The trip to Cincinnati was much enjoyed, the 
 unusually large size of the new passenger-cars upon the Ohio 
 and Mississippi Road, broad gauge track, affording peculiar comfort to 
 the travellers. At Cincinnati they became the guests of the authori- 
 ties of that city, and were hospitably entertained. By invitation of 
 Mr. Coleman, the proprietor of the Burnet House, the authorities of 
 both cities dined together at that famous Western Hotel. A very 
 agreeable time was had at the Burnet, and all who participated will 
 doubtless long remember the pleasurable event. 
 
 After viewing the sights at Cincinnati during the afternoon of the 
 16th, at an early hour in the evening the St. Louisians were escorted 
 to the passenger station of the Little ISIiami Railroad, on Front street, 
 where, with Baltimore's guests from Cincinnati — who had also gath- 
 ered for the start — they embarked for Columbus. 
 
 The annexed is believed to be a nearly comi^lete list of the guests 
 from Cincinnati : 
 
 City Council. 
 
 Chas. Rule, H. Baetherst, 
 
 Danl. Colly, A. Stubb, 
 
 R. M. Bishop, Jas. Keesan, 
 
 H. KiERSTKAD, D. Harrison, 
 
 S. B. Hirst, Thos. H. Weasner, 
 
 W. H. Glass, Wm. Perry, 
 
 J. H. F. Groeve, John S. Ross, 
 
 B. Egoleston, Thos. Marsh,
 
 NAMES OF THE EXCURSIONISTS FROM CINCINNATI. 
 
 39 
 
 J. J, TORRENCE, 
 
 J. Wads WORTH, 
 
 J. F. HOLLISTER, 
 
 G. W. SlI.\AT9, 
 
 Thos. Gaines, 
 \Vm. Hamilton. 
 
 Citi/ Officers. 
 
 S. M. Hurt, J. M. Blundell, 
 
 J. J. Far an, (ex-Mayor,) J. H. Nieter, 
 
 S. B. HuLSE, J, Brown, 
 
 S. Sawyer, Wm. Ward, 
 
 J. M. Bell, Isaac Voorhees, 
 
 P. Hennessly, J. Kiersted, 
 Frank Meeker. 
 
 Judge Jacob Flinn, 
 John R. Morton, 
 Wm. H. Kerr, 
 Adam Geiss, 
 A. W. Churchill, 
 L. J. Schell, 
 W. B. Lacey, 
 Geo. Mathers, 
 Frank Lyons, 
 j. a. o'conner, 
 Dr. H. ScHULTZ, 
 Judge Jas. Saffin, 
 Chas. Thomas, 
 Jno. Kinney, 
 W. C. Pratt, 
 P. J. Moore, 
 P. McCabe, 
 J. B. Holmes, 
 Jno. B. Bell, 
 Jno. E. Bell, 
 Jas, N. I.indsat, 
 R B. McCracken, 
 J. R Hallam, 
 M. J. King, 
 Seth Evans, 
 Alex. Swift, 
 
 Citizens. 
 
 M. A. Slough, 
 Wm. Bromwell, 
 Wm. Jucher, 
 N. P. Poor, 
 J. Harpel, 
 Jno. G. Jones, 
 M. B. Coombs, 
 
 F. D. Bell, 
 
 G. H. Huster, 
 S. C. Gerard, 
 Wm. H. Gould, 
 John Beattie, 
 Chas. B. Schafer, 
 g. f. koehler, 
 Col. Frank Linck, 
 Henry Grotlense, 
 R. C. Hazlewood, 
 Isaiah Rogers, 
 Jas. McCoy, 
 
 M. Cleary, 
 OLI^^:R Brown, 
 W. M. Burgoyne, 
 J. S. Desilver, 
 E. Ross, 
 
 E. A. Ferguson, 
 John Ridgeway, 
 Rev. Saml. J. Brown. 
 
 W. 
 
 Hepresentatives of the Press. 
 C. Crippen, of Cincinnati Times, Wm. P. Gee, Vincennes Gazette,
 
 40 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 H. H. Robinson, Cincinnati Enquirer, Jos. A. Fitch, Dayton Enquirer, 
 
 Wash. Armstrong, " " A. Burnett, 
 
 Richard Smith, " Gazette, F. Linburg, Volksfreiand. 
 
 From Newport, Kij. 
 R. B. McCkacken, J. R. Hallan, 
 
 M. J. King, 
 All members of the City Council, 
 
 Mentor's splendid brass band accompanied the Cincinnatians, and 
 proved themselves to be a most excellent addition to the excursion. 
 
 Leaving Cincinnati, the excursionists progi'essed over the Little 
 Miami Railroad, with all the comfort usual to passengers in these 
 days, when railroad travelling has — and especially on this excellent 
 line — reached toward the perfection of locomotion, and with the add- 
 ed enjoyment that was natural to a party so full of pleasurable an- 
 ticipations. Before reaching Columbus a delay, provoking in itself, 
 but aflfording occasion for a roadside episode, occurred. About mid- 
 night some portion of the machinery about the locomotive gave out, 
 and an enforced halt followed, in the midst of thick woods, until a new 
 engine could be procured. The fact that the detention might last sev- 
 eral hours, was no sooner ascertained, than a space in the woods was 
 cleared, a ball-room extemporized, the music of the bands put in requi- 
 sition, and the pleasures of the dance enjoyed with all the zest that 
 the addenda of such unusual surroundings could impart to it. The 
 detention was thus beguiled of its tediousness, and. with the sun of 
 the bright summer morn, a fresh locomotive replaced the disabled ma- 
 chinery, and, all in their places in the train, they were quickly on the 
 way toward Columbus, the capital of the State of Ohio, and the East- 
 ern terminus of the Little Miami Railroad. At this point the excur- 
 sionists were joined by the following named gentlemen of that city, 
 Gov. Chase and his suite having preceded the train, for a more lei- 
 surely trip to Baltimore : 
 
 W. T. Bascomk, 0. S. Journal, W. Dennison, Jr., Pres. C. &. X. R. R. 
 
 J. Greiner, Columbus Gazette, R. Nevins, 0. Statesman. 
 
 At Columbus the excursionists were transferred to the Central 
 Ohio Railroad, extending 137 miles eastward, through the most fertile 
 part of Ohio, intersecting the cities of Columbus, Newark, Zanesville, 
 and Cambridge, in its course, and connecting at Bellaire, Ohio, oppo- 
 site Benwood, in Virginia, with the Baltimore and Ohio Railroad. The
 
 THE TRIP OYER THE CENTRAL OHIO RAILROAD. 41 
 
 train was in charge of Conductor Marrow, one of the oldest upon 
 the road. Leaving Cokimbus, the line passes through the level table- 
 land of this part of Ohio, exhibiting on every side a fertility of soil 
 and a plenitude of agricultural wealth that charms the eye, and in an 
 almost straight line reaches Newark, 33 miles distant. Newark is 
 pleasantly located, in a populous agricultural region, and is a place of 
 some manufocturing importance. The Sandusky, Mansfield and Newark 
 Railroad, running from Sandusky City, on Lake Erie, here intersects 
 the Central Ohio Railroad, and gives it a connection with Noith-west 
 Ohio and beyond. The Steubenville and Indiana Railroad also termi- 
 nates here, and connects at Steubenville with the Ohio River road to 
 Pittsburg. From Newark, twenty-six miles' progress brought the 
 train to Zanesville, the county seat of Muskingum, one of the richest 
 coimties in Ohio, embracing in its area the valleys of the Muskingum 
 and Licking rivers, which have their confluence at that point, and 
 abound with mineral and agricultural advantages. The city has a pop- 
 ulation of about 18,000, and is a neat, well built, and prosperous place. 
 At Zanesville the following citizens of that place were added to the 
 Eastern bound guests ! 
 
 Rev. S. J. Cox, A. R. Cassidy, 
 
 W. H. Ball, John Haynes, 
 
 Dr. A. Ball, Johx Q. Lane, 
 
 S. H. Kauffjian, Zanesville Courier, Jas. P. Bartox. 
 
 An hour's ride from Zanesville. through the fertile Leatherhead 
 Valley, brought the train to the ancient town of Cambridge, situated 
 at the crossing of the old National Turnpike Road over Wills' Creek. 
 For many miles on each side of Cambridge, the Central Railroad runs 
 close to and parallel with the National Road; and the view of this 
 early national eflbrt to open a communication between the seaboard 
 and the West, naturally suggested comiiarisons between the railroad 
 and the wagon, as types of the past and present progress of the countrj-. 
 From Cambridge the Central Ohio Road continues its course for fifty 
 miles through a rich, rolling country, the agricultural features of which, 
 its richness of soil, abundance of heavy timber, and large herds of stock, 
 will always arrest and gratify the eye of the traveller. 
 
 The interest and pleasure of the excursionists gave an impetus to 
 time, that appeared to compete in rapidity with the flight of the loco- 
 motive, and by two o'clock, P. M., the fertile state of Ohio had been
 
 42 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 crossed, and the train drew np at the expanding town of Bellaire, on 
 the west bank of the Ohio — the guests congratulating themselves 
 that, notwithstanding the delay beyond Columbus, they were still in 
 time to pass a part of the grand mountain path of the Baltimore and 
 Ohio Railroad in daylight. 
 
 At this point the excursionists were met by Chauncy Brooks, 
 President of the Baltimore and Ohio Railroad Company, accompanied 
 by Wendel Bollman, Road-master. Col. J. B. Ford, agent at "Wheeling, 
 and other oflBcers of the company. After they had left the cars, they 
 were welcomed by Mr. Brooks, in remarks to the following effect : 
 
 Gentlemen of the West — Representatives of the CrriEs of St. 
 Louis and Cincinnati : — As President of the Baltimore and Ohio Railroad 
 Company, it is my pleasant duty to welcome you at this point of your pro- 
 gress toward the east. It will be our agreeable office to take you in charge, 
 and endeavor to promote your enjoyment, until we resign the task to the 
 authorities and citizens of Baltimore. They, I know, are prepared to welcome 
 you warmly, entertain you hospitably, and surround you with all the attractions 
 and courtesies which may be in their power. 
 
 Leaving the cars on the west bank of the Ohio, the excursionists 
 were transferred to the Railroad ferry-steamboat, gayly ornamented 
 with flags, in honor of the occasion, and quickly landed on the Virginia 
 side. Here two trains of cars were in waiting for their accommodation, 
 in the charge of the following officers of the Baltimore and Ohio Com- 
 pany : Joseph Brown. General Supervisor of Trains ; Geo. A. Rawlings 
 and E. T. Petticord, conductors. The time already lost rendered despatch 
 advisable, and in a very brief period all were in the cars, and the train 
 started eastward. The bright rays of a summer afternoon's sun gave 
 light and glory to the scene, as the trains swiftly passed Moundsville — 
 with its classic mound — Cameron, Welling Tunnel, and other places of 
 interest, and approached the western slope of the Alleghanies. The 
 excursionists enjoyed with extreme gratification the constant calls for 
 examination and admiration which the grand characteristics of the 
 scenery by which they were surrounded, made upon them. The Great 
 Board Tree Tunnel, 40 miles from Wheeling, where numerous work- 
 men were engaged in putting in the permanent stone arching, attract- 
 ed much attention from the fact of its being the scene of Mr. Engineer 
 Latrobe's original triumph in crossing great elevations with locomotive 
 and cars, by means of a series of steep inclines, called Y's. The guests 
 generally, however, were hardly aware that at this spot they were but
 
 WHEELLJNG, 
 
 The Original Termini s of the Baltimore & Ohio Railroad. 
 
 The Hallway i^tatioii appears on the Bank of the Ohio, and ihe 
 Wire Suspension Briil-je in Ihe middle ground. 
 
 GREAT INDIAN MOUND, 
 
 Moum)Svili,e, on the Baltimore &: Ohio R. R. and 
 Ohio River. 12 Miles below Wheeling.
 
 THE TRIP FROM BENWOOD TO GRAFTON. 43 
 
 two thousand feet from from the south-west angle of the great State 
 of Pennsjivania. The approach to the iNIonongahela River, above the 
 beautiful towns of Fairmont and Palatine, with the picturesque wire 
 suspension bridge uniting them, excited the general surprise of the 
 excursionists. The great 020 foot iron bridge, too, by which the rail- 
 road crosses the Monongahela, a mile east of Fairmont, was pointed 
 out as a remarkably strong and beautiful structure. The views along 
 the Tygart's Valley Rivei-, between the Monongahela and Grafton, for 
 twenty miles, with the " Valley River Falls," were among the objects 
 most admired, so ftir, upon the route. 
 
 The excursionists might — perhaps some of them did —exclaim : 
 
 Singintr throngli the forests, 
 
 Rattling over ridges, 
 Shooting under arches, 
 
 Rumbling over bridges, 
 Whizzing through the mountains. 
 
 Buzzing o"cr the vale, 
 Bless me ! this is ijleasant, 
 
 Riding on the Rail. 
 
 The shades of evening were just closing in, as the shrill whistle of 
 the iron horse announced that the excursion trains were approaching 
 Grafton. The deep-voiced artillery thundered forth its welcome, 
 joined with the joyful shouts of the population. On the platform were 
 assembled Alexander IManafee, the ^layor of Grafton, and the corpo- 
 rate authorities. Dr. Charles F. Staasbury, of Washington City, Messrs. 
 W. P. Smith, D. P. Rennie, and John L. Wilson, assistant masters of 
 the three departments of transportation, machinery, and road respec- 
 tively, Mr. Thomas, editor of Appletons' Railway Guide, Mr. I. D. 
 Barton, reporter of the Baltimore Clipper, Mr. Thos. D. Sultzer, the 
 representative of the Baltimore Patriot, and nearly the entire popula- 
 tion of Grafton, male and female. 
 
 The train halted only about half an hour, and after the exchange 
 of congratulations, the entire party, numbering not less than four 
 hundred person.s, sat down to a most excellent and bountiful entertain- 
 ment, prepared by IMr. Horace Resley, the proprietor of the new and 
 beautiful Railroad Hotel, at the insttuice of the Baltimore and Ohio 
 Railroad Company. By the time the hungry travellers had fully 
 satisfied their appetites, sharpened by their proti'acted delay on the 
 road, the whistle of the engine summoned *' all aboard," and amid the 
 firing of cannon, the waving of flags, and the shouts of the people, the
 
 44 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 excursionists took their departure eastward, accompanied by the gen- 
 tlemen who came up on Thursday evening from Ba,Itimore, to meet 
 the trains at this point. 
 
 Though the delay of the excursionists, by the detention beyond 
 Columbus, had altered the arrangements for their transmission over 
 the Baltimore and Ohio Road, yet no further delay was permitted to 
 occur on that account. Through the admirable sj'stem of numerous 
 telegraph-stations, in use on the road, the experienced iNIaster of Trans- 
 portation at Baltimore, Dr. W. S. Woodside, and other officers of the 
 Company, were kept informed throughout the day of the exact move- 
 ments of the trains, and such arrangements immediately made, as 
 enabled them to prepare for the excursionists a clear track. 
 
 The guests from Chillicothe arrived at Grafton by the north-west- 
 ern Virginia, or Parkersburg Branch Railroad train, at half-past eight 
 o'clock on Thursday evening, the 16th July. The}'' left Chillicothe 
 at nine in the morning, by the Marietta and Cincinnati Railroad, 
 and on the arrival of the train at Scott's Landing, on the Ohio River, 
 embarked on board the favorite connecting ferry steamer John Buck, 
 for Parkersburg, and thence to Grafton, as above stated. The gentle- 
 men from Chillicothe were: 
 
 Edward Adams, Mayor of the city. 
 City Council. 
 Seneca "W. Ely, President. A. Pierson, 
 
 M. Armour, M. Lewis, 
 
 M. Schilder, W. E. Gilmore, 
 
 Joseph Sandford, Wm. Welsh, 
 
 William B. Franklix. 
 Henry M. Pinto, Recorder City Council. 
 G. S. Baker, City Marshal, aud 
 A. Blacker, City Solicitor. 
 
 These gentlemen, in consequence of the delay in the arrival of the 
 excursion trains, were sent on to Cumberland, in the AYheeling and 
 Cumberland accommodation train, which duly arrived at Grafton 
 shortly after noon, and they thus had ample opportunity of witnessing 
 some of the most pictuivsquc and interesting portions of the road, 
 — lying between Grafton and Cumberland — by daylight. 
 
 On leaving Grafton, several of the guests, representatives of the West- 
 ern press, with the disposition of their profession to keep a good look-out, 
 took positions on the engines, and from their novel elevation enjoyed 
 with additional zest the grand scenery which passed in review, as the
 
 THE CHILLICOTHE GUESTS GRAFTON TO CUMBERLAND. 45 
 
 locomotives pursued their devious but securely solid way up the moun- 
 taiu ; winding now along its side, anon thundering through the stone 
 arched tunnels, that pierced its summits, and then crossing its ravines, 
 over superstructures on which the art of the engineer had lavished the 
 strength and solidity, almost, of the rock-ribbed hills to which they 
 joined the iron path. 
 
 As the trains, having successfully scaled the mountain on the 
 eleven-mile grade from Cheat River Valley at Rowlesburg, and passing 
 Cranbury summit, drew up at Oakland, on the Glades, a pleasantly 
 designed and tastefully executed welcome greeted the guests. The 
 entire front of the hotel, a favorite summer resort, was brilhantly illu- 
 minated, and the portico decorated with a display of flags. Guns were 
 fired, cheers given, and the large number of ladies at that time tempo- 
 rarily sojourning at this pleasant mountain home, appeared on the 
 platform, and, by their pleasant greetings, bright smiles, and waving 
 handkerchiefs, sent the excursionists on their way with the pleasantest 
 recollections of this welcome on the mountain. A susceptible young 
 gentleman, as the train left, was detected making ardent manifestations 
 of love to one of the ladies, whom he has since put in print as being 
 " fairer than the fairest, arrayed in spotless white, and who will ever 
 linger on his memory, a bright vision of loveliness." Evidently he 
 thought with the poet 
 
 " Parting was such sweet sorrow 
 He could say farewell, till it be morrow;" 
 
 but the locomotive had pangs of a different kind, and bore him re- 
 morselessly awa)'. 
 
 The grand scenery of this entire region of mountains and valleys, 
 from Kingwood Tunnel to Cumbei'land — a distance of some sevent}-- 
 five or eighty miles — was almost entirely lost to the travellers by reason 
 of the darkness of the night. The Cheat Kiver and Piedmont Grades 
 were especially hidden from the view. 
 
 The gentlemen from Cliillicothe, who went down to Cumberland 
 by the regular train, were the only ones of the party who were enabled 
 to enjoy the hospitalities of the people of Cumberland. The Balti- 
 more Council Committee, Messrs. Kirk, Ford and Hynes, and Messrs. 
 Vansant, Brinkley, and other Directors of the Baltimore and Ohio 
 Railroad, were in attendance, to show the Chillicothe guests every 
 attention possible. The entire party partook of a sumptuous enter- 
 tainment at the hospitable mansion of Col. J. H. Tucker, the former 
 Mayor of the city, during the evening. The lateness of the hour at
 
 46 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 which the excursion trains arrived, prevented the great bulk of the 
 guests from enjoying a fine supper prepared at the Revere House, at 
 the instance of the Raih-oad Company. As the trains came rushing in 
 at 1 A. M., they were saluted with salvos of artillery and the cheers 
 of the assembled citizens. Even at that late hour flags were seen dis- 
 played in many quarters. After a brief stay, the trains were again put 
 in motion. 
 
 At this point the guests were each furnished with the following 
 circular : — 
 
 PROCEEDINGS ON THE ROAD, AND ORDER OF RECEPTION AT 
 BALTIMORE. 
 
 The excursionists after dining at Grafton, on Friday the 17th instant, -will 
 proceed thence to Cumberland, where they will sup. At Cumberland they will 
 be received by a Comnjittee of Escort appointed by the Mayor and City Council 
 of Baltimore and the Directors of the Baltimore and Ohio Railroad. 
 
 Each visitor will be furnished with a Badge, which he will attach to the 
 lapel of his coat, and wear during his sojourn in our city as a distinguishing 
 mark. Each State and City delegation, in order to facilitate the arrangements 
 entered into for their reception, will please selc«t one of their number for a Mar- 
 shal, who, it is courteously requested, will furnish the Committee of Escort with 
 a complete list of the names of the members of his delegation. This measure is 
 essential to the avoidance of confusion and delay upon the arrival of the trains 
 at Baltimore. 
 
 Special guests will also oblige by reporting their names to the Committee 
 before leaving Cumberland. 
 
 Before leaving Cumberland it is desirable and important that all baggage, 
 of every description, remaining unchecked, shall be put in charge of the Bag- 
 gage llaster, who will give the owner Baltimore checks. 
 
 After leaving Cumberland, the Committee on the part of the City Council 
 will go through the train, assigning each guest his quarters at Baltimore, and 
 furnish tickets indicating the hotel in which they are to be respectively placed. 
 Following the Committee of the City Council, a Baggage Master will collect 
 from each guest bis check or cheeks, and deliver the baggage at the hotel to 
 which the owner is assigned. This will ensure comfort aud order in advance. 
 
 The trains will arrive at the Wa.shingtou Junction on Satuiday, the 18th 
 instant, at 8 o'clock, A. M., and time given to breakfast at the Relay House, and 
 there make preparations for entering the citj, leaving the Washington Junc- 
 tion at 9.45 and arriving in Baltimore at 10.15. On the arrival of the excur- 
 sion train at Baltimore, the visiting guests will retain their seats in the cars a 
 few moments, preserving their State and City organizations, when they will be 
 escorted in carriages by the military and firemen to the great Hall of the Mary- 
 land Institute, where they will bo formally received by the Mayor and city 
 authorities. 
 
 At the conclusion of the reception ceremonies, the guests will return to 
 their carriages and be conveyed to their respective hotels. In the evening a 
 grand display of Fireworks will be given in honor of the guests, at Monument
 
 ORDER OF PROCEEDINGS CUMBERLAND TO W. JUNCTION. 47 
 
 Square by the city. On Monday afternoon the Grand Banquet by the citizens 
 oi Baltimore will take place at the Hall of the Maryland Institute. 
 
 J. H. hynp:s, 
 
 SAM'L KIRK, 
 JNO. T. FORD, 
 Cammiltee of Escort on the part of the City Council of Baltimore. 
 
 JOSHUA VAXSANT, 
 JOHN W. GARRETT, 
 ROBERT TURNER, 
 Committee of Escort on the part of the Baltimore Sf Ohio R.R. Co. 
 
 ^^° The attention of the guests is respectfully called to the foregoing requests of 
 the Committees. 
 
 As the trains left Martinsburg and entered upon the last hundred 
 miles that separated them from Baltimore, 
 
 The sun had in the lap 
 
 Of Thetis taken out his nap, 
 
 And like a lobster boiled, the morn 
 
 From black to red began to turn. 
 
 In more matter of fact prose it was sunri.se, and the bright rays of the 
 luminary revealed grace and beauty in the landscape, whilst it roused 
 the excursionists and bade them prepare for the reception awaiting 
 them at the end of their nearly accomplished journey. In reference to 
 this part of the excursion, the intelligent reporter for the Baltimore 
 Patriot made the following full notice, in that journal, of one of the new 
 passenger train locomotives put upon the Baltimore and Ohio Road. 
 
 The excursion train left Martinsburg at 4 o'clock in the morning, and was 
 drawn over the first division of the road by a new and splendid engine recently 
 placed upon the road, and bearing the high number of " 232." This engine is 
 of the largest class used for passenger trains, (except the heavy ten-wheelers 
 for the monntain grades,) and was built for the Company by the Messrs. Mason, 
 of Taunton, Mass., several of whose machines of a smaller class have been run- 
 ning for more than a year upon the Washington Branch Road. Independent of 
 the striking appearance of this engine, from its size, apparent strength, and beau- 
 tiful finish, the feader will, no doubt, be willing to learn some interesting facts 
 concerning its practical advantages. It is well known that the most expensive 
 item in the practical working of locomotives is fuel. The ordinary consump- 
 tion of wood by first-class passenger engines in this hundred-mile run, between 
 Martinsburg and Baltimore, is about four cords. This requires, as a rule, 
 a special stoppage of the passenger train of four or five minutes above the 
 Monocacy junction, in order to " wood up." Upon this engine, however, the 
 nm is made with the consumption of but two and a half cords of wood, which 
 being less than the capacity of its tender, entirely dispenses with the stoppage
 
 48 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 for renewed supply. Although this reduced quantity of fuel is consumed, the 
 engine has no lack of steam, but seems equal to a more enlarged task even than 
 hauling the heavy train which contains the great throng of Balthnore guests. 
 Without enlarging too much upon these practical details, the subject is of 
 such paramouut importance in railway economy, that I have made a careful 
 calculation, to show the actual advantages presented in this seemingly model 
 locomotive. In the first place, the cost of wood used between Martinsburg 
 and Baltimore is said to average $3.80 per cord, when prepared for the loco- 
 motive. The quantity consumed by the ordinary engines for the round trip.of 
 200 miles is, say eight cords, while, as I have stated, by the engine in question 
 it is but five cords, being a saving of three cords, $11.40. The number of 
 round trips made by the passenger engines during the year is about 150, by 
 which it is evident that the total saving of wood reaches, in the course of a 
 year, the large quantity of 450 cords, with the attendant reduction of $1,710. 
 Assuming that there are twenty engines of this general character in use upon 
 the Baltimore and Ohio Railroad, the saving to that Company would reach the 
 enormous figiu-c of $34,200 in this one particular of its working expenses. 
 With regard to the consumption of oil, the same economy is effected in the use 
 of this engine, there being but little more than half the usual quantity required 
 for its supply. The saving in this item of running expenses is roundly esti- 
 mated at the minimum of one gallon, costing $1.30 for the round trip of 200 
 miles, amounting to the sum of $195 for a year's operation for each engine. I 
 learn that this estimate is fully verified by the Company's experience with the 
 same make of engines on the Washington Branch. Besides the foregoing in- 
 valuable features, the engineers inform me, that owing to the substantial and 
 careful manner in which the several parts of these machines are made and 
 adapted to each other, the cost of keeping in repair is also very materially 
 reduced. Having no opportunity upon my trip to obtain reliable data upou 
 this point, I am not enabled to say what the advantage therein realizes to the 
 Railroad Company in dollars and cents. I can only add, in this connection, the 
 general remark, that No. " 232 '' is evidently a tip-top No. 1 pas-senger locomo- 
 tive, and will, no doubt, prove its efficiency in adding to the already good repu- 
 tation of the road for prompt, safe, and regular running. 
 
 At Monocacy station — the Frederick Junction — the excursionists 
 were received with another of the pleasant manifestations of welcome 
 that had enlivened their progress at all the principal points on the 
 Baltimore and Ohio Road. A large number of ladies and gentlemen 
 had come out from Frederick City — three miles distant by the branch 
 road — in a special train, and were prepared to greet the guests right 
 heartily. Flags and banners decorated the platform, and the firing of 
 guns and hearty huzzas mingled in a cheerful chorus as the trains
 
 MODEL ENGINES ARRIVAL AT WASniXGTON JUNCTION. 49 
 
 drew up, whilst the bright faces and waving handkerchiefs of the ladies 
 gave the zest of female sympathies to the scene. The momentary stop- 
 page of the trains afforded an opportunity to repay these courtesies with 
 some fine music, and with three hearty cheers for the ladies of Fred- 
 erick, the Junction was left behind in the onward progress towards 
 Baltimore. At this point Col. Edward Shriver, Director on the part 
 of the State, in the Baltimore and Ohio Railroad, and others, joined 
 the company. 
 
 Speeding onward, the trains passed over Mount Airy, through 
 Sykesville, Elysville, Ellicott's ^lills, and other rural towns on the line 
 of the road, at all of which there were some demonstrations of welcome. 
 At Ellicott's Mills is located the extensive and celebrated fashionable 
 Ladies' School of Mr. Archer, especially well known thi'oughout the 
 Southern States, as " The Patapsco Institute." The cheers of the people 
 mingling with the " clash and clang " of the trains as they swept by, 
 reminded the excursionists continually that while they were the guests 
 of Baltimore specially, yet that the whole of ^Maryland was united in 
 welcoming them to her soil. 
 
 At the Relay House, Washington Junction — nine miles from Balti- 
 more — in accordance with the programme of arrangements, the guests 
 were to halt for breakfast, and for the completion of the preparations 
 necessary for their proper entry into the city. The Citizens' Com- 
 mittee of Reception and the Committee on the part of the Board of 
 Trade, had proceeded from Baltimore to the Relay House at an early 
 hour, and were in waiting there to perform their appropriate functions. 
 These Committees consisted of the following gentlemen : 
 
 On the Part of the Citizens. — Messrs. S. Owings Hoffman, TTm. 
 Pinknev Whyte, J. Morrison Harris, C. C. Jamieson, Robt. A. Dobbin, 
 Beale H. Richardson, A. S. Abell, B. G. Hoffman, Wm. T. Young, 
 George P. Kane. 
 
 On the Part of the Board of Trade.— Mef^srs. Wm. McKim, Robert 
 Leslie, C. D. Hinks, Geo. H. Kyle, Alexander Riemon, and George TJ. 
 Porter. 
 
 Shortly after eight o'clock the whistle of the locomotive was heard, 
 and the two excursion trains, composed of fourteen cans, came in sight. 
 The excur.sioni.sts. tired with the travel of two successive nights, gladly 
 learned that a brief halt for ablution and refreshments had been pro- 
 vided. Arrangements had been made to provide them with breakfast, 
 and so far as the time allowed, and the accommodations at command 
 would permit, this wa.'s accomplished, The ladies of the excursion 
 3
 
 50 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 party were first provided for, and the tables were successively spread 
 until all were provided. The guests were satisfied with the efforts 
 made for their comfort, and mingling with the citizens of Baltimore, 
 gathered there to meet them, exchanged the greetings of welcome. In 
 addition to the gentlemen present, officially charged with the reception 
 of the guests, a number of Baltimoreans who had participated in the 
 Western excursion, seized the opportunity to offer their earliest 
 greeting to the visitors, and as they successively found among them 
 those who, in Chillicothe, Cincinnati, and St. Louis, had met and en- 
 tertained them with a hospitality so cordial and warm as to leave an 
 enduring impression, salutations and handshakings were .interchanged, 
 the blithe greeting was everywhere heard, and jocund laughter added 
 its notes to the general acclaim of welcome. 
 
 Before leaving the Relay House the guests were called together, 
 and Col. S. Owings Hoffman, chairman of the Citizens' Committee, 
 addressed them briefly to the following import : — 
 
 Wearied, dusty and uncomfortable as you are, after your journey, it would 
 be unkind in us to detain you with any ceremony. Our pui-pose now is on 
 behalf of the citizens generally to tender you a cordial welcome. The lavish 
 kindness you of late extended to a portion of our citizens, not only created in 
 the participants the kindliest feelings, but has animated our whole community 
 with like regard. And we thank you for the opportunitj'- you thvis afford them 
 of reciprocating your generous hospitalities. You wiU now be conducted to 
 the depot of the Baltimore and Ohio Railroad in the city — there carriages will 
 be in readiness to carry you through several of the leading thoroughfares to 
 the Hall of the Maryland Institute, where you will be welcomed by Mayor 
 Swann — I\Ionday you will be entertained with a drill at the Fort by the Artil- 
 lery — at six o'clock on the same day you will be expected to partake of a 
 Banquet, and on Tuesday enjoy an excursion down the Bay. Eeuewing our 
 a-ssurance of a cordial welcome once more, we proceed to the cars. 
 
 Whilst at the Relay House, the guests from St. Louis, Cincinnati, 
 and Chillicothe, selected their marshals, speakers, &c. Those from 
 Cincinnati selected Judge Pruden, of the Police Court, to speak in 
 the absence of Mayor Thomas; Benj. Eggleston, to speak on the 
 part of the City Council, and H. Kiersted, as Marshal. Those of 
 Chillicothe selected Mayor Adams to speak, and Capt. Gilmour, as 
 Marshal. George R. Taylor, President of the City Council of St. 
 Louis, was selected as the representative of that city.
 
 THE 
 
 KAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER VII. 
 
 THE ARRIVAL AT BALTIMORE— GRAND PROCESSION— THE DECORA- 
 TIONS—FORMAL RECEPTION AT THE MARYLAND INSTITUTE— FIRE- 
 WORKS, &.C., &c. 
 
 Whilst the excursionists thus approached Baltimore, its citizens 
 were on the alert to receive them with the strongest demonstrations 
 of welcome. The aspect of expectation, the busy bustle of prepara- 
 tion, and the movements of the masses of expectant sight-seers, were 
 visible throughout the city, indicative of the general enthusiasm that 
 prevailed. In every direction the National flag was spread to the 
 bieeze, decorations were in progress of construction, mottoes, bearing 
 words of welcome and fraternization, were being extended across the 
 streets, and the imposing triumphal arch of the Pioneer Hook and 
 Ladder Company, after a night of labor, pursued unremittingly by the 
 public spirited members of that organization, at last stood complete in 
 its ample and beautiful construction and decoration. Along all the 
 streets through which the procession was to pass, the work of prepa- 
 ration was actively progressing ; flags and bunting, gay drapery and 
 fluttering streamers, were being displayed in every variety, impressing 
 on the scene a gala-day appearance, which was the more striking in 
 contnvst with the usual business absorption of these avenues of trade. 
 The morning sun shone with unclouded splendor, as if that luminary 
 liad taken an interest in the display, and was anxious to add his quota 
 to the warmth of the reception. Soon, too, the general movement of 
 the population added its impressive significance to the scene. The as- 
 sembling of the military and other bodies designing to participate in
 
 52 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 the pageant, the movements of the police in their neat equipments, and 
 the swelling music of the bands as they marched into position, height- 
 ened expectation and gave zest to the enthusiasm that had been in- 
 fused mto all classes, who now began to throng the windows, house- 
 tops and side-walks along the entire route of the procession. Thus 
 the city waited, in eager anticipation for her guests, prepared to hail 
 their first appearance with a prolonged shout of welcome, which should 
 express, in all its fulness, the hospitable intent she entertained. 
 
 In the cities of Old Europe, where pageants are the toys with 
 which rulers amuse the people, and turn their thoughts from the more 
 serious affairs of state, the paraphermdia of decoration and rejoicing 
 are kept ready made, and displayed on the scores of lighter occasions, 
 which have no deeper .'significance than the pleasure of the masses 
 over a gala day. Not so with the American people. We are unde- 
 monstrative, and need to be strongly moved ere we give to our rejoicings 
 the popular and tangible demonstrations, that clothe the city in holi- 
 day attire, and concentrate the will of all to the single purpose of do- 
 ing honor to anj^ event or occasion. Keeping in view these character- 
 istics of our people, the outward display which had been made by the 
 people of Baltimore in honor of their visitors, was impressive, not only 
 in the extent to which it had been pursued, but more especially as a 
 significant expression of the warm, cordial, and generally felt enthusi- 
 asm which dictated it. 
 
 The business establishments, newspaper offices. &c.. on Baltimore 
 street, showed much taste and considerable liberality in the decorations. 
 From Eutaw street, to the Maryland Institute, a distance of one mile, 
 the fronts of a great number of the houses were ornamented by red, 
 white, and blue festoons, displaying words of welcome to the guests, 
 and in some places immense scrolls were stretched across the street 
 bearing mottoes expressive of good fellowship. At Howard and Balti- 
 more streets, from the store of Devries, Stephens & Thomas, on the 
 northeast corner, to that of Orendorf & Ensey on the southeast corner, 
 a red, white and blue flag was stretched, bearing the inscription : 
 "Welcome Western Friends to Baltimore." From the store of 
 Messrs. Dallam, Miller & Shipe, two doors below Me-srs. Devries & 
 Co.. another red, white and blue flag was stretched to the clothing 
 house of Straus, Hai tman, Iloillin & Co., with the inscription : " AVel- 
 come to our City." The entire front of the building on the northeast 
 corner, and occupied by Devries. Stephens & Thomas, Bennett's Notion 
 House, and Dallam, Miller & Shi{)e, was decorated betvyeen the rows of
 
 THE DECORATIONS AT BALTIMORE. 53 
 
 windows with heavy white, red and blue festoons. The establishment 
 of Fisher, Boyd & Co. was ornamented between the first and second 
 stories with red, white and blue festoons, the motto, " Welcome West," 
 being formed by placing the letters at the points of the lestoons. The 
 front also displayed a large number of small flags. 
 
 From the corner of iNIcOlellan's alley, opposite the extensive Do- 
 mestic House of Duvall, Keighler & Co., several large national flags 
 were suspended across the street, one having on it the name First 
 Baltimore. The carpet establishment of Messrs. M'Dowell, Gable & 
 Co. was decorated from top to bottom in a manner somewhat difficult 
 to get an idea of from a description. Along the front, between the first 
 and the windows of the second story, were heavy red, white and blue 
 festoons, and between the second and third were also heavy festoons 
 and drapery in volume, increasing towards the centre, and there held 
 by a large gilt bracket. The great Trunk and Carpet Bag emporium 
 of the enterprising Van Nortwick, on Sharp adjoining Baltimore street, 
 also attracted particular notice. 
 
 The Paper-hangings establishment of Messrs. Howell & Bro. was 
 freel}"^ ornamented with red, white and blue festoons, and with flags. 
 Messrs. Titfany, Long & Byrn placed over their door a shield bearing 
 the M^ord " Welcome," and heavily draped with red, white and blue 
 stufls. The front of Marston's china establishment displayed a large 
 gilt eagle, and directly over that a large bust of Henry Clay, the two 
 being heavily draped with masses of red, white and blue material. 
 The national flag was displayed from the staff on top of the building. 
 Messrs. John N. Brufi" & Co. also decorated the front of their ware- 
 house with red, white and blue festoons. 
 
 Messrs. Canfield & Bro. ornamented the front of their large jewelry 
 establishment, at the corner of Charles street, with a number of small 
 flags, which had a very pleasing eftect. Messrs. J. Edward Bird & Bro. 
 decorated their beautiful front with red, white and blue material, the 
 colors being placed in alternate transverse sections. 
 
 Among the conspicuous objects of intei-est to the guests as they 
 passed down towards the Institute, was the new and magnificent white 
 marble Drygoods House of Hamilton Easter & Co., who have adorned 
 Baltimore's Broadway with a structure rivalling Stewart's famous New 
 York store, in its general effect. 
 
 The new and large white white marble Book and Printing House 
 of John iMurphy & Co., opposite Light street, deserves mention here 
 for its beautiful appearance.
 
 54 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 From the splendid iron-front warehouse and office of the Adams' 
 Express Co. was suspended over the middle of the street a large 
 national flag, with the words attached, " Welcome the Great West !" 
 '• Adams' Express Company," in large letters, was at the end of the 
 flag next the cord. 
 
 The American office was skilfully and beautifully decorated by 
 Mr. T. jNI. Conradt, the favorite Upholsterer. Along the awning were 
 festoons of loosely plaited red, white and blue stripes. On the front 
 of the second story was a large full-length figure of the Goddess of 
 Liberty, supported on the right by a figure of Washington, and on 
 the left by that of Lafayette with full length, the whole draped 
 with red, white and blue material. Above these three figures was 
 a tablet with the word '• Welcome " in large antique letters. Be- 
 tween the second and third stories and along the top of the third 
 were displayed heavy folds of material, colored as those already men- 
 tioned. The two spires which surmount the front were fully draped, 
 and American flags were displayed from staves at their summits. 
 From several windows flags were flying, and the large national flag 
 belonging to the office was suspended across the street. The Clipper 
 and Patriot offices displayed their large American colors ; while the 
 Sun building — which is one of the city's standing decorations, — also 
 displayed its flag. 
 
 The building occupied by Messrs. Connolly & Lloyd and by Adams' 
 Sewing Establishment, was plentifully decorated with red, white and 
 blue swallow-tailed pennons, such as are used by lancers. 
 
 The House Telegraph office and Wra. F. Richstein's bookstore were 
 decorated with American flags, and red, white and blue festoons. The 
 regalia establishment of Mrs. Sisco was ornamented with flags. 
 
 From the armory of the Baltimore City Guards the word " Wel- 
 come " in very large fancy letters was stretched across the street, and 
 from the windows were displayed several company flags. 
 
 From the room of the Friendship Fire Company on the southeast 
 comer of Frederick and Baltimore streets was stretched to the north- 
 east corner a flag, in the centre of which was a shield having upon it the 
 figure of two men, one in fireman's costume, the other in citizen's 
 dress, shaking hands ; above this shield was that of the American coat 
 of arms lying down, and upon it an eagle ; below it were two hands 
 clasped in greeting. The whole was surrounded with the national 
 ensign in heavy folds. Upon the right of the centre piece a locomo-
 
 TIIR DECORATIONS AT BALTIMORE. 55 
 
 tive with a train attached was coming up to the front, and upon the 
 left a number of Indians were at work on a canoe. The motto, painted 
 in lar^e letters, was " In Friendship we Progress." 
 
 Mr. Givens, the "Chinaman," placed several good sized cedars 
 along the curb in front of his store, the deep green of which gave relief 
 to the eye after it had been resting on the bright colors elsewhere. 
 
 Mr. James Kidd, the confectioner, put up along his awning a light 
 arch festooned with red, white and blue, enclosing the motto, '• Wel- 
 come to our Hearts and Homes." Upon the chord of the arch was a 
 miniature locomotive and train of passenger cars. In a frame, sus- 
 pended in the arch just under the keystone, were the mottoes "Our 
 Country," " Union," with two hands clasped, and under these words 
 " North and South." The whole affair was surmounted with a por- 
 trait of Washington, and ornamented with red, white and blue drapery, 
 relieved by the deep green of a wreath of box. 
 
 The exten.sive new clothing establishment of Messrs. Wicsenfield 
 & Bro., on the corner of Market Space, was profusely decorated be- 
 tween the stories with red, white and blue festoons. On the front of 
 the second story were placed portraits of Clay and Webster, and be- 
 tween them a miniature copy from the Battle Monument in a niche of 
 the same material as the festoons. On the third story front was a 
 portrait of Washington, and above that the words " Welcome to our 
 Western Guests." In the centre of the fourth story front was a 
 colored picture of the Goddess of Liberty. 
 
 The triumphal arch, however, was the most conspicuous decoration 
 that was put up on the occasion. It was built at the instance of Pio- 
 neer Hook and Ladder Company, No. 1, under the immediate superia- 
 tendeiice of its members. The arch was built over Baltimore street at 
 the intersection of Harrison street, and the procession passed under it, 
 and then turned to go into the Institute Hall. Tiie columns on each 
 side were square and wiiite with blue corners and capitals. Upon 
 these columns were hung a number of pictures of scenes in the life of a 
 fireman. On the inward side of the northern column were the names 
 of the visiting cities, in this order, beginning at the top : Chillicothe, 
 St. Louis, Cincinnati. On the southern were the names ranged thus : 
 Cincinnati, Chillicothe, St. Louis. The names were of white frost-work 
 upon blue scrolls. The outside of the structure was square in its out- 
 line, and at the corners, fiom the capitals of the columns to the top, 
 the white ground was relieved at the corners by red and blue stripes.
 
 56 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 The corners formed by the fronts and inside of the arch were covered 
 with evergreens made ropewise. Upon the front on one side of the 
 keystone, reading from left to right, was the title of the compan}^, 
 '• Pioneer H. & L, Company, No. 1." Over it the word " Welcome," 
 in large letters ; on the other side, " To the City's Guests ;" the let- 
 tering, like all on the arch, being of white frost-work on a blue ground. 
 The whole structure was surrounded by a large American shield, sup- 
 porting an eagle. The height of the structure was about sixty feet. 
 As may be supposed, it is difficult to give a definite idea of any thing 
 of this kind by words. This arch was the only attempt by any asso- 
 ciation to get up a decoration of importance, except the ornamenting 
 of the New Market Engine House with flags, &c., a description of 
 which will be found below. The company also suspended an immense 
 flag across Harrison street, and placed both its trucks on Baltimore 
 steets. 
 
 "With the Eutaw street display, may be included the Baltimore and 
 Ohio Company's Camden Station. From the stories of the steeple of 
 the office building several flags were displayed, one of the largest hav- 
 ing on it the name " St. Louis ; " on a flag flying from the right side of 
 the building was the name " Cincinnati," and on a similar one on the 
 left side was the name " Chillicothe." A lai-ge flag was hoisted at the 
 ticket office on Conway street, and across Conway, at Eutaw street, 
 was a flag with the words '■ Welcome St. Louis." From Broaders' 
 "Washington Hotel a number of flags were flying, and one was stretched 
 across the street, displaying the words " Welcome to Baltimore." 
 
 In Eutaw street a large flag, suspended on a long piece of leather 
 hose, was flying from the large Card and Hose manufacturing estab- 
 lishment of jMr. T. H. Haskell. 
 
 One of the most conspicuous, liberal, and effective displays, was that 
 made by the great piano-forte manufac^turers, Wm. Knabe & Co., whose 
 large factories, on both North and South Eutaw streets, as well as 
 their new sales-rooms on Baltimore street, were all beautifully deco- 
 rated. 
 
 At the intersection of Franklin and Eutaw streets, a flag was sus- 
 pended across the latter-named street, having on it this sentiment, 
 " AVelcome Visitors ; the Guests of the West and the citizens of Balti- 
 more — may their hearts be like their cities, iron-bound together." 
 There was also an American flag at each end of this one. The Gilmor 
 House displayed an immense burgee with the name of the hotel, and 
 relieved by an American jack at one end, and a red and white flag at
 
 THE ARRIVAL AT BALTIMORE THE MILITARY ESCORT. 57 
 
 the other. The two centre columns of the second story portico were 
 draped with broad stripes of the national colors. 
 
 At the Relay House, at 10 o'clock, the excursionists again took the 
 trains, now thrown into one, with the beautiful locomotive and cars 
 gayly decorated with flags, and moved onward to Baltimore. As they 
 nt^ared the city, the preparations for the reception ceremonies began 
 to demonstrate to the visitors the earnestness of the welcome awaiting 
 them. Groups of people were formed at diiFerent points on the out- 
 skirts, and from the windows of the houses welcomes were waved to 
 the excursionists. 
 
 At half-past ten o'clock the train entered the Camden street station, 
 amidst the cheering of the many thousands who had gathered there. 
 The visitors, in accordance with previous arrangements, remained in 
 the cars until the carriages were prepared for their reception. This 
 was accomplished comfortably and without unnecessary loss of time — 
 the city police, under Marshals Herring and Manly, maintaining ex- 
 cellent order, keeping the premises clear — and at 11 o'clock the pro- 
 cession was formed and moved in the following order : 
 
 The escort, consisting of the United States troops and a portion of 
 the First Light Division of Mar^'^land Volunteers, were posted on 
 Eutaw street, with the right resting on Saratoga street, extending 
 southwardly. As soon as the guests were comfortably seated in the 
 long tram of barouches and carriages, the trumpets of the artillery 
 gave the signal for the column to proceed, which was precisely at 
 eleven o'clock. It moved along the route in the following order : 
 
 The Chief Marshal, Geo. W. Herring. Aids: Lieut. Col. A. P. 
 Shutt, Major J. G. Johannes, Col. J. T. Farlow, Col. M. Benzinger, 
 Major Jos. J. Robinson, L. F. Barry, Wm. H. Quincy, F. C. Crowley, 
 Dr. J. "W. Houck, Thomas Creamer. 
 
 Nearly all the aids wore broad sashes of white satin, and such as 
 belonged to the various regiments were in full uniform. All were 
 supei'bly mounted, and gave a beautiful appearance to the head of the 
 line. The military appeared in the following order, viz. : 
 
 Batteries of United States Artillery^ under the command of Major 
 William H. French, as follows : Company A of the Second Regiment 
 of Artillery, Lieutenants Larned, Mullin and Smith ; Company K of 
 the First Artillery Regiment, commanded by Lieutenants Davis, Gil- 
 Ian and Cooper. Both companies paraded their strength, mustering 
 about 170 men rank and file, with eight field pieces and eight cais- 
 3*
 
 58 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 sons, all in the finest possible order, and exhibiting a high state of 
 discipline. First Light Division Maryland Volunteers. — Maj. Gen. 
 Geo. H. Steuart, commanding. Brigadier Gen. N. Hickman, command- 
 ing First Light Brigade, with the following staff and other oflBcers : 
 Col. Richard Lilly, Major W. H. Hayward, Paymaster Hugh Gel- 
 ston, Jr., Quarter-Master John W. Watkins, Jr. Fifth Regiment of 
 Infantry. — City Cornet Band, Capt. Feltman ; Law Grays, Captain 
 Thomas Bowers, First Lieut. Alex. Cross ; National Cornet Band, 
 Capt. Egger ; German Riflemen's Band, Capt. Scheiber ; Maryland 
 Guards, Lieutenants James McLaughlin and George A. Freeburger; 
 Jackson Guards, Captain Antone Heiderick. Second Brigade Fifty- 
 third Regiment. — Lieut. Colonel Samuel S. Mills, commanding ; Pay- 
 master Richard H. Tyson, acting Major ; Lieut. J. M. Wampler, of the 
 Lafayette Guards, acting as Adjutant ; William H. Cole, Quarter- 
 master's Sergeant ; Lidcpendent Blues' Band, Capt. Holland ; Balti- 
 more City Guards, Cajjtain Joseph P. Warner ; first Lieutenant, Lloyd 
 B. Parks ; second Lieutenant, David E. Woodburn ; third Lieutenant, 
 Ellis Coleman. Cornet Band of the Linhart's. led by Captain Philip 
 Linhart. Marion Reseiwe Guard, Captain Samuel T. Harvey ; first 
 Lieutenant, James K. Elderkiu ; second Lieutenant, James H. Speakes ; 
 third Lieutenant, Dowling. 
 
 Independent Greys, under the command of First Lieutenant Benja- 
 min Simpson. The Greys ended the militarj' escort. The column 
 extended a half-mile in length, and presented a brilliant and soldier- 
 like appearance. 
 
 Following the military were three omnibuses, in which were seated 
 Captain Mentor's Cornet Band, of Cincinnati, and Le Brun's Brass 
 Band, of St. Louis, both of whom discoursed alternately with the Bal- 
 timore bands — there being seven in the line. 
 
 The barouches and carriages (110 in number, and furnished by the 
 Stewarts) came next. They were flanked by a detachment of two 
 hundred city police, all in full uniform, and appearing as a civic guard 
 of honor. The first barouche, drawn by four beautiful white horses, 
 contained His Honor Mayor Swann, His Excellency Governor Chase, 
 of Ohio, and his Aids-de-Camp, Col. H. B. Carrington, and Col. Wil- 
 liam McMillcn. Previous to the arrival of the guests, the Ma^-or 
 called on these gentlemen at the Gilmor House, in his family coach, 
 and escorted them to the Camden Station, where they awaited the ar- 
 rival of the other excursionists. 
 
 The second and third barouches contained John B. Siedenstricker,
 
 THE GRAND PROCESSION AT BALTIMORE. 59 
 
 President of the Second Council, and John F. McJilton, President of 
 the First Branch of Baltimore, with some of the more distinguished 
 guests, whilst they were followed by a train of over one hundred 
 coaches, each containing from three to five of the guests — and which 
 alone extended the length of a full mile. 
 
 The procession passed over the following route : Up Eutaw street 
 to Madison street ; Madison street to Charles ; around the Washington 
 Monument; Monument street to Park street; Park to Franklin; 
 Franklin to Charles ; Charles to Fayette ; Fayette to Eutaw ; Eutaw 
 to Baltimore street, down Baltimore street. 
 
 Upon the head of the column reaching the intersection of Baltimore 
 and Calvert streets, the artillery passed up Calvert to Fayette street, 
 and thence down into Baltimore by way of Gay street, and dashed 
 along at full speed, so as to throw its right on Baltimore street, at 
 Calvert. The remainder of the escort then moved down Baltimore 
 street and took position on the left of the artillery, where it came to a 
 present, and saluted the visitors as they passed into the Hall. 
 
 Nothing of imusual interest occurred along the route, except that 
 all the splendid dwellings and public houses of every character were 
 crowded with thousands and tens of thousands of citizens, mostly 
 ladies, all of whom apparentlj^ were much gratified upon seeing the 
 visitors from the West in such good hands. 
 
 The scene presented as the procession passed over the route, was 
 one of the most effective and attractive pageants which has at any time 
 elicited the sympathies and admiration of the people of our great 
 cities. The gay decorations of the houses, the waving flags which 
 reached in every direction as far as vision extended, the brilliant ap- 
 pearance of the military, tlw resoimding music of the bands, and above 
 all, the presence and enthusiasm of the immense mass of people, — who 
 along the side-walks, from the windows, house-tops, and every eleva- 
 tion that promised a view of the cortege, greeted with loud and con- 
 stantly-renewed shouts of welcome the excursionists as they slowly 
 filed past in the long line of carriages provided for their accommoda- 
 tion — were the imposing characteristics of this most exciting demon- 
 stration. The guests themselves thoroughly participated in the ex- 
 citement and enthusiasm of the spectacle, and evidenced their generous 
 appreciation of the popular manifestation. The weariness following 
 their long confinement in the cars in midsummer, disappeared in the 
 presence of the cordial salutations and impressive welcomings offered 
 them. Leaning from the vehicles, they enjoyed the brilliant panoramic
 
 60 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 scene passing before them, and returned with earnestness the cheer- 
 ings and other greetings showered from every side. 
 
 As the cortege passed the extensive daguerrean establishment of 
 Mr. Henry Pollock, on Baltimore street near Calvert, numerous views 
 of the surrounding vicinity, with the different portions of the proces- 
 sion passing at the moment, were skilfully taken by the proficient 
 head of that popular gallery. These views were subsequently pho- 
 tographed on paper, and many of them were procured by the guests as 
 interesting souvenirs of the occasion. 
 
 In the vicinity of the entrance to the JIaryland Institute Hall, the 
 imposing aspect of this grand civic demonstration culminated. A 
 dense mass of people covered every available foot of ground, from the 
 windows fluttered innumerable white handkerchiefs proclaiming the 
 ladies' interest in the scene, whilst far down Baltimore street was a 
 " sea of up-turned faces," framed, as it were, in the triumphal ai'ch 
 which spanned the street at this point, and presenting an animated 
 picture that no mere grouping of art could have excelled. As the 
 military escort reached the Hall, they filed off right and left, leaving a 
 lane in the centre through which the carriages approached, the police 
 in open lines took possession of the immediate approach to the Hall, 
 and as the guests, accompanied by the various committees, alighted, 
 they were conducted up the broad stairway into the grand saloon. 
 
 The capacious hall of the Institute was tastefully decorated with 
 streamers, flags, and banners of various associations. The front of the 
 speaker's stand was festooned with white and blue streamers loosely 
 plaited. The back of the stand was covered with a large American 
 flag, relieved by the banners of several Lodges of Odd Fellows. Two 
 large streamers, looped up to the ceiling, stretched across the hall, di- 
 vided its length into three equal parts, and all around the galleries 
 the national colors hung in festoons. Full-length figures of Washing- 
 ton, Jefferson, Lafayette, and Franklin, adorned the walls. Directly 
 over the gallery, at the lower end of the room, was a flag with this in- 
 scription : " A Hearty Welcome from Baltimore to the West." 
 
 Upon the rostrum the following gentlemen were arranged : Mayor 
 Swann, of B;iltimore ; Gov. Chase, of Ohio ; Mayor Adams, of Chilli- 
 cothe ; Colonels McMillen and Carringtou, Aids to Gov. Chase, in full 
 uniform ; Messrs. Seidenstricker and McJilton, Presidents of the two 
 Branches of the City Council of Baltimore ; Judge Pruden, represent- 
 ing the Ma)'or, and B. Eggleston, representing the City Council of Cin- 
 cinnati, Ohio ; George K. Taylor, President of the Board of Aldermen,
 
 THE RECEPTION CEREMONIES AT THE MARYLAND INSTITUTE. 61 
 
 and then representing!: the Mayor of St. Louis ; the city authorities of 
 Baltimore, St. Louis, Cincinnati, and Chillicothe, and the representa- 
 tives of the Western press, whose names are given in the list already 
 presented. The excursionists occupied seats immediately in front of 
 the rostrum. The galleries were exclusively devoted to the use of the 
 ladies, and the display of beauty and fashion, and the fluttering of fans 
 and handkerchiefs, made this one of the features of the reception. The 
 tasty decorations of the hall, the animated throng which occupied 
 everj' portion of the immense saloon, the fine music of the bands, and 
 the pleasant excitement in which all seemed to indulge, made the scene 
 one of the most effective that has ever been presented in our city. 
 
 The visitors all being seated in the Ilall, the doors were opened to 
 the public, and whilst the band played the national air of "' Hail Co- 
 lumbia," the citizens soon filled the vast area behind the visitors. 
 
 As soon as order was had in the audience, Chauncy Brooks, the 
 President of the Baltimore and Ohio Railroad, arose, and stated that, 
 
 Having received on the banks of the Ohio the distinguished guests of the 
 city of Baltimore, from St. Louis, Cincinnati, and Chillicothe, he had the pleas- 
 ure of announcing that he had safely conducted them to our city. It only re- 
 mained for him to say that they would be publicly welcomed to Baltimore by 
 the honored Mayor of the city. 
 
 His Honor, Thomas Swann. !Mayor of Baltimore, then rose and de- 
 livered, in liis accustomed impressive manner, the following 
 
 ADDRESS OF WELCOME. 
 
 Gentlemen: The honor which has been conferred upon us by your pres- 
 ence here to-day, is an event which has seldom occurred in the past history of 
 this State. The corporate authorities of three great cities, occupying the 
 same parallel of latitude with our own, situated upon the line of the national 
 highway which spans the entire breadth of our public domain, from the valley 
 of the Mississippi to the Atlantic coast, are here in our midst, to recognize, by 
 an interchange of friendly courtesies, the common interests and common sym- 
 pathies by which we are bound together ; and to draw closer the ties of social 
 brotherhood. The compliment is not without its appreciation. "We receive 
 you, one and all, in a spirit of reciprocal welcome. Whatever of generous im- 
 pulse or kindly prepossession has prompted this act of municipal courtesy on 
 your part, we need hardly assure you that it meets a ready response in the 
 heart of every Baltimorean and every Marylander here present. [Applause.] 
 
 A few weeks ago, in connection with a representation of distingiiisbed citi-
 
 62 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 zens from almost every sectioTi of our Union, in the presence of the high digni- 
 taries of our own government, as well as the accredited agents of foreign 
 states, we were called to inaugurate an event of great national importance — 
 honorable alike to you and to us. The celebration to which I refer, whose 
 stirring incidents are so fresh in the recollection of us all, proclaimed the open- 
 ing of a line of communication a thousand miles in extent — with the cities of 
 St. Louis and Baltimore at the two extremes ; and united in bonds of com- 
 mercial fellowship the important sections represented here to-day, which are 
 destined to contribute most largely to our advancement and prosperity in the 
 future. [Loud applause.] 
 
 The triumphs of human skill and enterprise have been sufficiently manifest 
 in the varied journey through which you have passed. You have the same 
 evidences in what you see around you. Scarcely a century ago this goodly 
 city, whose population has now reached a limit of little less than two hundred 
 and fifty thousand souls — whose crowded streets and stately edifices give token 
 of the career upon which she has entered — numbered just twenty-five houses 
 aud two hundred inhabitants. A brig and a sloop constituted her whole ma- 
 rine list. In a space of fifty years she had increased her numbers to twenty- 
 six thousand — a great achievement in those early times, when it is recollected 
 that the white population had scarcely penetrated beyond the Ohio river, and 
 the fertile region upon which we have since drawn so largely, was a locked-up 
 and forbidden land. In 1827, when the first meeting was held to consider the 
 expediency of a railway communication with the AVest, the whole taxable ba- 
 sis of the city of Baltimore did not ea-ceed §(25,000,000. These evidences of 
 tardy growth in the earlj' stages of this government, are referable to causes 
 which the more recent introduction of steam will sufficiently explain. 
 
 With you, gentlemen, the same indications have attended the progress of 
 Western expansion. If we go back to the early explorations of Christopher 
 Gist and Daniel Boone, not a century ago, we find the Indian watch fires 
 burning upon the sites of what have since become prosperous and thriving 
 cities. At the time of Wayne's treaty, about the year 1800, the whole Miami 
 country, with the exception of Cincinnati, was an undisturbed wilderness, and, 
 at the same period, the population of that great city did not exceed seven hun- 
 dred and fifty inhabitants. In 1828, before the effect of her internal improve- 
 ments began to be felt, her white population had barely reached a limit of 
 twenty-five thousand souls. 
 
 Until within the last quarter of a century, the progressive energies of our 
 people had scarcely found a vent, in those efforts of power and development 
 which have since resulted in so many stupendous works of skill aud enterprise, 
 which stand forth in every State as enduring characteristics of the age. Steam, 
 gentlemen, is the active agent to which wc are indebted for this new impetus 
 ■which has been given to the march of imjirovement. The tardy sail of the
 
 MAYOR SWANN's ADDRESS OF WKLCOME TO BALTIMORE. 63 
 
 primitive boatman is no longer the sole dependence of the navigator of your 
 Western rivers. The voice of the locomotive is heard in the valleys and upon 
 the hill-tops ; it has driven before it the red man of the forest ; it has sur- 
 mounted obstacles heretofore deemed to be impregnable, and has raised its 
 shout of triumph amidst the repose of centuries. [Renewed applause.] 
 
 The beautiful plain on which Chillicothe now stands was once, within the 
 recollection of some here present, the favorite haunt of the Indian. Since her 
 first settlement, with a surrovmding country unsurpassed in fertility and pro- 
 ductiveness, she has been shut out from the benefits of a liberal commercial in- 
 terchange. It is only now, since the opening cf the American Central Road, 
 that the steam whistle has proclaimed her release from the thraldom in which 
 she has so long struggled, and opened upon her a prospect of enlarged growth 
 and usefulness. [Applause.] 
 
 And further, still further, in the recesses of that vast domain, which 
 stretches away to the shores of the Pacific, your beautiful city of St. Louis — 
 the abode of generous hearts and noble impulses — [great applause by the Bal- 
 timoreans,] has only within a few weeks past stretched forth her iron arm, to 
 meet the embrace of her adventurous allies, in the completion of that stupen- 
 dous work which has aided in bearing you to our midst, in comhination with 
 the associate lines over which you have passed. 
 
 Your journey here to-day is one of significant import. The past and the 
 future crowd upon us with their lessons of patient endurance, indomitable eflfort, 
 and successful triumph. It is no common jubilee which unites upon the soil of 
 the State of Maryland the corporate authorities and distinguished citizens of 
 the remote states and cities which you represent, whose increasing treasures 
 lie scattered along the extended line of intercommunication which you have 
 opened, with our co-operation, between the Chesapeake and the teeming val- 
 ley of the Mississippi. [Great Applause.] 
 
 The city of Baltimore, gentlemen, stands prominent in that great commer- 
 cial league which, in times past, even before railroads were known or heard of, 
 had its origin in the necessities of convenient distance and a free commercial 
 traffic. Planting herself upon the extreme verge of one of the boldest indenta- 
 tions which breaks the margin of the noble bay on which she stands, she has 
 stepped forth to give the first welcome to the trade of the West. A glance at 
 her past history will show how diligently she has labored in the effort to do 
 justice to her geographical position. She has manifested a becoming zeal in the 
 appropriation and protection of her sacred birthright. With an aggregate pop- 
 ulation of little more than half a million in the entire State to which she be- 
 longs, she has maintained, unaided, a successful rivalry with the giant cities of 
 the North. By a mighty effort — an expenditure of thirty milhous of capital — 
 slie has established a terminus on your northern frontier. Another, and not 
 less determined move, finds her arms outstretched towards a shorter and more
 
 64 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 direct communication ^\dth that central highway so lately brought into use, 
 whose lengthened chain — extending onward and onward, with Chillicothe 
 and Cincinnati and St. Louis as links in the brilliant combination — is destined 
 sooner or later to bind together the two great oceans that wash our Eastern 
 and Western borders. Still jealous of her more powerful rivals, she has 
 tapped the trunk line of a sister State, and even now, when the struggle is at 
 an end — when the battle has been fought and won — when the prize is in her 
 own hand, and we are assembled to rejoice together in the encouraging pros- 
 pect which is already beginning to dawn, we find her casting a jealous eye to 
 the head waters of the Ohio, and engaging in the constniction of a line of com- 
 munication in direct contact with the terminus of a rival work, in order to 
 claim a participation in the fruits of that productive region. [Great and hearty 
 Applause.] 
 
 In this stmggle for commercial ascendency — stimulated and urged on by 
 the advantages of her natural position — the city of Baltimore has been actua- 
 ted by no mean and grovelling spirit. She has watched with pride the efforts 
 of her northern sisters. Tracing their descent from the same common stock — 
 members of the same glorious Union — embarked in the same great work of 
 physical development — she has recognized without disparagement the tri- 
 umphs of engineering skill and financial power, which have called into being 
 some of the proudest monuments which this country can boast. North, South, 
 East and West, she hails the developments of American progress as part and 
 parcel of a common renown. [Renewed Applause.] 
 
 The advantages of the position which we occupy here, in reference to 
 the States which you represent, will be apparent when you measure the dis- 
 tance to points similarly situated, and claiming a share in the profits of West- 
 ern commerce. Baltimore justly aspires to the destiny, at no remote period, 
 of a powerful and stately City. She has already ceased to be a point of local 
 transit and distribution merely. The comparatively imperfect arrangements 
 under which she has heretofore acted, have given her the daily control of more 
 than 1,000 tons of Western produce. AVhen this shall have been trebled — a 
 result certain to be realized in the next few years — an active system of direct 
 interchange with the markets of the world will be the immediate consequence. 
 Already, her claims as the key of the Western and Southern States, in those 
 more remote combinations which look to the future of our glorious Union, are 
 being recognized by the General Government. [Applause.] 
 
 Improvements are going forward, with the co-operation of Congress, in- 
 tended to give increased facilities to our mercantile marine, in the improve- 
 ment and removal of obstructions in our harbor — the effect of which will be, 
 eventually, to ensure the free and unobstructed passage of vessels of the largest 
 clfss throughout its entire length. The extraordinary and unsurpassed min- 
 eral resources of Western Maryland, point here also, as a suitable location for
 
 MAYOR SWANn's ADDRESS OF WELCOME. 65 
 
 a naval depot, for the supply and defence of the Atlantic coast. Connections 
 have been formed with every accesbible point North and Sonth, rendering the 
 city of Baltimore a market of easy distribution, whether coastwise or with ref- 
 erence to more distant combinations. It has been asserted, and is believed to 
 be susceptible of satisfiictory demonstration, that, taking the Queen City of 
 the West as the commercial centre of that particular vicinage, or stiU more 
 remote, the city of St. Louis, the most convenient line of approach to these 
 points, from Boston or New York, would be through the city of Baltimore, by 
 the improvement which you have so lately inaugurated, rather than by any 
 existing or proposed combinations of their own. These are interesting inqui- 
 ries to you here, and it is therefore the more gratifying, that your presence 
 among us will enable you to verify, by actual experiment, what might other- 
 wise have been treated as mere speculation. 
 
 The completion of the American central line was an event, I repeat, of na- 
 tional importance. To you and. to us it was the commencement of a new 
 epoch. It cemented forever the covenant made by nature between our respec- 
 tive sections. It consolidated into one common family Baltimore, and Park- 
 ersburg, and Athens, and Chillicothe, and Cincinnati, and Vincennes, and 
 St. Louis, with their kindred supports. It bound them together by ties of in- 
 dissoluble union. [Further Applause.] 
 
 Gentlemen, we stand here upon a soil consecrated by some of the proudest 
 reminiscences of our revolutionary history. A monument dedicated to the il- 
 lustrious Washington towers above you. It was the first to greet your wel- 
 come approach, and will be the last to fade upon your departing gaze. Almost 
 within sight of the spot where you now stand, is the noble city which bears 
 his name; and further on, upon the silent banks of the Potomac, repose his 
 sacred ashes. That great man, under a commission of the Governor of "Vir- 
 ginia, visited what was then the great West in 1753. The French and the 
 English claimed the rightful occupancy of a territory which is now greater 
 than the combined possessions of both in the Old "World. The whole country 
 beyond the Ohio River was little more than an impenetrable waste. The visit 
 of Washington was not without its practical results. It indicated the proba- 
 ble direction of Western trade, even before artificial lines of intercourse were 
 thought of, and fixed the seat of federal government upon the spot which it 
 now occupies. It is proper and becoming tliat his honored name should be ap- 
 propriately associated with the rejoicings of this day. [Hearty Applause.] 
 
 Gentlemen from the far West ! — Brothers from that distant city, whose gi- 
 gantic eflForts in the march of improvement have made you known and hon- 
 ored beyond the limits of your own State, we bid you welcome here to-day. 
 You have journeyed a distance of a thousand miles. From the beautiful val- 
 ley of the Mississippi you have been transferred, almost by magic, to the 
 banks of the Chesapeake. We receive you not as strangers. In times past,
 
 66 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Baltimore and St. Louis claimed their descent from a common parentage. 
 The blood of our ancestors runs in your veins. The sons of many a gallant 
 spirit, sleeping upon the soil of the State of Maryland, have sought a refuge 
 and a home in j'our midst. In all the characteristics of whole-souled benevo- 
 lence, in commercial honor and integrity, in boundless and never-ending hos- 
 pitality, who shall stand before the kind and generous-hearted citizens of St. 
 Louis. [Great Applause.] 
 
 And you, gentlemen of Cincinnati ! — we extend to yon the same cordial 
 welcome. [Renewed Applause ] Coming from that graceful city — the at- 
 tractive centre of a growing commercial system — whose matured image and 
 fair proportions, arrayed like a bride for the nuptials, are reflected from the sur- 
 face of that noble river which bears upon its bosom the treasures of so many 
 States, we open to you our hearts and homes, in recognition of your ancient 
 friendship. Thrice honored should we feel, when the Chief Magistrate of 
 the State to which you belong — a man who shares alike your admiration and 
 your confidence — has united with you in this act of social interchange, and 
 signalizes, by his presence, the imposing c3remonies of this visit. It is with 
 no unmeaning purpose — no attempt at empty compliments — that I embrace 
 this occasion to reciprocate here the kindness so liberally extended by him to 
 the corporate authorities of the city of Baltimore, upon the soil of his adopted 
 State. I reflect the sentiment of those whom I represent, M'hen I welcome to 
 our midst the Governor of the State of Ohio. [Applause.] 
 
 And not less entitled to our distinguished notice in this assemblage, are 
 the representatives of that cherished city, for whose friendly alliance we 
 have shown our appreciation in past times by so many efforts to tempt her to 
 our embrace. The opening of an unobstructed passage to the Chesapeake, 
 after so many years of deferred hope, was a glorious day for Chillicothe. 
 We cordially invite her to that union which she has so auspiciously inaugu- 
 rated. [Applause.] 
 
 The incidents of this day, gentlemen, will be long remembered. Such 
 manifestations of reciprocal courtesy between so many and remote States can- 
 not be fruitless of results in all our relations — political, commercial and sociaL 
 They will soften the asperities of party rancor — they will rekindle the fires of 
 an enlarged patriotism — they will cause us to value more highly those free 
 institutions under which we have been enabled to accomplish so much for the 
 benefit of ourselves and our posterity — and they will cement by stronger ties 
 that bond of Union which has secured to us, so long as it shall be permitted to 
 endure, the multiplied blessings which we enjoy. 
 
 Once more, fellow-citizens of the great West, in the name of the corporate 
 authorities of the city of Baltimore, I bid you a cordial welcome. 
 
 Mr. Swann's .speech was delivered with an earnestness and efifect
 
 COL. Hoffman's address of welcome for the citizens. 67 
 
 that told upon his numerous auditors, and the visitors were especially 
 ardent in its praise. 
 
 Mu.sic by the Independent Blues' Band. 
 
 His Honor, the Mayor, then introduced, with the following remarks, 
 S. O wings HoflFman, the Chairman of the Citizens' Reception Com- 
 mittee : 
 
 Gentlemen : You are aware that the citizens of Baltimore, jealous, I might 
 almost say, of the participation which the corporate authorities of this city 
 have borne in the reception of our fellow-citizeus from the far West, have ap- 
 pointed a committee, who are here to-day, for the purpose of tendering throuyh 
 their chairman, a cordial welcome upon the part of our citizens at large to our 
 fillow-citizens of the West. I have the pleasure, therefore, to introduce to you 
 Mr. HoflFman, the Chairman of the Citizens' Committee. 
 
 Mr. Hofifman came forward and said ; 
 
 Gentlemen: I can add but little to the eloquent remarks addressed to you 
 by our Chief Magistrate. Our only purpose, on the part of the citizens of 
 Baltimore generally, is to tender to you a most cordial welcome. We would 
 not respond to the wishes of our whole community did we not perform our part, 
 by endeavoring, by every means in our power, to make you comfortable and 
 happy. We therefore tender you, on their behalf, a most cordial welcome. 
 
 Music by the Band. 
 
 His Excellency, Gov. Chase, of Ohio, was then introduced, and was 
 warmly received. He proceeded to address the assemblage as follows : 
 
 When I had the gratification, Mr. Mayor, of welcoming to Ohio, a few 
 weeks since, yourself and your respected associates in the city government of 
 Baltimore, together with the honored President, Directors and officers of your 
 great Pioneer Railroad — which is Itself the grandest among the splendid monu- 
 ments of your monumental city — I little expected to find myself so soon in your 
 midst, at a loss for language to express in my own behalf, and in behalf, I am 
 surs I may add, of my fellow-citizens of Ohio, our deep sense of the kindness 
 and courtesy with which our endeavors to prove by our acts the cordiality of 
 our welcome, are now and hero so signally overpaid. [Applause.] 
 
 But so it is. Baltimore, ever nobly unwilling to be excelled in generous 
 alms and deeds, proves to-day that she cannot be overcome in a contest of hos- 
 pitality. And the kind warmth of your words of welcome, emphasized as they 
 are by the approving presence of this vast assemblage of your fellow -citizens, 
 and illumined as they are by tlie beaming smiles of lovely ladies, whose beauty 
 and grace crown as with fair Corinthian capitals the splendid structure of your 
 city's strength and power, doubles the value of that welcome itself.
 
 68 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Prompted by your invitation, we come hither to-day from the great cen- 
 tral valley, where a boundless wilderness for more than half a century has been 
 undergoing the process, long yet to be continued, of transformation into popu- 
 lous States, to rejoice with you in what has been achieved, and to anticipate 
 with you the vaster achievements of the future. [Applause.] 
 
 We, in Ohio, have some special reasons for sympathy with you in Maryland. 
 It is a curious fact that the establishment of the northern boundary of Mary- 
 land determined on one side the boundary of Ohio. The famous line of Mason 
 and Dixon in arks at its western extremity the beginning point of the due north 
 line which divides Ohio from Pennsylvania. And it is another curious fact, 
 not much thought of, and yet well worth thinking of, that the very existence 
 of the State of Ohio and her sister States of the old Northwest, with their pres- 
 ent dimensions and institutions, is due, in no smaH degree, to the persistent 
 determination with which Maryland, during the Revolutionary straggle and at 
 its close, insisted that the vast domain west of the Alleghanies was, in fact, and 
 of right ought to be, the common property of all the United States, and not 
 the special property of any particular State. It was at Cumberland, in Mary- 
 land also, that the great national road began, that first practical conquest of 
 the Alleghanies, forever identified with the name and memory of the patriot 
 statesman to whom his grateful countrymen are now rearing another monu- 
 ment amid the green fields of his beloved Ashland. [Great applause.] And 
 now you have made us your neighbors, and invited us into your midst by the 
 great Railroad over which we have come hither. 
 
 We rejoice, sir, with you in that remarkable career of civic prosperity which 
 you have so eloquently depicted ; and we earnestly hope that all you antici- 
 pate of wealth, prosperity, and honorable distinction in the future of the city of 
 Baltimore, may be more than realized. We gratefully acknowledge all our 
 debts, ancient and modern, to the State of Maryland. We remember, with 
 pride, the days when Maryland, by the hands of Charles Carroll, of CaiTollton, 
 and his distinguished associates, subscribed the Declaration of Independence ; 
 when, in the fierce straggle which followed, Maryland, in the heroes of the 
 gallant Maiyland Line, displayed her ardent courage and noble constancy on 
 the battle-fields of the Revolution ; and when, after the war was over and the 
 great victory secure, she assisted by her Chase, her Paca, and her ]\Iartin, in 
 framing the glorious Constitution which still constitutes — and far distant bo 
 the dark day when it shall not constitute — our bond of Union. [Great ap- 
 plause.] 
 
 Sir, it was fit that the most splendid monument yet reared to Washington, 
 to which you have so appropriately referred, should rise sublimely in the midst 
 of a city penetrated by his spirit. [Hearty applause.] It was even more be- 
 coming that the cherished scheme of Washington of uniting the seaboard to 
 the interior by a system of roads and canals, which he himself sought to realize
 
 FIRST SPEECH OF GOV. CHASE, OF OHIO, AT BALTIMORE. 69 
 
 as President of the old Potomac Company, the first association ever organized 
 for any such purpose, should be more than accomplished through the mngnifi- 
 cent work of wliich you are so justly proud — itself a monument, and the grand- 
 est of all monuments, to the wisdom and patriotism of Washington. [Loud 
 applause.] 
 
 It is not for me to speak of the obstacles, seemingly insurmountable, which 
 have been overcome by the State of Maryland, and the city of Baltimore, and 
 the Baltimore and Ohio Railroad Company, in the formation of their first 
 undertaking. You have yourself happily indicated them. But I may, perhaps, 
 be permitted to say that in my judgment the conquest of the financial difficul- 
 ties of the enterprise was an achievement no less splendid than the triumph 
 over the vast obstacles which nature offered to its success. And I tnist I shall 
 not be thought to overstep the proprieties of this occasion, if I add that the 
 unshrinking fortitude and manly faith with which your noble State has assumed 
 and sustained the enormous burden of pecuniary liabilities growing out of this 
 great undertaking and her other works of improvements, is not the least among 
 her many titles to admiration and honor. [Great applause.] 
 
 No one, Mr. Mayor, who thinks at all of the westward progress already 
 achieved by the railroads which form this American Central Line, can help 
 anticipating the time when it shall reach the Pacific. How many years ago 
 was it that Oliver Evans declared that the child was already born who would 
 go from Baltimore to Boston in twenty-four hours ? Many then thought him 
 crazy. He only thought himself bold. But hit* anticipation lagged far behind 
 the reality. As I was borne along, day before yesterday, from our State Capi- 
 tol to this city, in twenty-two hours, over great rivers and lofty mountains, 
 through winding vaUeys, intensely interested in the bold and picturesque 
 scenery which clianged before me like a kaleidoscope, and watching the line 
 of the track, wet with recent rains, and glistening in the light of the descend- 
 ing sun as it sti-etcbed away and aw.-iy, farther and fiirtlier, towards tlie Western 
 horizon, I thought of Oliver Evans, and wondered Jiow old is now the man who 
 shall yet go from Baltimore to San Francisco in five days by rail ? Perhaps 
 it was a little presumptuous, but I did actually fancy myself hurled along, with 
 shriek, and puff and clatter, through the defiles of the Rocky Mountains, across 
 the plains of the Great Basin, under or over the rugged summits of the Sierra 
 Nevada, until the Bay of San Francisco flung back under my eye the glances 
 of the sun. I hope, Mr. Mayor, I shall have tlie pleasure of meeting you at 
 the celebration of the opening of the Atlantic and Pacific road, to which I trust 
 the people of California will invite us all. [Applause,] 
 
 You have spoken eloquently. Sir, of railroads as bonds of union, and your 
 observations wore as just as they were eloquent. No man conversant with 
 railroads can be a disunionist. [Prolonged applause.] The social intercourse 
 which they foster, the ties of business which they create, the mutual depend-
 
 70 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 ence which they establish and exhibit, mate disunion impossible. There must, 
 of course, be differences of opinion on some points. Real grievances may from 
 time to time demand redress. But there is no evil of which disunion is the 
 proper cure. [Renewed applause.] And the more we see of each other tlie 
 less likely shall we be to commit the error of thinking otherwise. The fact is, 
 that we who live along the line of the American Central Railway don't mean 
 to let this Union be broken up. [Applause.] Marj'land will not consent to it, 
 I think. I trust Virginia will not. Ohio, I am sure, will not. Nor Indiana, 
 or Illinois, or Missouri. Who, then, will ? No, Sir. We may differ hence- 
 forth, as we have differed heretofore. We will maintain our respective opinions 
 and positions with candor, courtesy, firmness, and resolution. And we will 
 refer whatever question may be between us, to the great American tribunal of 
 popular discussion and popular judgment. But in the time to come as in the 
 time past we cleave to the Union as our ark of refuge, and, under God, our 
 surest guaranty of prosperity and power, and abiding glory. [Hearty and 
 continued applause.] 
 
 But I have detained you too long. Other gentlemen, representing the 
 cities whom Baltimore welccynes here to-day, await an opportunity of express- 
 ing their acknowledgments of your courtesy. Thanking you, and the authori- 
 ties and citizens (so fitly represented by the Chairman of their Committee,) 
 you so worthily represent, again and again, for these magnificent acts of hospi- 
 tality, I beg you to rest assured that Ohio, on her part, will ever keep bright 
 the friendly bonds into which she enters with you to-day. 
 
 The beautiful speech of Governor Chase elicited a marked interest 
 from all his hearers, who frequently interrupted him as he proceeded, 
 by their very hearty and generally well-timed applause. 
 
 Music by the band. Mayor Swann then spoke as follows : 
 
 We have to regret — and most sincerely regret — on this occasion, the ab- 
 sence of the Mayor of Cincinnati. But I am happy to inform you that there is 
 a gentleman present who worthily represents him. I have the pleasure now to 
 introduce to you Judge Pruden, of Cincinnati, who represents the Mayor of 
 that city. 
 
 Judge Pruden responded as follows : 
 
 On behalf of the citizens whom you have so cordially welcomed here to-day, 
 I wish to assure vou, Mr. Mayor and citizens of Baltimore, that this kindness 
 is fully appreciated upon the part of Cincinnati, and will be remembered by 
 her citizens to the latest period of their lives. Not expecting, however, to be 
 called upon here, to-day, and feeling quite fatigued and somewhat indisposed, 
 I will not detain you by any further remarks of mine.
 
 RESPONSIVE SPEECHES FOR CINCINNATI AND ST. LOUIS. 71 
 
 Music by the band. Mayor Swann then introduced Mr. Taylor, 
 President of the City Council of St. Louis, in the following remarks : 
 
 Gentlemen : I have the pleasure to introduce to you now the representative 
 of that far oflf city in the West, to which we have but recently made a visit, and 
 the recollection of whose hospitalities is still fresh in the minds of you all. I 
 introduce to you, Mr. George R. Taylor, who represents the corporate authori- 
 ties of St. Louis. 
 
 Mi:. Taylor responded — as soon as the general applause with which 
 his rising was welcomed had subsided — as follows : 
 
 Mr. Mayor, and you, the corporate authorities of the city of Baltimore, and 
 to you, gentlemen, last, though not least, who have so kindly conveyed us over 
 your stupendous and magnificent iron artery, that finds its way towards the 
 Belle of rivers and the mighty Father of waters, to you and through you to the 
 citizens of Baltimore, I beg leave to return, in the name and on behalf of the 
 corporate authorities and citizens of St. Louis, our most hearty and cordial 
 thanks for the reception you have given us to-day. 
 
 It is with the most profound regret, which I am sure is felt by the guests of 
 the city of Baltimore, coming from the far distant State of Missouri, that I find 
 myself under the necessity of stating to you that we must deplore the absence of 
 the Executive of the city of St. Louis. We believe, in sincerity and truth, that 
 you would have received him, as we strove to receive you, Mr. Mayor, when 
 you were the guest of our beaiitiful, though far distant city. 
 
 I come to your city at the bidding of the lightning, which reached me 
 most unexpectedly from the President of that stupendous enterprise, the Balti- 
 more and Ohio Roilroad. I come here upon a formal invitation, sent me to 
 St. Louis, over the wires of the lightning, and I now appear before you, as the 
 representative of St. Louis, in her corporate capacity, having the honor of fill- 
 ing the office of the President of the City Council of St. Louis. 
 
 I came here with no set speech, and charged with no particular duty. I 
 am now fulfilling a duty, feebly I confess, though one of infinite pleasure, which 
 has been devolved upon me by the body over which I have the honor of pre- 
 siding, who have called upon me, in the absence of their Executive, to be their 
 exponent. 
 
 And now, Mr. Mayor, in reference to the most kind, cordial and eloquent 
 welcome which you have given us, couched In language most choice and select, 
 I do again profoundly thank you, not only for the demonstration which your 
 citizens have made, in the gala day which now is exhibited iu the city of Balti- 
 more, but for the hearty welcome which you of Baltimore have given us, 
 hailing as we do from beyond the banks of the great Mississippi. [Cheers.] 
 
 I have no intention, Mr. i\Iayor, even if 1 were capable, of going into a
 
 72 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 historical description of the settlement of the territory that I have now the 
 honor to represent. I do not intend to speak of that great iron artery that 
 binds Baltimore to what we conceive to be the most free, the most wholesome 
 city that stands upon the soil of our glorious confederacy. I do not intend to 
 speak of the golden sands of California, nor of the lands bordering upon the 
 Atlantic. We occupy a middle position, and may well say that in a national 
 point of view, " we are monarchs of aU we survey." We have no fears of the 
 dissolution of the Uuion. [Applause.] Sectionalism, the result of the depraved 
 minds of men; the dark, the cold, the callous heart of sectionalism, may dis- 
 turb the peace of this confederacy, but never will the word " disunion " be 
 written in legible characters in the history of the land. [Cheers and applause.] 
 There is a power known to you ; there is a power of which you have most elo- 
 quently spoken, Mr. Mayor, which is now growing into manhood, and ripening 
 into mature age. That power is in the centre of this great American republic, 
 and when the North and South, and the East upon the Atlantic, and the West 
 upon the Bay of San Francisco, shall rise up in revolution, and strive to tear in 
 pieces that glorious Constitution, which has been handed down to us from our 
 fathers, the preat central power of the valley of the Mississippi will rise in its 
 might, and proclaim in tones that shall be heard to the farthest limits of this 
 great republic, " peace, be stiU." We, of St. Louis, do not mean that you here 
 shall disrupt this Union, even if you would. We scorn to believe that you 
 would do so. It is but a few days since we extended to you the right hand of 
 fellowship, and we have already seen enough of you to prove that you are most 
 worthy. [Applause.] 
 
 The city of St. Louis, Mr. Mayor, and the whole State of Missouri, was, at 
 the time to which you have referred as being an era in the history of the city 
 of Baltimore, subject to a foreign potentate, was the possession of a foreign 
 power, and no part or parcel of this confederacy. In 1803, as you all well 
 know, it was acquired by purchase, under the administration of Thomas JefiFer- 
 son. Since then its history is known to you, and to every man within the 
 sound of my voice. But there is one thing which, perhaps, is not known to 
 you, and permit me to say, as the representative of the city of St. Louis, that 
 there is a more practical and direct similarity between the people of Baltimore 
 and the people of St. Louis, than between the people of any other two of the 
 principal cities of this great confederacy. 1 am still young, yet I am old 
 enough to know and understand the difficulties that beset the undertaking of 
 the enterprise of which the gentleman ou ray right here is the president. The 
 commencement of this great work dates back almost as many years as I have 
 numbered. And if you, gentlemen, who have accomplished some of the great- 
 est feats in railroad engineering known to the world, could then have looked 
 forward and perceived the difBculties wliich you have since encountered and 
 surmounted, I am very apprehensive that even you would have shrunk from
 
 SPEECH OF GEORGE R. TAYLOR, ON BEHALF OF ST. LOUIS. 73 
 
 the responsible and arduous task. From six to eight millions of dollars were 
 subscribed and guaranteed by the city of Baltimore to this work. Without 
 any foreign aid, either Southern or Northern, with no vast area of land donated 
 by the General Gcvernmeut, with no sectionalism to assist you in building up 
 this great artery, you put your ovm shoulders to the wheel, and have acconi- 
 phshed, in the period of twenty-five j'ears, what would never have been accom- 
 plished by any but a st If- relying and energetic people. 
 
 The citizens of St. I.ouis partake of the same character. We have no 
 Northern friends to build great iron roads leading to our city. We have no 
 public lands donated to us by Congress. We have but a mere moiety of lands, 
 and those are not now available. We have no friends from abroad to assist us 
 in making connections with the Atlantic seaboard, with the Gulf of Mexico, or 
 the Northern Lakes. We have been necessitated, as you have, to rely upon 
 our own unaided efforts. Yet the city of St Louis, in her corporate capacity, 
 has already subscribed three milhons of dollars to building the iron roads of 
 commerce that stretch from her to the East. And when the great iron 
 artery that stretches from this beautiful and tranquil bay to the banks of 
 the Father of Waters, a thousand miles distant from here, when that, or any 
 other road, shall be continued to the shores of the far-off Pacific, and when his 
 Excellency, the Governor of Ohio, and you, Mr. Mayor, shall be invited to San 
 Francisco to celebrate its opening, I trust you will stop in St. Louis to meet 
 the welcome which will be cordially tendered you. [Cheers and applause.] 
 
 It is due to the people that I represent ; it is due to the travel-stained and 
 weary individuals who have come on here at your invitation, to say that under 
 their dusty ganments beat as warm, as generous, and as loving hearts as ever 
 beat under broadcloth and satin. [Cheers.] We have come on here at your 
 bidding ; not in files, but in squadrons, bringing with us our wives, our sons, 
 and our daughters. And, Mr. Mayor, who can tell what is in the future ? 
 How know you, but what the ties of friendship, and affection, and love, that 
 may be the consequence of this visit, may give us of St. Louis a Mayor who, 
 years hence, will welcome your children with as warm and hearty greeting as 
 we have met here to-day ? [Renewed applause. ] 
 
 We are told, upon excellent authority, that the children of Israel wandered 
 in the wilderness for forty years, and when the\- came Ln sight of the promised 
 land they turned back again. The people whom I have the honor to repre- 
 sent here, have had their trials and tribulations. But when they came within 
 sight of the promised land, they did not, lilce the children of Israel, turn back 
 again, but are here. [Applause.] And we are unhke the ancient Israelites 
 in another respect. They wandered in the wilderness for forty years. But 
 those wann-heiirted sons and daughters of Missouri have travelled over more 
 territory in two days and three nights than did the children of Israel in all 
 those forty years. [^Continued applause.J 
 4
 
 74 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 And I beg here to assure you, on the part of those I represent here, that we 
 believe that the welcome you have given us to-day is but a representation of 
 the motto inscribed upon the flags I see suspended over us : " Friendship, Love 
 and Truth ;" and we receive it in the same spirit of love and appreciation with 
 which it has been so eloquently and earnestly extended to us. 
 
 Music by the band. His Honor, Mayor Swann, then arose and 
 said: 
 
 Gentlemen, the last city, whose representative I have the honor to present to 
 you, is so near our Western borders, that I had almost considered her represen- 
 tatives as members of our own family, and was going to let her go up here, 
 and, through her representation, speak for herself without any introduction. 
 [Applause and cheers. ] I, however, take pleasure in introducing to you, Mr. 
 Adams, the Mayor of Chillicothe. 
 
 Mayor Goward Adams then advanced, and was most heartily re- 
 ceived. He said : 
 
 I thank you, Mr. Mayor, and citizens of Baltimore, for the kind and cordial 
 welcome you have extended to us of Chillicothe to-day, and assure you that we 
 reciprocate it from our inmost hearts. Until recently we were separated from 
 you by high mountains, deep valleys, and wide rivers. But your skill and 
 energy have levelled the mountains, filled the valleys, and crossed the rivers, 
 until now we are near neighbors. I again thank you for your welcome ; I 
 trust this may be auspicious of our future intercourse and kindly relations to 
 each other. [Earnest applause.] 
 
 Music by the band. jNIayor Swann then said : 
 
 There is a gentleman present, distinguished in the Councils of Cincinnati, 
 whom we are exceedingly anxious to hear upon this occasion. I therefore take 
 pleasure in introducing to you — and trust the guest will respond to the call 
 made upon him — Mr. Benj. Eggieston, of Cincinnati. 
 
 Mr Eggieston, who was most heartily received, came forward and 
 said : 
 
 Mr. Mayor: At the request of the City Council of Cincinnati, of wbich 
 body I am a member, I now appear before you to return you my warmest 
 thanks for your kind invitation to visit this city. When we received your invi- 
 tation we immediately responded to it by accepting it through the unanimous 
 vote of the body of which I am a member, and I regret very much that 
 our worthy executive is not here to-day, to respond in my place. 
 
 We are indebted not only for your kind invitation, but for the kindness of 
 the President of the Baltimore and Ohio Railroad Company, who sent the iron 
 horse and the commodious rail carriage to meet us at the borders of our State
 
 FURTHER SPEECHES THE GUESTS ARE LOCATED. io 
 
 and which brought us so safely and pleasantly to this great city of Baltimore. 
 All along the route we have been most kindly received and hospitably enter- 
 tained. We have been carried down the valleys and up the hills — aye, and 
 through the mountains ; and when we arrived here you have met us, and 
 without allowing us time to remove the dirt from om* clothes, have carried us 
 in triumph through the streets of your beautiful city. 
 
 And allow me to say that you have the heartfelt wishes of Cincinnati for tho 
 success of the enterprise, in the promotion of which yon have so earnestly and 
 faithfully labored ; and I must express the wish and the belief that the trade 
 of Southern Ohio must come to your city. I hope your fondest anticipations 
 may be fully realized. 
 
 At this stage of the proceedings. Mayor Swann announced that the 
 ceremonies of the reception at the Maryland Institute were concluded, 
 and that a grand display of fireworks, in honor of the city's guests, 
 would be given at Battle Monument Square at night. The guests 
 were then reconducted to the carriages in waiting, and conveyed to 
 Barnum's Hotel, the Eutaw House, Gilmor House, and other hotels, 
 where superior accommodations had been provided for them by the 
 city authorities. 
 
 During the afternoon of Saturday many of the visitors availed 
 themselves of the carriages which were placed at their disposal, and paid 
 a rapid successive visit to many of the objects of interest in and around 
 Baltimore, wliilst others, accompanied by Baltimore friends, made calls 
 upon acquaintances. Late in the afternoon a mammoth balloon was 
 sent up from the square opposite the HoUiday Street Theatre, by Mr. 
 Basil Moxley, connected with that establishment, which was witnessed 
 with infinite pleasure by many of the visitors. 
 
 "J"he various Committees to whom the arrangements were intrusted 
 acted energetically and with unanimity in discharging their duties, 
 and deserve especial credit fur much of the success that the demon- 
 stration attained. We again record here a full list of these Committees : 
 
 CITY COUNCIL COMMITTEES, 
 
 Committee of Arrangement. — Mayor Swann, ex-ofBcio Chairman — 
 First Branch. — Jos. H. Hynes, John T. Ford, F. H. B. Boyd. Second 
 Branch. — Samuel Kirk, Geo. W. Herring, Lemuel Bierbower. 
 
 Committee of Eeceptio)t. — Messrs. Kirk, Ford and Hynes. 
 
 Committee on Fireworls. — Messrs. Ford, Boyd and Herring. 
 
 Committee on Carriages. — Messrs. Crowley and Daiger.
 
 76 EXCUBSION OP WESTERN AUTHORITIES TO THE EAST. 
 
 Committee on Halls. — Messrs. Forest, Wilson and Tidy. 
 Committee to assign Ciiests posts in Line. — Messrs. Crowley, Nails, 
 Carroll, JNIuller, Gordon and Sullivan. 
 
 citizens' COMMITTEES. 
 
 Executive Committee. — William J. Albert, Charles M. Keyser, Dr. 
 H. Willis Baxley. 
 
 Committee of Reception. — S. Owings Hoffman, W. Pinckney Whyte, 
 Hon. J. Morrison Harris, B. H. Richardson, A. S. Abell, Robert A. 
 Dobbin, George P. Kane, Hon. Anthony Kennedy, Moore N. Falls, 
 William H. Graham, C. C. Jamison, William H. Young, William T. 
 Walters, William Chesnut, Galloway Cheston. 
 
 Finance Committee. — Laurence Thompson, Joseph Rieman, J. J- 
 Turner, H. M. Warfield. Charles D. Slingluff^ A. A. Chapman, Dr. J. 
 Hanson Thomas, J. Hall Pleasants, C. Oliver O'Donnell, William F. 
 Murdoch, William E. Mayhew, Jr., Z. Collins Lee, William Gilmor 
 Meredith, William Devries, William H. Brune. 
 
 Board of Trade Committee. — Laurence Thompson, Joseph H. Rei- 
 man, Henry M. Warfield, Wm. Gilmor, A. A. Chapman, Dr. J. Hanson 
 Thomas, J. Hall Pleasants, C. Oliver O'Donnell, Win. F. Murdoch, 
 Wm. E. Mayhew, Jr., Z. Collins Lee, 0. D. Slingluff, Wm. Gilmor 
 Meredith, Wm. Devries, J. J. Turner. 
 
 Committee on Part of Railroad Company. — Messrs. Joshua Van- 
 sant, John W. Garrett and Robert Turner, Directors. 
 
 The announcement that the corporate authorities designed present- 
 ing a grand exhibition of fireworks at the Battle Monument Square, 
 in honor of the visitors, attracted there one of the most immense out- 
 pourings of the people ever witnessed in Baltimore, a very large propor- 
 tion of whom were ladies. It had been previously arranged that sig- 
 nal rockets would be thrown up from Patterson's Park, Federal Hill, 
 and Lafayette, Franklin and Madison Squares. At eight o'clock, a 
 number of these were let off in the Square from Court House yard, 
 and although it was scarcely dark, they were seen from all parts of 
 the cit}', and soon tliereafter the avenues of approach to the square 
 were filled with continuous crowds of persons, eagerlj'^ wending their 
 way along, and helping to swell the great assemblage. So multitudinous 
 was the crowd that it was impossible for one to thread his way 
 through. It extended from Baltimore Street to Saratoga — three 
 blocks — whilst Lexington and Fayette Streets were also densely
 
 THE GRAND FIREWORKS AT BALTIMORE. 77 
 
 I^acked — all the buildings fronting upon the square were also crowded, 
 whilst the balconies of Barnum's Hotel and the Gilmor House gave 
 fine accommodations for the guests, if not to see all the display, at 
 least to view the crowd and listen to the music. In the balconies of 
 the latter establishment were placed Captain Mentor's cornet band, of 
 Cincinnati, and the Independent Blues' band, of Baltimore, which al- 
 ternately performed a large number of selections, comprising the 
 nati(mal airs, and other appropriate music. In the course of half an 
 hour, after the first rocket was fired, it was estimated that from fifteen 
 to twenty thousand persons were gathered mthin the square, whilst 
 the windows, doors and house-tops of the surrounding residences were 
 occupied by the inmates and others. Eligible positions were at a 
 premium, and apartments presenting a good view were sought after 
 and struggled for like the highest seats at a sensation concert. 
 
 Meanwhile the rockets continued to ascend in rapid succession, 
 and to a great altitude, bowing the heavens with a brilliancy which 
 put the stars to a temporary dimness, each eliciting from the crowd 
 of upturned faces a buzz of admiration as it shot upwaids through a 
 column of sparks, and disappeared with a faint report in the upper air. 
 A'olleys of Roman candles continued to discharge their pulps of flame, 
 whilst now and then a volcano would fling into the air its fountain of 
 fire-balls, and explode with a deep report, throwing a spray of fire 
 and distributing its balls of flame among the swa^-ing throngs, whose 
 faces suddenly lit up by the white light, exhibited the adniiration and 
 delight which pervaded them. 
 
 At a quarter past eight o'clock, all things being in readiness and 
 the crowd anxious, the first piece, a magic wheel, was set otf, under 
 the direction of John and Joseph Bond. The wheel (about three feet 
 in diameter) burst out in blue flame, and revolving in opposite direc- 
 tions, ended in a variety of strange and unexpected transformations. 
 This was exceedingly beautiful, and evidently prepared the crowd for 
 something better, as they cheered vociferously. 
 
 After music, and the discharge of a number of rockets and Roman 
 candles, the second piece, a Chinese sun, was ignited. This commenced 
 in a number of spangled points, and spinning with great rapidity, in a 
 moment revolved itself into a circle of stars in green and l)lue llame. 
 The spectators were left to contemplate for the space of a minute 
 nearly, when it dropped away, and the third representation, an Egyp- 
 tian Pyramid, followed. This began in a revolving wheel, and ended 
 in a conical flaming outUne of the pj'ramid, the summit of which wast-
 
 / 8 EXCURSION OF WESTERN AUTUORITIES TO THE EAST. 
 
 ed itself away in explosions, accompanied with loud reports. The 
 fourth display was a magic scroll, with circle revolving within circle, 
 exhibiting a complicity of invention which fully sustained the idea 
 conveyed by its appellation. The fifth representation was Saturn and 
 Satelhtes. The planet Saturn was represented in a ring of flame en- 
 circled by starry rosettes of fire. 
 
 The sixth representation was the grand feature of the evening 
 • — complimentary to the Western guests,— and concluded the exhibi- 
 tion. All at once, amid the ascension of rockets, the music of the 
 bands, and the cheering of thousands, the fuses were touched and the 
 words, 'Welcome St. Louis, Cincinnati, Chillicothe," sprung out of 
 darkness in sentences of fire, with a star at each extremity, whilst 
 above glowed a facsimile in fire of the honored battle-monument of 
 Baltimore, with the flaming words, "September 12, 1814." For a mo- 
 ment the thousands stood silent, contemplating the sentiments of 
 friendship and patriotism before them ; but as the scene began to fade 
 the cheering became tremendous, as though to prolong the sight. But 
 gradually the words of welcome to the cities died out with the letters, 
 and the monument of flame crumbled from its height, but only to en- 
 grave the sentiment of welcome on the thousands of hearts who wit- 
 nessed it, and to reveal the real monument in marble close upon the 
 scene of its representation in fire. 
 
 The immense throng then dispersed. No casualty of any descrip- 
 tion occurred. But one rocket discharged took a wrong direction, and 
 that struck harmlessly upon the roof of a dwelling in Lexingtop 
 Street. A ball of fire from a bomb entered the doorway of a dwelling 
 on the Square, and a child's clothing was set on fire in consequence. 
 
 After the dispersion of the main throng, an assembly numbering 
 nearly a thousand persons, stationed themselves in front of Barnum's 
 Hotel, and wanted some one to make a speech to them. Loud calls 
 were made for Governor Chase, of Ohio, who not responding, one or 
 two gentlemen present spoke briefly, when the audience retired. 
 During the remainder of the evening the Independent Blues' band 
 occupied one of the apartments at Barnum's Hotel, and j^erformed a 
 selection of pieces. 
 
 After the conclusion of the fireworks, a considerable number of 
 the guests, headed b)f several oflBcers of the Corporation of Baltimore 
 proceeded to the residences of Dr. Woodside and W. P. Smith, (officers 
 of the Baltimore and Ohio Railroad.) and of lion. Thomas Swann and 
 S. Owings Iloirman, as well as to other residences of prominent citi-
 
 SERENADES — SUNDAY FORT M'-IIENRY. 79 
 
 zens, and with the visiting bands, gave them handsome serenades. 
 At several places handsome collations were provided, and the visitors 
 doubtless soon felt them-elves as welcome and as agreeable as if they had 
 been in their own homes. This was a very happy feature of the visit. 
 On Sunday, nearly all the ladies, and a number of the gentlemen 
 composing the excursion party, attended Divine worship at the various 
 churches. At the special invitation of Captain Joseph P. Warner, of 
 the Baltimore City Guards, and Major Johannes, a number of the 
 guests visited the Brooklyn House, at Spring Gardens, when a most 
 agreeable day was spent — they partaking of a dinner of soft crabs and 
 tish prepared expressly for the occasion. Another party, principally 
 Chillicotheans, made a visit to the City Jail, accompanied by several 
 members of the City Council, and were hospitably received by Cap- 
 tain Thomas C. James, the gentlemanly warden, who kindly escorted 
 them through the old prison, and allowed them to inspect the work as 
 far as done on the splendid new building. After viewing all in this 
 locality, the company' returned to tlie residence of the Warden, where 
 a substantial dinner awaited them. 
 
 Shortly after nine o'clock on Monday morning, the delegation from 
 St. Louis marched from their quarters at Barnum's Hotel, headed by 
 their fine band, and being joined by the Cincinnatians, from the 
 Eutaw, the Chillicotheans, and the City Council of Baltimore, proceeded 
 to the steamer Lancaster, at Light Street Wharf. As soon as the party 
 were all on board, the boat cast loose and rapidly steamed off, show- 
 ing our W^estern visitors a harbor most excellently located, and sufB- 
 ciently commodious to float the half of the ships that bear our 
 country's Hag. A few minutes after ten o'clock, the Lancaster reached 
 the wharf at Fort ^IcHenrj-, and the five hundred passengers on board 
 of her disembarked as rapidly as possible. On landing, the party 
 found a large number of ladies and gentlemen, who had gone down in 
 carriages. Among them were Governor Chase, Colonels M'Millan and 
 Carrington, Mayor Swann, and others. The eminent American trage- 
 dian, Edwin Forrest, who happened to be in the city on his way to the 
 Virginia Springs, was also present, having been driven down by his friend, 
 William E. Bartlett, of Baltimore, in his private carriage. The visitors, 
 many of whom were ladies, accompanying the excursionists, were soon 
 dispersed throughout the fortification, all seeking the most eligible 
 situations from which they could view the expected drill of the United 
 States Flying Artillery. The ramparts presented quite a diflerent
 
 80 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 aspect from that prevailing at the time the Baltimore poet composed 
 " The Star-Spangled Banner." Then they bristled with the " dogs of 
 war," but on this happy occasion they also sparkled with the bright 
 eyes of hundreds of the fair ladies of the West, with a quota of Balti- 
 more beauty. Company K, of the First Regiment Light Artillery, 
 Lieutenants Gillan and Cooper, and Company A, of the Second Eegi- 
 ment Light Artillery, Lieutenants Lamed and Mullin, never appeared 
 to better advantage, and the able manner in which they performed the 
 many diflBcult evolutions was the theme of praise on each of the thou- 
 sand lips present. At one moment in one quarter of the field, and at 
 the next in another and distant one, all in regular order, was a move- 
 ment which must be seen to be appreciated. The firing was also most 
 capital, and the rapidity with which the pieces were unlimbered, load- 
 ed and discharged, again limbered, the men mounted, and galloped 
 off at full speed to a distant quarter, was sufficient to convince all 
 present of the efficiency of this important branch of our Army. 
 
 The parade lasted at least one hour and a half, and at its conclu- 
 sion, after the horses had been housed, the companies were escorted 
 from the parade-ground to the inner Fort by Mentor's celebrated 
 brass band. The sabre drill was then gone through with in the same 
 perfect manner that the other drill had been executed. 
 
 The visitors were highly delighted with the entire proceedings, and 
 left the Fort wharf with three cheers for the United States Light 
 Artillery. The drill of the troops was witnessed by nearly a thousand 
 spectators, and it would be a fair estimate to say that at least nine- 
 tenths of them had never seen any thing of the kind before. A large 
 number of those present were ladies, who appeared to enjoy the scene 
 amazingly. 
 
 At a quarter to twelve o'clock, tho Lancaster started from the 
 wharf at Fort McHenry for the new Fort Carroll, some five miles 
 lower down the Patapsco River towards the bay ; and after a fine run 
 down, and giving ample time for all on board to view the works there, 
 her head was turned towards the city, where all were safely landed 
 before two o'clock. As the boat rounded Fort Carroll, one of 
 the bands played " Hail, Columbia," and when she touched at Fort 
 ]\IcHenry, on her return, the band performed •' The Star Spangled 
 Banner." On leaving the Fort, cheer after cheer went up for the 
 United States Army, and its accomphshed officers, who, being on the 
 wharf, received the honors with heads uncovered. On the trip, both 
 up and down, the true Baltimore song of '• The Star-Spangled Banner,"
 
 INVITATIONS TO VISIT WASHINGTON AND MOUNT VERNON. 81 
 
 and other patriotic songs were sung, the choruses being swelled by 
 lusty voices from St. Louis, Chillicothe, Cincinnati and Baltimore. 
 
 The City Council Committee of Washington, accompanied by the 
 Committee of its citizens appointed in town meeting, reached Baltimore 
 on Monday morning to unite in the celebration, and to invite the 
 guests and Baltimore authorities to visit their city on Tuesday. The 
 programme for this was an unusually inviting one. The party was 
 expected to leave Baltimore by a special train about seven o'clock, and 
 arriving at Washington by half-past eight or nine, would be met and 
 welcomed, and then conveyed to the President's House, where they 
 would be received in the great east room by the President of the 
 United States and his entire cabinet. After leaving the Presidential 
 mansion, the company were to be taken to the Patent Office, Smithso- 
 nian Institute, and the Capitol, to view those structures. Thence, by 
 one or two o'clock, they would be put on board the steamer George 
 Washington for a visit to Mount Vernon, sixteen miles distant, to 
 view the tomb of the Father of his Country. On returning from Mount 
 Vernon, the guests would be further entertained by the people of Wash- 
 ington in a giand banquet at Carusi's Saloon, Avhich, with the other 
 features of the day, promised to reflect great credit upon the national 
 metropolis. 
 
 The Committee on the part of the citizens of AVashington was as 
 follows: Walter Lennox, J. C. McGuire, C. F. Stansbury, S. P. 
 Franklin, Joseph Bryan, Peter Hooe. Nicholas Callan, and Colonel 
 Irwin. The Committee of the Board of Aldermen were Messrs. Smith, 
 Riggs and Miller ; and of the Common Council, Messrs. Brown, Ed- 
 mondson, French and Hutchinson. 
 
 Among the courtesies so generously tendered the Western guests 
 during their stay in Baltimore, we ought not to omit the invitation 
 of the Northern Central Railroad Company, of which at the time the 
 Hon. John P. Kennedy was President, but who has since been suc- 
 ceeded by Zenus Barnum, one of the proprietors of the well-known 
 hotel at Baltimore. This invitation was tendered at the instance of 
 Robert M. Magraw, one of its oldest directors, and C. C. Adreon, its 
 intelligent superintendent, was active in putting it into effect. 
 
 The several delegations from the West also received invitations 
 from the Marietta and Cincinnati Railroad to use their road on 
 their return, and a large number of them availed themselves of the 
 invitation to view that new and important line.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER 711. 
 
 THE GRAND BANQUET AT THE MARYLAND INSTITUTE, BALTIMORE. 
 
 The grand banquet given by the citizens of Baltimore to their 
 Western friends, was the cuhninating feature of the hospitable and 
 friendly welcomings which their presence evoked. There was combined 
 to do honor to the occasion — 
 
 " The music, the banquet, and the wine. 
 The garlands, the rose odors, and the flowers, 
 The sparkling eyes, and flashing ornaments ; 
 All the delusions of such dizzy scenes — 
 Their false and true enchantment," 
 
 — and back of the animating accessories thus brought together to en- 
 liven, with their magnificent array, this social re-union of the East and 
 West, there was the strong feeling of fratei-nization, the prevailing sen- 
 timent that the assembly was not simply one of those occasions of 
 edacious and bibacious enjoyment which pass away, leaving no deeper 
 impress than their mere conviviality is capable of inspiring. The 
 " true enchantment " pervadingly felt was drawn from the hearts of 
 the participants, and found its most generous impulses in the genial 
 effervescence of a national and patriotic feeling. 
 
 The commodious saloon of the Maryland Institute is peculiarly 
 suited for the appropriate arrangement of a festal occasion, so huge 
 in proportions and imposing in display as this, and all its facilities had 
 been seized upon by the Connnittee-of Arrangements to make the tout 
 ensemble as perfect as possible. They had a right to congratulate 
 themselves in succeeding in this endeavor to a gratifying extent. The 
 decorations of the hall were profuse, appropriate, and in good taste.
 
 TUK APPEARANCE OF THE GREAT BANQUET HALL. 83 
 
 Above the rostrum, at the head of the hall, placed so as to attract the 
 eye immediately upon entering, was extended a decorated canvas, 
 bearing the insci-iption : 
 
 qOOOOOOOOOOOOOOOOOOOOOOOOOq 
 O '• A HEARTY WELCOME FROM BALTIMORE TO THE WEST." O 
 
 **oooooooooooooooooooooooooO 
 
 Immediately beneath, on a gorgeous banner of green silk, were em- 
 blazoned in gold two hands, clasped in the fervent grasp of friendship, 
 surrounded by evergreens and flowers. The balustrade of the galleries 
 was richly festooned with evergreens, interspersed with brilliant flow- 
 ers, edged with a drapery of red, white and blue, with miniature 
 American flags at appropriate intervals. In the centre of the Hall a 
 draped canop}^ of American flags was surmounted by the American 
 eagle, whilst throughout the saloon the general effect was sustained by 
 the disposition of brilliant and varied decorations. 
 
 These accessories served to bring into strong relief the arrange- 
 ment of the tables upon which the banquet was spread. At the head 
 of the Hall a cross-table, slightly raised, was placed, for the accommo- 
 dation of the presiding officers, and some of the more eminent guests. 
 From this, three long tables were placed, extending the entire length 
 of the Hall, and affording seats altogether for very nearly one thou- 
 sand guests. These tables, under the care of the experienced caterer 
 for the occasion, Mr. Wm. Guy, were abundantly laden with the 
 ciioicest provision, and most sumptuously furnished and decorated. 
 Rich china and glassware, magnificent bouquets of flowers, and splen- 
 did ornaments of confectionery, flashed and glittered in the brilliant 
 gaslight, and completed the enchantment of the scene, whilst giving 
 the abundant promise of gratifying the moi-e material tastes of the 
 participants. 
 
 The galleries were exclusively reserved — first, for the accommoda- 
 tion of the families of the excursionists, and then for the friends of the 
 Baltimore participators in the banquet. These were filled at an early 
 hour, and the presence of the fair occupants was one of the pleasing 
 incidents of the scene, provoking many a gallant reference from the 
 orators of the night, and also eliciting an interest that had a practical 
 exposition in the sight of bouquets, thrown with rapid dexterity into 
 the midst of a group of smiling faces. 
 
 The guests of the occasion assembled between six and seven o'clock, 
 and were received and welcomed in the fine Library rooms of the
 
 84 EXCURSION OF WESTERN AUTHORITIES TO THE EAST, 
 
 Hall. Soon after seven o'clock the main doors of the saloon were 
 thrown open, and the procession, headed by Mayor Swann, marched 
 in and took seats at the long extended tables, which, in the briefest 
 time, were completely occupied. Whilst these preliminary arrange- 
 ments were in progress, the Independent Blues' Band, of Baltimore, 
 advantageously posted, filled the Hall with delicious music. 
 
 Hon. Thomas Swann, Mayor of the city, presided, and was seated 
 at the elevated table at the southern end of the hall. He was assisted 
 by C. C. Jamieson, J. Hanson Thomas, John W. Garrett, Adam Den- 
 mead, B. A. Vickers, A. Schumacher, Hugh A. Cooper, and Robert 
 Clinton Wright, as Vice Presidents. His Excellency Gov. Chase, of 
 Ohio, was on the right of the Mayor, and Hon. Judge Pruden, of Cin- 
 cinnati, on his left. Occupying adjoining seats were Chauncy Brooks, 
 Gen. Columbus O'Donnell, with G. R. Taylor, representing the Mayor 
 of St. Louis ; Mr. Adams, jMayor of Chillicothe ; J. L. Smith, repre- 
 senting the Mayor of Washington ; Wm. Pinckney Whyte, Wm. J. 
 Albert and Hon. C. M. Keyser, of the Citizens' General Committee of 
 Arrangements. On the inside of this table were Col. Wm. McMillan 
 and Col. H. B. Carrington, aids to Gov. Chase ; Lieut. Mullen, U. S. 
 A., from Fort McHenry ; Hon. D. M. Barringer, late U. S. Minister to 
 Spain, John F. McJilton, President of the First Branch of the City 
 Council, J. B. Seidenstricker, President of the Second Branch, and 
 others. 
 
 At each of the tables extended down the hall, one of the Vice Pres- 
 idents named above, presided. The guests being seated, and welcomed 
 to the entertainment before them, the clatter of dishes, the ringing of 
 glasses, the busy motions and frequent calls upon the waiters, gave 
 audible token of the activity and zest with which it was enjoyed. The 
 '' proof of the pudding is in the eating," but as all our readers could not 
 have this pleasant demonstrative test of the sumptuous variety of the 
 feast with which Baltimore entertained her guests, we annex the bill 
 of fare for the occasion. It has a presumptive suggestiveness about it 
 of good things, edible and bibible, sufficient to appease even that class 
 of grumblers who 
 
 Criticise your meat, and analyze your wine, 
 And yet on plain mutton deign at home to dine. 
 
 BILL OF FARE. 
 
 Soups. 
 Green Turtle. Soup h la Julienne.
 
 BILL OF FARE AT THE BALTIMORE BANQUET. 86 
 
 Fish. 
 Boiled Salmon, Lobster Sauce. 
 Boileil Sheepshead, AVhite Sauce. 
 Striped Bass, Baked, Genoise Sauce. 
 Chesapeake Bay Mackerel, k la Maitre d'Hotel. 
 
 Relishes. 
 Worcestershire Sauce. French Mustard. Assorted Pickles. 
 
 Apple Sauce. Currant Jelly. Cucumbers. 
 
 Olives. Anchovy. 
 
 Boiled. 
 Ham. Lamb. Spring Chicken. 
 
 Entrees. 
 
 Filets de Boeuf, Madeira Wine Sauce. Mountain Oysters, Sauce Royale. 
 
 Petites Pates, h, la Heine. Beuder h la Richelieu, Tomato Sance. 
 
 Sweet Bread, Larded, Gardinere " Lamb Chops, Soubaise Sauce. 
 
 Fillets of Veal, Perageaux " Timbale de Macaroni, Milanaise. 
 
 Vol au Vent, k la Financier. Galantine de Poulets. 
 Young Chickens, Mai-yland Style. 
 
 Maryland Course. 
 
 Roast Saddle of Mountain Mutton, Currant Jelly Sauce. 
 
 Soft Crabs Fried, Butter and Parsley Sauce. 
 Soft Crabs, Broiled. Green Goose, Apple Sauce. 
 
 Hard Crabs, Deviled. Roast Ham, Champagne Sauce. 
 
 Summer Ducks, with Olives. 
 
 Vegetables. 
 Stewed Tomatoes. Baked Tomatoes. Green Peas. 
 
 Green Com. String Beans. Boiled Potatoes. 
 
 Boiled Beets. Cymlings. 
 
 Cold and Ornamental Dishes. 
 
 Ham on a Pedestal, decorated with Jelly. 
 
 Boned Turkey, on a Socle, French Style. 
 Poulets TruflFe, h. la Belle Vue. Salade de Poulets Historee. 
 
 Bceuf Sale, en Presse. Buffalo Tongues, Garnished with Jelly. 
 
 Lobster Salad, Mayonnaise. Sliced Tomatoes, h. la Harden. 
 
 Pate of Liver Jelly. Crab Salad, Baltimore Fashion. 
 
 Aspic d'Huitres. 
 
 Ornamented Pieces and Dessert. 
 
 Emblem of Commerce. Madeira Wine. 
 
 Ancient Cornucopia. Punch Cakos. 
 
 Corbeille Renaissance. Vanilla Ice Cream. 
 
 Corbeille Antique. Almond Ice Cream. 
 
 Pyramides la Amors. Strawberry Ice Cream. 
 
 Pyramide la Dolphin. Orange Ice Cream. 
 
 Nougat Casket. Raspberry Ice Cream. 
 
 Pyramides Dessert. Pine Apple Ice Cream. 
 
 Bisquit Glacee, au Cream Caisse. Caramel Ice Cream.
 
 86 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Charlotte Russe. Plumbier. 
 
 Maraschino. Bisquit Glacee au Chorolade. 
 
 Charlotte Russe (Lemon). Fancy Cakes. 
 
 Jelly Rum Maraschino. 
 
 Fruits and Flowers. 
 
 Water Melons. Apples. Oranges. Pine Apples. Pears. 
 
 Bananas. Apricots. Raspberries. 
 
 Pyramids. Bouquets and Baskets of Flowers, in every variety. 
 
 The activity of the onset had somewhat subsided, the clatter and 
 crash of crockery became intermittent, the popping of champagne-bot- 
 tles was reaching to a rapid fusilade, and the social feeling of the guests 
 was accumulating in a chorus of intermingling voices, when the pre- 
 siding oflBcer, Hon. Thomas Swann, called upon the large company to 
 receive and do honor to the first of the 
 
 REGULAR TOASTS. 
 
 1. Our Country, our whole Country, and nothing hut our Country — What 
 the political wisdom of our forefathers created by constitutional compact, their 
 sons have consolidated by the practical application of scientific discovery and 
 commercial enterprise. 
 
 Air — Hail Columbia. 
 
 Wm. Pinckney Whyte, of Baltimore, was called upon to respond 
 to this toast, and, rising amidst the cheering of the assembly, spoke as 
 follows : 
 
 I should have preferred, Mr. President, that the pleasing task of responding 
 to this toast should have been confided to abler hands ; but as you have called 
 upon me, I will not resist the impulse to reply to that sentiment, which has 
 already found an echo in every heart. 
 
 " God and my right" is inscribed on the banner of kings, but " God and 
 my whole coimtry " is the motto engraved on every true republican heart. [Ap- 
 plause.] It is this love of country, which nerves men to great and heroic 
 deeds of self-denial ; which makes them leave home, friends, family ties, and 
 go forth, baring their breasts to the bayonets of invading armies. It is this 
 love of country, that stands like a shield of steel to protect our constitution 
 from the assaults of internal foes. [Cheers.] 
 
 Nothing so much encourages this feeling as the happy union of the people 
 of different communities and commonwealths in festive gatherings like these. 
 
 Social intercourse is the corner-stone of good government. It kindles o-ener- 
 ous sentiments and strengthens mutual regard. The oftener citizens of the 
 several States and sections are brought together, the sooner will all asperities
 
 WM. PINCKNEY WHYTE RESPONDS TO THE FIRST TOAST. 87 
 
 be softened and all unkindness done away. This interchange of hospitality 
 makes us tnily feel we are members of one family, born to the same inherit- 
 ance of liberty, and protected in our rights by the same constitution. It 
 teaches us that the various States are but " many mansions " in one house — 
 the home of our fathers. It engenders a common love for each, and implants 
 in our hearts the resolution to maintain the welfare and the rights of every 
 portion of our Coufederacy. 
 
 It assures us that the " border ruffians " of the far West have but little 
 more reality in their existence than the phantom ship or the Flying Dutchman, 
 and the shriekers for freedom who are always bleeding (but never die !) for 
 Kansas, are as small in quantity as the prize-money to a seaman of an English 
 man-of-war after the officers have taken their share. You remember Jack's 
 reply, when asked how the prize-money was distributed. Oh ! said he, they 
 strain it through a ladder ; what falls to the ground belongs to the officers, 
 and what sticks to the rounds goes to the men. 
 
 **** **** 
 
 In that feeling, then, of common love, men of the West, we welcome you 
 here to-day! 
 
 Some of you, for the first time, look upon us and our homes. Here were 
 we bom, and here have we reared our household gods ! 
 
 To many of you are our names and lineage unknown, but to you all there is 
 a guarantee of friendship, in that our fathers shed their common blood to earn 
 for us the blessings we now share. [Applause.] 
 
 Some of you are returning to the place of your nativity and to the happy 
 memories which cluster round your " childhood's home." " Fidelity to the 
 home of your adoption finds no guarantee in a renegade desertion of that of 
 your birth," and there is no want of manliness in the tear which gathers in 
 your eye as you view your native hills, " the valley's changeful green," and 
 tread with filial reverence the sod upon your fathers' graves. 
 
 Under whatever circumstances you come, we give you a warm and heart- 
 felt welcome to our homes and our firesides. As we know each other better, 
 so will our bond of friendship be more enduring. 
 
 I know the value of such friendly visits. It was my privilege to enjoy a 
 similar opportunity on the recent railroad celebration, so pleasantly denomi- 
 nated the " Wedding of the waters of the Chesapeake with those of the great 
 West." Although present at the marriage ceremony, I cannot tell who was 
 the happy bride. I cannot say whether it was the blooming maiden, who 
 came leaping, like a thing of joy and beauty, from the mountain, and was 
 called Miss Souri, or whether it was the stately widow, who came majestically 
 and royally from the cold North, under the name of Mrs. Sippi. [Laughter.] 
 But this I do know, it was a brilliant wedding, and the sun shone brightly on 
 the bride ; and on the way to and from the wedding, we had a gloiiously
 
 05 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 "good time." [Renewed merriment.] The "Catawba" and "Missouri'* 
 flowed in torrents, like Niagara. It was served to us in bottles, it was given 
 to us in demijohns ; indeed, Mr. President, it was everywhere " lying about 
 loose." It was a great trial to resist that Catawba or that insinuating Missouri. 
 I saw a leader of a Total Abstinence Society, who declared he found no more 
 harm in it than in the " hard cider" of 1840. [Cheers and laughter.] 
 « ****** 
 
 That great railroad, too, extending its iron grasp from our own Patapsco 
 to the shore of the " Father of Waters," what a lesson did it teach us. I 
 learned from it what a powerful agent it is to republicanize a people. It 
 teaches man how, in his own individuality, in this country, he is lost sight of 
 in the mass. There the senator and humblest citizen sit together, and the 
 rich man enjoys no greater privileges than the poor emigrant by his side. 
 They travel alike, with no courier but the telegraph, and with no coat of arms 
 but a good character. It brings citizens of far distant sections close together, 
 and keeps alive those friendly feelings which absence too often wipes away. 
 We are under obligations to it for placing you among us this day, and in be- 
 half of Baltimore and its citizens, I desire to offer you a cordial welcome. 
 
 Men of the West, welcome ! Do you hail from Cincinnati, famed throughout 
 our land as the Queen City of the West ? Welcome ! Do you come from 
 Chillicothe, which, for a quarter of a century, has stood with its portals wide 
 open to receive the weary pilgrim on his jom'ney West ? Welcome ! Or do 
 you come from the city which La Clede founded on the shores of the Missis- 
 sippi ? We greet you ! 
 
 Women of the West ! (oh ! what would these men be without i/ou ?) we 
 welcome you ! 
 
 Music by the band. 
 
 ]\Ir. W byte's remarks were enthusiastically cheered throughout. 
 At the close, the Chair announced the second regular toast : 
 
 2. The Young West. — The finger of destiny points to it as the future Em- 
 pire of surpassing agricultural wealth, manufacturing production, commercial 
 energy, and poHtical power. May its wisdom and its patriotism, transcending 
 even these, continue to enrich our country's history, with imperishable exam- 
 ples of national grandeur, civil justice, and social happiness ! 
 
 Ain — Speed the Plough. 
 
 His excellency Gov. Chase, of Ohio, was called upon to respond to 
 this toast, and was received with rounds of applause. He said: 
 
 Mr. Prksident : — I am called upon to respond to a sentiment in comnien- 
 dalion of the young West. For what portion of our broad land am I ex-
 
 GOV. CHASE, OF OHIO, SPEAKS TO THE SECOXD TOAST. 89 
 
 pected to speak ? A hundred years ago there was no West at all. There was 
 a vast, unexplored, unknown tract, whicli extemled westward from the sum- 
 mit of the Alleghanies, no man could tell whither. But there were no set- 
 tlers. Beyond the mountain crest, in 1703, settlement was forbidden by the 
 British King. But the authority of royal edicts went down before the storm 
 of the Revolution, and it was then that the Genesis of the new-born institu- 
 tions of freedom called into being a West. It was a fair and lovely land, over 
 which the Alleghanies kept watch from the East, while the Mississippi, rushing 
 down from the region of Northern snows, guarded its western borders. 
 
 [At this point the Mayor desired the speaker to pause for a mo- 
 ment, on account of some confusion — arising out of the growing anima- 
 tion in that quarter — in the lower end of the immense hall, where it 
 was impossible to hear. After a brief delay he resumed.] 
 
 It is not very easy, Mr. Mayor, to speak to an assemblage of many hun- 
 dred gentlemen, gathered in one hall, upon an occasion like this. It is im- 
 possible for anybody to make himself heard throughout the vast extent of this 
 room, and it would be unreasonable to expect of men, whose hearts are set all 
 a-glow by Baltimore hospitality, and who cannot possibly hear what is said at 
 this end of the hall, that they should keej) very silent at the other end. I am 
 not at all surprised that they should prefer a little talking among themselves, 
 to trying to listen to what they cannot hear. And, surrounded as they are on 
 every side by so much grace and loveliness, who can wonder that they are 
 even a little more than joyful to night. [Applause.] 
 
 And indeed, Mr. Mayor, it hardly seems necessary that I should make any 
 elaborate speech for the Young West, when you have all around you so many 
 of her sons, drawn, by your invitation, from their homes to your hospitable 
 board. From the shores of the Father of Waters, from the borders of the 
 beautiful Ohio, from the valley of the gentle Scioto, they have come at your 
 summons, and they find that the warmth of Baltimore hearts is only surjjassed 
 by the warmth of a Baltimore sun. [Applause.] They greet you, JMr. Mayor, 
 with glad and grateful hearts, filled with sincere and earnest aspirations that 
 the City of Baltimore, which has already achieved for herself such splendid 
 distinctions, may go on from strength to strength, and from conquest to con- 
 quest, until she shall have fully realized the most glowing anticipations which 
 even your zeal for her interests has ever indulged. More than that, what lover 
 of Baltimore can wish ? 
 
 The men of the West, Mr. Mayor, come to you, we trust, with hearts as 
 warm and as loyal as your own. We love, indeed, with special devotion, the 
 great States whose children, by birth or adoption, we are ; but we should bo 
 ashamed of ourselves if ignobly conscious that the circle of our affections em- 
 braced any thing less than our country and our whole country. We shovdd be
 
 90 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 ashamed to accept your hospitalities if we cotdd not pledge ourselves to up- 
 hold and defend, with you and with equal zeal, now and evermore, Right, 
 Justice, and Union. [Cheers and applause.] Sir, in that great central valley 
 from which we come, there are no disloyal hearts. From the mountains 
 which, from its eastern horder, look down upon the Atlantic, to that far off 
 rano-e whose snowy summits are reflected from the tranquil waters of the Pa- 
 cific, there beats, I trust, no heart — and I trust there never will heat a heart — 
 disloyal to this glorious Union. [Renewed applause.] In devotion to the 
 Union we do not mean to let anybody go beyond us. Our Kentucky neighbors 
 are in the habit of boasting that they have the fastest horses, the fleetest dogs, 
 and the fairest women in the world. We in Ohio are not quite so apt to vannt, 
 but you will forgive me, Mr. Mayor, if, catching something of that spirit, I 
 aflinn that love of the Union is nowhere more earnest or more ardent than in 
 the hearts of our people. [Cheers and hearty applause.] 
 
 And now, sir, permit me, in behalf of these young men of the ^Yest, and 
 ih behalf of the men of the West not quite so young, whom your invitation 
 has drawn hither, to return to you, and to the city of Baltimore, our heartfelt 
 acknowledgments for your kind and cordial welcome. We shall take the vivid 
 sense of it home with us, and rejoice in the remembrance of it for years to 
 come. And, though we cannot hope to match your matchless hospitality, we 
 shall not be satisfied until, with hearts warm as your own, and \vith as cordial 
 grasps of friendly hands, we can reciprocate your welcome in our western 
 homes. [Applause and cheers.] 
 
 I will detain you no longer, Mr. Mayor. I have heard of a good old Con- 
 necticut minister who said that sometimes, he was ashamed to say, he had 
 done some very wrong things, and at other times, he was sorry to say, he had 
 done some very foolish things ; " but," said he, " I am very grateful, brethren, 
 that I was never left to do a long thing." Permit me, therefore, that I may 
 not be " left to do a long thing," to close here by expressing the feelings of 
 my own heart, and of all the western hearts around me, in this sentiment : 
 
 The City of Baltimore. — Generous in ho.spitality, energetic in enterprises, 
 great in achievement ; the young West welcomes the embrace of her iron arms. 
 [Prolonged cheers and applause ] 
 
 The President announced the third regular toast, as follows : 
 
 3. Charles Carroll, of Carrollton. — The last survivor of the Signers of the 
 Declaration of Independence, and who, on the 4th of July, 1828, laid the 
 foundation stone of the Baltimore and Ohio Railroad. 
 
 " True honor comes, a pilgrim gray, 
 To deck tho turf that wraps his clay." 
 
 AxR—Oft. in the Stilly Night.
 
 JOHN W. GARRETT RESPONSE TO THE THIRD TOAST. 91 
 
 Mayor Swann called upon .To?in ^Y. Garrett, of Baltimore, one of 
 the Directors of the Baltimore and Ohio Railroad, who responded : 
 
 I regret, Mr. President, tliat the privilege of casting anew laurels upon the 
 grave of Charles Carroll, of Carrollton, has not been confided to abler hands ; 
 but, sir, if perfect veneration for his patriotism and high appreciation of his 
 services, in the last great act of his life, in inaugurating the magnificent en- 
 terprise which has assured the destiny of our city, afford any title, I may not 
 refuse my humble tribute to his memory. 
 
 On the 4th of July, 1828, amid the imposing ceremonies and demonstra- 
 tions of interest manifested by every class of the citizens of Baltimore, of 
 Maryland, and the surrounding States, after ninety-one winters had silvered 
 his head, and he alone remained, the solitary survivor of the 56 immortal 
 signers of the Declaration of Independence, that illustrious man then declared, 
 through the orator of that day, whilst "in the full possession of his powers, 
 with his feelings and affections still buoyant and warm," " that the proudest act 
 of his life, and the most important one in its consequences to his country, 
 was the signature of Independence — the next the laying of the first stone of 
 the work, which was to perpetuate the Union of the American States, to make 
 the East and West as one household in the facilities of intercourse and the 
 feelings of mutual afifectiou." 
 
 At that period, sir, the great idea of the railroad was in its infancy. But 
 one charter then existed in Europe, granted in 1826, for the construction of 
 the Liverpool and Manchester Railway. The charter of the Baltimore and 
 Ohio Railroad was obtained in 1827. 
 
 All honor, then, to the comprehensive minds, to the sagacious and distin- 
 guished men, who originated and commenced the magnificent enterprise of con- 
 necting the waters of the Chesapeake and the Ohio, and who pressed forward 
 the Baltimore and Ohio Railroad, the splendid pioneer in the great system of 
 American Railways. 
 
 The prophetic inspiration of Charles Carroll, of Carrollton, has been realized. 
 During the past year more than 600,000 passengers and nearly one million tons 
 of freight, have been transported on this great highway, and we find its reve- 
 nue for that period $830,000 in excess of the entire original capital of the 
 company, which was but four millions dollars. 
 
 Foresight, enterprise and energy have distinguished the leading adminis- 
 trations of this company. F"or twenty nine years, without a single exception, 
 its affairs have been administered with singular and uniform integrity and 
 honor ; and now, with 230 locomotives and 4,000 cars, it presents a greater 
 equipment than any other road of the Union — a large portion of second track, 
 a double line of magnetic telegraph, a most substantial and superior road, and 
 a capacity for a large increase of its already immense business.
 
 92 EXCURSION OF WKSTERN AUTHORITIES TO THE EAST. 
 
 Mr. President, the natural position of Baltimore is a most favorable one. 
 Situated on the western borders of the noble Chesapeake, where the salt 
 waves of the Atlantic almost lave the feet of the Alleghanies, it is thus nearer 
 the great centres of western commerce, and the mighty valleys of the Ohio 
 and the Mississippi, than our rival sister cities of the North. We required but 
 the foresight and indomitable perseverance of those who have so wisely planned 
 and executed our iron routes to command success. [Applause.] 
 
 We have stretched our arm in the South to Parkersburg, thus oflPering fa- 
 cilities and economy of river transportation, so desirable as undoubtedly to at- 
 tract an important portion of traffic, that has heretofore sought the seaboard 
 markets by way of New Orleans. And through this branch also the union 
 has been accomplished with the Marietta and Cincinnati Road, thus perfecting 
 the American Central Line. By the northern arm we have still another and 
 most desirable route, which may be properly styled the Line of the Capitals. 
 Grasping at our side the brilliant and progressive National Metropolis and our 
 own revered Annapolis — the seat of classic and eloquent memoiues, and still, 
 as of yore, of cordial and elegant hospitalities — thence Westward by our wel- 
 come tributary and connection, the Central Ohio Road, to Columbus, whose 
 magnificent government buildings indicate the wealth and greatness of the 
 mighty State of Ohio. While it has important brandies here, north to the 
 Lakes and south to Cincinnati, it progresses still directly onward to the seat of 
 government of Indiana. And this, sir, is not only the line of the capitals, but, 
 as I feel assured our guests who have passed over it will endorse, a most capi- 
 tal line. [Applause.] 
 
 We have here, sir, noble contestants for the palm of enterprise, energy, 
 and public spirit. Distinguished representatives from the communities of Cliil- 
 licothe, of Zanesville, of Columbus, of Cincinnati, and last but not least, of 
 St. Louis. Each, in its degree, has accomplished miracles, aud our highest 
 claim is only fraternity and equality. [Applause.] 
 
 By the great achievements of these communities we are linked in iron 
 bands from the Chesapeake to the Mississippi. By their aid the great South- 
 ern path is open between these distant points, directly and reliably, and com- 
 paratively free from the fierce rigors of northern winters. 
 
 Sir, I have detained you too long — but I must be pardoned to add that if 
 there be degrees of beatitude in Heaven, and soids there are sensible of pro- 
 gress and happiness here, — this festive scene, embalmed by the cordial brother- 
 hood and friendly greetings of citizens from many States, and from a terri- 
 tory of more than 1,000 miles in extent, graced by this galaxy of the lovely 
 and amiable from the West, intermingling with the sweet sisterhood of our 
 hearts and homes, — if there be such sensations there — at this delightful 
 fruition of his words of Faith and Hope, in friendship, patriotism, harmony 
 and the promotion of mutual interests, surely we may imagine an additional
 
 CniLIilCOTHE SPEAKS THROUGH WM. E. GILMORE. 93 
 
 throb of joy to the heart of Charles Carroll, of Carrollton, even in the Spirit 
 Land. 
 
 This very practical and earnest speech was well received. 
 
 The next toast was : 
 
 i. The City of Chillicothe. — May the facilities of present intercourse 
 strengthen the bonds that joined us in ancient amity, ere " Young America," 
 irreverently faster than his father, began to " ride us on a rail." 
 
 AiK — Few Days. 
 
 Wm. E. Gilmore, of Chillicothe. responded as follows: 
 Gentlemen of the city of Baltimore : In behalf of our ISIayor, who feels 
 that his lungs are not sufficient to make himself heard in this vast hall, I am 
 unexpectedly called upon to respond to the toast which has just been read, in 
 regard to my native city. It is with fear that I trust myself to speak here, 
 and give utterance to the thoughts which arise in my mind, in view of the 
 beatiful excursion and magnificent entertainment with which you of Baltimore 
 have treated us of the West. [Applause.] 
 
 I have fears that the expressions of my mind might savor of childish en- 
 thusiam if I permitted myself to respond as my thoughts present themselves. 
 And yet, why should I not be enthusiastic upon an occasion like this? We of 
 Chillicothe have come 500 miles by rail to the city of Baltimore. We have 
 come over a road more wonderful in its accomplishment than the road built by 
 Napoleon across the Alps. The mighty Alleghanies with their peaks have 
 passed in review before us, as it were by magic, or as the army of an emperor 
 might pass in view before him. We thought as we came along of the mighty 
 intellect that first conceived the road, of the wondrous energy that executed 
 it, and why should wc not be enthusiastic? And above all, in this fair city 
 of Baltimore, with these warm and hearty greetings with which we have beea 
 met, not as strangers from distant lands — but as brothers — why should we not 
 be enthusiastic ? Under circumatances such as surround me here, it would 
 be folly indeed for me to attempt to speak at any length, and it would be 
 equally in bad taste. I will only add to what I have said, that we of Chilli- 
 cothe will remember this kind greeting — will remember all these things at- 
 tending this excursion, and record them in our hearts upon leaves to which we 
 will turn every day and read with affectionate regard. [Applause and cheers.] 
 
 Mr. Gilmore was higlily complimented for his beautiful remarks. 
 The President announced as the next regular toast : 
 
 5. The City of Cincinnati. Her lap teeming with varied manufactures, and 
 the rich productions of mechanical skill, art and commerce ; she well becomes 
 the coronet that graces her queenly brow. 
 
 Air — Prima Donna Waltz.
 
 94 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Judge Hart, of Cincinnati, responded to this toast as follows : 
 
 Mr. Presidext: — There is confined in one of the Western Lunatic Asyhims 
 a man who is laboring under the dehisiou that the original seat of Paradise 
 was not in Asia, hut upon the farm ■where he was raised, through which flows 
 a stream called Goose Creek. [Laughter.] Now it is charged against the 
 people of Cincinnati that we labor under a delusion not unlike that of our 
 Goose Creek friend. It is said that we believe that the sun, the bright old 
 sun, does not rise in the east, but in Cincinnati, and there he retires to his rest. 
 And to judge of our State pride by our city pride, we plead guilty of it, but 
 claim that our fancy in this respect was confined within the limits that are 
 reasonable and pardonable. 
 
 An occasional display of tliis fancy we know that the people of Baltimore 
 can forget and forgive, for it has been my pleasure to know many men in the 
 West, born and reared in Baltimore, and I never yet have known one of them 
 whose face did not flush deeper, and whose heart did not beat quicker, when 
 an allusion was made to the city of his birth. [Applause and cheers ] In the 
 proudest days of the Roman republic, the exclamation, " I am a Roman citi- 
 zen," was never uttered with that proud emphasis that I have heard from the 
 lips of a child of Baltimore, as he said, " I am a Baltitnorean." [Applause.] 
 
 Baltimoreans, you have many and various causes for self-congratulation. 
 Your prosperity has kept pace with the pliysieal developments of this favored 
 land, and that prosperity rests upon a sure and solid foimdation. But there clus- 
 ters around the name of Baltimore a prouder glory derived from the pages of 
 history, which gives you a just riglit to exult, and which ought properly- to 
 inspire you with the noblest sentiments of pride. The names of your ances- 
 tors are linked with events in our history to which we all ascribe the greatness 
 and glory of our common country. The shackles of religious intolerance were 
 shaken off upon the soil of Maryland, and the doctrine of religious liberty was 
 here maintained and upheld, and that e\ery man had an indisputable right to 
 worship Almighty God according to the dictates of his own conscience, was first 
 proclaimed in Maryland. [Cheers and applause.] Your antecedents are 
 linked indissolubly and gloriously with the events of the American Revolution, 
 and in those other brilliant achievements of the second war of independence, 
 which you have commemorated in monumental stone. [Renewed applause.] 
 
 But, Baltimoreans, I want you to remember that Cincinnati, too, has a his- 
 tory to which we proudly point, and which we say ought to challenge the wonder 
 and the admiration of the world. You know, Mr. President, that within the 
 memory of men and women still living, the place now occupied by the city of 
 Cincinnati was thp abode of the Indian and the wild bea.sts of the forest. It 
 is not long since that but a few cottages were the only signs of civilization in 
 that vast and extended wilderness that stretched from the Alleghany to the
 
 CIN'CIXNATI TOASTED, AND JUDGE HART RESPONDS. 95 
 
 Rocky Mountains. And yet, within a single lifetime, from a few log-cabins you 
 have seen grow up a city containing over 200,000 souls. Is not that, in itself, 
 a ^^yJnderful creation .' And what manner of men and women were they who 
 have built up a city like that from such a small beginning ? They were brave 
 and nolile-hearted, and we of Cincinnati are as proud of their achievements 
 and their memories as you of Baltimore are of the bright galaxy of names 
 which are inscribed upon your many noble monuments. [Applause ] 
 
 But I do not desire to speak of Cincinnati altogether as she was fifty years 
 ago. I desire to speak of Cincinnati as she is now. She is not now a mere 
 cluster of log-cabins, whose smoke only indicates to the emigrant that there 
 was a clearing or a settlement in the far wilderness. She is now the centre of 
 civilization and the gate of commerce and trade of a vast region of country. 
 Her present commercial and manufacturing facilities are daily creating new 
 elements of power and wealth ; and let me say to you, Baltimoreans — let me 
 whisper it privately in your ears — that we of Cincinnati are your natural allies 
 in trade and commerce. [Applause and cheers.] 
 
 And aside from our commercial and manufacturing wealth, there is another 
 thing I would speak of for a moment. We have a system of common schools 
 which is the pride of the West. [Renewed and prolonged applause.] It has 
 attained that degree of merit, that even men of wealth turn aside from the 
 private schools, and commit to their public institutions the education of their 
 sons and daughters. We have, too, a fire department, which, in its appoint- 
 ment and in its execution, exceeds any thing in the known world. [Applause 
 and cheers.] I ought not omit a reference to the progress which we have made 
 in the fine arts. 
 
 But I will not detain you with any more remarks upon this .subject. Nor 
 will I detain you with a reference to the parks and puljlic buildings of Cincin- 
 nati. But I cannot close without presenting to you, and through you to the people 
 of Baltimore, in behalf of the Cinciunatians who are assembled around me here, 
 our sincere thanks for the kind hospitalities which you have tendered to us, 
 and to express the hope that we shall have the opportunity at no distant day 
 to reciprocate them, [Applause and repeated cheers.] 
 
 Mr. Swann asked the company to fill up for another bumper : 
 6. The City of St. Louis. Fair daughter of the Father of Waters. Joy- 
 ously do we celebrate the nuptials of the beauteous bride, whom our twenty- 
 nine years of wooing have won. 
 AiK — Marseillaise Hymn. 
 
 Mr. Charles A. Drake, of St. Louis, responded as follows : 
 !Me. Presidext, ani> Friends of the Montoientai^ City : — The honora- 
 ble duty of responding, on behalf of your guests from the far distant city of 
 St. Louis, to the sentiment just given, has been devolved by them on mo.
 
 96 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Well were it for their representative, if, with hand on heart, and with head 
 lowly bowed, he could be permitted silently to offer you the grateful homage 
 which swells all our hearts, and impedes that utterance which, however and by 
 whomsoever given, could not rise to the height of what we have felt since v.e 
 became your honored guests, and what we feel most deeply now, in this hour of 
 your munificent and triumphant hospitahty. Well would it be for him, if, in 
 the midst of those who have been famiUar with the oratory of a Pinckney, a 
 Wirt, a McMahon, and others whose names and eloquence illustrate your city, 
 he could be spared a contrast which nothing less than a call of imperious duty 
 could impel him to brave. But this is not the hour for silence. We are here 
 to open the floodgates of thought and feeling, and to speak with tongne, and 
 eye, and hand — each heart bearing to every other its grateful offering of fra- 
 ternal courtesy and regard, and taking from every other a sure return from its 
 exliaustless treasury. To you, our hosts, however, is due the first expression 
 of our feelings ; and to you, on behalf of St. Louis and her citizens here assem- 
 bled, I offer thanks, warm thanks — thanks with our hearts all in them : take 
 them, I pray you — they are all we have to give. [Great applause.] 
 
 The events of the past few days, reaching their most befitting consumma- 
 tion in this scene of unsurpassed elegance, may seem to the superficial observer 
 to be merely the overflowing of a generous hospitality ; but to the calm and 
 philosophical inquirer they are full of a higher and more enduring meaning. 
 They impress upon the face of history the character of the age and country in 
 which we live. The Old World will read of them as something new and 
 strange, and will wake up to the consciousness that Time, which, with them, 
 is old and decrepit, and in his slumberous senility evolves little which is 
 allowed to reach and move the popular heart, is liere young and powerful and 
 cheerful, and ever and anon, in his rapid flight, throws off from his resplendent 
 wings events which startle and delight for the moment, only to prepare the 
 way for others still more animating, remarkable, and impressive. The simple 
 fact that we have, upon an invitation only a few days old, traversed a thousand 
 miles of distance to take you by the hand and to accept your hospitality ; that 
 we have come from the farther shore of our great river to meet you here by 
 the waters of the beautiful Chesapeake ; that in doing so wc have traversed 
 the entire width of three great States, which were not States when the Nine- 
 teenth Century was ushered into existence, but whose inhabitants are now 
 numbered by millions ; that all that distance has, as it were, vanished from 
 under our feet, as the iron-clad and steam-breathing coursers swept with un- 
 flagging power over the trembling earth ; that from the moment of farewell 
 to the queenly home we left, till that of our welcome to the almost regal hos- 
 pitality of our scarcely less than home in your midst, we neither saw nor 
 heard of custom-house, or troops, or officials jealous of our passage, nor required 
 passport other than tliat which lieart gives to heart ; that each particular foot and
 
 CHARLES A. DRAKE SPEAKS FOR ST. LOUIS. 97 
 
 inch of the way hiy through a land where freedom and republican institutions 
 slied their united effulgence down upon a happy people, all speaking one tongue, 
 all glorying in one national name, all instinct with one patriotism, all emulous 
 to excel in devotion to one and the same country ; that these things can now 
 be seen, and written, and spoken of — what is it but opening a new pao^e in 
 history? Where, when, by whom was its like ever before written, except 
 concerning your recent excursion to our own St. Louis ? Where else than in 
 this land can its like ever be written? And for what pi'ice that earth could 
 offer would we this daj^ barter away that page and its new and resplendent 
 glory? [Loud and long continued applause.] 
 
 We come to celebrate a nuptial feast ! The lord of the Chesapeake weds 
 the fair daughter of the Father of Waters ! Long has he wooed — at last he 
 has won her. Started on his journey toward her by a hand trembling with 
 age, but which, in its youth, was immortalized by another and a nobler work,* 
 the lord went forth to seek beneath the setting sun the daughter of Missouri. 
 Slowly, with discouragement, difficulty, doubt, and fatigue, but ever with 
 hopeful heart, and patient endurance, and iron will, he wends his way over 
 hill and mountain and valley; now ascending peak after peak; now de- 
 scending slopes of rugged grandeur ; now rushing on the verge of precipices 
 overlooking an Alpine world ; now leaping yawning chasms at a bound ; now 
 cutting through embattled rocks, where nature had enthroned herself from crea- 
 tion's natal hour ; ever battling, but never baffled ; delayed, but not dismayed ; 
 shouting forth his cheerful song to echoes whose long slumbers had been waked 
 only by the rolling voice of the clouds ; onward, and ever onward he moved, 
 till a generation had passed away, and then, with a new generation to witness 
 the august nuptials, he clasps his willing bride in his embrace, and binds 
 the union with an iron knot, which the Ahnighty may cut asunder, but man 
 can never. Joyfully this day do we join hand and heart in celebrating with 
 you these glorious espousals. Henceforth you and we are no longer only 
 friends — we are brothers. May confusion seize the ruthless hand that would 
 ever put aught but brotherly love between you and us. [Applause.] 
 
 But, my friends, leaving the figurative, and descending to the substantial 
 realities which belong to the present circumstances, what shall we, your guests, 
 say — nay, what can we say tliat would not be trite and tame — concerning the 
 great road which has, after so long a time, and through so many delays, and 
 apparently almost insurmountable trials, and at such a vast expense, been 
 built ? Should we say that you have, in it, constructed your own noblest and 
 most enduring monument —that has been often said before. Should we say 
 that it is a great bond of union among the States of this confederacy — however 
 
 * The foundation stone of the Baltimore and Ohio Railroad was laid on the 4th of July, 
 1S2S, by Charles Cakeoll, of CijrrolUon, the last survivor of the Signers of the DecIaraT 
 tion of Independence.
 
 98 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 glorious may be the trath, and however it may deserve to be repeated and 
 cherished, it has yet been said a thousand times. Should we say that along 
 this vast iron artery which you have laid, commerce is to pursue her 
 beneficent way for untold years to come, dispensing countless blessings to 
 future generations, and glorifying, while it exists, the names of its founders, and 
 of the noble city whose name it bears, and of your dearly beloved State, we 
 should but weary you with the repetition of a truth which has been spoken 
 and written unnumbered times. But when we say that you have done a work 
 which gave a new impulse to ci%alization, which belongs in its results to the 
 world, and wliose benefits are not to be confined to this or that people, but are 
 to be felt directly or remotely by all nations with whom we as a people have 
 intercourse — we but express the conviction thrvt forced itself upon us as we 
 looked for the first time upon your gigantic and now completed enterprise. 
 
 Wc confess that the interest with which we started on our route from the 
 Ohio River to your city, soon deepened into admiration, and that, in its turn, 
 became awe, as the reality forced itself upon us, that you had, for all practical 
 purposes of transit, obliterated the Alleghanies from the map of our country. 
 They are there as ever, but they are no longer there as an obstacle, a hindrance, 
 a barrier. Their Altamont, 2,700 feet above the sea, is practically now no 
 higher than a prairie village on the banks of the Wabash or the Illinois.* 
 You have, as it were, with a huge claymore, riven the back-bone of the eastern 
 portion of our continent asunder, that your iron steeds may rush and snort 
 throngh the open, but not bleeding, gash. It is a mighty achievement, before 
 which all others of a similar kind must be regarded as comparatively insignifi- 
 cant. History will ask — we would ask now — from whose brain leaped forth 
 the thought of this mighty work ? Upon whose name is destined to rest the 
 fadeless glory of its origin ? We know not ; but whoever he is or was, what 
 patriot would exchange the honor this work does him for a conqueror's laurels 
 or a kingly diadem ? If he be not known, seek him out, and record his name 
 now, while his contemporaries live, and leave it not to be buried beneatli the 
 falling leaves of an age that soon must pass away. Be grateful to at least 
 one benefactor of the human race !f [Long-continued applause.] 
 
 We should lose the great lesson which this, your work, should teach us, if 
 we failed to inquire and note the characteristics of your people which led to its 
 construction. As there never was before such an achievement ; as it stands, 
 and must stand out forever, not only the pioneer in this land, but without 
 peer in a.nj land; as its creation required an exhibition of man's power, such 
 as he had not put forth in all previous time ; it concerns us to inquire how, 
 
 * Altamont is the highest point on the mountains reached by the Baltimore and Ohio 
 Railroad. See page — of tlie flrst part of this volume. 
 
 t Itofer to page — of the History of the Baltimore and Ohio Road, in this volume, 
 which Mr. Drake had not read, or he would have acknowledged Philip E. Thomas as the 
 " benefactor."
 
 MR. DRAKE SPEAKS OF THE BALTIMORE AND OHIO RAILROAD. 99 
 
 and through what channels, this power was exerted. It was by concentration, 
 action, and transformation. Concentration of thought, purpose, will, means, 
 and men — not futile and impotent, but quick with life, and taking shape in 
 action, and that action tending, not to rebuild and perpetuate the old and 
 decayed, nor to hem in what is, so that it should never be aught else, but to 
 transform it into something better, and in the transformation to make it give 
 forth new qualities, and put forth new and more exquisite beauties. It is only 
 as a people thus develop their powers, that they march in the way of im- 
 provement to the goal of a substantial glory. All honor to Maryland and her 
 citizens, for this illustrious example of what concentrated, transforming action 
 can accomplish! [Great applause.] 
 
 Time's contrasts are powerful but humbling teachers. We build at vast 
 expense, in one generation, what comes in the next to degradation, if not con- 
 tempt. We suppose the achievement of to-day wiU be regarded with wonder 
 in years to come, and lo, to-morrow almost, it is withered, beneath the blaze 
 of some more brilliant exploit. A mighty government performs a work too 
 great for individual power, and soon individual power surpasses all that govern- 
 ment wrought out. These thoughts intruded upon the mind as I read in an 
 advertisement, that the Baltimore and Ohio Railroad " is located nearly upon the 
 line of the old National Road." The old National Road ! What a place in our 
 history does that old road occupy ! What an interest would its legislative his- 
 tory not have to political antiquarians ! How many politicians has it not, in 
 years gone by, made and unmade ! Who can estimate the good it did in the 
 day of its usefulness ? .And who shall say that that monument which was 
 erected by its margin to the then living and glorious but now departed — but in 
 our hearts not the less living and glorious — statesman of Ashland, was not 
 worthily erected, because already that great structure is sinking from view 
 beneath the green carpet which time spreads over the graves of all men and 
 things ? Great as it was in its conception and execution for the period in 
 which it was called into existence, it lies before us now, presenting one of 
 time's most striking contrasts, rebuking man's self-sufficiency and pride, and 
 pointing ever to that mightier work which you of Maryland have accomplished, 
 and over which, with you, we this day rejoice. Was it not this old National 
 Road which was in the poetic fancy of our American artist-poet, when he sang 
 in tuneful numbers the i-eqiiiem of the Deserted Road? 
 
 "Ancient highway, thou art vanquished; 
 The usurper of the vale 
 Rolls in fiery, iron rattle, 
 Exultations on the gale. 
 
 "Thou art vanquished and neglceted ; 
 But the good which thou hast done. 
 Though by man it be forgotten, 
 Shall be deathless as the sun."
 
 100 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 But where would the mind repose, if we followed the streams of thought 
 which spring forth, as we yield ourselves up to the contemplation of your 
 great work, and the fame with which it has crowned your city and your State ? 
 Were these festivities prolonged beyond the hours of the passing day, and 
 every moment devoted to the rapid enunciation of those thoughts, time would 
 yet be wanting to utter the half that might be told. We would speak, too, of 
 the consecrated dust which sleeps beneath the storied marble that daily meets 
 your eyes ; we would refer more fully to your illustrious dead and your scarcely 
 less illustrious living ; we would rejoice to dwell on much of all that makes 
 Maryland the beloved and cherished Mary of our national family ; but the 
 voice of the bride must not now be heard too long in the halls of the bride- 
 groom. [Hearty applause.] 
 
 Here, however, in sight of the noble structure erected by your State to the 
 Father of his Country ; in the region of his exploits ; with the city near by 
 which bears his august name ; with soil all around you consecrated by the 
 blood of our common ancestors ; here, this day, before the world — ay, and 
 before angels and Heaven itself — we adjure you to bind yourselves to us and to 
 all who share our lineage, our country, and our hopes, to preserve, protect, and 
 defend, with lives, with fortunes, and with sacred honor, the Union of these 
 States, now, hereafter, and forever. This there is time to say —this there were 
 time to say though death were at the door — this we of St. Louis will say, till 
 the last drop of our mighty river is lost in its green ocean grave. 
 
 After the hearty applause following this speech, the next toast was 
 read: 
 
 7. The Prosperity of the Great West. — The rainbow which the city of Balti- 
 more rejoices to behold. 
 
 " In it she sees tlio joys of coming years, 
 Before whose heavenly hues all darkness disappears." 
 
 Air — Swift as the Flask. 
 
 Dr. H. "Willis Baxley, of Baltimore, being called on to respond, 
 spoke as follows : 
 
 I regret that the absence of another has devolved upon me the task of 
 replying to this toast. But the sentiment it announces is the sentiment of 
 Baltimore, and as such should not fail of public endorsement by one of 
 her sons. True, there are circumstances which should absolve me, person- 
 ally, from this duty; but the obligation of hospitality, at all times, and in all 
 places, one of religion, requires that this sentiment, especially, should not pass 
 as if indifferently entertained. As a member of the committee who presented 
 it, and one often and most flatteringly distinguished by western kindness, I 
 will say, that sincerely do our fellow-citizens rejoice in the prosperity of the 
 Great West. Nor does that joy flow merely from selfish into ests promoted 
 thereby, through the great central channel, the Baltimore and Ohio Railroud,
 
 DR. BAXLEY UPON THE PROSPERITY OF THE WEST. 101 
 
 justly considered the direct and main arterial trunk, arising from the agricultural 
 heart of the North American Continent, the geographical centre of the Missis- 
 sippi Valley. It is so natural in contemplating good fortune, to indulge in self- 
 gratulation, that we would not seem to imply, much less profess indifference to 
 ours, by failing to recognize and acknowledge the great advantages which must 
 come directly, and in a commercial alike with social sense, from the com- 
 mand of the shortest and most expeditious avenue to that immense source of 
 production and supply ; an avenue which follows most nearly the national high- 
 way indicated by AVashington ; which was mapped and chartered by Nature 
 herself, and adopted by the wisdom of our forefathers — an Appian Way of the 
 States, East and West. '\\'hilst recognizing this truth, we would, however, on 
 this national occasion, proclaim what we feel — a philanthropy above profit ; a 
 patriotism not restrained by merely selfish and mercenary calculation. And 
 looking beyond local interests to the broader field of human good, we rejoice 
 at that western prosperity, which, however palpably recognized, yet can retain 
 no mere sectional centralization, but must radiate its beneficent influences over 
 the broad expanse of our own and other lauds. At that prosperity which 
 comes of inexhaustible soil and genial climate ; of industry, fragality, enter- 
 prise, morality, sources of knowledge, and of the mingling of civilized nation- 
 alities and races, through immigration — that problem of moral grandeur, which 
 seems to have been reserved for a sublime demonstration on this greatest and 
 appropriate theatre of physical nature, and finding a fit type of its power and 
 effects in that mighty river, which, having its source in the frozen regions of 
 the North, receives the tribute of every clime to swell the stream that bathes 
 the limits of Empire States, as it flows onward to the sunny seas of the tropics, 
 dispensing the blessings of civilization and commerce to all. [Applause.] 
 
 In this career of prosperity, not merely ours, but the sympathies and the 
 hopes of nations are with the great West, for the people of these nations are of 
 the West, and for it ; not merely with idle commendation, but in the power of 
 industrial effort, mechanical and manufacturing skill, and progressive science. 
 The oppressors of the old world may frown, their sycophants may sneer, but ' 
 they are alike powerless, however they may combine and plan, to retard the 
 progress of the sublime experiment of popular sovereignty and happiness, 
 which is now in process of fulfilment ; and which the West, if it remain true 
 to its immense resources, its privileges of position, its balance-power, and its 
 fealty to a greater than England's great charter, the Constitution of this Union 
 — for it guarantees the rights of States as well as of individuals — if true to 
 these, the Great West will continue to present its sublime career to the nations 
 of the earth as a covenant of political promise, a " rainbow " which all wiU re- 
 joice to behold ; for, in the language of the toast, 
 
 " In it we see the joys of comins: years. 
 Before whose heavenly hues all darkness disappears."
 
 102 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 8. Washington. — Let his memory at each recurring dawn receive the hom- 
 age of his countrymen, as yonder monnment the sun at its coming ; whilst pa- 
 triotism, glowing with warmer effulgence, as the vesper hymn salutes the 
 evening air, shall liken the parting beam that pencils his marble brow with 
 
 the diadem of immortality. 
 
 Air — Wa^hingtorCs March. 
 
 Judge Z. C. Lee, of Baltimore, being loudly called for, in response 
 to the 8th toast, said : 
 
 We bail, Mr. President and gentlemen, with a sincere welcome, our friends 
 and brethren from the West. That welcome has greeted them everywhere : 
 around the gorges of the mountains and througli the green valleys they have 
 passed ; music, banners, and woman's smiles have heralded them to our city, 
 and here we indeed hail them as our guests. It is not, however, as citizens of 
 Missouri, Ohio, and the West, that we honor them, but because they are our 
 fellow-citizens of the United States, and to-day, at this festive board, we meet 
 with them to rekindle on our coimtry's altar the fires of patriotism and the 
 love of union, which, more than eighty years ago, our fathers lighted up, and 
 to pledge to each other the determination to guard, with vestal vigilance and 
 more than Roman constancy, the sacred flame which burns on that altar of 
 the Union. Extinguish this (for through bloodshed and civil war it can alone 
 be done), put out the glorious light, and what power on earth can restore it ? 
 [Applause.] 
 
 " I know not where is the Promethean heat that can this light relume." 
 
 Our Republic (as has been well said) now extends across the whole conti- 
 nent. The two great oceans of the globe wash its Atlantic and Pacific shores, 
 and we realize the poetical description of the ornamental edging of the shield 
 of Achilles : 
 
 " Now the broad shield complete the artist crowned 
 With his last band and poured the ocean round, 
 In living silver seemed the waves to roll, 
 And beat the buckler's verge and bound the whole." 
 
 So appears our country and our Union ; may it be perpetual ! 
 
 It was my good fortune to visit lately, as one of their guests, the great 
 cities whose representatives are now here. On the banks of the Ohio and the 
 Mississippi, I beheld with astonishment and admiration the evidences of their 
 progress, wealth, and power — palaces of merchant princes, public institutions 
 of arts and charity met the eye on every hand. Not a wave that broke on 
 their shores but bore the emblems of their commerce and trade — not a sound 
 that wukc with the morning's sun but brought to the ear the hum of busy in- 
 dustry from their worksjiops and manufiictories. And, standing on the banks 
 of the great Father of Waters, 1 asked myself the question — Is there a faction
 
 JODGE LEE RESPONDS TO THE MEMORY OF WASHINGTON. 103 
 
 or a pai-tr in tliis broad land which can ever dare to contemplate, or imagine, 
 a disunion of these States ? — whose cities stand here like bright sentinels with 
 fla.ming swords to guard from treason and violence this Paradise our heroic 
 fathers established with their blood — whose noble rivers, commingling in har- 
 mony, together flow on — becoming wider, deeper, and purer as they appi-oach 
 the ocean — fit emblems of our country's power and destiny. The Potomac, 
 the Patapsco, the Ohie, the Missom-i, and the Mississippi, can never bear up;jn 
 their bosoms any banner but that of the Union; nor can the day ever come, 
 as we fondly hope, when their waters shall be crimsoned with fraternal blood. 
 The bad man is not yet bom who can successfully rally to his standard traitors 
 ejiongh to foiin a corporal's guard ; so long as we, the people of the United 
 States, have the spirit to be free and the virtue to be just. [Applause.] 
 
 Two revolutions have occurred within the memory of some who yet sur- 
 vive. The American and the French — the former vindicated the rights of 
 man without crime and outrage ; the latter asserted human freedom, but del- 
 nged the world in blood, and buried liberty and religion beneath the ruins of 
 the very despotism which had oppressed them. 
 
 From the one rose the majestic form and glorious character of Washino-ton 
 as the brightest living model of a citizen and a patriot ; from the other the 
 warlike and imperial figure of Napoleon Bonaparte, an example of human ele- 
 vation without patriotism and virtue. The conqueror of Europe and the cap- 
 tive of St. Helena survived the Father of his Country ; chained to his island 
 rock he expired crownless and abandoned. Washington breathed his last upon 
 the bosom of that beloved country he had redeemed, and closing his own eyes 
 in peace, died as he had lived, without fear and without reproach. And 
 although his bones repose not beneath the gorgeous temple of the Invalids, and 
 ■were borne with no imperial ceremonies to the tomb, yet they are canonized 
 by a nation's gratitude, and have a monument more enduring, we may trust, 
 than yonder column ; that monument is the Constitution and Union of these 
 States. Maryland will preserve it until its last armed foe expires. What say 
 you, men of the great West? [Enthusiastic Applause.] 
 
 But in our efforts to maiutaiti the happj' Union under which we live, let us 
 invoke the aid of religion and education — tlie school-house and the church can 
 do much to retard the feajfiil stream of vice and insubordination which is 
 sweeping through o<ir land. A spirit of order and obedience to law should be 
 inculcated and enforced — social and political virtue revived and rewarded — 
 men of uitegrity and truth placed by popular suffrage in places of power and 
 trust, and thus shall we realize, sir, the fond and anxious wishes of the im- 
 mortal Washington, who, in his farewell address, implores his countrymen to 
 cultivate sentiments of affection and good will between the different parts of the 
 Union, and impress upon our children the importance and value of civil liberty, 
 which can alone flourish where that liberty is regulated by law.
 
 104 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 But it is not my purpose to dwell on this interesting theme — this is not the 
 occasion ; and I have only to add, that these meetings of citizens from distant 
 sections of our country should he recognized as happy auguries of our future 
 undivided brothei-hood and our national spirit. [Applause.] 
 
 In 1775, Mr. President, there was a tea party in Boston, where were as- 
 sembled the patriots of Massachusetts. No feast like this was spread before 
 them — aromid and over their banquet no banners waved and bright eyes 
 flashed, as here to-day, to greet them. At that revolutionary banquet, which 
 they opened, their music was the cannon's roar ; the wine they tasted was not 
 this, nor the sparkling champagne, but wine from that grape whose juice was 
 the red blood, for the battle-field and the conflict then commenced was termi- 
 nated only on the plains of Yorktown. I, therefore, in remembrance of that 
 banquet of valor and patriotism, give you, for their descendants here to-day, 
 to drink with flowing bowls, this sentiment, with the hope that the spirit of our 
 fathers may be cherished by us all, be we citizens of the North, the South, the 
 East, or the West : 
 
 The Spirit of 1776 — Which animated our fathers at their tea party in Bos- 
 ton, where they preferred the Gunpowder to the Imperial. [Applause.] 
 
 After music by the band, the ninth toast was announced, and LieuL 
 Mullen, of the U. S. Army, was called upon to respond : 
 
 9. TTie Army and Navy of the United States — With them the honor of that 
 flag which genius, alike with liberty, has consecrated, will ever remain un- 
 tarnished. Air — Yankee Doodle. 
 
 Lieut. Mullen said : 
 
 Mr. 'President : In responding to this toast, it may not be inappropriate 
 for me to remark that this is an occasion in which the citizens of Baltimore, 
 and the gentlemen of the great West, may not only congratulate themselves, 
 but which we, of the Army and Navy, also have a right to feel proud in being 
 permitted to commemorate. And I have no doubt but that the toast which 
 you have just read meets a hearty response in everj- heart here this evening. 
 We have assembled to commemorate an occasion which has been characterized 
 by a degree of no ordinary importance ; and it is one in which, as citizens of 
 Baltimore, and as representatives of the West, you all, and I may say, myself, 
 feel doubly proud ; for, gentlemen of the West, I welcome you here to Balti- 
 more to-day, in the double capacity of a soldier and a Mai-ylander. You are 
 welcome ; and when I say that, I but repeat the sentiment of the profession 
 which I, myself, humbly represent here this evening. 
 
 You have been cordially welcomed to the city of monuments, in behalf of 
 the Marylanders here this evening, by the Demosthenes of Baltimore, W.
 
 THE U, S. ARMY SPEAKS THROUGH LIEUT. MULLEN. 105 
 
 Pinkney Whyte, but I must again welcome you, cominj; as you do, from a 
 section of country in which the profession I represent has heretofore played so 
 conspicuous a part. You, gentlemen, are not strangers to the times that are 
 past — the stirring times of peril, and those days " that tried men's souls ; " hut 
 in the halcyon days of the future, this will be an occasion to be looked back 
 upon with pride and pleasure, after you return to your hospitable homes It 
 is to the citizens of St. Louis, particularly, that I address the present remarks. 
 I can never cease to remember with the warmest emotions of gratitude, the 
 kind and hospitable reception which I met with when sent out as one of the 
 emissaries of the Department, that represents the country at large, to survey 
 the route for a railroad to the Pacific. We were not looking to advance the 
 interests of any one section of the country in preference to another, but to 
 gather the facts upon which a great national work might be built. We were 
 not hostile to a Northern route, although by nativity and education, I should 
 have preferred a central route, but we determined not to represent a northern 
 nor a central, but a national railroad route to the Pacific. [Applause.] 
 
 And you, gentlemen, are this evening called upon to commemorate an oc- 
 casion of no ordinary importance. The rocky hills through which you passed 
 but a few days ago, echo and re-echo from day to day in praise of the enter- 
 prise, and skill, and success of a few Baltimoreans who undertook a project that 
 was then regarded as a mere chimera and utterly impossible, but which has 
 been brought to a successful termination, as has been proved by your own visit 
 to Baltimore this evening. You are here to commemorate an occasion in 
 which science has battled with the difficulties of nature and has overcome them ; 
 she has made a gap through the AUeghanies, and connected the fertile valleys 
 of the West with the great cities of the seaboard. We have reason to be proud 
 of such an achievement, and I must again express the pleasure it gives me to 
 find that the profession which I represent is held in high and honorable esteem 
 among you, and is not regarded as a mere excrescence upon the body politic ; 
 but we are afforded an opportunity to say to you that we are ready, and willing, 
 and anxious to prove that the flag wliich you have alluded to shall ever be un- 
 tarnished while in our keeping. [Hearty applause.] 
 
 The tenth regular toast was then announced : 
 
 10. The Baltimore and Mississippi Railroad — The iron key which has un- 
 locked our front door. In future, friends of the West, as now, you will find 
 " on our table a plate, knife and fork, and the string of the latch not pulled iu." 
 
 Air — Old Folks at llome. 
 
 To this toast, Hon. Thomas Svvann, Mayor of Baltimore, being 
 loudly called for, responded as follows : 
 
 5*
 
 106 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Gentlemen of the Great West : I regret to say that the gentleman 
 ■who was expected to reply to the toast which has just been read (Wm. Den- 
 nison, Jr., of Columbus, Ohio), is unavoidably absent. I did not expect to 
 make a speech in his place, and I could have wished that my friends had not 
 been so urgent in their calls upon me, for I have been assigned a far more 
 agreeable duty. 
 
 An old friend of mine in Virginia — a barrister of some note — was once 
 loudly called for on an occasion similar to the present. " Gentlemen," said he, 
 "you have placed yourselves at my mercy — ^you have invited me to make a 
 speech, and courtesy requires that you should hear me through. Now, I 
 know of no better mode in which I can make you a substantial return for 
 your kindness, than to take my seat and say nothing " (cries of no, no ; go 
 on; go on!) This was a better speech, in my judgment, than Logan ever 
 made, Mr. Jefferson to the contrary notwithstanding. It was a sensible 
 speech ; it was a practical speech. My first impulse would have been to 
 have followed the example of my friend the barrister, and after thanking you, 
 quietly taking my seat (cries of no ! no !) ; but how can I remain silent in 
 the midst of a scene like this ? There are gentlemen present who have come 
 a thousand miles to do us honor. The great West is presented here to-night. 
 No Baltiniorean can look upon such a scene without emotion, much less one 
 who has been deputed to stand in the first rank to dispense the offices of hos- 
 pitality for this goodly city. This is my excuse for intruding upon your time 
 in responding to the call which has been made upon me. Besides, I have to 
 answer to my constituency of the city of Baltimore, for the manner in which 
 you are entertained here, and received here, upon the soil of the old State of 
 Maryland ; and you will permit me to say, that when you touched the soil of 
 that State, you came to the embrace of warm hearts — of men who felt a real 
 pleasure in receiving you — of men who understood and appreciated your posi- 
 tion in the Great West, and the relation in which you stood towards the social 
 and commercial interests of the city of Baltimore. [Applause.] 
 
 They recognized in you participants in that common trade, and in that 
 grand combination of commercial interchange, into which they had entered 
 for the purpose of carrying forward and illustrating the views upon which 
 they had been acting for the lust quarter of a century. The distinguished gen- 
 tleman on my right (Gov. Chase), in his remarks when our guests from the 
 West were received on Saturday last, took occasion to say, that the triumph of 
 the State of Maryland — in the maintenance of her credit in the midst of 
 such stupendous undertakings — in the accomplishment of her great financial 
 plans — had established for her a monument more durable than the gig;intic 
 line of railway over which you have passed, from the confines of his own 
 State, and to which we are indebted for your presence here to-ni^ht. That 
 remark was as beautiful as it was just. The first effort of the city of Balti-
 
 THOMAS PAVAKN's BANQUET SPEECH. 107 
 
 more, as of the State of Maryland, has been to guard, at all sacrifices, that 
 credit, upon which we have been enabled to accomplish, without aid from any 
 quarter, those works of interaal improvement, which have not only attracted 
 the interest of our own State, but have awakened the attention of all the 
 States of this Union. [Applause.] The history of the Baltimore and Ohio 
 Railroad, depending, as she did, upon the limited power and resources of her 
 own little State, furnishes an example to the States whose public works are 
 still undeveloped. That example, gentlemen of St. Louis, you have nobly 
 imitated in the completion of the Ohio and Mississippi Road. You have in- 
 deed " unlocked our front door," and the scene before you to-night is evidence 
 that you have not miscalculated the kind sympathies of our people, or the 
 advantages to which you have been looking in your well-directed efforts. 
 
 The maintenance of our State credit — the credit of our pubUc works upon 
 which so much depends — has enabled us to pass, with unfaltering step, through 
 the trying scenes of the last ten years. It has truly built up a name for the 
 State of Marj'land of which she has just reason to be proud — a name which 
 will enable her in time to come, not only to complete what is yet unfinished, 
 but to enter upon enterprises yet to be conceived ; and to cheer on, by her ex- 
 ample, our brethren of the Great West, in extending that stupendous line of 
 communication, which is to terminate only upon the distant shores of the 
 Pacific. [Great applause.] 
 
 Gentlemen, we have already gone beyond the limits of the State of Mary- 
 land in the distribution of our capital, and in furtherance of the system upon 
 which we have been acting. We have not only accomplished — successfully 
 accomplished — the works of internal impi-ovemeut which have devolved upon 
 us within our own limits, but we have aided our friends in Ohio, and we have 
 lent a helping-hand to improvements which have crossed the contiguous States 
 of Virginia and Pennsylvania. We have been jealous of the Western trade. 
 We did not choose that any power should wrest it from us. We have been 
 exerting all our efforts, for years past, for the purpose of opening a direct 
 communication with the great cities of the West, which we are here to-night 
 to welcome ; and to invite to that cordial union which has been inaugurated 
 by the opening of the American central line. [Applause.] These objects, so 
 necessary to our successful development, have been kept steadily in view — 
 and the State of Maryland has not been wanting in what may have been ex- 
 pected of her in carrying out plans, which have redounded so largely not only 
 to her own credit, but of the whole Union, from east to west, and I may add, 
 from north to south. It is known that we occupy a middle ground ; that we 
 are the connecting link between these remote sections. It is known that, 
 when there has been talk of disunion in some quarters, the State of Maryland 
 has stood up, as she will ever do, the fast friend of the Constitution. [Ap- 
 plause.] She has stood up under the folds of that star-spangled banner, which
 
 108 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 is the symbol of freedom and constitutional liberty, not only in our own glo- 
 rious land, but throughout the world. [Renewed applause.] 
 
 Gentlemen, I am glad to meet you here to-night. You come at an oppor- 
 tune moment, to afford us the gratification of reciprocating a courtesy which 
 was extended to us on a recent occasion. 'ITie visit of our people to their 
 Western brethren cannot soon be forgotten. I have heard something, from 
 yourselves, of the inadequacy of your preparations ; but I tell you that I was 
 there in your midst ; and a more generous — a more whole-souled — a more 
 hospitable reception could not be extended to any people, than that which 
 was extended to the people of Baltimore during that great celebratioa Gen- 
 tlemen, we feel grateful for your kindness, and I am most happy here to-night 
 as the representative of the city of Baltimore, responsible to the people of 
 Baltimore, and knowing full well what I have to encounter if I omit any thing 
 in that programme which has been prepared for your comfort and your pleas- 
 ure — I am most happy to greet you, and to receive you as brothers ; and in 
 the absence of the Governor of the State, to tender to you the hospitalities of 
 the State of Marj'land ; and to say to you, that, whenever you may come 
 among us, in the language of the sentiment which has just been announced, 
 you will find our hearts open, " on our table a plate, knife and fork, and the 
 latch not puUed in." [Great applause.] 
 
 After further music from the band Mayor Swann again arose and 
 remarked, 
 
 That the Committee were pleased to have among them, on the present oc- 
 casion, a large delegation from the Federal city, and he hoped that they 
 would be heard. These gentlemen had visited the city of Baltimore for the 
 purpose of extending a hearty invitation to the friends from the far West to go 
 over and see the National Metropolis, and one of their representatives on his 
 left would be called upon to addi'ess them. He begged to introduce Mr. John 
 T. Smith, of Washington City. 
 
 Mr. Smith arose, and in a few humorous remarks alluded to the 
 pleasure whicli he and his fellow- Washingtonians experienced in meet- 
 ing with such a host of genial spirits apparently from every State, 
 though mostly from the West. 
 
 He would, in the most earnest manner, tender to the western visitors 
 and the official committees of Baltimore, an invitation to proceed to Wash- 
 ington, in the special train of the next morning, and assured them they 
 would find a national reception. He read an official telegraphic dispatch 
 just received, which stated that the authorities and citizens of Washington 
 would expect them. At nine o'clock they would visit the President, then the 
 Capitol, Patent Office, Smithsonian Institute, Washington Monument, and
 
 INVITATION TO VISIT WASHINGTON COL. CARRINGTON'S SPEECH. 109 
 
 proceed in a steamer as far as Fort Washington and Mount Vernon, stopping 
 at the latter place to view the grave of the Father of his Country. Upon 
 returning they would partake of a collation at Carusi's saloon, and remain at 
 Washington until Wednesday morning. 
 
 This announcement was received with great enthusiasm. 
 The following sentiment was then read by the chair : 
 
 The Governor of Ohio and his Staff: a staff that any Commonwealth in the 
 United States may be proud to lean upon. 
 
 Col. Carrington, Judge Advocate General, of Ohio, acting as one of 
 the Governor's Aids, responded on behalf of the Governor and Staff: 
 
 Accepting the compliment as one of the numberless civiUties with which the 
 city of Baltimore had gladdened the hearts of their guests, now no longer 
 strangers, but recipients, even of their very fire-side favors, he said he must 
 still plead inability to reply in terms corresponding to the delicacy of the sen- 
 timent uttered. It was like the occasion itself, so replete with generous over- 
 tures, that the spirit sank under the weight of obligation, and silence became 
 the most significant response. Words failed to measure the offering the heart 
 would pay. 
 
 But there was, in the gathering of so many, from so far-distant States, one 
 pregnant circumstance, which would make the occasion more celebrated than 
 even Baltimore hospitality itself. Those present had been whirled over State 
 boundaries and past sectional lines without a conscious jar, or a single suspicion 
 that everyichere they went, was not their native soil. [Applause.] 
 
 Strange features, indeed, were seen ; but all were enlivened by the same 
 fraternal smile, and bespoke a common joy and welcome. Space had not been 
 annihilated without good cause. States had actually lost territorial definition, 
 when crossed by an unbroken track ; and the u-hole Uniox was fast becoming 
 the unit standard by ■which to measure space, and not the narrow bounds of 
 States. 
 
 He would not be pardonable, at so late an hour, to venture upon a speech. 
 Only the compliment extended called him forth, while so many senior and abler 
 guests still waited by the festive board. He would, however, give a sentiment 
 which the trip had made significant, and which was no less worthy of the social 
 hour : — The continuous rail : destined to unite the Atlantic and Pacific. Its pur- 
 pose : commercial Union. Its locomotive power : a cordial fraternity and 
 general self-respect. Its end : one common destiny. 
 
 Joseph H. Rieman, of Baltimore, offered the following volunteer 
 toast : 
 
 The Cincinnati Chamber of Commerce — the pioneer of "Western mercantile 
 interest, and a model of integrity, intelligence, energy and activity — the neces- 
 sary elements of commercial success. 
 
 Mr. Graham, of Cincinnati, was here loudly called for, and in 
 responding to the sentiment made an excellent speech. 
 
 He alluded to the enterprising railroad spirit which the citizens of Balti-
 
 110 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 more had ever evinced since the great undertaking of connecting the cities of 
 the West by one continuous Une of railway, and stated that tlie citizens of Cin- 
 cinnati, imitating the example, were also ardently engaged in the good work. 
 He deeply regretted that all the members of the Cincinnati Chamber of Com- 
 merce were not present. Could they have witnessed the whole-souled recep- 
 tion given the guests, partaken of the magnificent banquet, and listened to the 
 warm-hearted sentiments of welcome which greeted them upon everj' hand, 
 they would have felt a still deeper regard for the commercial prosperity of 
 Baltimore. Cincinnati has been built up principally by the enterprising men 
 of the present day, and all must admit that her railroad interests have con- 
 tributed very materially to her progress. [Applause.] 
 
 The speaker saw in the hall a young man who recollected when Cincinnati 
 •was a village ; now she possessed a population of hundreds of thousands, with 
 enormous esportations and importations, whilst her mechanical and manufac- 
 turing interests require the constant service of over 900 steam engines. He 
 concluded by exhorting the business men of the city to push on with still 
 increasing energy all their works of internal improvement, and they might be 
 assured that the citizens of Cincinnati would gladly meet them in a spirit of 
 unity and with the best of feehng^ [Applause.] 
 
 The Cities of Baltimore, Chillicothe, Cincinnati and iSt. Louis : all links of 
 one great chain ; may it never be severed ! 
 
 This sentiment was offered by Mr. Levi, of St. Louis, and eloquently 
 responded to by Mr. George R. Taj^lor, of that city. 
 
 He said that it was entirely too late to afflict the company ^nth a speech, 
 and after a few brief obsen'ations about the warm-hearted reception extended 
 by the citizens of Baltimore, and the relative progress which the several cities 
 of the West were making, sat down amid applause. 
 
 The following letter fiom tho Hon. Reverdy Johnson, of Baltimore, 
 was not received in time to be read at the Banquet, as intended : 
 
 Washington City, July 17th, 1857. 
 To the Executive Committee of the citizens of Baltimore : 
 
 Gentleman : — The invitation with which you have just honored me to the 
 banquet to be given our Western and South-western friend.«, on the 20th instant, 
 I am pained to be unable to accept. The professional demands upon me in 
 this city, for that day and the next, will engross every moment of my time, and 
 make it even impossible to be present with you, much less to take the part you 
 6o flatteringly offer. The occasion is one it would give me the truest pleasure 
 to participate Li. To welcome in our midst those who have so recently show-
 
 REVERDY Johnson's letter — volunteer toasts. Ill 
 
 ered upon many of our citizens the magnificent hospitalities of their own 
 homes, and who individually have such high claims to our regard, is such a 
 pleasant office that I feel veiy sensibly the gratification which I am forced to 
 deny myself. Here "will be no gathering of party politicians or indulgence in 
 unfriendly and often unjust feelings, but an assemblage in which all narrow and 
 selfish thoughts, all local, sectional consideration, will be forgotten in the ele- 
 vation which truly belongs to us, if looking only to, and thanking God for, 
 the whole country which he has given us, and for the free Institutions so 
 admirably calculated, if administered in their true spirit, to preserve to us as 
 one and united, and the happiest and the most powerful nation the world has ever 
 known. Nor could an opportunity occur more certain to suggest such thoughts 
 than that whose immediate cause, is the joining by iron bands so many cen- 
 tral States in one unbroken and indissoluble union of interest and patriotism. 
 As the waters of the mighty rivers after performing their appropriate functions 
 are lost amidst the magnificence of their ocean destiny, so do local and con- 
 tracted views cease to be remembered, when the magnitude and magnificence 
 of our entire land are before us. In conclusion, permit to propose this senti- 
 ment : 
 
 " The AVest and South-west, rich in all the elements of national wealth, 
 richer still in enlightened enterprise and devotion to the Union. 
 " With much regard, 
 
 " Your obedient servant, 
 
 " Revekdy Johnson." 
 
 The followang volunteer toast was handed in by Joshua Jones, of 
 Baltimore, and received with applause : 
 
 The, Ladies in the Galleries: 
 
 Honored be woman, she beams on the sight 
 Graceful and fair as a being of light, 
 And scattei's around her wherever she stays, 
 Roses of bliss on our thorn-covered ways ; 
 Roses of Paradise sent from above, 
 To be gathered and twined in a garland of love. 
 Honored be woman ! 
 
 In answer to another volunteer toast, Mr. Taylor, of St. Louis, 
 Bpoke in the highest terms of Baltimore, of her hospitality, and of 
 gentlemen born and educated there, but now residents of St. Louis. 
 He closed by giving this sentiment : 
 
 " May the reciprocal interests of commerce, agriculture and manufactures, 
 cemented by the interchange of civilities on the opening of the great national 
 highway between the cities of Baltimore and St. Louis, be as permanent and 
 endurin<T as the waters that float the commerce of the one and wash the base 
 of the other."
 
 112 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 The sentiment was received with hearty cheers. 
 
 The following volunteer toasts were then successively offered : 
 
 By Donald McLeod, of Washington : 
 
 The Ladies of Baltimore — Ever renowned for loveliness, grace and social 
 talents; they have made an impression on the manly hearts of the West 
 which wiU never be effaced. 
 
 Theirs are the looks and tones which dart 
 An instant sunshine through the heart, 
 As if the soul that minute caught 
 Some treasure it through life had sought 1 
 
 As if the very lips and eyes. 
 Predestined to have all our sighs. 
 And never be forgot again, 
 Sparkled and spoke before us then I 
 
 By F. A. McDonald, of St. Louis: 
 
 The Citizens nf Baltimore — May their warm and patriotic hearts stand as 
 firm and unshaken as the lofty mountains of the Alleghauies. 
 
 By J. B. Seidenstricker, of Baltimore : 
 
 The onward progress of Railroad improvements, until every State shall be 
 bat as a large plantation, every county a farm, and every city a common 
 granary. 
 
 By G. P. Ferguson, of St. Louis : 
 
 Baltimore : 
 
 When Tamerlane a vict'ry won, 
 'Tis said he held a court, 
 Composed of bloody human heads 
 From captive bands increased. 
 
 But Baltimore, victorious Queen, 
 From such a rule departs ; 
 She honor sheds upon our heads. 
 And captivates our hearts. 
 
 These proceedings clcsed the regular and more formal observances 
 of the banquet, as sketched in the programme of the Committee of 
 Arrangements. They were excellently carried out, and justified the 
 taste and judgment which had been exercised in their projection. The 
 speeches of the chosen orators of the occasion were warmly received, 
 but not more so than the reader, who has attentively perused them, 
 will admit their merit deserved. In this respect, indeed, the occasion 
 was marked by an excellence of sentiment, a grace of diction, and an
 
 THE UNIVERSAL " SMITH FAMILY" WELCOME THE GUESTS. 113 
 
 eloquence of delivery that has very rarely been paralleled on a similar 
 festive occasion. The animating spirit of social and national feelings 
 gave warmth and fire to the minds of the speakers, and they spoke 
 fitly and well. 
 
 These more formal observances, however, though the great points 
 of the celebration, were not the only ones deserving mention. There 
 were brief speeches brought out impromptu in response to pertinent 
 toasts, witty and happy things said, good songs sung, and many jokes 
 honored with a full chorus of laughter at various points of the board, 
 and at none more than at the extreme lower end of the hall. The 
 guests and their entertainers there, finding it impossible, owing to the 
 excitement and their distance from the principal speakers, to partici- 
 pate in the enjoyment of the flow of oratory so lavishly poured out, 
 improvised a meeting for themselves, at which there was no lack of 
 entertainment. Mr. John M. Smith, an intelligent and popular Balti- 
 more merchant, was called upon to welcome the guests, which he did 
 in a peculiar but very acceptable manner, and amidst continued peals 
 of laughter and applause. With the most vehement earnestness, he 
 said: 
 
 Gentlemen of the West : I am called upon to greet you and bid you 
 welcome to what you will be told, as you progress North, is a cold and barba- 
 rous section of the country. (Cincinnati man, pausing in the task of extracting 
 a champagne cork, comments : " Cold ! thermometer 98 in shade.") [Laugh- 
 ter.] They will tell you that we, of Baltimore, are all '* plugs." [Laughter.] 
 If you see fit you can defend us, and say, for it is the truth, that the honest 
 dcfrire of our hearts has been to fill you full of joyful happiness, and then 
 " plug " you up, that you might forever continue to be in that happy condi- 
 tion. [Uproarious merriment.] Another truth you may reveal, and say that 
 our desire was to ''Plug" your appetites with the best that our fields and 
 waters afford — to give you the true "Plug" welcome. [Laughter and ap- 
 plause.] 
 
 Gentlemen of the West, resent with harshness nothing you may hear said 
 against us, for wc are not " afeard if they ain't." We care nothing for the op- 
 position of New York or Philadelphia. They are overreaching themselves, 
 and are hound to be " sot back." The day is not distant when Baltimore will 
 be prepared to take the tide at the flood, and produce a glorious sensation as a 
 commercial community, with those important results which will impress you 
 of the West that we are entirely worthy of your patronage. [Applause.] 
 
 Gentlemen, let us start now with your assistance. Say that we are to 
 have the important trade of Chillicothe, Cincinnati, and St. Louis. Why,
 
 114 EXCURSION OF "WESTERN AUTHORITIES TO THE EAST. 
 
 concentrate that trsulo -with us, and in ten years we would be so superior to 
 New York and Philadelphia, and they of so little account, that Government 
 would not longer recognize either of them as Ports of entry, but like something 
 decrepit and obsolete, they would be rubbed out. So, who's afmrd of opposi- 
 tion ? [Laughter and applause.] 
 
 Gentlemen of the West, I have spoken as a Christian, and said " resent 
 nothing ; " but should they carry the war of malice into Paradise, (turning to 
 the ladies in the gallery,) and insinuate that these galleries, now filled with 
 beauty from the West and our own city, are not most lovely, or are not de- 
 serving the most profound respect and the most flattering compliments, then 
 let loose the fury of your wrath, and lick them for a Jib so atrful! [Applause.] 
 Biit they cannot be so base as to attack yonder galaxy of purity and beauty, so 
 brilliant that I know not what in the firmament to compare it with for loveli- 
 ness. I am ignorant of the science of astronomy ; still, the impressions of 
 innocence and infancy upon my memory, made by my old nurse, who was 
 an astronomer, (for she knew the star under which I was born,) have induced 
 me to believe that the " milky way " is so brilliant and lovely that they should 
 have a place in it. [Long continued laughter and applause.] 
 
 My countrymen from the West, it is useless for me, after so much heart- 
 felt sympathy has been manifested for j'our happiness, to say any thing more 
 than — Welcome ! FeUow-children of the American Eagle, (!) [with expanded 
 arms, or tvings,^ let me once again aflfectionately salute you ! May your ways 
 ever be as pleasant as the great Baltimore and Ohio Rail-!Pay ; may you never 
 slide down the greased plank of ancestorial delinquency ; but may you always 
 abide in the delightful field of perennial superflickity. (!) like that which con- 
 tradistinguishes the present hour ! I [Sensation.] Oh, that I were a Demos- 
 thenes, or that, greater than he, I had the power of an earthquake and a voice 
 of thunder. Then I would stir the waters of your mighty rivers, widen the 
 passes of your stupendous mountains, and make your wide-spreading, soul- 
 expanding prairies reverberate with the shout of welcome ! welcomk ! ! WEL- 
 COME ! ! ! [Repeated cheers and uproarious laughter,] 
 
 Mr. Smith's lively speech was followed by numerous brief re- 
 sponses, in the same spirit, from gentlemen of the Western delegations. 
 Toasts were given, songs sung, and merriment and enjoyment ruled the 
 hour. The interest in the ladies above was manifested by more than 
 ■words, and many laughable stratagems were practised in conveying to 
 them portions of the feast below. These proceedings were interspersed 
 with some excellent vocal music. The patriotic anthem of the " Star 
 Spangled Banner " was sung by George Kemble Wilkins, of St. Louis, 
 who followed it with
 
 THE BANQUET ENDS WITH A NEW RAILWAY SONG. 115 
 
 THE GREAT RAILWAY SONG, 
 
 written by himself in commemoration of tbe jrrand reception of the prnests from 
 Cincinnati and St. Louis, by the people of Baltimore, on the 18th of July, 1857, 
 and which reads as follows : 
 
 TuxE— " Teddy the TiUrr 
 
 Tt happened but the other day Cincinnati to St. Louis did say, 
 
 " Come, boys, we'll have a gala day — we're going to open a railway." 
 
 They thought of towns near half a score, and then they thought ofBaltimore, 
 
 The very city they'd all adore, if that some folks were not so .oore ; 
 
 Of Chillicothe, too, they thought, that town for railways has been sought, 
 
 But whether 'tis bought up or not, 'tis all the same to the railway. 
 
 Rickety-fickety, fee-foo-fum, how do you think the world begun ? 
 Adam and Eve would had such fun if they had built a railway. 
 
 Accordingh' they did invite the heads of States that had a right, 
 "With shareholders in numbers quite, to open up this railway ; 
 Mayor Swann he took the lead, as in all things he does indeed. 
 The merchants promised free to bleed, if that he would stand in their stead ; 
 He did it truly like a man, and now let's ask the world who can, 
 If such a return jubilee was e'er began opening up this Western railway. 
 Rickety-fickety, &c. 
 
 Of meetings nearly three or four — yes, I may say half a score — 
 The merchants then of Baltimore did have upon the raUway ; 
 They voted dollars in galore, ten thousand, aye, five thousand more, 
 To open the hospitable door, and greet them from the Western shore ; 
 To meet the West, the East, the South, and have it spoken in each child's mouth, 
 That Baltimore was nothing loth to meet pioneers of a railway. 
 Rickety-fickety, &c. 
 
 Politics are throwm aside to make this happy theme just glide, 
 The moment of America's pride is opening up a railway ; 
 The demagogue cannot deride, the stump speech-maker and such tribes 
 Must melt away like snow before the sun when o'er the earth he rides — 
 Securely seated in your seat, the iron horse in vigorous heat, 
 2.40 — t^whistle) — say what nag can beat the travelling on the railway ? 
 Rickety-fickety, &c. 
 
 Now merely to complete the song, and now to make it something long, 
 Let every woman, child, and man amongst us grace the railway ; 
 Firemen you must not deride — Union and FriendMp will be your guide, 
 While Vigilant, Patapsco, First Baltimore with Independent — 
 Washington, Watchman to join the corps — 
 Liberty, Deptford, Mechanical and 
 Lafaijette, Pioneer, Monumental stand ! 
 Whilst the New Market and Western finishes the grand 
 Consolidation of the railway. 
 
 Rickety-fickety, &c.
 
 116 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 The company, at midnight, separated, with three cheers for Mayor 
 Swann, three for the city of Baltimore, and three for the Baltimore 
 and Ohio Railroad. 
 
 The following handsome tribute was sung quite effectively by some 
 of the visitors after the banquet had closed : 
 
 TO BALTIMORE, 
 
 WBriTEX BT PHILIP FEEGUSOX, OF THE ST. LOUIS HERALD. 
 
 AiE — Jeanneite and Jeannot. 
 
 We are going far away, far away from Baltimore, 
 The city of the Monuments is fading from the shore ; 
 But the noble hosts we leave behind, we never shall forget, 
 And the image of her daughters in our bosom's shrine is set. 
 
 We have crossed the lovely prairie, we have crossed the mountain heights, 
 The magic car has borne us o'er through tireless days and nights, 
 And now our homeward way w-e take to Mississippi's shore, 
 And bid a warm and sad adieu to lovely Baltimore. 
 
 Hurrah for noble Baltimore, Queen City of the Bay. 
 
 Her iron hands we warmly grasp, and meet her on the way ; 
 
 The waters of the Chesapeake with Mississippi P' lur, 
 
 And link our own St. Louis to the hills of Baltimore. 
 
 The ties that bind the East and West are not all iron bands, 
 For friendship's links unite us, and we join both hearts and hands ; 
 And when at home our minds revert to scenes we've travelled o'er, 
 The brightest spot in Mem'ry's green, will be old Baltimore.
 
 !z a 5 
 
 i'''P> i^ t.VUi
 
 THE 
 
 KAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER VIII. 
 
 TRIP OF THE WESTERN GUESTS TO THE NATIONAL METROPOLIS. 
 
 The citizens and authorities of Washington having learned that it 
 was the desire of the Directors of the Baltimore and Ohio Railroad to 
 have the Western guests visit Washington City and Mount Vernon, a 
 meeting of citizens was called, and an invitation extended to the visi- 
 tors to become the guests of the city during their stay. A committee 
 of the following gentlemen was appointed to carry out the plan on be- 
 half of the citizens, viz. : Walter Lenox, Charles F. Stansbury, J. C. 
 McGuire, and J. Brjan. The City Councils also passed resolutions to 
 the same effect, and appointed Messrs. ^liller, Houston, Smith, and 
 Edtnundson a Committee of Arrangements on their part. 
 
 A Joint Committee on behalf of the City Councils and of the citi- 
 zens, proceeded to Baltimore for the purpose of communicating the 
 invitation to the guests. A meeting of the Western visitors was held 
 at Barnum's Hotel, when the invitation on the part of the City Coun- 
 cils was tendered by Dr. Thomas Miller, of the Board of Aldermen, 
 and by C. F. Stansbury on the part of the citizens. The invitation 
 was accepted in a brief and appropriate address on behalf of the St. 
 Louis and other delegations. 
 
 The authorities and the people of Washington City came forward 
 on this occasion with a promptness and a liberality that did them 
 infinite credit. No expense or labor was spared to do justice to their 
 metropolis and themselves, and the Western guests, as well as their 
 Baltimore entertainers, were all delighted with the thoroughness and 
 effect of the Washington visit. It is believed that the credit of the
 
 118 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 initiative in this very spirited demonstration — as well as for much of its 
 success — belongs to Dr. Charles F. Stansbury, one of the most intelli- 
 gent and public-spirited citizens of the National Metropolis. 
 
 The Western guests of the city of Baltimore having thus cordially 
 accepted the invitation of the people of Washington to visit them, 
 left the Camden Station of the Baltimore and Ohio Railroad on Tues- 
 day morning, the 21st of July, at 7 o'clock, in a train of cars specially 
 provided for the purpose. The party was composed of about four 
 hundred persons, including a large number of ladies. The fine bands 
 of music attached to the St. Louis and Cincinnati delegations were 
 also on the cars, and contributed their efforts towards the enjoyment 
 of the day. The train was under the especial charge of Mr. Geo. A. 
 Rawlings as conductor, and was drawn by one of the nine splendid new 
 passenger engines lately introduced upon the road. A number of the 
 members of the City Council of Baltimore accompanied the guests 
 from the West to the National Metropolis ; among them were Messrs. 
 Seidenstricker, Simms, Bierbower, and Sullivan. Mr. Tyson, the 
 Master of Machinery, and Colonel Edward Shriver. of Frederick, one 
 of the State Directors in the Baltimore and Ohio Railroad, accompanied 
 the train some distance below the Annapolis Junction, from whence 
 they returned to Baltimore by the next upward train. A committee 
 from Washington was also on the cars, who paid every attention to 
 the guests during the trip. The train reached Washington a few 
 minutes before 9 o'clock, and as the visitors stefiped from the cars, they 
 were greeted with music from the Marine Band of the Government 
 Navy Yard. They were met in the Station House by the Mayor, a 
 number of the members of both branches of the City Council, and a 
 large body of the citizens of Washington. 
 
 Mayor Magruder addressed the visitors substantially as follows : 
 
 Gentlemen visitors from the Western cities, in behalf of the corporation 
 and citizens of the National Metropolis, I welcome you to our city. I trust 
 you will find it in plan and dimensions such as to constitute it in your ODinion 
 not unworthy to be the capital of so great a country. It is yours and not 
 ours; it is for us to keep it for you and the whole people of the United States; 
 we claim it not for our own, but as the representatives of the people of the 
 Union. Hoping you may find in the many objects of interest it contains, mat- 
 ter for individual pleasure and patriotic gratification, I again welcome vou, and 
 hope that when you return home you will think and feel of us in such a way 
 as will induce you to visit us again. [Great applause.]
 
 ARRIVAL AND RECEPTION AT WASHINGTON CITY. 119 
 
 Edward Adams, Mayor of Chillicothe, responded in behalf of those 
 from his own city and vicinity. He commenced by returning his 
 hearty thanks for the very kind welcome thus extended. 
 
 You are right, Mr. Mnyor, (said he,) in calling the city of AVashington our 
 own, for in fact it is such ; we all feel it, and are free to acknowledge the deep 
 interest we take in its welfare. We feel that it is becoming in us to make an 
 occasional pilgrimage here to look after our interests. You have here, sir, our 
 national capitol, our national executive buildings, in which the ofBcial business 
 of our countrj^ is conducted, and many other objects of deep interest to us all, 
 not the least of which is the great Smithsonian Institution. We accfpt your 
 hospitality, Mr. Mayor, with the liveliest satisfaction, and on behalf of my 
 fellow-townsmen I thank you heartily. 
 
 Messrs. Eggleston and Kercheval, of Cincinnati, and a gentleman 
 of St. Louis, whose name we were unable to procure, also happily re- 
 sponded. Alderman Kercheval spoke of the delight experienced by 
 the party when it was heard in Baltimore of the handsome invitation 
 extended to them from Wasliington, and of the manner in which their 
 Washington friends had interposed for their pleasure. He thanked 
 the Mayor of Washington and its citizens, and accepted their hospi- 
 tality in the same cordial spirit in which it had been proffered. 
 
 At twenty minutes to ten o'clock the guests were conducted to the 
 carriages and omnibuses, in which they proceeded to the White House, 
 to visit the President of the United States. At ten o'clock the doors 
 of the White House were thrown open, and the visitors passed through 
 the large hall into the President's reception room, from which, at- 
 tracted by some fine stirring music, they proceeded to the President's 
 grounds, overlooking the Potomac. The musicians were stationed on 
 three of the shaded mounds, and the place presented a most animated 
 appearance. At about twenty minutes past ten o'clock the Presi- 
 dent arrived from his country seat, some three miles north of the 
 city. Immediately all eyes were directed toward him, as he ap- 
 proached the expectant company. He was accompanied by General 
 Cass, Secretary of State ; Howell Cobb, Secretary of the Treasury ; 
 Isaac Toucey, Secretary of the Navy ; John B. Flo3'd, Secretary of 
 War, and Aaron V. Brown, Postmaster-General, members of the cabi- 
 net, and by INIayor Magruder and Dr. Blake, the Commissioner of 
 Public Buildings and Grounds. President Buchanan, in the simplest 
 and most cordial manner, received the numerous strangers pre- 
 sented to him by the Mayor, charming all by his affability and un-
 
 120 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 studied friendliness of speech and bearing, ^here was nothing formal 
 whatever in the reception by the President, and as the large company 
 passed him, he gave all a hearty shake of the hand ; whilst to each 
 and every one of the ladies he had something pleasant to say. 
 
 This republican reception having been concluded, Mr. Buchanan 
 and his Cabinet retired to the White House, and the visitors again 
 entered the carriages in waiting, and devoted two hours and a 
 half to visiting the Capitol, the Patent Office, the Smithsonian Insti- 
 tution, and the various other prominent objects of interest in the city, 
 previous to embarking on the steamer George Washington, for Mount 
 Vernon. 
 
 At about two o'clock in the afternoon carriages came pouring 
 in from all parts to the steamboat wharf, where lay the steamer George 
 Washington, ready to receive the visitors and their entertainers, and 
 convey them to Mount Vernon. With a company on board number- 
 ing nearly five hundred, the little steamer, amid the swelling strains 
 of martial music, steamed on her way. The boat was decorated with 
 a number of waving flags. On her way down she passed the United 
 States ship Fulton, steaming up toward the Washington Navy Yard, 
 her crew giving three hearty cheers as the excursionists passed, which 
 were returned with a good will by those on board the Washington. 
 The guests from the West were thus enabled, quite unexpectedly, to 
 witness one of Uncle Sam's ships-of-war under full headway. 
 
 The steamer reached the Mount Vernon wharf about half-past three 
 o'clock. The excursionists disembarked and slowly marched to the 
 tomb of Washington. During the performance of a funeral dirge by 
 the band, they gazed in successive groups reverently into the sacred 
 vault upon the marble sarcophagi holding the sacred remains of the 
 Father of the Country and his beloved consort. After satisfying their 
 laudable and patriotic curiosity by this act of devotional interest, the 
 guests became scattered. Some of them proceeded to take a view of 
 the old mansion, whilst others wandered over the classic grounds that 
 surround it, all finding something to view of deep interest to every 
 American. Those who visited the house registered their names in a 
 book kept for the purpose. After refreshing themselves with copious 
 draughts of the pure well-water of the premises, the numerous visitors 
 retraced their steps toward the boat. Embarking at half-past four, 
 they reached Washington City again a little after six, without the least 
 accident to mar the interest of the trip.
 
 BANQUET AT CARUSl's SALOON. 121 
 
 On the arrival of the boat at Washington, on her return, omni- 
 buses and carriages were again brought into requisition, and the guests 
 were speedily set down at Carusi's Saloon, where the grand banquet 
 was to take place. Whilst waiting, the entire St. Louis delegation, 
 headed by their fine band, marshalled by the gallant Captain Pritchard, 
 marched to the residence of the Hon. Thomas H. Benton, with a view 
 of paying their respects to him in a body. Unfortunately their ex- 
 senator was not in the city, having left a short time previous for the 
 residence of a friend in the countr}"-. After the band had performed 
 several pieces of music, the delegation returned to the saloon, con- 
 siderably disappointed at not meeting with the distinguished statesman 
 of Missouri. 
 
 At 8 o'olock the guests sat down to the bounteous banquet pro- 
 vided for them at Carusi's saloon. There were five tables extending 
 the entire length of the hall — about 100 feet long — and one on a raised 
 platform facing the parallel tables. The guests were all comfortably 
 seated, the ladies occupying the centre tables. After the Marine Band, 
 of Washington, had performed a fine piece of music. Mayor Magruder 
 rose and remarked : " Ladies and gentlemen, if your appetites are as 
 good as mine, you will not wait for an invitation to fall foul of what 
 is set before you." The clatter of knives and forks following this 
 laconic invitation showed the keenness of the appetites of the guests 
 after their aquatic excursion. As the rattle of plates and the running 
 to and fro of servants began to subside, the champagne corks began to 
 pop, and soon all present seemed to be in the full tide of successful 
 enjoyment. 
 
 The appetites of the guests having been appeased, Mayor Magruder 
 of Washington arose, and in eloquent terms alluded to the won- 
 derful change in the circumstances of travelling that had happened 
 within his youthful recollection of twentj'-five years ! It was at that 
 time a day's journey to Baltimore and a day's journey back, and a 
 journej' to New York was ground enough for a man's making his will 
 and having his life insured. In view of this wonderful progress, he 
 gave as a toast, " Our Country," which was responded to. After this 
 toast the Marine Band played " Hail Columbia." The Mayor next 
 gave the "Father of the Liberties of his Country " — George Washing- 
 ton. This toast was greeted with loud and long-continued cheers, 
 the band playing '' The President's March." As soon as the Mayor 
 could be heard, he said that the next sentiment was in reference to a 
 distinguished gentleman venerated for his patriotism, for his unstained 
 6
 
 122 EXCURSION OF WESTERN AUTHORITIES TO THE BAST. 
 
 cliaracter. He regretted that he was not present, but would read the 
 following letter which he had written : 
 
 "Washincton, July 21st, 1S57. 
 Gexti.emen : I have the honor to receive your invitation to meet the 
 guests of the city from the West at Carusi's Saloon this evening, but I sin- 
 cerely regret that pressing engagements will deprive me of this privilege. I 
 was most happy to give them a cordial welcome this morning. Railroads are 
 truly said to bind the different portions of the Union together in bonds of iron, 
 but neither iron nor adamant is so effectual for this purpose as kind and patri- , 
 otic hearts from different and distant States united together in bonds of mutual 
 respect and affection, and in a common love for one whole, great, and glorious 
 country. These bonds are always strengthened by such visits as we have 
 received from oin- Western friends, and I most heartily wish them a safe and 
 prosperous return to their homes. 
 
 Yours, respectfully, 
 
 James Buchanan. 
 
 This letter was very heartily received by the guests. After the band 
 had played " Hail to the Chief," Mayor Magruder gave the next toast, 
 " The President," which was drank standing ; and immediately after the 
 cheering which succeeded had subsided, one of the guests proposed three 
 cheers for the President, which were given most heartily. The Mayor 
 also read letters from General Cass, Secretary of State ; Gov. Floyd. 
 Secretary of War, and Judge Black, Attorney General. Each of these 
 gentlemen expressed great regret that pressing public business prevented 
 his meeting the guests of the city at Carusi's Saloon. His honor stated 
 that as these were the sentiments of the absent members of the Cabi- 
 net, he would now propose, as the next toast, " The Cabinet," and 
 hoped that as there was a member present, he would answer for him- 
 self. After the applause succeeding this announcement had somewhat 
 subsided, Mr. Cobb, Secretary of the Treasury, rose to respond. It 
 was one of the happiest and most patriotic efforts attendant ujjon 
 the entire excursion, and fairly brought down the house. To a toast 
 in honor of the Empire State of the West — the State of Ohio — Mr. 
 Brown, of Cincinnati, responded, after which, in answer to a sentiment 
 complimentary to St. Louis, Mr. Henry W. Williams, a talented young 
 member of the Bar of that city, replied in a most felicitous manner. 
 During the I'cmarks of jMr. W., and whilst he was giving a history of 
 his journey from the West, when he came to that part announcing his
 
 THE BANQUET AT WASniXCTOX THE SPEECHES AND TOASTS. 123 
 
 arrival in Baltimore, the entire party simultaneously rose to their feet, 
 and interrupting him, gave three long and loud cheers for the city of 
 Baltimore. 
 
 In reply to the toast complimentary to the city of Ciiiilicothe, 
 Seneca W. Ely, of that city, heing called upon, responded as follows : 
 
 After having eaten of your bounty to satiety, Mr. President, and drank 
 even to the bounds of a sober discretion, I would now ask you how it is, in 
 psychological science, that the most grateful emotions of the heart find most 
 difficult utterance ? How is it, sir, that while we, your guests, are filled with 
 admiration at this unexpected exhibition of your magnificent welcome, we j-et 
 find it impossible to command our muscle, and to syllable our tongues full 
 gracefully to express our gratitude and kind appreciation ? "Why does language 
 fail us, in this our need ? The question 1 leave for more skilful casuists than 
 I pretend to be to determine; but I confess, that since my comrades and my- 
 self have crossed our own Ohio, coming hitherward, the thousand-stringed 
 harp within me has been thnimraing mu.'^ic too sonorous for labial utterance — 
 too precious to be coined into words. [Apjilau-e.] 
 
 One day our love of the sublime and beautiful was gratified to the full, by 
 the towering Appalachians, beetling with crags, and made pictxiresque by 
 "rock and tree and flowing water;" while, constantly, we had before us that 
 stupendous monument of human skill and science, overcoming Nature's 
 rudest obstructions — the Baltimore and Ohio Railroad. Next, the great ex- 
 tent, the diversified architecture, the commercial thrift, the peerless hospitality 
 of the JIoNCMENTAL CiTY, Commanded our praise. [Loud applause.] 
 
 This day, we have looked upon the splendid avenues and palatial offices 
 of our National Capital : have exchanged greetings with our Executive Chief ; 
 have gazed upon the Tomb of Washington ! Here, certainly, language is 
 dumb — we can only uncover with reverence, and mentally ejaculate with the 
 Celtic Bard, " Our harp is hung on a broken branch — its strings thrum a 
 mournful sound:" 
 
 " Come, then, expressive silence, muse his praise." 
 
 The men I accompany, Mr. President, come from the littk- city of the hither 
 West, couched among the corn-gardens of the Scioto ; the little citA', I may 
 add, without boasting, with a big heart. A city, sir, which has /iid the heart 
 to devise and prompt the cons; ruction of the middle section — two hundred 
 miles — of the American Central Kailway. The people of that little city, sii", 
 started tliaf work — 'twas there the first dollar was subscribed ; and it was there 
 the first .sj)udeful of earth was excavated — that city and her county have put a 
 million of hard d<dlars in that gi-eat work, and with the potent help of Marietta, 
 Atliens, and the other counties and towns along the line, have constructed a 
 first class railroad across the peninsula of Southern Ohio, in connection with 
 your great national Baltimore and Ohio route, making for you, of Washing- 
 ton and Baltimore, a bee-line to St. Louis and the West, at a cost of nearly 
 nine millions of dolhirs, without asking either community to subscribe to a 
 cent's worth of stock, or Congress to appropriate an acre of land to their 
 work. [Renewed applause.] 
 
 It was the good iortune of our city, sir, on the late occasion of the opening 
 of that great Central Line, to be designated, for a .■single niglit, as the lodging 
 and sojourning place of the guests of the railway' lines. Om- citizens, you may
 
 124 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 be assured, accepted the appointment with alacrity. They believe they inhabit 
 a favored spot, in a land of plenty, a land of oil-olive and honey — a land of 
 corn and barley; and of wine that maketh strong the heart. 
 
 Mr. Chairman and gentlemen of Washington, we welcomed our Eastern 
 friends with whole heartedness to onr homes and boards — and, let ns assure 
 you, our welcome was not in the nature of a draft, at forty-five days' sight, as 
 they and you have treated it, with an hundred per cent, interest added. 
 
 No. sir ; we felt amply compensated in the act and fact that you had left 
 your homes on the seaboard and come over our road to look at our great 
 mineral raid agricultural country, and see for yourselves what a wealth of 
 commerce we offer to the acceptance of our Eastern friends if they will but 
 stretch their hands across the Ohio and grasp the prize. [Applause.] 
 
 Your humble speaker, Mr. Chairman, left your neighbor city on the evening 
 of a bleak December day, almost twenty-three years ago, in a small stage 
 coach, and after toiling as long as Jonah was in the body of the fish, through 
 Little York and Carlisle, along by Bedford, and away over the snow-drifts of 
 the AUeghanies, reached the smoky city at the head of the then frozen Ohio. 
 Another week of toilsome travel conveyed him to the inconsiderable village 
 which then, as the fine city of the same name does now, served as the Capitol 
 of the Buckeye State. Such were the difficulties then encountered, and so 
 much was the time then wasted in passing from Baltimore to Columbus. At 
 that time Chicago, Dubuque, Peoria, Iowa City, and many other now populous 
 emporia, had no municipal existence, while Vineennes, St. Lonis, Detroit, and 
 other towns of early French origin, were little more than missionary stations. 
 But Chillicothe, though of but small civic consequence, was long before an 
 historical point, having been the capital of the Northwest Territory ; subse- 
 quently, of the young State of Ohio; afterwards, the headquarters of the 
 army of Major General Harrison, during the late war with Great Britain — the 
 residence of Tiffin, McArthur, Wortliington, Creighton, and other Western 
 statesmen known to you older citizens. Well, sir, after a deliberate breakfast, 
 at home, on Friday morning last, we stepped into the luxurious cars of the 
 Marietta and Cincinnati Railroad, and, presto ! within twenty-four hours we 
 had travelled 590 miles, and were receiving the elegant hospitalities of your 
 munificent neighbor. [Great enthusiasm.] 
 
 Such is one of the every-day histories which mark our era of physical pro- 
 gress — such the contrast with our modern " olden time." The steamship, the 
 railroad, the ten-cylinder printing press, the electric telegraph, the cheap 
 newspaper, cheap knowledge universally dffused — these are the steppinj;- 
 stones of civilization — the great ornaments of social progress, which bring ns 
 all together as neighbors, and sanctify our neighborhood with the golden spirit 
 of friendship and fraternal charity. It but remains for me, in the name of our 
 city and her delegates, on this excursion, to attempt a faint expression of our 
 hearty thanks lor the princely hospitality and elegant amenities which have 
 everywhere been extended to ns. especially in Baltimore and here, and to 
 press you, one and all, to make a return of our visit whenever your convenience 
 will permit. [Loud and long applause.] 
 
 Other toasts were given and drank, in honor of the Baltimore and 
 Ohio Itailroad Company, the city of Washington, »fec., &c., when, at a 
 little past nine o'clock, the party separated so as to allow the excur- 
 Bionists an opportunity to be on board the returning special train for
 
 FURTHER SPEECHES THE GUESTS ARE LOCATED. 125 
 
 Baltimore, to start at ten o'clock. They were again taken in carriages 
 and omnibuses to the railroad station, which they left at ten, and 
 arrived in Baltimore before twelve o'clock. The entire trip was a most 
 pleas int one, and the excursionists could scarcely find words adequate 
 in which to express their thanks to the noble-hearted kindness shown 
 to them by the citizens of the national metropolis.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER IX. 
 
 THE STREET RAILROAD SYSTEM OF BAXTIMORE, 
 
 The day succeeding their return from Washington was spent by 
 the Western guests in various ways. A number, under the escort of 
 their friends, were emplo^-ed in visiting the different points of interest 
 about the city, inspecting the public institutions, and in making 
 themselves generally familiar with the sights and scenes of Baltimore. 
 The private hospitality of the people also availed itself of this day of 
 leisure from more public observances to lavish its welcome upon the 
 guests, and numerous dinner and social parties took place, at which 
 different delegations of the visitors were entertained. 
 
 The most important business of the day was an official inspection of 
 the street railroad system, by which Baltimore's great arteries of 
 railroad communication with the East, West North, and South are put 
 in unbroken connection. In order to the accomplishment of this pur- 
 pose a number of the official visitors, with other guests, assembled at 
 the Camden Station, upon the invitation of the Baltimore and Ohio 
 Railroad Company, for the purpose of being conveyed over the 
 Pratt street track, between the President (or Philadelphia Road Sta- 
 tion) and Camden street and Mt. Clare (both Baltimore and Ohio 
 Road) Stations, when an opportunity was afforded them for viewing 
 the practical working of the system of street railroads, and to experi- 
 ence its utility and convenience in the transmission of through passen- 
 gers and freight from one depot to another. At ten o'clock the guests 
 were all seated in one of the capacious new omnibus-cars of the Com- 
 pany — No. 36 — drawn by six bay horses, and started off towards the 
 Pi'csideut street Station, upon their miniature journey of pleasure and
 
 STREET TRIP IN THE PIIILADELPUIA CAR. 127 
 
 scientific inspection. Chauncy Brooks, President of the Baltimore 
 and (^hio Railroad Conijiany, and Henry Tyson, master of machinery, 
 accompanied the excursionists — also Samuel ^Y. Smith and John W. 
 (Jarrett, of the Board of Directors. The "Western cities, upon this 
 interesting occasion, were represented by the following named officials 
 and citizen visitors : From the city council of Cincinnati, J. S. Ross, 
 G. W. Skaats, T. Marsh, Thomas H. Weisner, John J. Torrence, 
 Theojwlus Gains, James Keenan, Daniel Gruney, H. Keirsted and 
 Daniel Hannan ; .Judges Pruden and Saffin, of the Cincinnati Police 
 Coui t ; Henry B. Brown. Police Prosecuting Attornej^ J. M. Sharp, 
 General Agent of the Baltimore and Ohio Railroad at the "West ; F. 
 Leinburg, an attache of the Cincinnati '" Volksfreund," and a number 
 of other Cincinnatians were also in the car. 
 
 From the Board of Aldermen of St. Louis, Charles H. Tillson and 
 Henry C. Lynch, with Henry W. Williams, Dr. C. W. Spaulding, 
 and other St. Louisians — the company numbering about forty-five or 
 fift}'. During the ride to tlie President street depot, a partial oppor- 
 tunity was afforded the visitors for viewing the wharves, shipping, &c., 
 and frequent halts were made at points along the route. At the depot 
 an hour was spent in examining the buildings, &c. At eleven o'clock, 
 the company re-embarked, and were quicklj^ gliding back over the rails 
 to Mount Clare, the "outer" Station of the Baltimore and Ohio, or 
 the western border of the city. Here arc located the extensive shops 
 of the Company for the manufacture of locomotives, and the other 
 machinery of the read. 
 
 The large shops, Nos. 11 and 9, were in full operation, and the visi- 
 tors were shown through them ii> the charge of President Brooks and 
 Henrj^ Tj-son, master of macl;inery. The scientific knowledge of the 
 latter enabled him to impart much information to the visitors. There 
 are generally emplovcd in the.se shojjs over a thousand workmen. 
 An(jther hour was thus spent in the inspection of the extensive works, 
 machinery, &c., and at 12 o'clock, the company again took seats in the 
 excursion car. Here, literally "upon the rails," a railroad meeting 
 was organized, and on motion of Judge Pruden, of Cincinnati, John 
 W. Garrett, of the Board of Dircctcjrs of the Baltimore and Ohio 
 Kail road, was called upon for a speech. 
 
 In introducing the motion the Judge remarked that as there were 
 some interesting features in the Baltimore and Ohio Railroad Com- 
 pany's street connections, &c,, regarding which the visitors desiied 
 further information, he was influenced by Mr. Garrett's knowledge of
 
 128 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 the same, in calling upon that gentleman for a statement. Mr. Garrett 
 arose and responded as follows : 
 
 He premised that the guests had been, doubtless, fatigued witli the nnmerons 
 speeches to which they had recently listened. He would be brief, and should 
 decline altogether the invitation, had not so much interest been manifested on 
 the subject of our system of street railroads, especially by our friends from 
 Cincinnati. 
 
 It is gratifying, said Mr. Garrett, to find around us so numerous and intel- 
 ligent a representation of the councils of Cincinnati, leaving the agi-eeable 
 hospitalities of their i'riends for a practical and thorough examination of the 
 working of a railroad through a populous and active portion of the city, im- 
 pelled, as I understand they are, by a desire to obtain information to decide 
 properly for the interest of their own community an important question of a 
 similar character. 
 
 On the opening of the Baltimore and Ohio Railroad its principal depot 
 was at this point, (Mount Clare,) near the western limits. When the Phila- 
 delphia, Wilmington and Baltimore Road was built its Baltimore Station 
 was about two miles distant, in the eastern part of the city. Much prejudice 
 existed against, and great clamor was excited by an application for a connect- 
 ing road through the streets to facilitate the transportation of passengers and 
 freight between the two roads. It was urged that by the grant the business 
 of draymen and laborers would be diminished, that the passage of vehicles and 
 the general transaction of business in the thoroughfares would be seriously 
 interrupted, and that the chief result of such facilities would be to injure the 
 hotels of the city, by inducing travellers to pass at once through Baltimore, with 
 scarcely a glance at its merchants and business advantages. 
 
 On the other hand, the comprehensive view was presented that at all im- 
 portant commercial points there were competing lines to the East ; that the 
 New York Cental, New York and Erie, and the Pennsylvania Central Roads, 
 all tendered their best facilities, with the least interruption practicable, to 
 induce patronage to their respective routes, and that, unless Baltimore oflFered 
 every possible inducement of speed and economy of shipment, travel and trade 
 would avoid her and flow into other channels ; that the ultimate result would 
 be to attract a large increase of business through Baltimore ; that many pas- 
 sengers, tor convenience, from fatigue and other causes, though designing to 
 visit Philadelphia and New York, would rest at Baltimore, and gradually open 
 and improve intercourse with her merchants, and such general increase in 
 business would permanently advance the interests of all, including the laboring 
 classes. 
 
 Fortunately for the city, the privilege of the connecting road was granted, 
 and it has been found to work most beneficially for all the great interests 
 involved. As you have seen in passing this morning, in this large and com-
 
 SPEKCII OF JOHN W. GARRETT ON STREET RAILROADS. 129 
 
 modious car, through Pratt, one of our most crowded and active commercial 
 streets, its general business is not interrupted. A vast increase of local busi- 
 ness has resulted under the liberal policy of Baltimore. Our system — 
 
 " To welcome the coming, speed the parting guest," 
 and to impose no unnecessary tribute on freights destined for other markets, 
 (whilst under the tariff arrangements of the road fully protecting and discrimi- 
 nating in favor of Baltimore,) attracts, as it merits, approval from the travel- 
 ling and business public, and our hotels, our merchants, and all interested in 
 the prosperity of Baltimore feel its favorable effects. 
 
 I have referred especially to the connection over which you have just passed. 
 The Baltimore and Ohio Road has, additionally, a street connection with the 
 Northern Central Road, and a branch to Locust Point, on the south side of the 
 harbor, where freights destined coastwise are most economically shipped. 
 
 Gentlemen of Cincinnati, you have recently added an important source 
 of increased greatness to your rapidly improving city — the Ohio and Missis- 
 sippi Road. You have, I learn, a distance of two miles from its station to the 
 depot of the road, which connects your city with our great line. It is said the 
 grades and the streets are favorable to the proposed connection. In the judoinent 
 of those familiar with the subject, this interruption in your great southern, east 
 and west line is equivalent in delay and cost to a distance of 100 miles of road. 
 
 We trust your practical examination of the subject here, endorsed by the 
 satisfactory experience of years, will enable you to decide that the interest of 
 your community will be promoted in removing this sole difficulty in the line, 
 by perfecting the iron bands, and thus completing the chain from the Chesa- 
 peake to the MississippL 
 
 At the conclusion of the address, the car containing the excursion- 
 ists was started forward, and the topic of the speech furnished 
 abundant material for conversation and further discussion among the 
 officials and guests, all of whom manifested the utmost interest in 
 every thing connected with the system — assured as they were of its 
 utility and importance. When the car arrived oppposite the Maltby 
 House the guests were discharged therefrom, and returned to their 
 several hotels in time to dine. Altogether, the trip, combining as it 
 did the pleasure as well as the interest of the participants, was one of 
 the most practically important that engaged the attention of the 
 visitors during their stay at Baltimore. 
 
 A meeting of the Chillicotheans present in Baltimore city was held 
 at Barnum's Hotel, on the 21st of July, 1857. Edward Adams, Mayor 
 of Chillicothe. was called to the Chair, and A. Pearson appointed Secre- 
 tary. On motion of Hon. W. B. Franklin, seconded by S. W. Ely, it was 
 ti*
 
 130 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Resolved^ That the unwonted kindness, nnremitted attention, manifest hos- 
 pitality, and princely liberality, so gracefully accorded us by the municipal 
 officers, citizens of Raltimore, and officers of the railroads united in the excur- 
 sion we are now celebrating, command our profound gratitude, and have 
 erected for them, in each of our hearts, a monument of memory which shall 
 endure throughout our existence. 
 
 Resolved, That this resolution be attested by the officers of this meeting, 
 and communicated to the press of Baltimore, to whose assiduous civilities we 
 are greatly indebted. E. ADAMS, Chairman. 
 
 A. Pearson, Secretary.
 
 THE 
 
 RAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER X. 
 
 THE WESTERN GUESTS ON THE CHESAPEAKE -TRIP TO OLD POINT 
 COMFORT, NORFOLK, AND PORTSMOUTH. 
 
 Moor N. Falls, President of the famous Chesapeake Bay steamers, 
 having renewed his generous in\itation to the Western guests, to visit 
 Norfolk by that favorite Une, received the following note of acceptance 
 on the 22d July : 
 
 Baltimore, July, 22, 1857. 
 M. X. Falls, President of the Norfolk Steamboat Company : 
 
 Dear Sir : — I am instructed by the excursionists from Ohio, (who have 
 been the guests of the city of Baltimore, Washington, and the Baltimore and 
 Ohio Railroad Company,) to tender to jon their grateful acknowledgments for 
 the generous offer by which j-ou propose to extend the excursion, and on their 
 behalf accept your invitation to take a voyage on one of your fine steamers to 
 Korfolk. We shall be pleased to leave Baltimore in compliance with your 
 suggestion, on Wednesday evening, at 5 o'clock P. M., July 22. 
 Respectfally yours, 
 
 B. EGGLE5T0N, 
 
 Chairman of Committee. 
 
 The splendid steamer North Carolira, of the Bay Line, accordingly 
 left the Company's wharf foot of Concord street, on "Wednesday even- 
 ing, .July 22d, about half-past five o'clock. She was under the charge 
 of the following ofiBcei's : Capt. James Cannon ; Clerk, L. B. Parks ;
 
 132 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Through Agents, Messrs. George S. Allen and James B. George, Jr. 
 Moor N. Falls, the liberal President of the Company, was on board 
 during the entire trip, and was assiduous and successful in his en- 
 deavors to make everybody comfortable. 
 
 There were on board some two hundred of Baltimore's guests, from 
 the cities of St. Louis, Cincinnati, and Chillicothe, they being on this 
 occasion the special guests of the Bay Line of steamers. A number of 
 the members of the Baltimore City Council were also on board, as well 
 as several citizens of Baltimore, who accompanied their friends from 
 the West. The whole number of passengers was hardly less than 
 three hundred. The run down the river and bay was most delightful, 
 the refreshing breeze proving quite acceptable to the excursionists, 
 who had been somewhat worn down by the heat and exertions of the 
 few previous days. The band of the National Guards of St. Louis, 
 and Menter's Comet Band of Cincinnati, were both on board. On 
 passing Forts McHenry and Carroll, near the harbor of Baltimore, the 
 bands played " The Star Spangled Banner " and " Hail Columbia." 
 The large party on board, soon after dark, sat down to a bountifully- 
 supplied supper, which was partaken of with a gusto only to be 
 appreciated by those who know by experience what it is to have 
 an appetite sharpened by a thirty miles' ride on the beautiful Chesa- 
 peake. 
 
 After supper the party scattered over the spacious boat, and soon 
 the noble steamer presented what might not inaptly be termed a Car- 
 nival scene. On almost every accessible part of her some kind of 
 amusement was going forward. On the lower deck the devotees of 
 Terpsichore held full sway, and until long after midnight a gay and 
 happy party of ladies and gentlemen were tripping it lightly, to a band 
 of very good cotillion music. In the main saloon a musical and dra- 
 matic soiree was organized, and amid songs and recitations, jokes and 
 flows of wit, the hours flew rapidly awaj'. This party were indebted 
 to Col. Johnson and Mr. George S, Allen, of Baltimore, and Alfred 
 Burnett, of Cincinnati, for their proficient and ready contributions to 
 the general entertainment. While these proceedings were going on, 
 the military bands played alternately upon the upper deck, and, alto- 
 gether, the company was one of the happiest ever on board a steamer. 
 It was long after midnight before the various parties of pleasure broke 
 up. On Thursday morning at sunrise, the party found themselves 
 rapidly approaching Old Point Comfort. The water was rather more
 
 THE VISIT TO OLD POINT COMFORT AND THE FORTIFICATIONS. 133 
 
 rough there than higher up the bay, yet the weather was exceedingly 
 pleasant. The steamer reached Fortress Monroe about six o'clock, 
 after one of the most pleasant trips ever made between Baltimore and 
 Old Point. 
 
 As soon as the North Carolina was made fast to the wharf, the 
 guests proceeded to Fortress Monroe. The commanding officer and 
 his aids were unremitting in their attentions, and in a very brief space 
 of time all objects of interest connected with these gieat fortifications 
 were made familiar to the guests. Many souvenirs were collected 
 within the Forts and along the shores of the noble Bay, and after a stay 
 of about an hour and a half, the North Carolina cast loose and steamed 
 away up the broad river for Portsmouth, opposite Norfolk, the termi- 
 nal station for the Bay steamers. 
 
 The United States sloop-of-war Germantown, desitned to join the 
 squadron in the Chinese waters, was lying in the stream as the steamer 
 approached Norfolk. The North Carolina had on board some twenty 
 recruits intended to complete her crew ; she lay to in the stream, and 
 the boats of the Germantown were lowered for the purpose of taking 
 them on board. As the boats bearing the recruits neared the German- 
 town, her yards Avere manned, her sails unfurled and spread to the 
 breeze. During the day she took her departure for the land of the 
 Celestials. The wheels of the North Carolina were again put in mo- 
 tion, her head turned towards Portsmouth, and amid the firing of guns, 
 the cheers of the populace, the bristling of bayonets on the wharf, and 
 the pleasant smiles of hundreds of the fair daughters of the Old Do- 
 minion, she reached the wharf. Whilst at Old Point, Messrs. "W 
 Reed, Joseph Price, and M. W. M inter, on the part of the council, and 
 Dr. Arthur B. Smith, and JNIessrs. Holt, Wilson, and G. Henderson, 
 on the part of the citizens, came on board, and generously welcomed 
 the guests to Portsmouth. A committee from Norfolk also came on 
 board, and tendered a like welcome to their city. 
 
 The North Carolina reached Portsmouth about eight o'clock on 
 Thursday morning, and immediately a salute of fifteen guns was fired 
 by the National Guard. The excursionists formed on the lower deck, 
 and to the strains of the inspiriting music of the St. Louis band, the 
 people of Missouri and Ohio marched on the soil of the Old Dominion. 
 Here the committees who, on the part of the citizens and council, had 
 come down in the steamer from Old Point, handed over the guests to 
 the following committee of reception :
 
 134 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Mayor. 
 James Gregory Hodges. 
 
 John T. West, 
 W. AY. Peed, 
 A. C. Moore, 
 
 Samuel Watts, 
 Thomas Brooks, Jr., 
 D. D. Fiske, 
 
 From the Council, 
 
 W. H. Morris, 
 Samuel Hoffer, 
 Wm. W. Davis, 
 
 From the Citizens. 
 
 Charles A. Grice, 
 Wm. II. H. Hodges, 
 Johu G. Hatton, 
 
 Samuel Turner, 
 0. B. Sherwood, 
 V. 0. Cassel. 
 
 John C. Cooke, 
 Captain H. N. Page, 
 John W. Young. 
 
 From the Military. 
 
 Lt. Col. D. S.Walton, Maj. P. 11. Daughtrey, Surgeon Geo. W. Peete, 
 Capt. Jas. Richards, Capt. Edward Kearns. 
 
 The lady guests, and many of the gentlemen accompanying them, 
 were speedily placed in carriages, and the others of the party formed 
 in procession, and proceeded to the corner of North and Raceford 
 streets, where they were received by the military and City authorities. 
 Mayor Hodges, in a very happy style, warmly welcomed the guests to 
 Portsmouth. He remarked that the hearts of the people of Ports- 
 mouth, as well as those of her twin-sister city of Norfolk, were thrilled 
 with pleasure at the coming of the hardy sons of the West, and he felt 
 it to be one of the very proudest acts of his life to bid them a hearty 
 welcome to the city of Portsmouth. 
 
 The gallant Mayor was fluently and acceptably responded to, on 
 behalf of the visitors, by Mr. Thompson, of Cincinnati, who thanked 
 him in behalf of Missouri, of Ohio, and Maryland, for there were Bal- 
 timorcans in the ranks. He said they had been invited to Portsmouth 
 as friends, and as such they had come. He referred to the fact that 
 the visitors from the West had come at the bidding of this people as 
 friends — that though, in the nature of republican government, there 
 would be differences of opinion and different creeds respecting many 
 things, yet, in regard to one great question there could be no differ- 
 ence of opinion— they could, they must and would be single-minded, 
 as long as they were true to their fathers or themselves, in defending 
 and preserving tlie Union. He continued throvighout his speech in 
 the same glowing strain.
 
 THE ARRIVAL AND RECEPTION AT PORTSMOUTH. 135 
 
 When Mr. Thompson had concluded, the procession was formed 
 and moved off in the following order : Major Daughtrey ; the Ports- 
 mouth Rifles, Capt. Richardson; the National Grays, Captain Deams; 
 the Marion Rifles, Captain Ilodges ; the Union Guards, Captain God- 
 wins ; the Old Dominion Guards, Captain Kearns ; the various com- 
 mittees of the city of Portsmouth ; the delegations from the West ; 
 and last, though by no means the least, ladies from the \Vest in car- 
 riages. The fine bands from St. Louis and Cincinnati, as well as one 
 belonging to Portsmouth, were in line. The procession passed through 
 the principal streets of the city, across many of which were suspended 
 the American flag, and in some instances those of other nations were 
 suspended with our own proud ensign. The streets through which the 
 procession passed were filled with the citizens, and at a number of 
 private dwellings the guests were greeted by the pleasant smiles of the 
 fair ladies of the city, who waved their handkerchiefs and flags, and in 
 every possible manner endeavored to show their Western friends that 
 they were welcome. 
 
 When the procession reached the Navy Yard, it was met at the 
 entrance gate by Commodore Dornin, the commander, and the visitors 
 received a cordial invitation to view the works. The entire party 
 were soon- spread through the yard, and many novel sights to them 
 were presented. The Diy Dock received a thorough inspection, and 
 was unanimously pronounced a great work. The thing of material in- 
 terest to view at that time at the Gosport Navy Yard was the fitting 
 out of the new steam frigate Colorado, built there, and the repairing 
 of the Powhattan, made famous by her participation in the recent com- 
 mercial arrangement with Japan. Another object of considerable in- 
 terest was the old frigate New York, as she now lies in the ship house, 
 having been built some thirty years and never launched. The people 
 from the West could not understand why it was that such a fine ship 
 should thus be allowed to rot, but they all seemed to admire every thing 
 connected with the stupendous works, the opinion being unanimous 
 that the proper way for our country to maintain peace was to obey 
 the grand injunction, "in time of peace prepare for war." The mam- 
 moth ship Pennsylvania was also visited, her accommodating com- 
 mander, Capt. Tucker, having boats ready to con-vey such of the party 
 as desired to go on board from the Navy Yard. Whilst the guests 
 were on board of this proud old specimen of the handiwork of our country- 
 men, the officers were studious in their attentions, showing, with the 
 greatest politeness, the most minute details of the ship. The band
 
 136 EXCURSION OF WESTERN AUTHORITIES TO TUE EAST. 
 
 attached to the Pennsylvania discoursed the most eloquent music 
 while the party were on board, and after all had satisfied their curi- 
 osity, the same kindness and attention were showed them by the offi- 
 cers in regaining the shore. About half past eleven the tap of the 
 drum summoned the ladies to the carriages and the gentlemen to the 
 line of the procession, which being again formed proceeded to the Ma- 
 con House, where the citizens and authorities had provided a substan- 
 tial collation. 
 
 The good people of Portsmouth called their entertainment a colla- 
 tion, but it partook very much in its nature of a banquet. Every thing 
 in season was found upon the tables in profusion, and champagne and 
 other wines fairly flowed in streams. After the guests had satisfied 
 their appetites, Capt. Watts, of Portsmouth, arose and addressed the 
 company in a felicitous manner. 
 
 He remarked that the great West, and the East, had recently entered into 
 a matrimonial contract, and no man was found who had the hardihood to for- 
 bid the bauns. He said that the agreeable meeting of to-day had satisfied him 
 that the bone and sinew of the land knew no East, no West, no North, no 
 South, but that the whole country, and nothing but the whole country, would 
 satisfy the good and true men of all sections of the Union. 
 
 Judge Carter, of Cincinnati, was next vociferously called for at the 
 conclusion of this speech. As soon as order was in a measure restored, 
 the Judge rose and remarked that, although he and his fellow-citizens 
 owed allegiance to Ohio, yet they considered themselves the friends of 
 the Old Dominion and the lovers of the whole Union. 
 
 He said that the men of the West had suddenly come among the citizens of 
 Virginia, and the most generous hospitality had been showered upon them. He 
 dilated at considerable length on the glories of the American Union, and paid 
 a high compliment to the good old State in which he had accidentally, almost 
 he might say, found himself. The cities Cincinnati, Chillicothe, and St. 
 Louis claimed to be the sisters of Portsmouth and Norfolk, and awful would be 
 the responsibility of the individual who should attempt to break the bonds of 
 friendship to-day so tightly cemented. These communities had ever been 
 warmly attached friends, and doubly cemented as they were now, or soon 
 would be, by bands of iron and the union of hearts, tbe attacliment must last 
 forever. He said he was heartih' gratified, nay more than gratified, to meet on 
 this occasion the men of the Ea.st and the West. He and his friends had trav- 
 elled from the Western cities over stupendous works, and all they had seen
 
 THE WELCOME AND THE RESPONSES AT PORTSMOUTH. 137 
 
 and all they hud heard had only tended to make them the stronger lovers of 
 our glorious American Union. 
 
 He concluded by offering as a sentiment: "The cities of Norfolk and 
 Portsmouth — in their recent great distress by pestilence they had the heartfelt 
 sympathies of the entire Union, and we rejoice to see their prosperity and grow- 
 ing greatness to-day." 
 
 Henry W. Williams, of St. Louis, rose to express the thanks of the 
 Mi^sourians for this overpowering expression of esteem and respect. 
 From the banks of that mighty stream, the Father of Waters, he said, 
 to the justly proud Monumental City their journey had been a tri- 
 umphal one. 
 
 The Missourians, he continued, had great capacity for enduring comfort and 
 hospitalities, but this excursion had over-tasked their powers ; they had been 
 literally overwhelmed with kindness and friendly attentions. The representa- 
 tives of the West were here to-day to shake hands with the East. They came 
 with a higher motive than their own selfish enjoyment. They came 
 to unite with the East in a Union which should obliterate any distinctions or 
 differences between the North and South ; they came desirous of changing the 
 geographical lines which had been drawn ; to blot out that line which had been 
 made running East and West, and to establish one running North and South 
 — the people on each side of which being united, as upon this occasion, in the 
 bonds of friendship, would render the Union secure and perpetual. There 
 would then be no North or South, — our whole country would be East or West. 
 This being accomplished while Virginia, the Old Dominion, contained the 
 ashes of Washington, and Maryland contained all that was mortal of Charles 
 Carroll, of Carrollton, the fanatics and factionists who seek to destroy that 
 Union could not, should not, accomplish their evil designs. 
 
 Those States, and others h^re represented, through which the excursionists 
 had passed — indeed all of the glorious thirty-one — were bound together by the 
 strongest ties of interest and of consanguinity, as well as by that mutual love 
 of countrj^ which nothing can resist. After some further eloquent and much 
 applauded remarks, Mr. Williams concluded by again thanking the authorities 
 and people of Portsmouth for the kindness and attention paid to the Western 
 visitors while among them. 
 
 After Mr. Williams closed, and as the ladies were conveyed to the 
 Norfolk ferry — a summer-shower fell upon the scene. The ladies were, 
 however, soon transferred to the ferry boat from the vehicles by the 
 gentlemen of Norfolk and Portsmouth. On arriving at Norfolk the 
 guests were met by the Artillery Blues, Capt. Corprew, and the 
 Juniors, Capt. E. C. Robinson. The ladies were placed in carriages
 
 138 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 by a committee appointed for the purpose, consisting of Messrs. Sol. 
 Cherry, Jolin E. Tunis, and W. 0. AVilliams, and soon arrived at the 
 National Hotel, where, after a slight rest, they were regaled with a 
 most bountiful diimer by those gentlemen. The ladies had quite a 
 pleasant time, the delicious viands and champagne were freely discussed, 
 and when the gentlemen of the party next met their fair friends on 
 board the North Carolina, whither they had been taken in carriages 
 fi'om the hotel, they wore most cheerful and happy faces, and were as 
 merry as crickets. The male guests were escorted from the ferr}^ by 
 the military, INIayor Ferguson, and Commodore Dornin and other naval 
 officers, a committee of citizens, composed of Messrs. ]\Iyer Myers, 
 J. I. Bloodgood, W. IT. C. Lovett, Stephen Bonsall, S. R. Bourne, and 
 Henry Gheseline, and headed by the two bands of music, marched to 
 jNIechanics' Hall, where the grand reception took place. The hall was 
 soon filled to ovei flowing. 
 
 The ^layor of Norfolk, Mr. Ferguson, rose and stated that, as the 
 chief officer of the city, he heartily welcomed the guests from the 
 Western cities. 
 
 We are, said he, the more pleased to welcome you from the fact thiit we 
 hope and believe that at no distant day we shall be allied much more inti- 
 mately than at present, by means of the James River and Kanawha Canal. 
 Situated as we are on the seaboard, with one of the finest hai'bors on the iace 
 of the earth, it becomes our duty to use our best endeavors to cultivate friendly 
 feelings with, not only the West, but with the entire country. We shall soon 
 be enabled to receive your Western produce in our harbor, where shortly we ex- 
 pect to see the flags of every nation on the face of the earth. Allow me, gen- 
 tlemen, in the name of the corporation, and on behalf of the citizens of Nor- 
 folk, to bid you a most hearty welcome. 
 
 When the applause which followed the Mayor's remarks had some- 
 what subsided, Charles D. Drake, of St. Louis, rose to reply. 
 
 He said this was the first, and perhaps to many nowhere the last time that 
 the present company might ever meet. In behalf of his fellow guests from 
 Ohio and Missouri, he would return his heartfelt thanks for the very kind 
 manner in which they have been received in Norfolk. The invitation to make 
 this visit had come upon them somewhat imexpected, whilst they were re- 
 ceiving the munificent hospitalities of the Monumental City. Coming thus 
 suddenly, on short notice, travel- worn, the aspect of the outer-man against us, 
 we certainly present an unprepossessing appearance — but these only reflect the
 
 THE ARRIVAL AND RECEPTION AT NORFOLK. ' 139 
 
 warmest impul^^es of our hearts, and the generous feeling of the warm -hearted 
 citizens of Norfolk towards us is almost beyond thanks. 
 
 Of all who have come from the West with us I am, perhaps, (said Mr. 
 Drake) the oldest acquaintance of your ancient city. A curlj'-headed red- 
 faced niidsbipraan, on the 19th day of February, 1828, fresh from the banks of 
 the Ohio, sailed from Norfolk in that good old-ship-of-the-line Delaware, 
 then and for many years later the pride of the American navy. That indi- 
 vidual has now the honor of addressing you. I have never seen Norfolk since, 
 until to-day, and my heart has been gladdened by a sight of her once more. I 
 am proud, doubly proud, to return backed by such an assemblage as have re- 
 ceived your kindness to-day. We come from that section of the continent, on 
 which the Almighty has set his seal of beauty and verdure — of beautiful land- 
 scapes and plains — from a soil which is capable of producing enough to feed 
 the world. We come as representatives of a valley boundless in extent — from 
 the great valley through which runs the noblest river in the world — from the 
 land of prairie, where the labor of a generation is not needed to make the soil 
 productive. We come from a section of country where you first see a hamlet, 
 then a village springs up, a town succeeds, which soon looms into the impor- 
 tance of a city. This all occurs whilst the foundation of a house is being laid, 
 in some quarters. 
 
 You of the Atlantic cities have your grand and gio antic forts of defence and 
 magnificent ships-of-war, and in this respect we are unlike you ; but your suc- 
 cess in your magnificent exchanges, as merchants, as traders, as manufacturers, 
 creates no envy in our hearts — on the contrary, such successes only tend to 
 make the heart of the West throb with joy. We of the West have our glories 
 too, and it pleases us to see you rejoice in our prosperity. We are not now 
 situated as we were a short time ago — the barriers of the AUeghanies have beeu 
 overcome — the earth is no longer in the hands of nature — towns and cities 
 have sprung up as if by magic — the virgin lands of the West are now producing 
 immense quantities of flour, which is floated down the beautiful Ohio, or passed 
 on to our own ]\Iissouri by rail. We are looking beyond — our eyes are on the 
 Rocky Mountains — on San Francisco — on the Pacific. There sits our beauti- 
 ful section of country in all her majesty, and the man who comes to this sec- 
 tion from the West will in a few years have to come from the Pacific, and not 
 from that region of country from whence we hail. We come from the grand 
 and stately centre of the Union — a Union which must last forever. Who, sir, 
 is it, living away from this geographical centre, has the fatuity to predict that 
 this Union will ever dissolve while this grand centre exists ? Should the at- 
 tempt ever be unfortunately made to detach the great West from the mouth ot 
 the Mississipjji, a torrent would sweep down on the miscreant such as was 
 never heard of before. No such thing can come. He who would make the 
 attempt must first try to forget the geography of his country. He must first
 
 140 EXCURSION OP WESTERN AUTHORITIES TO THE EAST. 
 
 cease to remember that the hub of the great wheel on which our glorious gov- 
 ernment revolves is firmly fixed in the mighty West. Mr. Drake concluded by 
 again thanking the Mayor and citizens for the kind reception extended to the 
 guests. 
 
 Mr. Chandler, of Norfolk, followed. 
 
 He said : Brethren from the setting sun, we heartily bid you welcome to the 
 hospitalities of our city. We can show you no splendid monuments of archi- 
 tecture — no royal exchange in which merchants do most delight to congregate ; 
 but we could show strangers many things not to be seen elsewhere. Many now 
 present had heard to-day for the first time the roar of old Ocean, and had also 
 witnessed some fine specimens of naval architecture. We of Norfollc have 
 these and many other things worthy to be proud of, and we should be unworthy 
 of the trust did we not feel proud. Our good old city has been said by many 
 to be in a state of decay, but, said he, thank God, we are waking up from our 
 Kip Van Winkle sleep. Our citizens have buckled on their armor and have 
 gallantly entered the race for greatness — they have at length determined to use 
 the sinews of steel and joints of iron, and they fervently hope to bs enabled 
 within a short time to join hands with the western and central portion of the 
 Union. 
 
 Mr. Chandler said, he hoped the friendships made to-day would be lasting, 
 and he knew that as sQon as Norfolk had completed her improvements, as things 
 were now constituted in this age of the almighty dollar, the people of the an- 
 cient city and her brethren in the West could not by any possible means fail 
 to become strong and lasting friends. After setting forth at considerable 
 length the many natural advantages of the city, Mr. Chandler remarked that 
 with a few words to the fair ladies present he would conclude. 
 
 The ladies, said he, are a subject of which my heart is full. In the course 
 of my life I have mixed with whiskered and moustached men, have partici- 
 pated, in days gone by, in the excitement of log cabins and hard cider, while 
 B'lme of my most esteemed friends may have an indistinct recollection of en- 
 deavoring to raise the longest kind of hickory poles. These and other mat- 
 ters have been subjects of excitement, but I always feel a queer sensation in the 
 presence of ladies, and I must say I feel proud and gratified to see so many of 
 the fairest part of creation from the Western cities present to-day. Where 
 they are seen in such numbers and loveliness every thino- is safe. The3' were 
 the first at the cross and the la.st at the sepulchre — they were ever present 
 where deeds of mercy were to be performed — and as Daniel Webster once said 
 of the Constitution, I love them as a peculiar institution. A learned man once 
 remarked tliat the world was governed by three boxes, the cartridge-box, the 
 ballot-box, and the band-box ; and, as a representative of the married men, I 
 must say that last, though not least, is the band-box. God grant, continued
 
 THE COLLATION AT NORFOLK INCIDENTS. 1-41 
 
 Mr. C, that the links of friendship made this day may be cemented and 
 made stronger day by day till time shall be no more. 
 
 At the conclusion of his remarks, the gallant speaker was literally 
 covered by a shower of bouquets thrown at him by the ladies present. 
 He bore his honors quite blushingly, and for the balance of the day 
 •was quite a lion among the fair ones. 
 
 The ladies were taken in charge by the Norfolk Committee, as 
 previously stated, and the gentlemen formed in procession and marched 
 to the Assembly Rooms, where a bountiful collation was awaiting 
 them. After justice was done to the viands, the Mayor arose and 
 read the regular toasts, viz : " The Union of the States ;' " The Guests 
 from the West;" "The City of Baltimore;" "The President of the 
 United States;" "The Father of Waters and the Chesapeake;" " The 
 Governor of Virginia ;" "The Army and Xavy;" " The Ladies." Elo- 
 quent speeches were made by the Mayor of Norfolk ; Judge Carter, of 
 Cincinnati; Messrs. Tillston and O'Conner, of Ohio, and Hallam, of 
 Kentucky ; Lieut. Fyfe, of the sloop of war Germantown ; Geo. S. 
 Allen, of the steamer North Carolina, and several others. 
 
 The toast to Baltimore was highly complimentary, and was followed 
 by three hearty cheers. Loud calls were made for John B. Sciden- 
 stricker, but that gentleman having previously left for Old Point, 
 Neilson Poe — a prominent member of the Baltimore Bar — responded 
 in a few happy remarks. He said what Baltimore had done to make 
 her so lovelj' to the people of Norfolk she was ready to do again should 
 the unfortunate necessity occur, but this was an event which he and 
 his fellow-citizens trusted the Almighty would avert. Mr. Poe made 
 an excellent speech, as he always does. 
 
 During their stay at Norfolk a large number of the excursionists 
 repaired to the hospitable mansion of Mr. Ball, where champagne corks 
 flew merrily for a short time, and many pleasant things were said and 
 done. Among other gentlemen who made short addresses at the resi- 
 dence of Mr. Ball, was Capt. Pritchard, of the National Guards of St. 
 Louis. His remarks were most happily conceived, and uttered with a 
 vehemence which at once proved that all he said came from the heart. 
 
 At five o'clock, on Thurday afternoon, the entire party being on 
 board, the North Carolina cast loose from the Norfolk wharf amid the 
 cheers of hundreds of citizens, and steamed over to Portsmouth, on 
 her return to Baltimore. A large number of the citizens of Norfolk 
 accompanied the party to Portsmouth, and many went as far as Old
 
 142 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 Point Comfoit — sixteen miles distant — where they were reluctantly 
 compelled to leave their newly made friends. Whilst waiting at 
 the wharf at Noifolk, nearly all the ladies of the partj- being in the 
 upper saloon of the North Carulina, loud calls were made for Mr. 
 Chandler, who, having survived the broadside of bouquets which were 
 aimed at him a few hours previously, came forward, and for about 
 ten minutes entertained those present with a strain of witty remarks. 
 The Seaboard Road train having arrived, and its passengers safely on 
 board, the North Carolina gently swept out from the Portsmouth 
 wharf amid the most vociferous cheering from hundreds collected 
 there. One of the bands played an appropriate tune as she passed out 
 of the harbor, and the yards of the Germantown were manned by her 
 hundreds of gallant tars dressed in clean white pantaloons and blue 
 jackets. The boat stopped but a moment or so at Old Point Comfort, 
 where the five hundred ladies and gentlemen then sojourning there, 
 were assembled on the wharf to greet the excursionists as they passed. 
 Mentor's Cincinnati Band treated them to fine strains of music whilst 
 we briefly stopped. The North Carolina again started up the Bay, 
 amid the cheers of the gentlemen and the waving of handkerchiefs by 
 the ladies. The return trip was pleasant in the extreme, but the party 
 being exhausted with the fatigue of the day, generally retired at au 
 early hour. The North Carolina reached her wharf at Baltimore about 
 seven o'clock, on Friday morning ; previous to her arriving, however, 
 the guests and all on board partook of one of those famous fish break- 
 fasts peculiar to the Chesapeake Bay Line. 
 
 Before reaching the wharf a meeting of the "Western excursionists 
 was held in the main saloon of the steamer, when the annexed pro- 
 ceedings were had, as reported in the Baltimore Patriot : 
 
 MEETING OF THE WESTERN EXCrRSIOMSTS. 
 
 At a meeitng of the excur.^ionists from Oliio and Missouri, held on board of 
 the steamer North Carolina, on Friday, July 24th, 18j7, Benjamin Eggleston, 
 of Cincinnatti, was called to the chair, and John D. Caldwell, of Cincinnati, 
 appointed secretary. 
 
 On motion of Charles D. Drake, of St. Louis, the following resolutions were 
 adopted by acclamation : 
 
 Resolved, 1. That we lender to the civil authorities and citizens of Balti- 
 more, Washington City, Norfolk and Portsmouth, our cordial and sincere 
 thunlvs for the hearty and miniifioent hospitality we have received at their 
 hands, and for the iimumfrable individual attentions on their part, which have 
 so grc'itly enhanced our enjoyment in our sojourn among them.
 
 GENERAL EXPRESSION OF THANKS BY THE GUESTS. 143 
 
 2. That in our courteous reception hv the President of the United States 
 and tiie members of the Cabinet, at the White House, we reJDice to see, on their 
 part, an appreciation of the vahie to the comicry of social iiitcrchaiiire such as 
 we have participated in, assuring us of their patriotic regard for tlie welfare of 
 the whole people. 
 
 3. That our thanks are due, and are hereby most kindly presented to the 
 different railroad companies whose courtesy has been extended to us, and for 
 the unceasing efforts of the officers of those roads over whirh we have passed 
 to render our travel safe and agreeable. 
 
 4. That we would in a special manner commend the Baltimore and Ohio 
 Railroad — with which the idea of this excursion originated — to persons in all 
 parts of the country as an excellent and delightful route for travellers. Wo 
 would particularly express our high admiration of the skill, care, and apparent 
 perfection of every thing about its management, and have no hesitation iu 
 pronouncing it the best constioxcted, and one of the safest railroads of which we 
 have any knowledge. 
 
 5. That our thanks be likewise presented to the proprietors of the steamboat 
 line between Baltimore atid Norfolk for their kind invitation to visit Norfolk 
 and Portsmouth ■ on their boats, and for the very courteous treatment we 
 received on board the noble steamer North Carolina, in going to and returning 
 from those cities. 
 
 6. That in the interchange between different portions of the country, of 
 social courtesies such as we have enjoyed, we see a means, heretofore almost 
 unknown, of cultivati ig a bi'oader an.l deeper nationality of feeling, aad of 
 binding us together more closely in the ties of brotherhood, and consequently 
 of cementing more firmly the sacred Union of these States; and we would 
 express the earnest hope that similar excursions may bec;onie frequent — par- 
 ticularly between parts of our country which have not been called heretofore by 
 the demands of business to the establishment of close intercourse. 
 
 7. That the Press generally, and particularly that of Baltimore and Wash- 
 ington City, Norfolk, Portsmouth, Cincinnati, Chillicothe, and St. Louis, be 
 requested to publish the proceedings of this meeting. 
 
 The meeting then adjourned with three cheers. 
 
 BENJ. G. EGGLESTON, Chairman. 
 John D. Caldwell, Secretary. 
 
 We should not clo.se this account of a delightful trip without sajnng a 
 word in praise of the gallant officers of the noble steamer North Carolina. 
 From the time the boat left her wharf at Baltimore until her return, 
 each and all of them were unremitting in their attention to the pas- 
 sengers, their wishes as it were being in many cases anticipated. They 
 freely abandoned their own comforts and conveniences for the purpose 
 of making tlie guests comfortable, and it cannot be doubted that they 
 made an impression upon all their numerous guests which will never 
 be erased.
 
 THE 
 
 KAILWAY CELEBRATIONS OF 1857. 
 
 CHAPTER XL 
 
 CONCLUDING REFLECTIONS -THE POSITION OF BALTIMORE: ITS AT- 
 TRACTIVE SURROUNDINGS. 
 
 In bringing to a close this narrative of the incidents attending the 
 hospitable reception and noble entertainment of the "Western guests, it 
 may not be inappropriate to dwell for a moment upon its salient points. 
 These are to be found in its social and friendly design, in the com- 
 pleteness with which that design was carried out, interesting in its 
 execution the representative people of four States and three great 
 Cities, and in the happy fraternal feelings which it did so much in creat- 
 ing, and is still powerful in perpetuating. The unceasing clangor 
 and rivalry of business that pervade the land, and the excessive polit- 
 ical excitements which seem inherent in our system of government 
 require the opiate influence of these public festivals, by which the 
 people of different States and sections may be brought together to rub 
 off the asperities that variant interests may have created, or to gather 
 strength for a common purpose from the increase of confidence and 
 respect, of which such opportunities for fraternization and communion 
 are productive. In these aspects the Railroad Celebrations of 1857 
 were eminently successful. In the wide ciicle of Eastern guests, who 
 enjoj'cd the abounding hospitalities of the West in June last, he must 
 be a dullard indeed who has not some treasured souvenirs of his ex- 
 perience at that time ; to whom the mention of Cincinnati, St. Louis, 
 Chillicothe,or even of little Vincennes, (whose citizens crowded a wealth 
 of hearty reception and sumptuous entertainment into a brief hour's 
 halt,) does not bring a pleasant excitation of the blood and a warmer 
 beating of the heart. Equally fruitful of these minute but strong ties, 
 M'hich bind together cities and States by appealing to the highest
 
 ABUNDANT ATTKACTIVENESS OF BALTIMORE — ITS LOCATION. 145 
 
 attributes of their people, was the visit of the Western excursionists 
 to Baltimore and its vicinity. They were invited as honored and 
 desired guests, were received as esteemed and welcome friends, for 
 whose entertainment and pleasure all that the most cordial sociality 
 could suggest, or an earnest desire to do them honor, execute, was un- 
 grudginglj^ lavished, and they returned to their homes satiated with 
 enjoyment, carrying with them a better knowledge of the commercial 
 claims and facilities of Baltimore than any thing short of such an 
 actual experience could have produced, whilst the social attributes of 
 the occasion added its attractions and influences to the knowledge thus 
 gained. 
 
 The citizens of Baltimore found the visit productive of results 
 eminently gratifying. They were enabled to repay to their friends of 
 the West the obligations of courtesy and hospitality under which 
 they had been placed, and at the same time make manifest that Balti- 
 more possessed within herself the resources of a great city, in which 
 the visitor can supply all his business wants, whilst finding there also 
 an abundant field for the gratification of his social instincts. The 
 guests themselves found in Baltimore and its vicinity a variety of 
 scenes and objects of interest that fully gratified their appetite for sight- 
 seeing, — so entirely, indeed, as to induce the great majority of the 
 excursionists to forego their intention of proceeding farther north, 
 and to lead them to return home with the impression that what they 
 had seen, heard, and experienced, was quite as much as the most exi- 
 geant of tourists could desire for the result of one trip to the Atlantic 
 .seaboard. 
 
 The attractions of Baltimore were on that occasion proved to be 
 manifold. Its advantageous location, its pleasant and salubrious cli- 
 mate, its magnificent monuments, its great public institutions, the ele- 
 gant private residences, which the industry and taste of its residents 
 have contributed, the beautiful suburban retreats that surround it, and 
 the bountiful hospitality that its people are so prompt to ofier to those 
 whom they receive as friends, each and all in turn were examined and 
 enjoyed by the visitors. No city in the Union is surrounded by more 
 (.bjects of beauty and interest. Lippincott's Gazetteer, an impartial 
 witness, may be quoted in confirmation of this assertion. 
 
 " Perhaps no city in the United States has such a picturesque site as Balti- 
 more, covering as it does a number of eminences which furnish a pleasant 
 variety for the stranger. If the visitor ascends the Washington Monument, in 
 
 T
 
 146 EXCUBSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 the northern part of the city, on a hill itself, one hundred feet above tide, he 
 has one of the finest panoramas furnished by any city in the Union. Imme- 
 diately beneath and around him are some of the most capacious streets, lined 
 •with residences rarely equalled in elegance, size and position. To the north 
 and north-west are the newer and finer buildings, constituting the ton quarter 
 of the city, while to the south lies the great centre of trade ; a little to the 
 south-east is the harbor, and beyond it Federal Hill, while far in the distance, 
 but nearly in the same direction, stretches the beautiful arm of the bay, on 
 which Baltimore stands. To the east and south, across Jones' Fall, lie tho 
 Old Town and Fell's Point, and to the west the newer portions, which are ex- 
 tending rapidly. The view is varied by the domes of the Catholic cathedral, 
 the Unitarian church and the Exchange, by the shot-tower, the Battle Monu- 
 ment, and by the steeples and towers of the various churches and other large 
 edifices (among which is the new and beautiful steeple of the Camden Station, 
 which forms a conspicuous finger-post to the traveller) scattered in all direc- 
 tions; the whole girt on the north, west, and east, by beautiful hills crowned 
 with a natural growth of trees." 
 
 Dn every side the city is surrounded by a country of great natural 
 beauty, presenting that intermingling of land and water, and hill and 
 dale, which constitute the charm of landscape scener3^ What nature 
 has bountifully granted art has lavishly improved. The splendid coun- 
 try-seats of its millionnaire citizens dot the hill-sides and beautify the 
 valleys for miles around its suburbs, pleasing the eye and gratifying 
 the refined taste. Prominent among these, and to which the atten- 
 tion of every appreciative visitor to Baltimore should be directed, is 
 " The Crimea," the splendid country-seat of Thomas Winans, whereon 
 a highly cultivated natural taste, a large European experience, and abun- 
 dant means, have reproduced all the beauties of the seignorial manors 
 of the feudal estates of the Old World. The city residence and grounds 
 of Mr. Winans, have already become a prominent object of attractive 
 interest to citizens and strangers, but this recently improved and still 
 incomplete country place promises at once to far excel any similar 
 estate in the Union. It is located within four miles of the city and is 
 quite elevated. The general character of the ground is wildly pic- 
 turesque in the extreme. Its strikingly effective mansion, crowning 
 the highest summit, completelj- overlooks the city and the laeighboring 
 country, and commands an admirable view of the Patapsco River and 
 the Chesapeake Bay at its mouth. Bordered by its more than two miles 
 of Osage orange hedges — with its aboriginal forests, its beautiful running 
 streams, its precipitous rocky hills, its lawns, its woodlands, its deer-
 
 SPLENDID SUBURBAN RETREATS EDUCATIONAL INSTITUTIONS. 147 
 
 parks, its fish-ponds, its meandering walks, its extensive floral and 
 vegetable gardens, its towering windmill, and its many other attrac- 
 tive features — this magnificent place must become the boast of Mary- 
 land, long before the taste and means of its owner shall have been ex- 
 hausted in its perfection. The country seats of John S. Hopkins, Reverdy 
 Johnson, A. S. Abel, G. W. Lurraan, Zenus Barnum, D. M. Ferine, and 
 many others, each in different styles of adornment and rural elegance, 
 prove the aesthetical cultivation and worthily bestowed means of their 
 owners. From the surrounding hills, the surface of Baltimore un- 
 dulates gently down to its beautiful harbor, which in turn possesses 
 some remarkable points of attraction. Perfectly land-locked, the 
 three branches of the Patapsco, spreading into ample sheets of water, 
 ofifer a secure harbor for the commerce of the city, and afford to its 
 citizens the fairest opportunity for the enjoyment of those aquatic 
 sports and pleasures that furnish the best relief from the harassing 
 toil.-; and close confinement of city life. The noble Chesapeake Bay, 
 which everj^ Baltimorean considers a part of the belongings of his city, 
 of which he speaks always with pride, from whose nearness he gathers 
 health and pleasure, and out of whose waters he procures the choicest 
 delicacies that make enviable Baltimore fare, is last but not least of the 
 ensemble of natural beauties and attractions which endear the city to 
 its inhabitants, and offer to the visitor a variety of sources of amuse- 
 ment and pleasure. 
 
 The public institutions of Baltimore, for the moral and intellectual 
 advancement of her people, should also be honorably named among 
 the attractions of the IMonumental City. The University of Mar}' land, 
 the patriarch of its scientific institutions, and the venerated Alma 
 Mater of a large and eminent alumni, was incorporated in 1812. and is 
 one of the most highly esteemed medical colleges in the country. It 
 has a faculty of arts and sciences, of physic, of theology, and of law, 
 and is well supplied with the materials for anatomical and clinical 
 instruction. Baltimore College, which constitutes the collegiate de- 
 partment of the University, is under the ge!ieral supervision of the 
 regents — among whom is John 11. Alexander, one of the most erudite 
 scholars in the country — with a separate faculty of professors and 
 teachers. The Baltimore Infirmary, a large and well managed insti- 
 tution, is also connected with the medical department of the Univer- 
 sity. The Maryland Institute, for the promotion of the mechanic and 
 useful arts, though a young institution, has achieved the mo?t decided 
 success. It occupies a field of widely extended usefulness, and through
 
 148 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 the medium of its numerously attended schools of design, a large and 
 constantly augmenting library, its lectures of a literary, scientific, and 
 chemical character, (the latter being given in connection with a very 
 complete philosophical apparatus,) and its annual exhibitions of art 
 and industry held in its large hall, has arrived at an importance which 
 gives to it the highest place in the appreciation of the community. 
 The projected and munificently endowed " Peabody Institute " will 
 also soon be added to the list of public institutions, and whilst an 
 ornament to the city, will unquestionably be capable of much useful 
 effort in its field of operation. Did our limits allow, we might find 
 something worthy of mention in connection with various other edu- 
 cational, scientific, and literary organizations of the city. The Mary- 
 land Historical Societj^, the Mercantile Library Association — one of 
 the largest and best conducted of its class — the Maryland College of 
 Pharmacy, the Baltimore College of Dental Surgery, and Loyola Col- 
 lege, are each in their sphere institutions of established character and 
 usefulness. The public school system of Baltimore is also one of its 
 proudest boasts. It embraces seventy-nine schools, classed as pri- 
 mary, grammar, and high schools, (of which latter there are three, one 
 male and two female,) with evening schools, and a "floating school" 
 for amphibious learners, in all which, during the year 1857, eighteen 
 thousand nine hundred and thirty-one children received instruction. 
 The schools are nearly all conducted in buildings owned by the city, 
 some of which are edifices of fine appearance, and admirably arranged 
 for school purposes. The plan of instruction pursued is well digested, 
 and is constantly being enlarged and improved, and the whole system 
 is carefully promoted and liberally supported by the intelligent good- 
 will of the people. In addition to its system of public schools, Balti- 
 more is distinguished for a number of excellent and flourishing private 
 academies, within which many of the resident youth, and large num- 
 bers of scholars drawn from the rural portions of the surrounding 
 States, receive their education. 
 
 The moral, charitable, and reformatory institutions of Baltimore 
 are also numerous and respectable. The Maryland Hospital for the 
 Insane, now located on the eastern suburb of the city, but soon to be 
 replaced by a more extensive and modern edifice in another location ; 
 the Momit Hope Hospital for the Insane, in the northern part of the 
 city, under the management of the Sisters of Charity ; the new and 
 commodious House of Refuge, already exerting a deep and beneficent 
 influence"; the Widows' Home, within whose beautiful edifice all of
 
 THE HISTORICAL SURROUNDINGS OF BALTIMORE. 149 
 
 Christian care and kindness are expended upon its inmates ; the 
 Union Protestant Infirmary, into which sickness and suffering are the 
 only required passports ; the Protestant Episcopal Church Home, 
 entering upon a like career of beneficent charity, in a large and ad- 
 mirably arranged edifice crowning the summit of one of the beautiful 
 eminences in the eastern part of the city ; the General Association 
 for improving the Condition of the Poor, which relieved the wants of 
 10,000 persons in 1857 ; the Baltimore Protestant Orphan Asylum, 
 gathering three hundred orphans under its sheltering care ; St. Mary's 
 Catholic Orphan Asylum, equally extended and successful in its pro- 
 vision for the -unprotected young, and many other institutions, of which 
 these named are only the most prominent, might be cited as among the 
 organizations through which the private and public charity of Baltimore 
 seeks to alleviate the suffering and promote the moral and religious 
 well-being of the needy and poor within her gates. 
 
 In points of national and historical interest, Baltimore is not defi- 
 cient. The proximitj' of Washington, and the almost hourly facilities 
 afforded bj' the Baltimore and Ohio Railroad for a transit from one 
 city to the other, has rendered the National Capital almost a suburb 
 of Baltimore, and united the attractions of the two places. Washing- 
 ton, growing with the rapid increase of the nation, becoming every day 
 a capital more distinguished for its magnificent public buildings, its 
 points of national interest, and its polished and courtly society, must 
 continue to concentrate upon it more and more largely the attention 
 of the people of the country, and nourish that increasing taste which 
 makes a visit to it one of the necessities of a home tour, omitting which 
 no traveller will be considered to have " seen all that was worth seeing." 
 
 Nearer yet to her limits Baltimore claims among her historic lions 
 Fort McHenry, against whose stout embankments and well-served 
 batteries the British fleet in 1814 in vain discharged its thunders, and 
 amidst the roar and glare of whose gallant defence the most popular 
 of our national anthems — the Star Spangled Banner — was improvised 
 by the patriotic Key. From the eminence of Fort McIIeury, across 
 the waters of the Patapsco, lies, almost within sight, the Battle Field 
 of North Point — but eight miles from the city — whereon the gallantry 
 of Baltimore volunteers, aided by the ready assistance of the militia 
 of Washington City, and the borough of York, in Pennsylvania, won 
 honor and victory from a British invading force, and saved their city 
 from the barbarian pillage and destruction which the same troops had 
 but recently inflicted upon Washington. Annapolis — but thirty
 
 150 EXCURSION OF WESTERN AUTHORITIES TO THE BAST. 
 
 miles from Baltimore, on an arm of the bay — the " ancient city" of 
 happy memories, has also an historic interest. Annapolis is one of 
 the few cities of the United States that counts its age by centuries. 
 It was founded in 1649, and yet presents in its aspect many of the 
 peculiarities of the early colonial times. Its venerable State House, 
 within whose Senate Chamber Washington surrendered his commis- 
 sion as Commander-in-Chief of the Army, yet stands untouched by 
 time, and almost unassailed by improvement, one of the Meccas of the 
 country, upon which the patriotic veneration of its sons will ever 
 descend. Of the more modern attractions of Annapolis, the principal 
 is the United States Naval Academy, the counterpart of West Point, 
 and performing for the Navy what the latter institution does for the 
 Army, the raising up of successive corps of well educated, thoroughly 
 disciplined, and scientifically efficient naval officers. 
 
 The commercial, trading, and manufacturing facilities of Baltimore 
 must, however, be relied on as the principal attractive power that will 
 bring to her the trade and travel of other sections of the country. In 
 drawing toward her this necessary papulum of a metropolitan city, 
 Baltimore has already been greatly successful, and the future holds 
 out the most solid promises of further and more important achieve- 
 ment. Her position at the head of the Chesapeake Bay, is one of 
 superior advantage for foreign commerce, whilst the numerous lines of 
 railwa}', radiating East and West, North and South, built mainly by 
 her capital and controlled by her energy and enterprise, and having 
 their termini within her borders, invite to the city the agricultural 
 and mineral wealth of a vast interior. In the eloquent language of one 
 of her citizens, she may justly claim to have " reached the threshold 
 and stepping-stone of her true commercial greatness, and there is 
 nothing now that can turn her back." Beside her large commerce 
 carried on in sailing vessels with coastwise and foreign ports, Balti- 
 more has regular steamship communication with Boston, New York 
 Philadelphia, Charleston, and Norfolk ; whilst her fleet of steamboats 
 keep up close connections with all the country bordering on the Chesa- 
 peake Bay and its tributaries. The foreign trade of the city even 
 under the commercial depression of 1857, showed an aggregate value 
 of inward and outward cargoes of nearly twenty-four millions of dollars. 
 The arrivals at the port, exclusive of bay craft, in the yenv ending 
 Dec. 31, 1857, included 280 ships, 181 barks, 323 brigs, and 1,903 
 schooners : total 3,093. Of these 73 ships, 96 barks. 224 brigs, and 
 182 schooners, were from foreign ports. The number of clearances
 
 THE COMMERCE AND TRADE OF BALTIMORE. 151 
 
 duriii2; the same yetir was 3,732 ; of which 521 were for foreip;n ports. 
 During- the j-ear 51 vessels, of 12,059 tons burthen, were built at the 
 port. Of the general trade of the city, there is, perhaps, the most 
 comprehensive view presented in the following extract from the last 
 annual statement of the Baltimore American, a recognized authority 
 upon all matters relative to the commerce of the city : 
 
 " For the first time, we believe, since Baltimore has attained any commer- 
 cial importance, we have ventured to estimate tlie value of its business in actual 
 figures. In doing so, we have chosen mostly to under-estiniate rather than to 
 set down values at ha/.ard. This will be seen by the figures themselves in the 
 statements which follow; and in oi'der to approximate to soni ithiug like the 
 value of merchandise which constitutes the trade of our city, we prefix the 
 following summary : 
 
 VALUE OF ARTICLES. 
 
 Dry Goods 830, 000,000| Live Stock 8^,100,000 
 
 Provisions 8,000,000 
 
 Sugar 5,000,000 
 
 Salt 100,000 
 
 Molasses 1,000,000 
 
 Tobacco 4,250,000 
 
 Whiskey 2,500,000 
 
 Lumber 1,000,000 
 
 Wool 400,000 
 
 Total 084,760,000 
 
 Coal 3,600,000 
 
 Coffee 3,500,000 
 
 Cotton 2,100,000 
 
 Fish 400,000 
 
 Flour 5,500,000 
 
 Grain 6,000,000 
 
 Guano 1,600,100 
 
 Pig and Bar Iron 2,000,000 
 
 Copper 2,000,000 
 
 Seri l'«^0,000 
 
 " The gross value of the articles above enumerated is set down in round 
 numbers at eighty-five millions of dollars. — The enumeration, however, com- 
 prises only the largest items of men-handise, and is far from including every 
 thing. — We may observe that there is no estimate of man^' articles of great 
 value, such as Brandy, Gin, Wines, Dried Fruits, Hardware, Cutlery, Gold 
 and Silver Ware, Watches, Jewelry, Cigars, Stationery, Taints, Oils, Naval 
 Stores, Malt Liquors, Staves, Bricks, Lime, Artificial Fertilisers, Drugs, Oils, 
 Candles, Soaps, &c., &c. Nor do we include Ship Building, Steam Engines, 
 Locomotives, llailroad Machinery, Agricultural Implements, Crockery and 
 Glassware, which form a large agi^regate. 
 
 " We re"-ret niuch that there is no data on which we could found an esti- 
 mate of the value of the traile in Oysters, prepared for exportation, of which im- 
 mense quantities are sent to the Western States and to foreign countries from 
 this port exclusively, which we are confident may be set down at one million of 
 dollars, and might probaljly be much more. 
 
 "As the principal articles of merchandise enumerated above, to which we 
 are enabled to alHx the actual value (liecausc they mostly pass under the olH- 
 cial surveillance of the ("u-stoin- House or of authorized inspectors i, amount in 
 gross to eii<hty-five millions of dollars, we think it quite safe to estimate the 
 value of the merchandise and produce generally, last enumerated, about half 
 that of the former. This would make the general trade of the city, in round 
 numbers, fully one hundred and tweuty-eight millions of dollars."
 
 152 EXCURSION OF WESTERN AUTHORITIES TO THE EAST. 
 
 The many and various facilities which Baltimore possesses as a 
 manufacturing city, have gradually been brought into requisition until, 
 in this point of progress, it is rapidly taking range with the most ad- 
 vanced of its rivals. The Patapsco river and Jones', and Gwyn's 
 Falls, afford an immense water power, extensively employed for llour- 
 ing mills, of which there are about seventy within twenty miles of 
 the city, with also a very large number of cotton and woollen mills, 
 iron works, tan yards, and other important branches of productive 
 industry. The cheapness of the Cumberland semi-bituminous coal, 
 its constant supply through the medium of the Baltimore and Ohio 
 railroad, and its superior adaptabilities for steam generating purposes, 
 has also an important influence in developing within her limits a great 
 variety of manufacturing interests. From an elevated point of exa- 
 mination, the city will be perceived to be surrounded on almost every 
 side by lines of factories, mills, and manufacturing establishments, 
 whose columns of dark smoke and jets of steam, demonstrate the con- 
 stant activity and innumerable variety of her productive interests. 
 These establishments embrace the manufacture of cloth, cotton, and 
 woollen goods ; paper mills, copper, glass, chemical and tobacco works ; 
 the iron trade in all its branches of melting, puddling, rolling, forging 
 and final product in the thousand of purposes of use and ornament to 
 which the science of the age has made the metal applicable ; steam 
 engine and locomotive founderies, nail mills, hollow ware and stove 
 factories ; whilst in other departments of labor may be enumerated 
 piano, cabinet ware, chair and wall-paper manufactories ; cedar ware 
 factories ; steam, stone, and wood sawmills, and a list that might be 
 almost indefinitely extended of the numerous products for which the 
 augmenting trade of the city has created a demand. In all these de- 
 paitments of labor, Baltimore has achieved some special excellence 
 which has given to her manufactures a high rank. The product of her 
 flour mills is valued for family use and export to South America and 
 the West Indies; the achievements of her steam engine and locomo- 
 tive builders have been attested by many triumphs of mechanical skill ; 
 her ship-builders have a national fame ; her iron workers have success- 
 fully filled large and important government contracts, and in this way 
 might be enumerated in all her branches of industrial enterprise the 
 evidences of an ability to fulfil the largest demand that her commer- 
 cial and trading progress may originate. From the best data at com- 
 mand, the manufacturing establishments of Baltimore are estimated to 
 number about four thousand, in which is invested a capital of from
 
 THE GENERAL BUSINESS ADVANTAGES OF BALTIMORE. 153 
 
 twelve to fifteen millions of dollars, consuming annually raw material 
 to the aggregate value of eighteen millions of dollars, and producing 
 annually manufectured articles of the value of from thirty -five to forty 
 millions of dollars. 
 
 With these favorable influences, and the important bases of a pre- 
 feiTed geographical location, of completed lines of railway connecting 
 directly with all sections of the country, with a large foreign and 
 domestic trade, and a growing system of manufactures; Baltimore, 
 through the social courtesies we have detailed, has sought to present 
 her claims, extend her influence, and strengthen the ties which unite 
 her interests with the vast interior country upon which all the Atlan- 
 tic cities depend for prosperity and increase.
 
 THE 
 
 KAILWAY CELEBKATIONS OF 1857. 
 APPENDIX. 
 
 CONTENTS. 
 
 I. — Presentation by Cincinnati Guests. 
 
 II. — Opening of the Railroad to Washingto.m, in 1835. 
 III. — Opening of the Winchester and Potomac Road, in 1836. 
 IV. — Resignation of Philip E. Thomas, in 1836. 
 
 V. — Hon. Reverdt Johnson, on the Baltimore and Ohio Railroad. 
 VI. — Wintee Scenes on the Baltimore and Ohio Railroad. 
 VII. — Harpers' Magazine and Brantz Mater. 
 VIII. — Presidential Inauguration — Extraordinary Travel. 
 IX. — The present extent of the Railroad System. 
 
 X. — The Value and Importance of Railroads.
 
 APPENDIX. 
 
 A VALUABLE PRESENTATION BY THE CINCINNATI EXCURSIONISTS. 
 
 A FEW weeks after the returu of tlie Cincinnati visitors, they revived their 
 association with the July excursion, by presenting a testimonial to Mr. J. M. 
 Sharp, the General Western Passenger Agent of the Baltimore and Ohio 
 Railroad. Of this pleasant afi'air the Cincinnati Daily Times, and other jour- 
 nals, give the following full account : — 
 
 closing ceremony of the late excitrsion. 
 Testimonial from the Cincinnati Excursionists to Mr. John M. Sharp. 
 
 On Saturday evening last, a party of the late excursionists to Baltimore and 
 vicinity, visited the residence of Mr. John M. Sharp, Western Agent for the 
 Baltimore and Ohio Railroad, for the purpose of bestowing upon him a testimo- 
 nial, that had been prepared hj order of the Cincinnatians, who participated in 
 that great excursion. They arrived at Mr. Sharp's residence, located near Cum- 
 minsville, one of the suburbs, about nine o'clock, and were warmly received by 
 Mr. Sharp and his estimable lady. 
 
 At the proper season. Judge A. J. Pruden stepped forward, with the testimo- 
 nial in his hand. It is a gorgeous gold watch, with suitable trimmings, and 
 has the following words engraved upon the case : 
 
 " Tlie Cincinnati Excursionists, qf\Uh July, to John M. Sharp. Presented 
 October 3, 1857." 
 
 Judge Pruden presented the testimonial in a brief and pertinent address. 
 Approaching Mr. Sharp, with the gift ui his hand, he remarked as follows, viz. : 
 
 Sir: — I am delegated, on behalf of the excursionists who left the city of Cin- 
 cinnati for Baltimore on the sixteenth of last July, to ])reseiit to yo\i this beauti- 
 ful watch and chain, as a slight token of the hii;h lojiard wo entortaiii t'ur you, 
 as a gentleman, and as an eflicient oflicer of the lialtinioie and Ohio FJailnnid 
 Company ; and also for your kindness, courtesy, and attention to our comfort, 
 whilst on our recent excursion.
 
 158 APPENDIX TO THE " RAILWAY CELEBKATIONS OF 1857." 
 
 This is not presented for its intrinsic value alone, but as a token of friendship 
 and esteem. Coming from friends who know and can appreciate your merits, 
 we present it as something substantial and endurable, which being worn upon 
 your person, will cause you to have recurrence to its dial, when there may be 
 brought to your recollection our delightful excursion, with the many pleasant 
 incidents, receptions, and smiling faces we met upon that happy occasion. We 
 wish you to wear it until time shall cease to be with you, and when you shall 
 have gone to that bourne from " whence no traveller returns," we hope that 
 our token of esteem may descend as an Heir-loom to your children. 
 
 And permit me upon this occasion, on behalf of the excursionists, through 
 you, to return to the Baltimore and Ohio Railroad Company, as well as all the 
 other Roads, and the several steamboat corporations, that so generously extend- 
 ed to us the courtesy of their lines, our thanks for their liberality, courtesy and 
 attention. 
 
 I wish also, in conclusion, to say that we look upon the opening of these 
 great Railroad lines from the east to the great West, as an epoch in tne history 
 of our country, — as a harbinger of peace, wealth, and happiness, — and as 
 strengthening the common ties of our common country. As these great channels 
 of commerce are opened, and our people visit and intermingle one with another, 
 their ties of friendship will be strengthened more and more, and we will in truth 
 and in fact be a national and not a sectional people. 
 
 To the above earnest remarks, Mr. Sharp made the following response, viz : 
 
 Gentlemen op the Committee and Friends^ 
 
 Never before have I so keenly felt the poverty of language, as now, that I 
 .attempt to respond to the kind words you have just addressed me, and to thank 
 you and those you represent for this munificent testimonial. 
 
 An an Ohioan, identified with your proud city, this elegant gift, coming from 
 those of my fellow-citizens who know me best, tills my heart with gladness. To 
 be thus assured that I have been appreciated far beyond my merits, and as the 
 humble agent of the Baltimore and Ohio Railroad Company, but discharging my 
 duty, as assigned by them, that your approbation should be so unmistakably 
 expressed, gives me just cause for pride, and adds incentive to bring to the dis- 
 charge of my duties all that zeal for the interest of the road I represent, and to 
 create and sustain on the part of the people of the great West an interest in, and 
 a favoritism for, that road, so far as it may, by its policy and advantage, be 
 worthy of their support. 
 
 Without obtruding on your patience, it may not be out of place, at this time, 
 to briefly revert to the history of the Baltimore and Ohio Railroad, which, con- 
 sidered ni all its bearings, from the inception of that enterprise to its completion 
 — for the difficulties encountered and overcome — its immense cost and steady 
 progress, until the fullest success named its projectors as men of no common 
 stamp, in fact, men of prophetic genius. It is, indfid, witliout parallel in its bold- 
 ness of inception, determination of progress and triuinpliant results. 
 
 As early as 1827, hcfore a single Railroad for the conveyance of freight or pas- 
 sengers had been constructed in this or any other country, when thie value of 
 Watt's and Fulton's legacy was hardly appreciated, a few of the leading citizens 
 of Baltimore felt the necessity of providing some certain, cheap, and rapid means 
 of connecting the Monumental City, on the noble Chesapeake, with the beautiful 
 river which laves the feet of your majestic Queen of cities. The granaries of 
 the W^est, her fertile fields and teeming valleys, were building up a wealth that 
 only required an accessible market and a port, to realize the fullest wish of the 
 husbandman and the artisan. No point on the continent, so near in miles, so 
 perfect in all its requirements, was presented as that of Baltimore ; and although 
 the cloud-capped AUeghanies, and the rugged Blue Ridge presented their obsti- 
 nate barriers, still the enterprise of man, with the aid of wealth, scientifically 
 directed, overcame all obstacles, and erected a monument of skill such as the 
 world had never before beheld. 
 
 During the year 1827, through the eiibrts of some leading citizens of Balti-
 
 A PRESENTATION BY THE CINCINNATI EXCURSIONISTS, 159 
 
 more, the LeEisIature of 5[aryland granted an act of Incorporation to the Balti- 
 more and Ohio Hailioad t'onipany. Tills act in the following year was contiini- 
 ed by the Legislatures of Virginia and Pennsylvania. The organization of the 
 company was ellected in xVpril, 1sli7, and the construction of the road — the vene- 
 rable Charles Carroll, of Carrolton, the last surviving signer of the Declaration 
 of Independence, laying the corner stone — was commenced on the Fourth of ,My 
 1S28. The capital stock of the company was first fixed at §5,000,000, with the 
 privilege of increasing the amount if necessary, requiring the subscription of 
 ^1,000,000 before organization. This being eti'ected, it may be said the enter- 
 prise was fully under way ; but the almost insurmountable ditliculties which 
 met them at every step, tlae obstacles interposed by adverse parties, and the 
 heavy increase of cost over the estimates, would have appalled men of less nerve 
 than those who had undertaken this majestic work. Not only were the barriers 
 interposed by nature to be overcome, and the most trying difficulties of a financial 
 character to be surmounted, but the perverse jealousy of the Chesapeake and 
 Ohio Canal Company interposed with a determination to cripple and to foil the 
 Railroad Company in every step they proposed to advance. And thus it was, 
 gentlemen, by efibrts almost superhuman, the brave people of Maryland, and 
 especially the enterprising men of Baltimore, with Spartan courage, advanced 
 mile by mile, with a determined perseverance, which would admit of no defeat, 
 scarce of delay, fought their way through the valleys of Maryland, tore asunder 
 the rocky bari-iers, mounted the Blue Kidge, stretched across the plains of Vir- 
 ginia, ascended and pierced the frowning Alleghanies, until, when nearly a 
 quarter of a century had elapsed, the glad waters of the Ohio weie tapped, and 
 now your queenly city, in point of time, lies just ii])on the seaboard. 
 
 How grand the result ! A Western world with its wealth untold, scorning the 
 impediments imposed by nature, upoi> its iron-girded channel whirls the cars of 
 commerce, annihilates time and space, and lays its treasures at the gates of old 
 ocean. A people before separated by weeks of toiling travel shake hands of 
 greeting every day, and in the marts of commerce and trade, and in the Banquet 
 Hall cement ties of interest and friendship that nothing short of the " terror-king" 
 can separate. The East, the "West, the Nortli, the South, thus become one 
 neighborhood, strangers have become friends, and friendship ripens into brother- 
 hood. 
 
 It is peculiarly pleasing to me, that I this night meet a portion of those citi- 
 zens at Cincinnati, who have lately had the opportunity, through the facilities 
 ofiered by the road I represent, to visit their honjes, the people who have pro- 
 jected aiid executed the great work of uniting the East with the West. Then it 
 was most unmistakably exhibited that a fraternal feeling of brotherhood anima- 
 ted the liearts of our people ; that it was only necessary to meet each other at 
 whatever point on our common country's soil, when like children of one father, 
 having but one hope, and one aim, and that for our common country's weal, 
 thev mingled in the bonds of friendship and of love. And aside from this, how 
 plainly was shown that the bond of interest so closely united each other that to 
 sever it would be but a suicidal act. 
 
 An examination of the Baltimore and Ohio Railroad from its eastern terminus, 
 tapping the noble Chesapeake, where the navies of the world may ride in safety, 
 spreading its strong arms until bv two distinct approaches it cleaves our State, 
 and then uniting at your city, "must certainly present inducements unequalled 
 for transportation between the Ohio valley and a seaboard outlet. The Central 
 Ohio and the Marietta and Cincinnati Railroads, passing as they do by their 
 direct lines through the most densely populated regions of the West, and uniting 
 with the great artery at Wheeling and Parkersburg on the East, need only to be 
 known to divert to their lines all that travel and transport which seeks a safe, 
 prompt, and speedy route. 
 
 If we consider railroads in a business point of view, as adding to the facilities 
 of commerce of evorv character, or in a political or social aspect, we must be as- 
 tonished at the results that follow them. The conflicting interests of latitude are 
 dispelled, the fluctuations of trade are controlled, the wealth of distant and hereto- 
 fore inaccessible regions is developed, and a centralizing community of iuteresta
 
 160 APPENDIX TO THE " RAILWAY CELEBRATIONS OF 1857." 
 
 established. Within the last quarter of a century the iron net-work inaugurated 
 by the city of Baltimore had spread, until the dark waters of the Atlantic and 
 the turbid Mississippi are closely united ; and the time is near at hand when 
 our brothers upon the Pacific will meet us in the valley of the " Father of 
 Waters." 
 
 A generous rivalry will and should exist as to which portion of our country 
 shall present the greatest inducements for the grand trunk thoroughfare, and 
 this question will be settled by certain and fixed laws. Where the fewest obsta- 
 cles are presented, and the least delay required, there will the great bulk of travel 
 seek a channel. Cincinnati, by her lines of railroad, now completed and in pro- 
 gress, holds a position unequalled, to make her the centre of the great through 
 line. It will only be necessary by a liberal policy to unite, without break of rail, 
 her Eastern and Western arms, to enable her to compete with those lines North 
 and South of her, making no dela}- or extra cost in the handling of freights at this 
 point, when with her other pre-eminent advantages she will firmly retam her posi- 
 tion as the Queen of Western cities, bidding all others God speed, but fearing 
 no rival to her growing greatness. During the late excursion, you had an oppor- 
 tunity of observing the peculiar advantages presented to Baltimore by a continu- 
 ous line of rail through her principal streets, and I am satisfied that there is not 
 one of you, who took time to inquire into the merits of its utility, but that be- 
 came fully convinced of the great importance of a similar arrangement in our 
 city between the great Ohio and Mississippi and the Little Miami Railroads. You 
 have seen the great .advantage it gives Baltimore as the seaboard port for the 
 great West. Her position is unequalled and her advantages great. Her mer- 
 chants are liberal, and their enterprise will compare with those of any other 
 Eastern city ; beside, the great road they have constructed to our State border, 
 and her aid to the two branches which span our State, and terminating at this 
 point at an immense cost of treasure, are considerations well worthy your 
 attention. 
 
 In conclusion, permit me again to thank you for this mark of your esteem 
 and friendship. It will be treasured in kind recollection of the past, and as an 
 heir-loom, become more valuable as years shall pass away. 
 
 After this, the company sat down to a feast prepared for them, and spent an 
 hour or two in the happiest conviviality. Many pleasant incidents of the excur- 
 sion were recalled, and those who were so beneficent in their hospitality on that 
 occasion were remembered and especially mentioned with due praise. 
 
 II 
 
 OPENING OF THE RAILROAD TO WASHINGTON, 1885.— A PROPHECY. 
 
 Upon the opening of the Baltimore and Ohio Company's Branch Rail- 
 road to the city of Washington, in the month of August, 1835, the Presi- 
 dent and Directors of the Road, with a very numerous company of invited 
 guests from Baltimore were, on their arrival, met by the Mayor and City 
 Council of Washington, and a large collection of citizens, among whom was 
 General Andrew Jackson, then President of the United States, and other gov- 
 ernment fimctionaries. T liey were cordially welcomed by the Mayor in an 
 eloquent address, in which he expressed the high gratification which the open- 
 ing of the Road afforded the people of \\a3hiMgton, and the mutual advan-
 
 PROPHETIC SPEECH BY PHILIP E. THOMAS. 161 
 
 tages it would confer upon both cities. To tliis address the following interesting 
 reply was made by Mr. Thomas, the originator and first President of the Balti- 
 more and Ohio Railroad, who said : 
 
 " It is with feelings of great pleasure that I receive, on the part of the Balti- 
 more and Ohio Raihi)ad Compan}-, the congratulations which, as the represen- 
 tative of the corporate authorities of the city of Washington, you have been 
 pleased to ofl'er on this occasion, and I avail myfclf of the opportunity to reci- 
 procate the kind wishes and sentiments you have expressed, and to tender you 
 the thanks of the company for the facilities aflbrded by the corporation, in the 
 location and construction of the Road within its limits. 
 
 The Board of Directors fully concur in your estimates of the advantages of 
 that system of internal comnmnication, of which the Railroad between the cities 
 of Washington and Baltimore is so important a link; and they look to its ex- 
 tension throughout our whole countrj-, as affording the best guarantee for the 
 perpetuity of our National Union. Even to the casual observer of the map of the 
 vast Empire, into which the thirteen original States have expanded, under the 
 beneficent influence of our free institutions, the national advantages of Maryland 
 upon whose soil tvenoiv stand must be apparent, and having bQen once included 
 in the limits of this State, the city of Washington must feel an interest in what- 
 ever afJects its happiness and prosperity. It is in Maryland that the Atlantic, 
 rolling far up the magnificent estuary of the Chesapeake, brings its waters into 
 closer proximity to the streams that flow into the Gulf of Mexico. 
 
 To complete the great plan of intercommunication which nature had already 
 thus far effected, was the object of the people of Baltimore, when the company I 
 now have the honor to represent first went into operation. The enterprise was 
 novel in its kind, and the knowledge essential to its success could only be ob- 
 tained by costly and patient experience. The natural obstacles that existed 
 were, however, less discouraging than the doubts and gloomy forebodings of 
 some of the best friends of the scheme. All doubts and obstacles have been 
 surmounted, and the practicability of the undertaking has been demonstrated. 
 Of the force of the difficulties here alluded to, none can better judge than the 
 people of Washington, who have so zealousl_v, and under such adverse circum- 
 stances, prosecuted their great work, the Chesapeake and Ohio Canal. Hitherto 
 however, the city of Baltimore has mainly relied on its own resources, but now 
 the work, the completion of which we meet this day to celebrate, and in which 
 we all have a common interest, brings to its aid a most powerful and efficient 
 coadjutor. It unites in the bonds of mutual interest two large communities, 
 aiming at the same point, and which have both succeeded in completing portions 
 of the great highway of Western intercourse. Competitors, without being op- 
 ponents, is the feeling that should hereafter exist between them in their labors, 
 either by Canal or Railroad, to eliect that communication with the West, which 
 they simultaneously commenced. In the mean time, brought as it were almost 
 within speaking distance of each other, permit me fo express the hope, that with 
 all the kindly feelings and courtesies of life extended and fostered, the citizens of 
 Washington and Baltimore may continue severally to pursue the great works 
 which they have so energetically promoted.
 
 162 APPENDIX TO THE " RAILWAY CELEBRATIONS OF 1957." 
 
 You have alluded to the change that is now wrought in the travel between our 
 respective cities, »ince the time when tlie sun both rose and set on the tvai/farer, as 
 he toiled on thejortrney between them. I tntst the traveller to the West, icho on his 
 departure sees that luminary emerge from the bosom of the Atlantic, may be en- 
 abl-ed to follow in its course, so that on the same day he will witness its descent 
 beneath the broad horizon that circumscribes the waters of the Mississippi ! 
 
 The last paragraph of Mr. Thomas's efiFective and eloquent address seems 
 almost the language of prophecy ; for the hours of a June sunshine are now 
 more than sufficient to take the traveller at regular speed over the Baltimore 
 and Ohio Road, from either Washington or Baltimore to the banks of the 
 Ohio River at Wheeling or Parkersburg. 
 
 III. 
 
 PHILIP E. THOMAS'S SPEECH AT THE OPENING OF THE "WINCHESTER 
 AND POTOMAC RAILROAD. 
 
 This line of road was one of the first to be built as a connection of the Bal- 
 timore and Ohio Road. Upon its completion, early in 1836, the President and 
 Directors of the Baltimore and Ohio Railroad, and other citizens of Baltimore, 
 ■were invited to be present at the celebration of its formal opening for travel, 
 and the transportation of produce and merchandise. Upon their arrival at 
 Harper's Ferry, the point of its junction with the Baltimore and Ohio Railroad 
 — 81 miles from Baltimore — they were met by a deputation and conducted to 
 Winchester — 32 miles distant — where they were received by the President and 
 Directors of the Railroad, and a large number of citizens. 
 
 A very eloquent and appropriate address was delivered on the occasion, by 
 John Bruce, President of the Winchester and Potomac Railroad, to which Mr. 
 Thomas, the President of the Baltimore and Ohio Railroad, made the follow- 
 ing reply : 
 
 Permit me in the name of the Company which I have the honor to represent, 
 to thank you for the very flattering manner in which you have been pleased to 
 speak of its exertions. Remote as the Baltimore and Ohio Railroad is from the 
 points of its ultimate destination, it may be considered, nevertheless, to have ac- 
 complished much, in advancing its steps, so far as to form the connection we 
 this day meet to celebrate ; and whatever may hereafter be its progress, I am 
 certain that at no point in its onward course can those intrusted with its execu- 
 tion find a warmer or more gratifying welcome than we have on the present oc- 
 casion experienced. 
 
 In the connection that is now established between the valley of the Shenan-
 
 RESIGNATION OF PHILIP E, THOMAS. 163 
 
 doah, or what has been emphatically called " The Great Virginia Valley," and 
 the city of Baltimore, there can be little doubt that the interests of Virginia and 
 Maryland will be materially promoted. 
 
 You have alluded to a by-gone day, when common dangers in a common 
 cause, united these States in the closest bonds of sympathy and afl'ection. The 
 feelings which that memorable epoch elicited, have been cherished and kept in 
 full vigor during the happy and peaceful times that have followed, and the 
 colunni which has won for the chief city of Maryland the epithet of " Monumental 
 City,'' is a tribute to a son of Virginia, universally hailed as the Father of his 
 Country, and whose fame now fills the world. 
 
 Your eloquent exhortation to continue our efforts until the work we have 
 commenced shall be accomplished, will not be disregarded. The country is now 
 aware of the importance of the undertaking, and should the necessary means be 
 obtained, of which there seems but little doubt, we may, in a few years from this 
 day, call upon our hospitable hosts to join us in a trip to celebrate the connection 
 of the Baltimore and Ohio Railroad with the tributaries of the Mississippi. In 
 return may we not with equal certainty hope that the time is not far distant 
 when we shall be called upon to join in proclaiming on the summit of the South- 
 ern Alleghanies the completion of the great Kailroad, which, passing through 
 the valley of Virginia, is destined to cement in one common interest the vast 
 country between Portland and New Orleans. Then will our most sanguine an- 
 ticipations be realized, and then may the patriot, in the full exultation of his feel- 
 ings, exclaim, " The Union has been preserved ! " 
 
 These remarks of the first President and founder of the Baltimore and Ohio 
 Railroad are revived here, to show the directness and comprehensiveness of 
 that officer, to whom so large a debt of public gratitude is due for his efforts 
 in originating and organizing the greatest undertaking of the day. 
 
 With the same view, his letter resigning the Presidency of the Company, 
 on the 7th of June, 1836, after his arduous and successful labors, is obtained 
 from the reconls of the company, and reprinted in our volume. 
 
 These papers — like the memory of their author — possess an increased in- 
 tarest with the lapse of time and serve admirably to show the spirit by which he 
 was animated in his connection with the origin and development of the great 
 work in which he had enlisted his wealth, his talents, and his energies. 
 
 IV. 
 
 EESIGNATION OF PHILIP E. '1 IIOM.VS, AS PRESIDENT OP THE BALTI- 
 MOKE AKD OHIO EAILROAD. 
 
 Office of the Baltimore and Ohio R. R. Co., June 7, 1836. 
 To the Directors of the lialtimore mid Ohio liailroad Company : 
 
 Gentlemen: It is kuowu to you that the duties which have devolved on me
 
 164 APPENDIX TO THE " RAILWAY CELEBRATTONS OF 1857." 
 
 as President of this Company have been extremely arduous, and that for several 
 years past they have necessarily so wholly occupied my time that I have scarce- 
 ly had any opportunity to devote the least attention to my private aftairs. The 
 circumstances of the company have, however, until very recently, been such, in 
 the opinion of my friends, as to render my withdrawal from the post in which 
 your confidence and kindness had placed me, incompatible with tlie interests of 
 the Company ; and this consideration alone has prevented me from carrying into 
 effect my earnest wish to retire. 
 
 The extension of the main line of the road being effected as far as Harper's 
 Ferry, on the Potomac River, at which point it is now connected with the Win- 
 chester and Potomac Railway, and the lateral road to Washington being also 
 opened and in successful operation, I feel myself at liberty to withdraw from the 
 situation of President of the Company. 
 
 On retiring from a position in which I have received so many proofs of your 
 personal friendship, I cannot forbear the expression of my most grateful ac- 
 knowledgments. When I entered upon the duties of this office, little was knowa 
 in our country, either as regarded the construction of railways, or the applica- 
 tion of moving power upon them, and indeed the experience of Europe at that 
 time offered but faint and very uncertain lights in relation to this system ; we 
 had therefore, of necessity, everj' thing to learn, and without your constant and 
 cordial co-operation, I am sensible I could not have sustained myself xmder the 
 many complicated difficulties which often pi-essed upon me. An extensive fund 
 of valuable information has now been obtained, a universal confidence is felt in 
 the undertaking, and a firm determination is manifested to carry it forward to 
 its final completion, as originally intended. 
 
 Under these circumstances, I feel assured that with the excellent organization 
 j-ou have adopted in relation to the several departments into which the concerns 
 of the Company are divided, its further management will be rendered much less 
 difficult, and that the early completion of the road may be considered as certain. 
 An opportunitj" will then be afforded of fully testing the visefulness of this un- 
 dertaking : and whilst important benefits will be secured to our country, and 
 especially to the city of Baltimore, by the facilities opened through this channel 
 of communication with the West, the stockholders, under a prudent manage- 
 ment of their afl'airs, will receive a fair remuneration for their capital invested. 
 
 With the assurance of my highest regard and esteem, 
 
 I am, very respectfully, your friend, 
 
 P. E. THOMAS. 
 
 V. 
 
 THE EXTENT AND IMPOKTANCE OF THE BALTIMOEE & OHIO EAILROAD, 
 
 EXTEACT FEOM A SPEECn DELIVERED BY THE HON. EEVERDY JOHNSON BEFORE THE OIKCCIT 
 COURT, AT BALTIMORE, UI'ON THE " EXTRA DIVIDEND" CASE. 
 
 But may it please your Honor, he who does not know, — looking to the extent, 
 and the infinite number of the ramifications connected with this road, he who does
 
 RAILROAD SPEECH OF THE HON. RETERDY JOHNSON. 1G5 
 
 not know the progress in wealth and prosperity which is before the people of the 
 United States, the result of fortunate climates, free institutions, and rich and 
 fertile soils, of an ingenious and industrious people, of mineral resources to be 
 found in abundance everywhere, — is not fit for a seat at that board. You do not 
 know, your Honor, and cannot know, — for it has not been the subject of your 
 study — what this road is to be in the future. At my instance, some statements 
 going to show the extent and importance of this Road and its connections have 
 been placed in my hands by a gentleman who has long been connected with this 
 Company, and who takes a very lively interest in it, and I thought it was due to 
 your Honor to present you some of these facts, in order that you might see what 
 a mighty engine it is which you are asked, in some measure, to arrest, through 
 the instrumentality of that discretionary process of injunction, striking down 
 from the hands of the Directors the power of management over the Road, which 
 the law supposes them abundantly able to manage, and therefore intrusts them 
 so far as words can go, with authority to manage. I thought it was proper that 
 you should have brought before you the actual extent of this great work, which 
 practically, according to the doctrines of the counsel upon the other side, is to be 
 conducted here, or in the rooms of the City Council of Baltimore, or around the 
 table of some stockjobbing speculators. Your Honor will therefore pardon me, 
 if I give you very rapidly some general idea of the extent of this work. 
 
 Its length from Baltimore to Wheeling is 379 miles, and the length of its 
 branch road to Washington is .31 miles. Its local branches and its tributaries, 
 connecting it with Frederick, Md., Winchester, Va., the Coal Mines of the Cum- 
 berland region, and other coal mines, and the Parkersburg branch, just added, 
 give it some 175 miles more, making an aggregate of oS*5 miles ; and if to that 
 you add the extent of the double track which is now about 105 miles, (without 
 adding the extent of almost one hundred miles of sideling,) you have an aggre- 
 gate of t)91 miles, belonging, or exclusively tributary, to the Baltimore & Ohio 
 R. R. Co. But this is only the beginning. May it please your Honor, what are 
 the connections it has all around the compass? Eastward, it is connected directly 
 with Portland, in the State of Maine ; Southward, near the Atlantic Coast, beyond 
 the Cape Fear River ; Northwestward, beyond Wisconsin to Minnesota Territory ; 
 West, to St. Josephs and Fort Leavenworth, on the confines of Kansas ; and 
 Southwest, to New Orleans. And its lateral ramifications, maj" it please your 
 Honor, during these immense routes, are innumerable. 
 
 On the East, we find that it connects, first, with the Philadelphia, Wilmington 
 and Baltimore Railroad, 98 miles, to Philadelphia, where it then connects with 
 the Camden and Amboy and the New Jersey Railroads, the one 87, and the 
 other 9t; miles in length. That carries us to New York ; from New York to 
 Boston it is extended by two at least of the inland routes to that city, and there 
 we have the Boston and Maine Railroad, 111 miles, which virtually continues 
 our Baltimore and Ohio Railroad to Poitland. These are all now in operation, 
 and contribute to this road, making in the aggregate 600 miles. Besides this,— 
 as your Honor, of course, knows, — we have also through the intermediate Canals, 
 and by sea around the Bay, by means of all descriptions of Steam and Sail Navi- 
 gation, we have thousands of miles of substantial business connections. 
 
 On the South, we connect with the Potomac River, Richmond, Fredericksburg,
 
 166 APPENDIX TO THE " RAILWAY CELEBRATIONS OF 1857." 
 
 and Potomac, the Orange and Alexandria, the Manassas Gap, the Virginia Cen- 
 tral Railroad, uniting Baltimore and the West through Baltimore with Richmond, 
 Staunton, and all the intermediate portions of Virginia ; be.yond Richmond, the 
 Richmond and Petersburg, Roanoke and Weldon, the South Side, the North 
 Carolina Central, and other lines, continue these connections in the most direct 
 form to Southern and Central Virginia, with Raleigh and the greater portion of 
 North Carolina. Beyond Wilmington, by the Wilmington and Manchester 
 and other finished roads, all portions of the State of South Carolina are united. 
 I have got them all here, but I have not time to read them over. I have read all 
 that is necessary for my purpose. 
 
 Now see its direct ramifications, West. In looking to the West, we find that 
 at Benwood, 4 miles below Wheeling, the Road unites with the Central Ohio 
 Railroad, running through the heart of Ohio to Columbus, 137 miles. At Zanes- 
 ville, 78 miles from Benwood, upon this line, the Wilmington Road connects it 
 with Cincinnati, 167 miles. 
 
 At Newark, 108 miles from Benwood, the Sandusky and Mansfield Railroad 
 diverges to Sandusky on Lake Erie, distant 112 miles. At Columbus, the Cen- 
 tral Ohio Road unites with the Cleveland and Columbus Railroad, 138 miles to 
 Cleveland, and at Columbus it also unites with the Little Miami Railroad to Cin- 
 cinnati, liy miles. At Parkersburg, the last completed terminus of the Balti- 
 more and Ohio Railroad, an important new connection is about being developed 
 in the Marietta Railroad, which is to connect Baltimore with Cincinnati, and 
 through Cincinnati with all the great West and Southwest, by a line from thirty 
 to sixty miles shorter than at present. At Cincinnati, the Ohio and Mississippi 
 Railroad, a great enterprise — the last rail of which is perhaps this day being 
 laid — will carry the Air Line connection to the city of Saint Louis, 335 miles dis- 
 tant, where, again, the rapidly extending Pacific Railroad still further unites 
 Jefferson City, the capital of Missouri, 125 miles further west, with Baltimore, 
 and its eastern and southei-n connections. The various lines that radicate from 
 and concentrate business upon these trunk lines between Baltimore and Missouri, 
 are almost innumerable, draining the States of Kentucky and Western Tennessee, 
 on the South, Ohio, Indiana, and Illinois, on the North, and Missouri and Kansas 
 on the West. I have not half exhausted the enumeration of these uniting lines, 
 which, in the aggregate, form a system of nearly 8,000 miles of railroad, and 
 tributary to the Baltimore and Ohio Road. 
 
 Need I ask you, may it please your Honor, is it not as certain as the revolu- 
 tion of the seasons, that a road of that description has not reachedin its present 
 prosperity, the limit of which it is capable ? It is evident, manifestly evident, 
 that this work, mighty as it is now, great and extraordinary as is the wealth 
 which it is pouring into our city now — which has increased the value of our 
 property even beyond the estimate of figures, and rendered us able to bear taxa- 
 tion which, years ago, we could not have borne, — which is destined in a few 
 years, comparatively speaking, in the age of a city, to make Baltimore one of the 
 first cities of the American continent, if not of the world, in all the grandeur that 
 consists in population, in arts and sciences, and in wealth, — this work is but in 
 its infancy. It has but just started in its progress of perpetual manhood, which 
 is to know no decay. Its charter is i)ermancut, it looks to all time, — provided.
 
 HON. REVERDY JOHNSON yriNTER SCENES. 167 
 
 in the Providence of God, those institutions of ours, — the freest with which He 
 ever blessed humanity, — are suffered to remain, with an ability to withstand all 
 the arts of the demajjosue and the fanatic ! 
 
 WINTER SCENES ON THE B.VLTIMOEE AND OHIO RAILROAD. 
 
 The following par.agraphs, which appeared under the above caption in the- 
 Baltimore Sim, on the 29th of January, 1850, will be read with interest by all 
 who have ever travelled over the Western divisions of the Baltimore and Ohio 
 Road : 
 
 The extraordinary weather that has prevailed in this latitude for the past 
 three or four weeks has had its full effect upon our railroads and other means of 
 travel and transportation. At times, indeed, it was thought that a perfect em- 
 bargo had been laid by the snow upon our communications, especially those 
 with the West. When it is remembered that the Western or Mountain divisions 
 of the Baltimore and Ohio road, with their long grades, deep cuts, enormous 
 gorges, (fee, have never before been visited with a serious snow storm since that 
 great work was opened to the Ohio river, three years ago, the imusual dilKcul- 
 ties lately presented will be better understood. One whose position necessarily 
 renders him conversant with these difficulties, as well as the means which are 
 employed for achieving a triumph over them, furnishes us the following interest- 
 ing portraiture of the present " winter scenes " upon the road : 
 
 In many places upon this magnificent highway the Express trains have had 
 to literally plough their way through immense drifts of snow, often from six to 
 fifteen feet in depth. This has in every case, however, been successfully done, 
 though sometimes requiring the united power of four and five of the pondrous 
 Winans engines linked together. The company is, fortunately, well supplied 
 with these powerful machines, which weigh some thirty tons each, and have 
 great tractive power. Their resources under this head are also much increased 
 by a number of splendid and powerful ten-wheel engines, built by the Denmeads, 
 and at their own shops, by Mr. Hayes, their well known Master Mechanic. 
 
 The encounters with the snow upon this road have led to some very thrilling 
 scenes. At times the string of locomotives with their bold " plow " in front 
 have rushed suddenly upon a heavy drift, and l)efore their power has been checked 
 by the opposing force, they have become well nigh buried in the white bank. 
 After passing through this obstruction, the engines are turned around at the next 
 station, and renew the assault from the opposite direction, thus by repeated 
 efforts effectually pushing off and "crushing out" the obstinate mass, until a 
 lane is fomied and the track is thoroughly cleared for the passage of the regular 
 trains. These trains in traversing the avenues thus made for them, literally pass 
 through the snow, for it is piled up on either side in some places to the height of 
 the car tops. An interesting view of this character may now be seen at the 
 passage through the Carroll Manor in Frederick county, but Oo miles from Balti- 
 more, where the late snows have invariably drifted across the road to a great 
 depth.
 
 168 APPENDIX TO THE "RAILWAY CELEBRATIONS OF 1857." 
 
 Perhaps the most magnificent phenomena on the line of the road presented by 
 the late action of the elements are to be witnessed west of Piedmont at the bold 
 " approach cuts " to the larger tunnels. Here are views worthy of the poet and 
 the painter, and that would justify a thousand miles journey. As you enter one 
 of these cuts, the gaping mouth of the tunnel is seen at the farther end. The 
 sides of the cut are quite steep and rapidly rise until the head is reached, at the 
 mouth of or entrance to the tunnel, whei'e they are from forty to eighty feet in 
 height. This forms an avenue for the road, open above, of from four to eight 
 hundred feet in length, before the tunnel itself is entered. 
 
 The whole of the sides of these great chasms, as well as their high ends at the 
 entrance to the tunnel, are completely covered with a solid coating of ice, vary- 
 ing in thickness from two inches to two feet. This is formed by the congealing 
 water which trickles down from the lofty hills around and above. 
 
 This sight is a novel one, and at the Board Tree and Welling Tunnels ap- 
 proaches the sublime. Ideas of the Alpine glaciers at once possess the mind, 
 while the gigantic icicles that hang from the higher edges of the cliffs and the 
 mouths of the excavations, remind us of the stalactites of the Mammoth Cave, 
 and the more celebrated Grotto of Antiparos. At any time this scene is inspir- 
 ing and wonderful, but when the blight sun bestows his full blaze upon its 
 crowning points, the effect is greatly heightened. It will thus be seen that this 
 great road presents its peculiarly romantic wintry aspects, as well as its already 
 renowned scenery to attract the eye of the summer tourist. 
 
 It is to be presumed, however, that the severity of the season, which has closed 
 the Ohio river and otherwise impeded the connections of the road, besides exer- 
 cising a depressing effect upon business affairs generally, has operated matei-ially 
 against the company's revenue for the current month. It is said that the biisi- 
 ness had greatly revived last week, and its usiud regularity returned, when the 
 new and heavy weekly instalment of snow which fell Sunday morning and yes- 
 terdaj' again impedes its progress. But it is expected that no serious interrup- 
 tion will follow this last storm, as all things were in readiness for the labor of 
 clearing the track. 
 
 We may allude to another difficulty with which the company has had to con- 
 tend during the recent severe weather; this is the great effect of the frost upon 
 the machinery. It is well known that continued frost acts with damaging effect 
 upon the more exposed parts of cast iron. In locomotives, and in the wheels, 
 axles, Ac, of all cars, this is especially the case. We hear from all quarters of 
 the effects of the cold in this particular. The newest and most solidly built ma- 
 chines are not exempt from this liability, and it may be safely estimated that at 
 no previous period has there been more damage resulting from the weather, — in 
 this part of the country particularly, — than during the last three weeks. 
 
 "A JUNE JAUNT" ON THE BALTBIOKE AND OHIO RAILROAD. 
 
 In June, ISiSG, a distinfrnished party of gentlemen tourists, among whom 
 were the liistorian Bancroft, Prof. Henry, apd several others, took a leisure look
 
 THE "JUNE JAUNT," BY BRANTZ MAYER. 160 
 
 at the liistorical and natural scenery of the Baltimore and Ohio Road. Brantz 
 Mayer, the Author, was of the number, and who afterwards published a very 
 full and grajihie account of the trip in Harper's Monthly Mafjnzlnc. From this 
 we extract the following paragraphs relative to the Mouutaiu division of the 
 Koad, from Piedmont to Grafton, 70 miles iu length : 
 
 " No one, I am sure, has ever looked westward from this point without won- 
 dering how the passage is to be elfected ; yet no one has made the jouniov with- 
 out equal surprise at the seeming ease by which science and energy liave ovei'- 
 couie every impediment. As you pass forward from I'iediuont, the iuijjressiou 
 is that you are about to rim a tilt against tiie mountain Hank with blind and 
 aimless imimlse ; but a graceful curve winds the train out of harm, and you move 
 securely into the prinu-val foi'est, feelinu; the engine begin to tug up the steeps as 
 it strikes the edge of Savage Kiver, which boils down the western shoulder of 
 Savage Mountain. The tiansit from the world to the wilderness is instantaneous. 
 Jlr. Bancroft and I inovuitcd the engine at this spot so as to enjoy an unobstructed 
 view of the scenery during the ascent ; and although a gust began to growl over 
 tile mountains, with fre((uenf flashes of lightning and thunder, we ke|)t ourjxist, 
 tinding the grandeur of the prospect enhanced by the rush of the storm as \vc 
 rose higher and higher on the mountain (lank. 
 
 No one has observed tine scenery without acknowledging the dilRcnlty of its 
 descri])tion ; for its impression is j)urely mnotional, and emotion is so evanescent 
 that the elfort to condense it into language destroys the sentiment as breith de- 
 stroys the prisms of a snow-llake. AVe nuiy [rive a catalogue of pines, precipices, 
 rocks, toirents, ledges, overarching trees, and all the elements that make one 
 "feel the sublimity of a stern solitude;" but I have never been able to convey, 
 by words, the exact impression of such scenes, nor do I believe we can obtain 
 what is somewhere called "a realizing sense" in the descriptions of others. In 
 this rcsjiect, music and painting have mcu'e power than language ; music has the 
 spirituality which painting lacks, and painting the body in which nmsic is defi- 
 cient; but, as theii' efl'eets can never be comjiletely united, we must despair of 
 inlluencing the mind at second hand from Nature. 
 
 And so we rolled resistlessly upward, fiu' seventeen miles along the broad 
 ledges, seeing the tree-tops sinking as we swooped into the air, which freshened 
 as we rose ; seeing the vale grow less and less, and the summits that were just 
 now above us come closer and closer till we touched their level ; seeing the river 
 whence we started shrink to a film in its bed; and seeing the narrow, upward, 
 imprisoning glimpse widen int(j a downward, distant reach. 
 
 On we hurried without halting but once, till we turned from the Savage Valley 
 info the Crabtree Goige, along the (lank of the great Alleghany l?aekbone; and 
 a few miles above Frankville, lan eyrie among the siunmits, some 1,S00 feet 
 above tide, and 1,1 oO feet above rnmbcrland,) east our eyes back toward the 
 north-east for a rapid glimpse of one of the grandest views in the nmuntains. 
 The gloomy nuisses of Savage Monntain tower on the right, fold upon fold, and 
 the eastern slopes of .Meadow Mountain, with its s]iuis, on the left; while be- 
 tween them the Savage liiver winds away for miles and miles in a silvery frail 
 till it is lost in the distance. Throughimt the whole passage from I'iedmont to 
 Altamont (J.'liio feet above tide and the greatest elevation along the route) the 
 road constantly ami almost insensibly ascends, in eveiy portion tilling the mind 
 with a sense of as perfect security as if the transit were made in a coach. 
 
 At Altamont we dipjied over the eastern edge of the Alleghanies, and by a 
 slight descent entered the highland basin of the old mountain lakes, which ex- 
 tends over many thousand acres, and is known as the " (ilades." There the 
 Youghiogheny fakes its rise, while the dividing ridge of the great Backbone 
 sends the water on one side into the (Julf of Mexico, ami on the other into the 
 Chesapeake. These beautiful glades, or mmmtain meadows, are not coimected 
 in a level field like our western prairies, but lie in broken outlines, with small 
 wooded ranges between them or jutting out from their midst iu moderate eleva-
 
 170 APPENDIX TO THE " RAILWAY CELEBRATIONS OP 1857." 
 
 tions. At this height the air is extremely rarefied and cool throughout summer; 
 So that, although (he country is not adapted for agriculture, it is calculated for 
 every species of animal and vegetable life that is disposed to run wild and take 
 the world as it finds it. It is rich iu all the natural gi'asses that delight a herds- 
 man, relieved by islands of white-oak interspersed with alder ; it is full of copious 
 streams, kept full and fresh by the clouds that condense round the summits ; its 
 waters are alive with trout, and waste themselves in deep cascades and falls after 
 furnishing pools for the tish ; it pastures innumerable herds of sheep, whose ten- 
 derness and flavor rival that of the deer which abound in the woods ; wild tur- 
 keys and pheasants hide among its oaks, beeches, walnuts, and magnolias ; the 
 sugar maple supplies it with a tropical luxury in abundance ; the woods are vocal 
 with larks, thrushes, and mocking-birds ; and in the flowering season nothing is 
 gayer than the meadows with tlieir showy flowers. 
 
 A little village is growing up at Oakland in the midst of these glades, as a 
 sort of nestling-place for folks who are willing to be satisfied by being cool, quiet, 
 and natural dui'ing summer. We halted there for the night, and were not re- 
 luctant to ensconce ourselves beneath blankets even in the " leafy mouth of 
 June." 
 
 In order to make a new resort popular, it is necessary, as the world goes, to 
 have the lead of a fashionable belle or the command of a fashionable doctor. 
 Nature, of itself, is not sulliciently attractive for artificial society ; so that one 
 must either be ill or be h-d, in order to adopt what is really good, and surround 
 it with allurements of French cookery, fast horses, a band of music, and weekly 
 balls. It was many years before Saratoga and Newjjort ripened from a simple 
 well and a wild sea-shore into the luxuriant style of Bath and Brighton. Yet I 
 do not despair of seeing the day when the Maryland Glades, the head-waters of 
 Potomac and Cheat, and the romantic cascades of the neighboring Blackwater 
 will be crowded with health-hunters. The turn of Nature to be in fiishion again 
 must come round ; for when invention exhausts the artificial, (and the age of 
 hoops seems verging on that desirable end,) there is no resource but simplicity. 
 There are numbers of reasonable people who must be eager to quit the beaten 
 paths, and escape to spots where they will not be stifled by society ; and these 
 glades and mountain streams, with their constant coolness and verdure, are pre- 
 cisely the places for them. For several years, many of our Maryland and Vir- 
 ginian sportsmen have been fishing the streams ; beating up the deer, pheasants, 
 and wild turkeys ; driving over the fine upland roads ; drinking the pure water ; 
 exercising robustly for a month or more ; sleeping soundly every night of July 
 and August, and getting back to their work in the fall, as hearty as the " bucks " 
 they made war on in the mountains. 
 
 Let me recommend Oakland to a cook who wishes to make a reputation 
 on venison and trout, and to a belle who is brave enough to Iring Nature into 
 fashion ! 
 
 We .slept at Oakland. The mists hung high over these highlands long after 
 sunrise, and the air was so bracing that we found overcoats necessary as we bowled 
 across the great Youghiogheny, on a single arch of timber and iron, and passed 
 the picturesque Falls of Snowy Creek, where the road quits the prairie and strikes 
 a glen through which the stream brawls in foam, contrasting bravely with the 
 hemlocks and laurels that line the pass. 
 
 At Cranberry Summit the mountain-levels and glade-lands terminate, at an 
 elevation of 2,.")r)0 feet above tide, and only 76 feet lower than Altamont, where 
 we entered the field, twenty miles back. 
 
 From this elevated point we catch the first grand glimpse of the "Western 
 World,' ' in a long gi'adiuil sweep down the Alloghanies towai-d the affluents of the 
 Ohio. The flescent begins instantly, along the slopes of Saltlick Creek, through a 
 mass of excavations, two tunnels, and fifty feet of viaduct. Downward and down- 
 M-ard we swept as comfortably as on a i)lain, till an easy and almost imperceptible 
 descent of twelve miles, tliiougha foiesl nf firs and jiiues, brought us to the dark 
 waters of Cheat Ivivcr. Aftei' the ditiirultics of ascending, crossing the Backbone 
 of the Alleglmny, and descen<iing its first western slujie- all of which, like Colum- 
 bus's discovery, " seem so easy " now that they are overcome — a new marvel has
 
 BRANTZ Mayer's account of the b. & o. railroad. 171 
 
 been accomplished in the preservation of a hicrh level by massive viaducts and 
 by boring the mountains witli tunnels. On ('heat Iviver, at tlie bottom of this 
 descent, we approached tlie tirst of Ihese marvels, two noble arches of iron, firm 
 and sul)stantial as the mountains they join. Then conies the ascent of Cheat 
 Kiver Ilitl. Next arc the slopes of Laurel, and its spurs, with the river on the 
 ri^ht ; till the dellof Kyer's Run is passed on an embaiiknieiit, and IJuckeye Hol- 
 low crossed on a solid work whose foundations are laid deejily below the level of 
 the road. Both of these splendid structures have walls of masonry, built of the 
 adjacent rock. 
 
 Beyond this we reach Tray Run, which is passed by an iron viaduct, six 
 hundred feet in length, founded on a massive base of masonry as linn as the 
 mountain itself. All these remarkable works — chiefly designed by Jlr. Fink — 
 have borne the trial of heat and frost, ti-avel and iransi)ortatioii for several 
 years ; and when closely inspected, their immense solidity, security, and strength, 
 are as easily tested by the eye as tliey have been by use and time. 
 
 These beautiful structures had hardly been passed when we wound upward 
 across Bncktliorue Branch, and half a mile furthei', left the declivities of Cheat 
 River, with its brown waters dyed by tlie loots of laurel and hemlock, and bor- 
 dered by the bright flowers of tlie rhododendron. Our last glimpse of this moun- 
 tain liver was through a tall arch of forest, rounding oti', far below, in its dark 
 valley of uninhabited wilderness. 
 
 Beyond Cassidy's Ridge we encountered another, and perhaps the mo.st re- 
 markable of these gigantic works. The road can only escape from its mountain 
 prison by bursting the wall. Up hill and down hill, through brake and ravine, 
 it has cleft its way from Piedmont, like a jirisoner seeking release from his bars, 
 till at last it finds a bold barrier of 22o feet abruptly opposed to its departure! 
 For a while, (before the entire completion of the road, i engineering skill led a 
 track over this steep hij an accent of i>O0/eet in a mite ; but finally the giant has 
 been subdued, and the last great wall of the Alleghanies passed by piercing the 
 mountain. For nearly three vears crowds of laborers were engaged in blasting 
 through solid rock the 4,100 feet of the Kingwood Tunnel, and a year and a half 
 more was spent in shielding it with iron and brick, so as to make its walls more 
 solid, if possible, than the original hills. 
 
 For five miles from the western end of this tunnel, we descended to the 
 broader valleys about Raccoon Creek, and gliding through another tunnel of 2'i0 
 feet, foUowedthe water till we entered the Ty<cart River Valley, at (irafton, where 
 the North-western Railway diverges to Paikersburg, on the Oliio, ninety-five 
 miles below Wheeling. The establishments of the Company at this point are 
 erected in the most sul)stantial way for the comfort and security of all who may 
 visit this interesting region. 
 
 There are few routes of travel in America — and none, probably, by rail — 
 worthier of attention than the region between the slopes of the western glade- 
 land to the mountain exit at Kingwood. It is all absolute mountain, absolute 
 forest, absolute solitude. In winter it is the vei-y soul of desolation, when the 
 trees are iced, like huge stalactites, from top to bottom, and the ravines among 
 the cliffs blocked with drifted snow. But in spring or summer it jircsents splen- 
 did bits of forest scenery. The glens are narrow, and there are few distant 
 prospects ; but there is every wliere the same ragged gloom — the same overarch- 
 ing hemlocks and firs — the same torrent roar, foaming over rocky beds — the same 
 fringing of thick-leaved laurel -the same oozy ))laslies of morass, rank with dark 
 vegetation — the same black mountain face — the same absence of people and 
 farms — the same sense of absolute solitude. 
 
 But in Tygart's Valley the landscajie softens and becomes more human, with 
 the marks of agriculture and habitation, and the road seems to bound along 
 more gaylv, as if exulting in its release from the iiiouutaiii. The river winds 
 gently through rounder and lower hills and broader meadows, broken only by 
 " the" Falls, ""which, in a few steej) jiitches, tumble seventy foci in the distanceof 
 a mile. Not far from this point, Tygart River and the AVest Fork unite to form 
 the Monongahela, wliii'h, a (piarter of a mile below the junction, is crossed by an
 
 172 APPENDIX TO "the railway celebrations of 1857." 
 
 iron viaduct 650 feet lona; — the largest iron bridge in America, and due to the 
 engineering skill of Mr. iFink. 
 
 "in these central solitudes every thing seems to be the property of the wilder- 
 ness — a wilderness incapable of yieldmg to any masteiy but that of an engineer ; 
 and it muy fairly become a matter oi national pride, that scientific men were 
 found in oiir country bold enough to venture on grades by which any mountain 
 may be passed. Where ground was wanted. Nature seemed to have scooped it 
 away ; where it was not wanted. Nature seemed to have stacked it up for future 
 y)urposes. There arc considerable difficulties between Baltimore and Cumber- 
 land; yet, in a country which rises only 639 feet above tide in 179 miles, a road 
 may be constructed by ordinary perseverance and skill. But they who desire to 
 understand the power of science in conquering nature by steam and iron, must 
 climb and cross the Alleghanies between Piedmont and Kingwood. The success 
 of this, the most difficult portion of the enterprise, is due to the engineering of 
 Mr. Latrobe, and the financial energy of Mr. Swann. 
 
 As the pioneer of such internal improvements in the Union, it has been the 
 school for subsequent railways, and deserves the gratitude of scientific men for 
 the true principles of location and construction. The bridging and tunneling 
 alone along the whole route, amount to iihoni five and a quartei'miles ; the labor- 
 ers and employes form almost five regiments in number ; and, when we take 
 into consideration the depots, tanks, engines, rails, station-houses, and innumer- 
 able cars for freight and travel, as well as the two lines of telegraph wires, be- 
 longing exclusively to the Company, which keep every portion in communi- 
 cation and successful operation throughout the line, one no longer wonders that 
 twenty-five millions were expended on the structure, but is only surprised that 
 the people of a small, single btate, could accomplish so colossal an enterprise. 
 
 THE PRESIDENTIAL INAUOITRATION,— CAPACITY OF RAILROADS FOR 
 TRANSPORTING LARGE MASSES OF PEOPLE. 
 
 The Baltimore and "Washington newspapers teemed with accounts of the 
 prodigies performed by the Baltimore and Ohio Railroad Company, in its 
 very laYge operations in transporting visitoi's to Washington to witness the In- 
 aug^uration of President Buchanan on the 4th of March, 1857. The ease and 
 thoroughness with which this great movement of the masses was executed, 
 affords a striking illustration of the value of the railroad system in promptly 
 concentrating an army at a given point for defence. It has been since esti- 
 mated by an officer of the Baltimore and Ohio Company, — the pioneer in the 
 system in our country — that in an emergency requiring it, this road could 
 transport from Ohio to Baltimore witliin 30 hours an army of 10,000 men, 
 with all their munitions, without exhausting the resources of the road 
 
 One of the notices alluded to, in a Baltimore Journal, of March 7th, was as 
 follows : — 
 
 Ext raordi nary Railroad Travrl. — The nimiber of persons carried into Wash- 
 ington bv the Baltimore and Ohio Railroad duiing the four days ending with 
 noon (if tlie fourth instant, is said to be as nearly as it is possible to get at it, be- 
 tween 10,01)1) and ll.Ooo. As the same number will l)p likely to have been brought 
 away fioni Wasiiingtoii duiing the succeeding f'nui' days, we have thus the ex- 
 traordinary and piobably altogetiier iiuprecedcnted aggregate of 21,000 persons 
 transported in eight consecutive days by a single track railroad between two of
 
 FACILITIES FOR TRANSPORTING AN ARMY. 173 
 
 the principal cities of the Union, 40 miles apart. AVIicn it is borne in mind that 
 this has been done promptly and reijularly, and in the most .satisfactory manner ; 
 that it has been attended with no loss of life or limb, or even the slightest per- 
 sonal injuiT ; and that (as far as the othcers of the road are advised) not a single 
 article of baggage has been lost, it certainly presents a favorable result, of which 
 the Baltimore and Ohio Railroad Company and the Baltimore community may 
 be proud. 
 
 At times as many as two or three thousand persons, mostly men, have been 
 congregated at the Camden Station in tliis city, upon the departure of the cars, 
 but as far as we can learn, not a single disturbance or .serious altercation has oc- 
 curred. This gratifying fact is attributed by the Company to the constant pres- 
 ence of a strong and attentive police force, under the direct charge of Mr. Manly, 
 the new deputy marshal, assisted by sergeant Pamphillion. Mr. (Jorman, of the 
 detectives, with Messrs. Potee, Graham and McKinley, were specially devoted 
 in their polite attentions to the very large and interesting assortment of profes- 
 sional and amateur pickpockets who had evidently expected to make their harvest 
 at this juncture. Besides these, Mr. Chisholm and Mr. Woodall, the Company's 
 regular policemen, did their usual ^ood service in this Babel of excitement. 
 
 The Master of Tiansportation, Dr. Woodside, although confined by illness, 
 with his usual industry and forethought, prepared his arrangements at home. 
 They were put into execution by his assistant, W. P. Smith, and J[r. Jos. Brown, 
 general supervisor of trains, and his assistant, Mr. A. Diftey. The oliiceis of the 
 other departments of the Railroad service contributed their aid, partieuhirly 
 Messrs. Tyson and Rennie, heads of the machinery, and Mr. Jno. R. Smith, 
 James Anderson and William Hughes, and the several engineers of the six ex- 
 cellent locomotives engaged in this laborious duty. Messrs. L. M. Cole, general 
 ticket agent, and J. T. England, agent of the Camden station, deserve most con- 
 spicuous mention for their zeal and their experienced eflbrts in carrying on the 
 extraordinary movement of trains. The heaviest trains in this week's work on 
 the road have been drawn by the large ten-wheeled engines, which have thus 
 proved themselves a most reliable and efficient machine, carrying from 20 to '24 
 full-sized passenger cars packed with people, in less than two hours between 
 Baltimore and AA ashington. 
 
 The conductors on these human caravans were Messrs. J. W. Showacre, 
 John Collins, George W. Hoover, George A. Rawlings, Wm. P. Gorsurch, J. P. 
 Dukehart and Edward Thompson, and their peculiarly heavy task seems to have 
 been cheerfully and properly performed. 
 
 We are thus particular in attempting to give due credit in this connection, 
 because the universal sentiment deiiuuids an expression of our approbation of the 
 complete and harmonious manner in which the officers and men of the road have 
 executed their great and responsible undertaking. 
 
 ONE TVOED ABOUT RAILKOAD CONDUCTORS. 
 
 How much it adds to the comfort of travelling to be placed in charge of gen- 
 tlemanly, polite and attentive conductors. We have seen persons in charge of 
 railroad trains who evidently appreciated the importance of their position. The 
 oflSce of a conductor is a responsible one, and they seem determined that every 
 one should know that theij felt it so. To travel under the direction of such a 
 man, all dignity and self-importance, is the most unmitigated bore I know of. 
 But I am glad to say from the experience of my present route, such instances are 
 not frequent. I have not met a single example of starched importance, or gioss 
 impertinence on any of the roads I have travelled. It is particularly due to the
 
 174 APPENDIX TO "the RAILWAY CKLEBRATIONS OF 1857." 
 
 conductors of the Baltimore and Ohio, and the Central Ohio railroads, to say 
 that they are gentlemanly and attentive to the wants of travellers. I do not 
 mean that outside politeness, which has a bow and a smile always ready, but 
 that more solid sort which anticipates the wants, and prompts to little acts of 
 attention so acceptable to a stranger, and which makes one feel at home and" 
 cared for. It is this politeness exercised towards every one, which makes these 
 roads so comfortable to travel on. — Cincinnati Railroad Record. 
 
 THE PRESENT EXTENT OP THE RAILROAD SYSTEM. 
 
 The New York Courier and Enquirer of a recent date, gives a summaiy 
 showing the number of miles and cost of railroads in the world. The sum- 
 mary is of later date than the separate statements given by the different 
 writers on railroads — Tooke, Gardner, and others — and, of course, shows an 
 increase. There is a discrepancy between the number of miles in operation 
 in Germany, according to the authority of Tooke, and the following. This is 
 explained by the fact that many of the railroads stated by Tooke as belonging 
 to Germany should be placed in the column of French aud Belgic Bailroads. 
 The following table also exhibits the low cost of American Railroads compared 
 with those of Europe : 
 
 COMPARATIAE TABLE OF RAILROADS IN OPERATION. 
 
 English miles. Cost in dollars. Cost per mile. 
 
 United States (1.S56) 26,000 $920,000,000 83.=',000 
 
 Great Britain (1855) 8,297 1,487,010,420 179,1)00 
 
 France (185i'i) 4,038 616,118,995 laL'.UW 
 
 Germany (1855 > 3,213 228,000,000 71,000 
 
 Prussia (1855) 1,290 145,000,000 63,000 
 
 Belgium (1855) 1,095 98,500, 000 90,000 
 
 British Provinces 823 41,600,000 50,000 
 
 Cuba 359 16,100,000 45,0(i0 
 
 Panama 47 7,000,000 15o,000 
 
 South America 60 4,500,000 75,000 
 
 Russia 422 42,500,000 100,000 
 
 Sweden 75 7,.500,000 luo,oOO 
 
 Italv 170 17,000,000 100,0(10 
 
 Spain 60 6,100,000 100,000 
 
 Africa 25 3,100,000 125,000 
 
 India 100 15,000,000 150,000 
 
 Total 46,074 $3,655,435,415 $79,000 
 
 Accompanying this a table appears, showing the railroad progress in the 
 United States for the year 1S57, and a comparative view of the progress an- 
 nually in each State since 1828, the date of the beginning of the s^'stem. 
 
 From the column showing the number of miles for the year ending 
 January, 1858, we find that there were only about seventeen hundred miles
 
 PRESENT EXTENT OF THE RAILROAD SYSTEM. l75 
 
 named or built during the year, which is a smaller number than for any year 
 since 1850. The construction of American railroads for the past year of 1857 
 has been principally in the following States, namely : Pennsylvania, Virginia, 
 Florida, Temiessce, Ohio, Indiana, Wisconsin, Iowa and Missouri. 
 
 The Courier observes that: — The progress of railroads in the United States, 
 their effect upon the prosperity of the country, and their future prospects, are 
 much beyond the wildest dreams of the originators of the system. The number 
 of miles built in the first ten years of our railroad history, beginning in the year 
 1828, was 1,843, of which New York State built 18 per cent. The number of 
 miles built in the second ten j^ears, or from 1838 to 1848, was 3,039, of which 
 New York built 15 per cent. From 1847 to 1856 the number built was 18,794, 
 of which New York State built 9 per cent. At the present time New York State 
 has over 11 per cent, of the total length of railroads, and ranks next to Illinois 
 in number of miles. Our railroad history has had two eras — the fii-st, from 1828 
 to 1848, when there was in the number of miles built an average increase of 268 
 miles per year — and the second from 1848 to 1856, having an average increase 
 of 2,3.50 miles per year. In many of the States the development of the railroad 
 system is quite equal to the wants of the people — but in many others, Kentucky 
 being the most notable instance, it is much less. 
 
 For the next few years, new railroads will have to be built by local assistance 
 and with the aid of the State to be benefited. The time has past for the West 
 to depend upon us for capital, or for us to look to Europe." 
 
 R.\iLROAD Progress in the United States. — Interesting Statistics. 
 The Secretary of the U. S. Treasury, in his last annual report, stated the 
 railroad debt of the United States at four hundred millions of dollars, and at- 
 tributed no little of the monetary disturbances of the country to the very heavy 
 and frequently indiscreet expenditures and action of these roads. The New 
 York Railroad Journal estimates that §1,000,000,000 have been expended 
 upon the work already completed or now in course of construction ; the an- 
 nual receipts being -s 120,000,000, affording a net revenue of five per cent, 
 upon the entire cost. This statement is more favorable than has been expected, 
 — if it is fully reliable. 
 
 In the year 1857, 1,920 miles of new roads were opened, and since 1850, 
 19,000 miles. The number of miles in operation in 1858, is set down at 26- 
 210, agninst 15,511 in 1854, 10,898 in 1852, and 7,350, in 1850. The ac- 
 tual number of miles in each State, and the aggregate cost, are said to be as 
 follows : — 
 
 Miles. Cost. 
 
 Maine 543i |17,36.5,220 
 
 New Hampshire 631t 19,766,405 
 
 Vermont 557 23,322,035 
 
 Massachusetts 1,338 71,569,326 
 
 Rhode Island 98 4,384,489 
 
 Connecticut 682 21,788,477
 
 176 APPENDIX TO TUB " RAILAVAY CELEBRATIONS OF 1857." 
 
 Miles. Cost. 
 
 New York 2,.590 143,-316,876 
 
 New Jersey 468J 24,552,397 
 
 Pennsvlvauia 2,545 96,031,086 
 
 Delaware 101 2,034,351 
 
 Maryland 671i 37,422,742 
 
 Virginia 1,233 34,583, 0.s2 
 
 North Carolina 586 11,421,939 
 
 South Carolina 943^ lG,2os,()70 
 
 Georgia 89 24,536, i;56 
 
 Alabama 559| 17,89-_',:i37 
 
 Mississippi 469 5,457,274 
 
 Florida 112i 2,275,000 
 
 Louisiana 260 8,375,h;)1 
 
 Texas 127 1,816,'J92 
 
 Arkansas 39 780,ni;tO 
 
 Tennessee 635i 22,375,515 
 
 Kentucky 314 12,112,092 
 
 Ohio 2,946 89,140,442 
 
 Indiana 1,799 39,556,987 
 
 Michigan 614 36,617,323 
 
 Illinois 2,677 87,848,448 
 
 Missouri 342 17,777,414 
 
 Iowa 311 7,751,646 
 
 Wisconsin 8721 21,403,814 
 
 California 22i 1,100,000 
 
 Total 26,210 $919,990,516 
 
 In the year 1857, there were in the United States 12G railroad accidents, 
 causing the death of 130 persons and wounding 530 others. This is a de- 
 cline on the previous year. In Great Britain, during 1856, 281 persons were 
 killed by the railroads and 894 injured, out of an aggregate number of 129, 
 347,592 passengers. The per cent, of killed being only .07, and of -wounded 
 2.18, or in other words, one person in every sixteen million was killed, and one 
 in every four hundred and fifty thousand wounded. 
 
 THE VALUE AND IMPORTANCE OF RAILROADS. 
 
 The National Intelligencer — the Nestor of Newspapers, — in a very recent 
 number, says : — 
 
 "We have heard of a farmer in the Tenth Legion of Virginia, who is an unbe- 
 liever in the benefit of Railroads, and opposed to his county's giving any 
 encouragement to the making of one through it. As there may be " more of the 
 same sort" in that region of the Ancient Dominion, we insert for their edifica- 
 tion, if they " ever read the papers," the subjoined forcible article from the 
 Philadelphia Inquirer, and which we understand is from the practical pen of the 
 Hon. Joel B. Sutherland, of Pennsylvania. 
 
 From the Philadelpliia Inquirer. 
 
 The railroad interest is sadlv depressed at the present time. We are sorry, 
 moreover, to see a disposition in some quarters still further to depreciate this
 
 THE VALUE AND IMPORTANCE OF RAILROADS. 177 
 
 invaluable species of property. The railroads are iimon<i the essentials of the 
 age. No great country can do without them. Tlicy facilitate trade and travel, 
 increase the value of land, and oiicn up to tlio haidy pioncci- new luimes and fresh 
 sources of independence and wealtli. Wh:it, indcc<l, would I'hihidclphia, New 
 Yol'k, Hoston, and Baltimore be witliont laihoads? What woukl be the condi- 
 tion of tlie mighty West at this time but for these great Ijighw.iys, these links of 
 steel which bind the Union together in a common brotheihood ? But let us enter 
 somewhat into detail, and show the true use of railroads. A thousand points 
 might be stated calculated to prove their advantages ; but on the present occa- 
 sion we will contine ourselves to a few. First, then. They carry the mails of 
 the United States witli a certainty and celerity never anticipated in olden times. 
 Nor do tln'v allow niail-r()l)l)ers to sto]i the cars and bear away the letters. 
 
 2. They transport the soldiers of the Kepublic, with all the munitions of war, 
 at all times, cheaply and expeditiously. During the war of 1«12 a barrel of flour 
 at Buffalo cost §70, in consequence of the almost impassable roads thither, and 
 the snail-like travel of the horse and wagon line. 
 
 8. They have enhanced the value of lands greatly in the Eastern and Middle 
 sections of the Union, and in thealmost boundless West, the value of the territory 
 is nearh/, if not quite, quadrupled In/ tla'tn. 
 
 4. They have enlarged our conunerce between the several States immensely. 
 In fact, thcv may be said to have tukeii up whole cities, with their almost count- 
 less iniiabitants, quietly, as if by magic, and have set them down in close 
 proximity to other flourishing cities. 
 
 a. They, with the Telegraph, give speedy notice of the illness of sick or dying 
 friends, and ti'anspoit us to the bedside of those we love at a moment most de- 
 sired in one's whole existence. 
 
 G. Without them the people of the Eastern metropolitan cities would be left 
 in a great measure destitute of beef and produce from the great West. 
 
 7. They protect our seaboard from the assault of a foreign enemy, as they can 
 upon \\\Q flash of the telegraph notify the whole West if any foe should threaten 
 to land upon our soil, and thus hurry down to the point of attack innumerable 
 men and arms to drive back the assailants. 
 
 8. Nay, more, they may be said to stand in stead of forts ; for no nation would 
 think of venturing to land with such swift and jn-ompt lines of railroads to pour 
 down our forces upon them almost iuslaiitaneonKli/. 
 
 ii. It is now conceded by all relleeting men, that if a railroad had been in ex- 
 istence between Philadeli)hia and Washington, the British would never have 
 made an assault ui)on the capital of our country. 
 
 10. Nor would the French and English armies have carried the war into the 
 Crimea if the Emperor Nicholas, before he hroke with the Turks, had been as sa- 
 gacious as many represented him to be, and constructed railroads to lun to the 
 Black Sea, and thus at any moment have had it in his power to eurry all Russia 
 in arms to meet an approaching hostile force. 
 
 11. Our railroads are, therefore, a wall of defence, and may be pronounced 
 ih^ preservers of the peace of our Republic. 
 
 12. So prodigiously important are our railroads, that were the companies to 
 stop runninr/ the cars for a siiKjle week, the whole countiy would come to a stand 
 sfiU; our trade and commerce with the interior would be f^W(/ «/, and our cities 
 be filled with disinav. 
 
 1:5. Kaili-oads should, therefore, be sustained, that their benefits may be 
 properly distributed. Surely every traveller would gladly agree to pay sufficient 
 to five them « ./;/«< remuneration, and thus shield these leading lines of travel 
 thai are now almost diiven to the verge of bankruptcy from so disastrous a 
 calamitv. 
 
 14. The editors of the public press are deeply interested in the permanency 
 and success of the railroads. They carry their journals from one end of this 
 bioad Union to the other. They impart life to trade cverywheie. They 
 fill our ships with produce at the whaives, and cany from our landings mer- 
 chandise to the remotest boundaries of the nation. Now and then accidents may
 
 178 APPENDIX TO THE "RAILWAY CELEBRATIOXS OE 1857." 
 
 happen, but always solely against the will of the companies. Nor should courts 
 or juries pursue the goose that lays the golden egg and kill her. 
 
 15. Our vast country can only be traversed hy railroads. They have become 
 an institution , and cannot be abandoned. Let us, therefore, support them with 
 a liberal, if not a generous hand. 
 
 16. Congress should compensate them in a proper spirit. The Government 
 now, by the enterprise of these companies, get swift and sure mails, and by them, 
 too, they are virtually protected from foreign assault upon its vast boundaries. 
 
 17. Besides, in many instances, where rails are imported, the railroad com- 
 panies pay for duties on their rails more than they receive for transporting the 
 Government mails. 
 
 18. Moreover we should look to the countless number of persons in the con- 
 stant employ of the railroads, who are, even at tlm time, Tcept on duty. 
 
 19. The compensation to be paid them should be so ample as to keep their 
 stock at par, constantly at par, and then men would not lose, whose public spirit, 
 in many instances, urged them on to unite the vast interests of the people by 
 iron bands in one brotherhood of affection. 
 
 '20. The railroads should, therefore, act in concert, raise their tariff of charges 
 to a just height, and not drag out an existence of feebleness, resulting in some 
 measure from their own rivalries. 
 
 But enough for the present. The subject is an important one, and we may 
 return to it again. Millions of money have been expended in railroads, and 
 thousands of citizens have invested their funds in this description of property. 
 Let us hope that the day is at hand when confidence will revive, and when by 
 some general and enlightened system of reform and management, every leading 
 railroad line in the nation will be able to make a fair and regular dividend. The 
 interests of the public at large require that these important improvements should 
 be encouraged and sustained, and not depressed or depreciated.
 
 THE 
 
 ■SilfeEl ClIlkEllIf M Iff I' 
 
 A.I>I>E3^q■I^I2s: iTo. s. 
 
 Containing as follows, viz: — 
 
 Page 
 
 I. — Appletons' Railway Guide, ..-,--. 2 
 
 II. — New York and St. Louis Line, 3 
 
 III. — The Philadelphia, Wilmington and Baltimore Railroad, - - 4 
 
 IV.— The Baltimore and Ohio Railroad, 6 
 
 v.— The Central Ohio Railroad, 8 
 
 VI.— The Little Miami Railroad, • - 10 
 
 VII. — The Ohio and Mississippi Railroad, 12 
 
 VIIL— The Patapsco Institute, 14 
 
 IX. — Barnum's Hotel, 15 
 
 X.— The Eutaw House, 16 
 
 XL— Grafton Railroad Hotel, 17 
 
 XII.— The Tredegar Works, 18 
 
 XIII.— Railroad Wheel Works, 19 
 
 l^ XIV.— The Union Works, 20 
 
 XV. — Denmeads' Iron Works, 22 
 
 XVI.— The Iron Railroad Bridge, 23 
 
 XVII.— England's Car Coupling, 24 
 
 XVIIL— The Self-Acting Car Brake, 25 
 
 XIX. — The Adams Express Company, 26 
 
 XX. — The Express Freight Line Patent Agency, - - - 27 
 
 XXI. — Baltimore Portrait Gallery, 28 
 
 XXII.— Baltimore Piano Works, 29 
 
 XXIII.— Printing Establishment, 30 
 
 XXIV.— Baltimore Trunk Establishment, 31 
 
 XXV. — Journal of Progress, 32 
 
 XXVI— Baltimore Marble Works, 33 
 
 XXVII.— Architects Clocks and Watches, 34 
 
 XXVIII.— Vulcan Works, 35 
 
 XXIX.— Jewelry Scales New Periodical, 36 
 
 XXX. — Iron Warehouse Gas Fixtures, 37 
 
 XXXI.— Railroad Car Scales, 38 
 
 XXXII. — Maryland Gas Company Propeller Line, - - - - 39 
 
 XXXIII —Railroad Oil, &c. 40
 
 The Railway Celebrations of 1857. 
 
 glailtoag an^ Attain ^aHgatioit 
 
 For the United States and the Canadas; 
 
 Containing ihe Time Tables, Fares, Connections and Distances on all the Railways 
 
 of the United States and the Canadas; also, the connecting 
 
 Lines of Railways, Steamboats and Stages. 
 
 Each Principal Eoad is fully Delineated and Illustrated by a Separate Map^ 
 
 Placed opposite the Description of that Road; which Map exhibits the Stations^ 
 Distances between Stations, Connecting Roads, and other Topo- 
 graphical Matter of use to the Traveler; together with 
 
 Being a List of the most prominent Mercantile and Manufacturing Houses and 
 Firms in the Principal Cities, arranged as a Business Directory. The 
 whole accompanied by a Guide to the Frincipal Hotels, with a Large 
 Variety of Local and Valuable Information, Collected, Com- 
 piled and Arranged Exclusively lor this Publication, by 
 
 G. F. THOMAS, EDITOE AND GENEHAL TEAVELING AGENT. 
 New Yokk: D. APPLETON & CO., 346 and 348 Broadway, 
 
 And for sale by all Booksellers, Periodical Dealers, News Agents, and at all the 
 
 Railway Depots. 
 
 HINTS TO TRAVELERS. 
 
 [From AppUton's Bailwaii Guide.] 
 
 Travelers goinfj long diBtacces should trace out their roule before staning^, and make 
 memoranda of places at which il is desirable to make halts. It will save much time and expense. 
 
 Tickets should be procured at the office before startmg, as on nearly all railways an 
 additional charge is made in the cars. Children under 5 years of age, accompanied with 
 parents, usually ride free ; those between 5 and 12 are charged half price. Conductors usually 
 judge for themselves of the age of children. 
 
 Bau'gage should be checked before starting. 
 
 Oaalinost all the trains will be found Haggage or Express Agents, who will take oharge 
 of baggage on the arrival at the termini. They "are regularly authorized by the Railway Com- 
 pauie'srand can be safely entrusted with its safe delivery. 
 
 'J"he ordinary expenditure of a Hallway traveler who does not travel through, but remains 
 at places liy liie way, averages about SK iii' per day, so that a calculatiou may be made of the 
 amount ot iiionev it is desirable to tate on a journey. 
 
 Hacks. — Make a bargain beforebaud, especially in New York. There is a rate fixed by 
 law, but a traveler bus no time to enter into litigation. In almost all cities in the West, twenty- 
 five cents is chars;ed for carrying one passenger to a depot or a hotel. 
 
 In using the Ciiiide, il is well to consult the advertisements of those roads which advertise 
 with us, as an advertisement will often contain information which Time Tables alone cannot give. 
 
 The right-hand columns of the Time 'I'ables read up, the left-hand read down. As aii ad- 
 ditional aiU to the Traveler, let liim observe if the miles read from 1 to 10, 20 or more | he will 
 thus be enabled to understand how the 'i'able runs, whether up or down. 
 
 In using this Guide, it is well to remember that Railways have no standard of time for the 
 Union, but usually run iiy the lime of Ihe principal ollice of the Company. In almost all hotels 
 ^Vest. the dials of clocks indicate the railway and the time of the particular locality. To pre- 
 vent disappointment, il is better to inquire, ut the hotel, what particular tinje the iruiu one 
 tiesires to travel on, runs by.
 
 The New York and St. Louis Line. 
 
 THE GREAT THROUGH LINE 
 
 From New York via Baltimore 
 
 Is formed by the followiDg 
 
 First Cla-SS Eoads: 
 -New Jersey, and Camden & Amboy, 
 
 From NEW YORK to PHILADELPHIA— 87 miles. 
 
 1.-] 
 
 2.— Philadelpliia,Wilniington& Baltimore, 
 
 From PHILADELPHIA to BALTIMORE— 98 mOes. 
 
 3.— The Baltimore & Ohio, 
 
 875 miles from BALTIMORE and :31I6 from WASHINGTON 
 CITY to BEN WOOD JUNCTION; (379 to Wheelimr Termi- 
 nus,) or 383 from BALTIMORE to PARKERSBURG, on the 
 Ohio River, 96 miles below Wheeling. 
 
 4.— The Central Ohio, 
 
 From BELLAIRE (opposite Benwood Junction) to COLUM- 
 BUS— 137 miles; or bv MARIETTA E GAD from Marietta, 
 (12 miles above Parkersbur-,)— 200 miles to CINCINNATI. 
 
 5.— The little Miami, 
 
 From COLUMBUS to CINCINNATI— 119 miles. 
 
 6.— Ohio & Mississippi, (Broad Guage,) 
 
 From CINCINNATI to ST. LOUIS— 340 miles. 
 
 £^In llie following pages will be found the details of these several Roads, pre- 
 pared by their officers respectively.
 
 The Bailway Celebrations of 1887. 
 
 Are now run each way over this road, in connection with those ob the adjoining 
 sections of the great 
 
 NEW YORK, PHILADELPHIA, BALTIMORE AND WASHINGTON 
 
 RAILROAD LINE— as follows, viz: 
 
 o-oinsTGi- soTJom- 
 
 1, — Mail — leaves Philadelphia 8 a. m., (accommodating such New York Pa«- 
 sengers of the evening before as may have preferred to stop over night;) 
 arrives in Baltimore at 1 p. m., and in Washington at T) p. m. 
 
 2. — New York and Washington Day Express — leaves New York at 
 8 A. M.; leaves Philadelphia at 1 p. m.; arrives in Baltimore at 4.45 p. m., 
 and in Washington at 7 p. m. — making close connections at Baltimore and 
 Washington with lines for West, Southwest and South. 
 
 8. — New York and Washington Night Express — Leaves New York 
 at 6 P.M.; Philadelphia at 11 p.m.; arrives in Baltimore at 4 A. M., (con- 
 necting with Morning Train to the West;) and Washington at 6 a.m. — 
 making close connections there for Southern and Southwestern points. 
 
 ooiisro nsroiRTH. 
 
 1. — Washington and New York Express — leaves Washington at 6 a.m. 
 
 (on arrival of Night Line from the South;) leaves Baltimore at S.45 a. m.; 
 
 arrives in Philadelphia at 1 p. m.; arrives in New York at 6.30 p. M. 
 2, — Mail — leaves Washington at 8.30 a.m.; leaves Baltimore at 11a.m., (re> 
 
 ceiving Western Passengers from B. & O. R. R. Night Express;) arrives in 
 
 Philadelphia at 4 p. M., and in New York at 9 p. m. 
 3. — Washington and New York Night Mail — leaves Washington at 
 
 4.[ P.M., (on arrival of Day Line from the South;) leaves Baltimore at 
 
 6^ p. M.; arrives in Philadelphia at 1 1 P. m., and in New York at 5.30 a. m. 
 
 TRAIN No. 3 EACH WAY RUNS EVERY DAY; 
 
 THE OTIIEES, SUNDAYS EXCEPTED. 
 Also, EMIGRANT Train leaves Philadelphia, daily, (Sundays excepted,) at 5 P.M. 
 
 CONNECTIONS of P., W. & B. R. R. 
 
 The reader is especially invited to examine the following great through routes 
 of travel, diverging from tlie Southwestern terminus of this Koad, by any Map or 
 Railway Guide issued by disinterested parties.
 
 The Philadelphia, "Wilmington and Baltimore Bailroad. 6 
 
 1 — TO THE SOXJTH. 
 
 The Great Southern Mail Line, passing from Ballimore through Washington, 
 Richmond and Petersburg to Weldon — (or, if preferred, leaving Ballimore by Bay 
 Line Steamers to Norfolk, and thence by Railroad to Weldon) — from Weldon, 
 through Wilmington, N. C., Manchester, Augusta, Atlanta and West Point to 
 Montgomery, Alabama — and thence by steamer to Mobile and New Orleans. 
 
 From the above diverge (among others) the Northeastern Railroad, at Florence, 
 making a direct all Railroad route to Charleston — also, the Raleigh and Gaston 
 Railroad, at Weldon, making, with its connection, an alternative route to Charles- 
 ton, passing through the Capital Cities of North and South Carolina. 
 
 From Charleston, regular connections are made by fir.st class sea-going 
 steanjers to Savannah, Geo., and to HAVANA — avoiding the well-known dangers 
 of Cape Hatteras, and saving' a day's time and much sea-sickness and discomfort, 
 as compared with the outside sea voyage from New York. 
 
 Savannah maybe reached by all Railroad, via Augusta, and a direct Railroad 
 from Charleston lo Savannah is in progress. 
 
 a^THROTJGH TICKETS TO HAVANA, SAVANNAH and CHAKLESTON, 
 by this Line, for sale in New York and Philadelphia. 
 
 S — TO THCE SOXJTH"^;VEST. 
 
 The line formed by the A'^irginia and Tennessee R. R. and connections — diverging 
 from the great Southern Line at Richmond — passing thence through Lynch- 
 burg, Va., Knoxville and Chattanooga, Tenn., Decatur and Tuscumbia, Ala., to 
 Memphis, Tenn. — connecting at Chattanooga with Western and Atlantic R. R. for 
 Atlanta, Ga., and Montgomery, Ala.; also at Stevenson with the Nashville and 
 Chattanooga R. R. to Nashville ; and at Memphis with the innumerable steamers 
 of the Lower Mississippi, the Arkansas and Red Rivers, for New Orleans and all 
 points in Mississippi, Arkansas, Louisiana and Texas. 
 
 The Mobile and Ohio Railroad having less than 100 miles of track to lay to its 
 intersection with the above, will soon alford an all Railroad route to Mobile ; and 
 the N. O., Jackson and Great Northern and Mississippi Central R. R. have less 
 than 200 miles of track to lay to com|)lele the long desired all K. R. route to JV. O. 
 
 3 — TO THE -WEST. 
 The Great East and West Line — Ibrmed by the Baltimore and Ohio, N. W. 
 Virginia, Marietta and Cincinnati, and Ohio and Mississippi Railroads — extending 
 from Baltimore, through Parkersbiirg, Marietta, Chillicothe, Cincinnati, Seymour, 
 Vincennes and Sandoval to St. Louis, and thence to Jefferson City. Connecting 
 at Hamden with Railroad to Portsmouth; at Cincinnati with the Indianapolis and 
 Cincinnati R. R., for Indianapolis, Terre Haute, Chicago and the Northwest — and 
 with the Kentucky railways; at Seymour with the Jellersonville Railroad, forming 
 SlU all railroad route lo Louisville; at Vincennes \vith Railroad to Evansville; and 
 at Sandoval with the Illinois Central R. R. to Cairo, all points in Central, Southern 
 and Western Illinois, Galena, Dunleith and Uubuciue. And connecting, either at 
 Parkersburg, Cincinnati, Louisville, Evansville, Cairo, St. Louis or Dunleith, with 
 Steamerson the Ohio, Missouri and Mississippi Rivers, to all points above and below. 
 
 Cincinnati, and all jjoints Westward on the above route, may also be reached via 
 Wheeling (Benwood.) the Central Ohio, and Cincinnati, Wilmington and Zanesville 
 Railroads — or by Central Ohio and Little Miami Railroads via Columbus. 
 
 Or passengers for Indianapolis, Terre Haute, St. Louis or Chicago, who do not 
 care to pass through Cincinnati, find a direct route open lo them from Columbus 
 Westward, via Dayton, Ohio. 
 
 At Wheeling, the Cleveland and Pittsburg Railroad also connects for Cleveland, 
 and via Cleveland to Toledo and Chicago. 
 
 THROUGH TICKETS— BOTH FIRST CLASS AND EMIGRANT, 
 Can be obtained in New York and Philadelphia to all prominent Western and Northwestern 
 
 points by this roule — and to most Southern and Southwestern points by thit route otxly. 
 
 E. Q. SEWELL, Jr., GenU Ticket Agt. P., VV. (f B. R. R. 
 
 Ticket Officta in NewYorl: — 229 Broadway, and at New Jersey R. R. Station. 
 
 In Plnladelphia — N.W. cor. 6th & Chesnut Sts., and at Depot, Broad & Prime Sts.
 
 The Railway Celebrations of 1857. 
 
 CONNECTING 
 
 A.LIL. I^A.RTS OF THE EA.ST 
 
 ■WITH 
 
 ALL PARTS OF THE WEST, 
 
 AND 
 BETWEEN 
 
 NEW YORK, PHILADELPHIA, BALTIMORE & WASHINGTON, 
 
 AND 
 
 COLUMBUS, CINCINNATI, LOUISVILLE, 
 
 DAYTON, INDIANAPOLIS, ST. LOUIS, 
 
 CAIRO, MEMPHIS and NEW ORLEANS. 
 
 J|@*This Great Railroad is located nearly upon the line formerly 
 traveled by the National Road, running between the Cities of 
 WASHINGTON and BALTIMORE and the Commercial Cities 
 of the Ohio and Mississippi Valleys. 
 
 For the Western Cities, and 
 
 B^GaA.&E CHECKS, 
 
 By the Baltimore and Ohio Railroad and its various Connecting Lines, 
 
 may be had at 
 
 tyEW YORK, PHILADELPHIA, BALTIMORE & WASHINGTON. 
 
 In any quantity, will be carried by Through Receipt, in the Quickest 
 Time, and at the Lowest Rates. 
 
 SS'For Pa7-ticulars, see News'paper AdrertiseTnents and Handbills.
 
 The Baltimore and Ohio Bailroad. 
 
 OF THE 
 
 mltmk 
 
 This Road, very property called "THE GREAT NATIONAL ROUTE, between the East 
 and West,'' possesses numerous advantages and attractions that should address themselves 
 with force to the traveler, or to the business man. Among them, the following are briefly 
 presented to public notice. 
 
 1st. — The '• q-eographical position"' of Baltimore (its chief Eastern terminus) is such that it 
 is the NEAREST TO THE WEST of any of the great Atlantic Cities. 
 
 2d. — This fact, — united vcith the fact that the great Northern East-and-West-Lines are so 
 circuitously located. — makes New York from 20 to 50 miles nearer to the Central and Southern 
 Cities of the West THROUGH BALTIMORE, than by its own roads via the Lakes. 
 
 3d. — This fact, with the use of the North- Western Virginia Road, (from Grafton on the 
 Baltimore and Ohio Railroad, 100 miles East of Wheeling, to Parkersburg on the Ohio 100 miles 
 below Wheeling,) brings PHILADELPHIA nearer to Cincinnati and the Southwest, by the 
 Eallimore and Ohio Road, than by the Pennsylvania improvements. 
 
 4th. — The Baltimore and Ohio is the only road that sells or can sell Through Tickets in 
 Boston, New York and Philadelphia, to all parts of the West through Baltimore, or with the 
 privilege of visiting Washington on the route. 
 
 5th. — No other road issues Through baggage Checks, or can sell Through Tickets at Wash- 
 ington, Richmond, &c. for any part of the West. 
 
 6th. — The connections of this road at Washington Junction (9 miles from Baltimore,) with 
 its well known branch road to Washinjrton and all parts of the South ; and in the streets of 
 Baltimore, without expense, delay or inconvenience, with cars for Philadelphia, New Y'ork 
 and Boston, are the most complete and satisfactory in all respects. 
 
 7th.— The junction of this road in the West at WHEELING, at BENWOOD, and at 
 PARKERSBURG, (100 miles below Wheeling.) with the several lines converging there, 
 thoroughly ^initts it u-ith the entire railroad systtm in the West, whose lines range from New 
 ■Orleans on the South to the Falls of St. Anthony on the North. 
 
 8th.— It is the only route by which THROUGH TICKETS OR BAGGAGE CHECKS TO 
 WASHINGTON CITY, can be had in the West. 
 
 9th. — It is tlie shortest in distance, and in time — the most direct, and in otlier respects the 
 most reliable route from the West to Washington and to Baltimore. 
 
 10th— It is the only route by which holders of Through Tickets FROM THE WEST to New 
 York City, are enabled to visit the Cities of Baltimore, Philadelphia and New York, at the 
 
 COST OF A TICKET TO NEW YORK ONLY. 
 
 11th. — By these facilities, the traveler for pleasure or the merchant desiring to take the 
 range of the Eastern markets, may fully visit four of the chief cities of the Union, upon the same 
 Ticket, and at a less cost than can be allowed by any other route, and without personal incon- 
 venience. 
 
 12th. — The SAFETY of this line is a strong feature in its claims to public support. Witli 
 the exception of one occasion in March 1S5.3, (when the road was first opened to the Ohio River,) 
 no accident to the trains has occurred on the roads of this Company, by which a passenger has 
 been killed or seriously injured. 
 
 13th. — The carefulness of the Conductors and road men generally upon this line, is pro- 
 verbial, ns well as their prompt and constant attention to the wants and the convenience of 
 their passengers. 
 
 14ih. — The attractions and comforts of this road as a passenger line have recently been much 
 improved by the erection of New and Superior Hotels and Dimng Haixs, at several stations, 
 and also by running the Conductors and Baggage Masters througli, over the entire road, thus 
 saving annoyance to Passengers. 
 
 15th. — The regularity, speed and safety of the Trains upon this road are much improved 
 by THE NE^v AND COMPLETE TELEGRAPH LINE erected by the Company for its own use ; by the 
 WEW SYSTEM OF NIGHT AND DAT WATCHING along the road, and by the extension of its double 
 track, — all of which tend directly to secure the most perfect working of the trains. 
 
 16th.— The GRANDEUR AND REAL SUBLIMITY OF THE "SCENERY upon the Balti- 
 more and Ohio Railroad is becoming more and more recognized. It undeniably presents the 
 BOLDEST AND MOST STPPENDOus %aEvvs IN NATURE to be seen upon any line of Railway improve- 
 ment in the Union. The Potomac scenery is already historical, while that farther West along 
 the Piedmont grade — and in the Cheat River region, is picturesquely sublime beyond description.
 
 The Railway Celebrations of 1857. 
 
 OUt^^ East "and West, ^tt 
 
 ©EiTiAL Bum 
 
 A Short and Direct Route 
 
 BETWEEN 
 
 efo mk ftflston, 
 
 ta, 
 
 BALTIMORE, WASHINGTON, 
 
 And All Eastern Cities, 
 
 AND 
 
 CINCINNATI, LOUISVILLE, DAYTON, 
 
 INDIANAPOLIS, ST. LOUIS, 
 
 CAIRO, KANSAS, NEBRASKA and 
 
 B. 
 
 AND ALL POtNTS SOUTH AKO WEST. 
 
 ^
 
 The Central Ohio Railroad. 
 
 This Road connects at BELLAIRE, opposite Benwood, (4 miles 
 below Wheeling,) with the 
 
 BALTIMORE AND OHIO, 
 
 AND THE 
 
 WHEELING d) PITTSBURG RAILROADS, 
 For All Points East. 
 
 B^*At ZANESVILLE, with the 
 
 CINCINNATI, WILMINGTON AND ZANESVILLE RAILROAD, 
 
 For Lancaster, CircleviUe, Washington, &c. 
 
 J8®»At NEWARK, with the 
 
 Sandusky, Mansfield and Newark R. R. 
 
 FOR 
 
 Mt. Vernon, Mansfield, Sandusky, Toledo, Detroit, Chicago, &c. 
 Jl^-At COLUMBUS, with 
 
 COLUMBUS, PiaUA AND INDIANA RAILROADS, 
 
 For Indianapolis, Cincinnati, St. Louis, Cairo and 
 
 BE^-ALL POINTS SOOTH AliB WEST.'^^ir 
 
 Passengers taking the Express Train will have 
 
 NO CHANGE OF CARS BETWEEN WHEELING & CINCINNATI 
 
 Ask for Tickets via Wheeling (or Bellaire) and Columbus. 
 
 6nat %kt\ anir Jfrtigljt %u[l 
 
 Shippers will find it to their interest to take this route. Through 
 Bills of Lading given to all Eastern Cities, at as low rates as any other 
 Railroad route, and all Freight transported with 
 
 H. J. JEWETT, Pres't, 
 
 Zanesville, Ohio. 
 D. S. GRAY, JNO. W. BROWN, 
 
 G£^'L Freight Agent, Gen'l Ticket Agent, 
 
 Columbus, Ohio. Columbus, Ohio,
 
 10 The Eailway Celebrations of 1857. 
 
 Jul£ 
 
 AND 
 
 Ell fits 
 
 CINCIMNATI TO COLUMBUS. 
 
 DIRECT CONNECTIONS ARE MADE VIA 
 
 WHEELING- '^^^^ Baltimore & Ohio Railroad, 
 
 • ■ AAJUJLJAJAA^ \Ji j^j. Baltimore, Washington City, Riclimond, Phila- 
 
 delphia, New York and lioston. 
 
 With Pennsylvania Central R. R. at Pittsburg, 
 
 for Baltimore, Philadelphia, New York and Boston. 
 
 PT PVPT A "KTTI ^ith Lake Shore, New York & Erie and 
 yjlAlU Y JCa±j£^X% U jjg,^ York Central Railroads, 
 
 for Dunkirk, Buffalo, Albany, New York and Boston. 
 
 QT'T?TT"R17*KrUTT T T? ^^^^ Pennsylvania Central R. R. 
 
 lO JL J-i U iUjjXl Y JL J4 JJJLJ at Pittsburg, for Harrisburg, Baltimore, 
 
 Pliiladelphia, New York and Boston. 
 
 PT? "R^TT T'W'S' "^^^^ Pennsylvania Central R. R. at Pitts- 
 
 V/£vJ^Q JL JjJLXl JLd burg, for Harrisburg, Baltimore, Philadelphia, New York 
 
 and Boston. 
 
 with Mad River & Lake Erie R. R. 
 
 for Sandusky, Toledo, Detroit and Chicago. 
 
 TO CLEVELAND, WHEELING AND PITTSBURG 
 WITHOUT CHANGE of CARS 
 
 THROUGH TICKETS 
 
 For sale at all the principal Railroad Offices in the West. 
 
 J. DXJRAND, Superintendent. 
 E. F, PULLER, Gen'l Ticket Agt,
 
 The Little Miami Bailroad. 'it 
 
 tmit mmt 
 
 AND 
 
 Wr, 
 
 
 OOIiTJISVCBXJS TO OIlSTCinSTlSr-A-TI. 
 
 »^-PA$$E«GEnS FHOM THE EA$T,^^ 
 
 Via BALTIMORE & OHIO, 
 
 PENNSYL VANIA CENTRAL, 
 
 NEW YORK CENTRAL, and 
 
 NEW YORK & ERIE RAILROADS, 
 
 Make Direct Connections, via Columbus, 
 
 With the Dayton, Xenia & Indianapolis Hailroad, for Dayton, 
 Indianapolis, Lafayette. Teiie Haute, Chicago, Burlington, Iowa City 
 and St. Louis. 
 
 With the Ohio & Mississippi Eailroad, for Louisville, Evansville, 
 
 Cairo, St. Louis, Jefferson City, Kansas, Nebraska and New Orleans. 
 With the Kentucky Central Railroad, for Lexington, Danville, 
 
 Mammoth Cave and Louisville. 
 
 With the Indianapolis & Cincinnati Hailroad, for Indianapolis, 
 
 Lafayette and Chicago. 
 
 With United States Mail Line Steamers, for Louisville, Cairo, 
 St. Louis and New Orleans. 
 
 FROM WHEELING, CLEVELAND AND PITTSBURG TO CINCINNATI 
 
 ■^'THROUGH TICKETS for sale at all the principal Railroad Offices in the 
 E.ivsT, as well as at all points in the Southwest and West, beyond Cincinnati. 
 
 E. F. PULLER, J. DURAND, 
 
 GeiiH Ticket Agent. Snperintenileni.
 
 12 The Railway Celebrations of 1857. 
 
 CINCINNATI AND ST. LOUIS. 
 
 THROUGH WITHOUT CHANGE OF CABS. 
 
 <^^^^ BROAD GUAGE RAILROAD, ^4 
 
 (^#^W^ FOB 
 
 Louisville, Vincennes, Evansville, Cairo, 
 
 AND 
 
 ST. LOUIS, 
 
 Connecting at St. Louis with PACIFIC RAILROAD and Missouri River Packets, 
 
 for all points in 
 
 KANSAS AND NEBRASKA, 
 
 Connecting at St Louis with KEOKUK PACKET COMPANY, and at ST. 
 LOUIS and CAIRO, with Steamers for 
 
 
 |r0ob ilBnoge 5al00n (ILora CI)raag^ from dTinnnnati tn $1 f nuts 
 
 WITHOUT CHANGE. 
 
 (Diw ©HIE mmm m imi 
 
 Setween Cincinnati and Louisville, Evansville or Cairo.
 
 The Ohio and Mississippi Bailroad. 13 
 
 The attention of persons emigrating West, is called to the fine 
 
 )a/y>'ui«A9 <^lamA\ LtiWu^ VSA/YUAMiwau) ft) [Ws 
 
 Hickory, Black and White Walnut, Butternut, Sugar Maple, Poplar, Oak and 
 Beech abound. To those who prefer 
 
 I>IIA.IIIIE LA.NDS 
 
 Of a superior quality, and at favorable rates, a fine opportunity is offered for 
 selection between Vil^CE.VNES and ST. LOUIS, with all the benefits of a mild 
 climate. Farmerc on the Line of this Road have the advantage of the 
 
 TWO iBEAT WEiTlRI^ MARKETS, 
 
 CINCINNATI and ST. LOUIS. 
 
 Traina Leave CINCINNATI in connection with Trains from all Eastern Eoads. 
 
 THROUGH FROM CINCINNATI TO ST. LOUIS 
 W ITHOXJT OlI-A.3Srca-E OF 0-A.ItS. 
 
 ONE TRAIN ON SUNDAY, 
 
 Through from Cincinnati to St. Louis without Change. 
 
 THROUGH TICKETS 
 
 Via Cincinnati and Ohio & Mississippi Bailroad, to the West and South, 
 
 Can be procured at all the Eastern Railroad Ticket Offices, and at all principal 
 Stations on Roads East of Cincinnati. Passengers having Through Tickets from 
 other Roads, are taken direct to the Ohio and Mississippi Depot in Cincinnati, 
 WITHOUT EXTRA CHARGE. 
 
 FOR THROUGH TICKETS, and all information at Cincinnati, please 
 apply at the Offices, No. 2, Burnet House ; Union Office, Southeast corner of 
 Front and Broadway, opposite the Spencer House ; and at Depot of Ohio and 
 Mississippi Railroad, corner of Front and Mill Streets. 
 
 ISAAC WTMAW, P. W. STRADEB, 
 
 Gen'l Western Jgcnt, St. Louis. GenH Ticket Jlgent, Cincinnati. 
 
 W. H. CLEMENT, Gen'l Supt.
 
 14 The Hallway Celebrations of 1857. 
 
 PATAPSCO FEMALE INSTITUTE, Maryland. 
 
 The Trustees of the Patapsco Female Institute announce to the public that the 
 additional buildings and improvements commenced byihem a year ago, in accord- 
 ance with the subjoined resolutions, are now complete. The^^e improvcmenis 
 have not been made with a view to increase the school, but for the greater con- 
 venience and comfort of the usual number of pupils. 
 
 The new chapelisa handsome and most appropriate structure, for the exclusive 
 use of the inmates of the Institute, and in all its arrangements it is most complete. 
 It is furnished with a new organ of fine construction and excellent tone. 
 
 The administration of Mr. Archer for the past year and the present has been 
 attended with unprecedented success, and the Trustees feel themselves fully justi- 
 fied in recommending the Institute to the continued favor of the South, 
 r ~ It has pre-eminence in healthfulness. The pupils, avoiding, on the one hand, 
 the debilitating efiects of a Southern climate, and on the other the rigors of the 
 North, have few of the interruptions incident to both these climates. 
 
 It is sufficiently near to the city of Baltimore to enjoy the benefits of a city 
 without any of its evils. 
 
 As an Institution of learning it has the advantage of a full organization, a 
 resident chaplain, and a corps of ac^complished teachers and professors, called 
 together from lime to time in the long experience of those having charge of the 
 Institute. 
 
 The Trustees of the Patapsco Female Institute, having been duly notified by 
 Mrs. Lincoln Phelps of her intention to resign her office of principal at the close 
 of the present school year, have elected Robert H. Akchkr, Esq., as her successor. 
 The eminent success of Mr. Archer in conducting for many years a School for 
 Young Ladies in the city of Baltimore, entitles him to our confidence as a person 
 peculiarly qualified to maintain the present high standing and insure the perma- 
 nent prosperity of the Institution ; and with this view we Rre engaged in the 
 erection of another building iu addition to the present extensive accommodations 
 of the Institute. 
 
 CEAS. W. DORSET, President. 
 WM. DENNY, M. D., Secretary. 
 T. WATZINS LIGOy, E. HAMMOND, JOHN P. KENNEDY.
 
 Barnum's City Hotel. 
 
 16 
 
 BARNUM'S 
 
 Monument Square, 
 
 This Hotel is one of the largest, most comfortable and convenient establish- 
 ments in the United States. It is situated in the heart of the city, on Monument 
 fc>(iuare. Within the past year it has undergone vast improvements and embel- 
 lishments, and is now capable of accommodating six hundred guests. The 
 arrangements for Families are unsurpassed. It has always sustained a high 
 character, and is now complete in all its apartments, with New Furniture and 
 Equipments, where the traveler can enjoy all the comforts of a well-regulated 
 establishment. 
 
 ZENUS BARNUM, ] 
 
 AlfDREW McLAUGHLIIT, j" ^^oP^^^tors.
 
 16 
 
 The Bailway Celebrations of 1857. 
 
 BALTIMORE. 
 
 The EuTAW House having been thoroughly renewed, altered, and elegantly 
 refurnished, possessing all the modern improvements of 
 
 is novr ready to accommodate the Public in a style unsurpassed by any First 
 Class Hotel in the country. 
 
 The especial attention of Gentlemen, traveling with Ladies and Families, is 
 called to the superior arrangements of this House. Its spacious and lofty apart- 
 ments, arranged in full and convenient suites of Parlors, Chambers, etc., present 
 most attractive and desirable accommodations. 
 
 The sumptuousness and excellence of its Table, and general appointments, 
 shall continue of the highest grade. 
 
 It is eligibly situated, for either Business or Pleasure Travelers, in a most 
 elevated and healthful location, at the 
 
 Corner of Baltimore and Eutaw Streets, 
 
 a few squares from the Baltimore and Ohio Railroad Stations from Washington 
 City and the great West. 
 
 Coaches and Porters attend upon all the Railroad Trains and Steamers for th« 
 conveyance of Guests and their Baggage. 
 
 No pains will be spared to make the EUTAW the elegant and comfortable 
 home of its Guests. 
 
 JOHN CARROLL, Proprietor.
 
 Grand Railroad Mountain Hotel at Grafton. 17 
 
 Idu §XM^ lailroiiir 
 
 
 C' 
 
 Travelers between the East and West, by 
 
 THE MiTllORE & ©Hi© B©iTE, 
 
 Either by Benwootl, Wheeling or Parkersburg, will find a splendid stopping place 
 
 at the 
 
 THE ISTE^^TST TIA.XTL,TLOjA.J:> HOTEL. 
 
 (See page 1G3 of the "Book of the Great Railway Celebkations of 1857") at 
 this place is most eligibly situated. Grafton itsell" is a beautiful town, located at 
 the forks of the Great Baltimore and Ohio Road, on tiie banks of the Tygart's 
 Valley River, 279^ miles from Baltimore, 100 from Wheeling, and 104 from Parkers- 
 burg, and consequently at all times easily accessible from all parts of the country. 
 
 (^//lO 
 
 moad 
 
 aUioacl ^JeleciXa ih 
 
 ^Iflce, 
 
 Connecting with all the Lines East and West, is situated in the Hotel, and the 
 Mail and Express Trains, in both directions, are constantly arriving and departing- 
 
 FOR sum:mer sojourners. 
 
 This is an admirable place, presenting every attraction of Scenery, Climate and 
 Home Comfort that the beautiful region, the mountain air, and the attentive care 
 of the Proprietors can afford. 
 
 «^ALL THE THROUGH PASSENGER TRAINS STOP FOR MEALS 
 
 At this Hotel, in both directions; and the traveler will never forget the air of 
 cleanliness, order, and the solid and satisfying cheer that will greet him at the 
 Grafton Hotel.
 
 18 The Railway Celebrations of 1857. 
 
 TREDEGAR IRON WORKS 
 
 RICHMOND^ VmCINIA, 
 JOSEPH B. ANDERSON, Fbofbietob. 
 
 This Old Establishment is prepared to Execute Orders for 
 
 Marine, Locomotive and Stationary 
 
 And all kinds of 
 
 Hailroaii anlt |ri!ige 
 
 CHAIBS AND TASTENINGS, BOLTS AITD NTTTS, &c. 
 
 We invite the especial attention of those in want of HEAVY CASTINGS, as 
 our experience and success in casting heavy Ordnance, Shafts, Cylinders, &c., 
 gives us great advantage in that line — both in our knowledge and command of 
 the strongest iron, and in the treatment of it in our furnaces. 
 
 RAILROAD WHEELS.— Having fitted up a Foundry for this business exclu- 
 sively, we are making Wheels equal to any others, in every respect ; and we are 
 prepared to furnish them, with or without axles, on as good terms as any other 
 establishment for an equal article. 
 
 IRON TRUCKS FOR CARS.— We wouWalso invite the attention of Rail- 
 road Companies to our IRON TRUCKS, which we think they will find worthy 
 of their approval and adoption. 
 
 THE ROLLING MILLS AND SPIKE FACTORY, formerly connected with 
 this establishment, are now worked by the Proprietor in connection with other 
 parties, under the firm of Morriss Tanner & Co.; but we will be happy to 
 take orders for AXLES, BRIDGE BOLTS, or any other kind of Iron made in 
 that Branch of the Establishment, and when desired fit up the same to order. 
 
 We beg leave to refer for the quality of our work, to various Railroad Compa- 
 nies throughout the Southern States, and Sugar Planters in Louisiana;, to the 
 Officers of the United States Navy who superintended the construction of the 
 Roanoke and Colorado — two of the largest class Steam Frigates — the machinery 
 for which was constructed at these works, and to the Ordnance Departments of 
 the Army and Navy. 
 
 Apply to the Proprietor, or to the Subscriber, 
 
 F. T. GLASGOW, Superintendent.
 
 G. G. LOBDELL. 
 
 Bailroad Wheel Works. 
 
 H. S. McCOMB. 
 
 19 
 
 B. P. BUSH- 
 
 Wilmington, Delaware, 
 
 [anufactartrs of 
 
 i 
 
 FOR 
 
 liailroali Cars anb f 0C0tn0tiiie (Engines, 
 
 Are prepared to 
 
 EXECUTE PROMPTLY ORDERS TO ANY EXTENT, 
 
 FOR 
 
 Their Celebrated Wheels, 
 
 Either Single or Double Plate, 
 
 •WITH OPt -WITHOTJT .A-IXILES. 
 
 tS-WHEELS FITTED TO HAMMERED OR ROLLED AXLES 
 
 In tte Best Manner, at the Shortest Notice, and 
 ON THE MOST JREASONABLE TERMS.
 
 20
 
 The Union Works. 
 
 21
 
 22 The Kailway Celebrations of 1857. 
 
 ^ f0C0mattk ^ 
 
 ba.i.tim:oiie, md. 
 
 Are prepared at their Works to fill, at short notice, of best material 
 and workmanship, orders for 
 
 tOOOMOTtVE Il^atWES 
 
 Of any weight or dimensions required, for burning either Coal or 
 Wood, and especially designed for the Koad on which they are used. 
 
 Of all siees, with Boilers made only of Best Charcoal Iron. 
 
 SINGLE AND DOUBLE PLATE AND SPOKE CAR WHEELS 
 
 -A^ItTID CHCILLEID TIRES, 
 
 Warranted equal to any made elsewhere, and fitted to Axles of Best 
 Hammered or Rolled Iron. 
 
 Machinery op Most Approved Kind, for Anthracite and other 
 Blast Furnaces, Sugar, Flour, Saw and Rolling Mills. 
 
 Judson's Patent Valves, for Regulating Speed of Engines. 
 
 Ashcroet's Steam and Vacuuji Guages. 
 
 Worthington's Patent Steam Pump, to throw from 10 to 600 
 gallons of water per minute.
 
 BoUman's Patent Iron Bailroad Bridge. 23 
 
 WENDEL BOLLMAN. J. H. TEGMEYER. JAMES CLARK. 
 
 BOLLMAN'S 
 
 PATENT 
 
 The undersigned are prepared to execute orders for Bollman's Patent 
 Iron Railroad Bridge, and to furnish Drawings, Estimates, &c., &c., for 
 
 BRIDGES, ROOFS, ENGINE HOUSES, MACHINE SHOPS, &C. 
 
 Or to contract for the erection of the same, in any part of the United 
 States or abroad, with promptness and upon satisfactory terms. 
 Address 
 
 W. BOLLMAN & CO., Baltimore, Md. 
 
 Among other references, may be named the following gentlemen :- 
 \VM. PARKER, Esq., Civil Emri'icei; Boston. 
 WM. J. McALPINE, Esq., Civfl Engineer, Albany, N. Y. 
 ISAAC R. TRIMBLE, Esij., Civil Engineer, Baltimore. 
 Capt. M. C. MEIGS, U. S. Engineer Corps, Washington. 
 Col. CROZET, Civil EHgineer, Washington. 
 HERMAN HAUPT, Esq., Civil Engiiieer, Philadelphia.
 
 24 The Railway Celebrations of 1857. 
 
 E'N'GLA.ISrD'S 
 
 $[IF-ACTIIIG U\[m m COOPLIHG. 
 
 Patented December 4th, 1856. 
 
 This invention consists in supporting the coupling pin or bolt with a free rolling ball, which 
 rests under the end of it, and is pushed backwards and upwards by the entering link or coupler, 
 and the bolt let fall into its proper place, thus uniting the couplers. The coupler is held in a 
 horizontal position by the ball resting on the end of it within the bumper, and is always ready 
 for coupling. After the coupling is effected, the ball rests on the end of the coupler or link, thus 
 holding it against the coupling pin and the floor of the bumper, greatly strengthening the pin 
 while pulling, and correcting that tendency it has to jump out while the train is in motion. 
 
 It is the ordinary form of bumper invested with a new principle, and it may be applied to any 
 cars in use, with equal facility, and as economically as the ordinary coupling, — in fact, its cost 
 is only the price of the casting, and fastening it to the car. Its simplicity and economy go far 
 to recommend it ; but when its safety, certainty, and utility are considered, every thing appears 
 to be attained by it. 
 
 Various modes of self-coupling have been invented and tried, but none have been adopted 
 to any extent by railroads. They have been constructed with springs, latches, hooks, pivots, 
 &c., which are always liable to rust, and get out of order, by which they are rendered defec- 
 tive, uncertain, and useless. This coupling is liable to none of these accidents — the ball, which 
 is the only device and movable part to accomplish the end in view, is absolutely indestructible 
 by ordinary wear and tear; and nothing short of a violent concussion, which destroys the 
 bumper itself, can prevent it operating. 
 
 Among many advantages which this coupling has, are, — 
 
 Great economy of titne, in making up long trains of burden cars, which may all be coupled 
 at once by simply backing the locomotive, and it is particalarly applicable to roads doing a 
 heavy transportation of coal or merchandise ; great economy in saving the injury done to heavy 
 locomotives by frequently reversing them, by missing the connection when coupling in the 
 ordinary way ; and it is cheaper than any other coupling in use — costing but the price of the 
 casting, which, owing to its peculiar form with ribs and arches, has increased strength, with 
 less weight of metal. 
 
 Certainty of Coupling — By backing the car it must couple without fail ; and on a curve or from 
 a switch as well as a straight track ; as the pin and coupler are always held in a proper position 
 by the balls; and when the cars are brought together they operAte of themselves. 
 
 Adaptability — It may be adjusted so as to be applied to any ca.TS, and can be coupled with the 
 ordinary coupling in use, which is of great consideration, as it can for this reason be applied 
 gradually, when old bumpers are accidentally destroyed, or new cars built, without causing 
 any loss by unnecessarily taking oflfthe old couplings to make room for its adoption. 
 
 Durability — Tt can never get out of order or tvear out, — nothing but its destruction can render it 
 inoperative. This must be at once seen by every practical minded man, and its importance 
 have proper weight. 
 
 So/ell/— It dispenses with the necessity of an attendant to go in between the cars to hold up 
 the pin and enter the coupler while the locomotive is backing, which is always attended with 
 great personal danger and many serious accidents. This must be appreciated by every friend 
 of humanity, and it was in consequence of witnessing many distressing accidents to the men 
 when coupling by the ordinary mode, during the course of many years' observation in the service 
 of the Baltimore and Ohio Railroad Company, that I became impressed with the necessity of 
 something being provided to save them from these contingencies. This coupling seems fully to 
 have effected my object. 
 
 Besides other roads which have already adopted it, it is being put on the cars of the Baltimora 
 and Ohio Railroad, where I have a constant opportunity of observing its working. It fully 
 answers all that is here said of it, and realizes my most sanguine expectations. Although but 
 recently introduced, it has met with tlie approval of many Railroad officers, and the following 
 named, among others, can be referred to for their opinion in regard to it: — 
 
 W. S. WOODSIDE, Master of Transportation Baltimore and Ohio Railroad. 
 
 K.H.L.A.TROBE, Late CItiff Engineer " " 
 
 HEJ^RYTYSOTS!, Master of Machinery " " 
 
 .1 AMES C. CLARKi;, Superintendent Illinois C. Railroad. 
 
 S. .1. HAYES, Master of Marhinery " " 
 
 MURRAY & HAZI.EHURST, Machinists and Car Builders, Baltimore. 
 
 I. R. TRIMBLE, Ksq.,formerly Superintendent of Phil. Wilm. <^ Bait. Railroad. 
 
 J. T. ENGLAND, Baltimore.
 
 Jackson's Self-Acting Car Brake. 25 
 
 For RAILKOAD CARS, OMNIBUSES, FIEE ENGINES, &c. 
 
 This new Invention consists in Springs acting directly upon the 
 Brake Blocks. These Springs are shortened, and the Brakes relieved 
 by the pulling or tractive power of the Engine — the draught power 
 being multiplied to any required extent, by means of a lever connected 
 with the Car Couplings; the play forward or backward of the coupling 
 pin putting the Brakes up going ahead or backing, as the traio is com- 
 pressed or extended by the action or cessation of Steam Power. The 
 nominal state of this Brake is doion, and that of the Coupling Pin in 
 the centre of the slot in the Bumpers. 
 
 The peculiar advantages of this Brake are — The Engineer has 
 only to open or shut his Throttle Valve, to control the Brakes — It re- 
 quires no Brakesman either at the Engine or any other point of the 
 train — Whenever the Locomotive pulls. Brakes are up, and as soon as 
 steam is shut off, all the Brakes in the train are instantly clown — There 
 is no extra trouble in coupling or detaching Cars — It is not dependent 
 upon a continuous connection, as the only effect of a detachment is to 
 put the Brakes down, hence, if a portion of a train gets adrift whilst 
 ascending a gi-ade, the detached portion is firmly held, and does not 
 run back down the grade — The Engine can be reversed with the Brakes 
 up or down, at the will of the Engineer — If an obstruction of any kind 
 is encountered on the track, day or night, even though unseen by the 
 Engineer, every Brake goes downjnstantly — It will stop a train in the 
 shortest safe distance. 
 
 The mechanical arrangements and drawings of this Brake were 
 gotten up under the management of J . Morris Wampler, Esq., Civil 
 Engineer, No. 22 Second Street, Baltimore. 
 
 This Brake was tested on the Ellieott's Mills Train of the Balti- 
 more and (3hio Railroad, and the novel feat successfully performed of 
 running a train of Passenger Cars over, up and down grades, stopping 
 and starting, attaching and detaching Cars, without a Brakesman. For 
 further particulars, please address 
 
 W. R. JACKSON, Patentee, Baltimore, 
 B. P. PATRICK, Agent, Chicago. 
 
 Machinery Department, Balt. 65 Ohio R. R. Co. 
 
 February 12th, 1S5S. 
 I have examined the Patent Self-acting Car Brake of Mr. W. R. Jackson, of 
 this City, placed under his direction upon one of the Cars of this Company, now 
 running from Baltimore to Eiiicott's Mills. The result of its operation has been 
 most satisfactory, the train being retarded when necessary by the Brakes, which 
 are released again by the pulling of the Engine. The arrangement does notintei- 
 fere with the ordinary Hand Brake. 
 
 (Signed,) HENRY TYSON, Master ok Machinkry, 
 
 Baltimore and Ohio Railroad Co.
 
 26 
 
 The Railway Celebrations of 1857. 
 
 EXPRESS FORWARDERS, 
 
 »ck Association, Organized under the L( 
 State of New York : 
 
 OFFICE, 164 BALTIMORE STREET. 
 
 A Joint Stock Association, Organized under the Laws of the 
 State of New York : 
 
 Possessing unusual facilities for the 
 
 RAPID AND SECURE CONVEYANCE 
 
 OF Parcels, Packages, Merchandise, Bank Notes, Specie, 
 Jewelry and all descriptions of Freight and Treasure. 
 
 f^V 
 
 For EUROPE, BRITISH NORTH AMERICA, 
 
 CALIFORNIA, SOUTH AMERICA, CUBA, 
 
 and 
 
 .A^iuiL. :e».a.:rts oif the ■vsT'OI^XjID- 
 
 In all the principal points in the United States, and proceeds promptly 
 
 remitted. 
 
 DRAFTS ON ALL PARTS OF EUROPE 
 
 For sale at all the principal Express Offices.
 
 Express Freight Line Patent Agency. 
 
 27 
 
 BALTIMORE & OHIO 
 
 €ne. 
 
 BETWEEN 
 
 THE EASTERN AND WESTERN MARKETS. 
 
 Merchandize by this Line receipted from Baltimore, Philadelphia 
 and New York, to Cincinnati, Louisville, St. Louis, and the West 
 generally — guaranteeing delivery within a specific time, and through 
 rates per 100 pounds to destination. 
 
 OmOES: 
 
 BALTIMORE—Camden Station. 
 PHILADA.— Cor. 6th & Chesnut. 
 NEW YORK— 229 Broadway. 
 
 CINCIN".— 54 Spencer House B'gs. 
 LOUIS VILLE-23 WaU Street. 
 ST. LOUIS--58 Commercial Street. 
 
 CHARLI 
 
 .nieritan ^ J'0rtign ^^ at cut ^gtiit, 
 
 Corner of 7th and D Streets, 
 
 ■\7s7"-A.si^iisra-T03sr cit^st, 
 
 IN CONNECTION WITH 
 
 STA^SBURY & PITMAN, . . . London, England. 
 
 G. "W. YAPP Paris, France. 
 
 EUGENE GUrLLERY, Brussels, BelcxIlm. 
 
 FREDERICK PAGET, Vienna, Austria. 
 
 &c., &c., &c. 
 
 Drawings and Specifications prepared. 
 Preliminary Examinations made. 
 Rejected Applications prosecuted. 
 
 Every description of Patent Business attended to 
 
 S^-REFEEENCES FURNISHED IF REQUIRED. 
 
 Interferences conducted. 
 Foreign Patents obtained. 
 Designs Patented
 
 28 
 
 The Railway Celebrations of 1857.
 
 Baltimore Piano Works. 29 
 
 «|®-G0L0 MEDAL PREMIUM PIANoTfORTES. 
 
 WILLIAM KNASE & 
 
 Nos. 1, 3, 5 and 7 North Eutaw Street, 
 
 OPPOSITE THE EUTAW HOUSE, 
 
 AXD AT TILE ' 
 
 NEW SALES ROOMS, at No. 207 BALTIMORE ST., 
 
 Between Charles and Light Streets, on the premises partly occupied by Mr. Hk.n'ky MiCaffrey 
 as a Music J^tore, where they will keep constantly on hand a large assortment of Plain and' 
 Highly Finished Grand and Sijuare Piano Fortes ; also, Melodeons, from the best makers from 
 4 to 5 Octave, some with Double Key-boards, Double Reeds, and Stops to suit small Churches 
 
 Being extensively engaged in the manufacture of Piakos, we will sell Wholesale and Retail' 
 on the most liberal terms. ' 
 
 t)ur Pianos were awarded the Highest Premium (Gold Medal) at the Fairs of the Man'land 
 Institute, three successive years, October, 1885, 18Sb and 185', in opposition to 14 and 18 Pianos 
 from some of the best makers from New York, Boston and Baltimore. We were also awarded 
 the First Premium at the Industrial exhibition, held in Richmond. Va., 1855 and 1856. Also 
 at the third exhibition of the Metropolitan Mechanics' Insutute, Washington, D. C, March 
 1817, we were once more awarded the highest honors. ' ' 
 
 In addition to all this, we select the following letters, from among the many highly compli- 
 mentary testimonials we are in possession of, from the most distinguished Pianists and 
 Amateurs in the country. 
 
 UI^The following from the most eminent Pianist in the world, will show how our Instruments 
 are appreciated by that great performer, who has had opportunities for testing the best Pianos 
 of Europe and America : 
 Mb. W. Knabe, Baltimore: 
 
 Dear Sir.— I have great pleasure in certifying that I have tried your square Pianos 
 and find them equal, if not superior to any in this country. Among their great qualities, which 
 distinguish them, is the evenness of tone, the agreeable and easy touch^and volume of tone 
 Wishing you all the success you so highly deserve, 
 
 I am, sir, yours very truly, 
 
 Baltimore, Dec. 23, 185P. ^^^_ ^ S. THALBERG. 
 
 To Messrs. Wm. Knabk k. Co., Baliimort : 
 
 Gentlemen : — Permit me to express you herewith my sincere thanks for the 
 superb Grand and Square Pianos whicli you have loaned me, and on which I have perfonned 
 at ray concerts. I cannot but congralulaie you upon the immense progress and improvements 
 you continually make on your Pianos, which, in my opinion, Tank among the very best in this 
 country. With hearty wishes for your success and prosperity, which you richly deserve by 
 vour enterprise, energy and activity, 1 remain yours, very truly. 
 
 ,„ MAURICE STRAKOSCH. 
 
 All Instruments are guaranteed for five year.c, and a privilege of exchange is granted within 
 ihe hrst six months from the day of 9a'e, if the instrjmenls do not give entire satisfaction. 
 _ Wholesale Dealers will find it to their advaniage to give us a call before purchasing. 
 
 ^XT^PIA.NOS exchanged, hired and tuiicd. ' "' 
 
 WM. KNABE & CO.
 
 30 The Bailway Celebrations of 1857. 
 
 EST.ABX.ISia:E3D, 1837. 
 
 MUEPHY & CO. 
 
 CXI 
 
 oy 
 
 ^oobelkrs, |^uWis|ers, l^rmters anb Stationers, 
 
 Marble Building, 182 Baltimore St., Baltimore. 
 
 Have the pleasure of announcing, that they have removed from their old stand, 17S, 
 to the new and spacious five story Marble Buildmg, 182 Baltimore Street, where 
 they are constantly enlarging their stock and variety of 
 
 BOOKS, FAFEB, BLANK BOOKS, STATIONEBY, AND FOBEIGN BOOKS, 
 
 And continue the Printing, Publishing and Book-Binding departments of their 
 business on a more extensive scale. 
 
 In connection with the foregoing announcement, they beg to invite attention to 
 their Enlarged Stock, comprising a very large and varied assortment of BOOKS 
 IN GENERAL LITERATURE, in every variety of plain and superb bindings, 
 to which constant additions are being made; New Works received regularly. 
 SCHOOL and CLASSICAL BOOKS, PAPER and STATIONERY, comprising 
 every requisite lor Colleges, Academies, Schools, &c. Blank Books, Paper, and 
 Countino-House Stationery, Commercial and Law Blanks, &c., embracing every 
 requisite for Counting-Houses, Banks, Railroad Companies, Public Offices, &c. 
 
 BOOK and JOB PBINTING, BOOK-BINDING, &c. 
 
 Having united with their Book Store, in the same building, an extensive Printing 
 Office and Book-Bindery, well supplied with the most approved materials and 
 experienced workmen, enable them to ofler superior advantages and inducements 
 for the prompt, careful and correct execution of every description of Book and Job 
 Printing, Book-Binding and Ruling, well worthy the attention of all who may 
 require anything in this line. 
 
 Railroad Printing, Stationery, &c. 
 
 For nearly twenty years. Railroad Printing has constituted an important branch 
 of our business — our experience, combined with extensive facilities, consisting of 
 large founts of Types, of the latest and most approved styles. Borders, E?igravings, 
 Illustrations, fc, especially adapted for the i/iost fniished executioii of every descrip- 
 tion of Railroad Work. Also, large founts oi Figures, of all sizes, suitable for 
 Tabular Works, Freight and Passenger Tariffs, &c., &c. Our Presses and other 
 Machinery are of the most approved construction — keeping constantly on hand a 
 large stock of Card Boards and PAPERS oi all classes, enables us to ofler unsur- 
 jiassed facilities for the prompt, cJtcap and finished execution of every description 
 of Railroad Printing. 
 
 RAILROAD STATIONERY.— Onr stock in this line embraces every requi- 
 site for Railroad and other Joint Stock Companies, Public Offices, &c., such as Blank 
 Books of every description, kept constantly on hand, or made to order, with or 
 without Printed Headings, to any style, or pattern of ruling, in a superior manner, 
 at the shortest notice, and at the lowest rates. Also, a large stock of English. 
 French and American CAP, LETTER and NOTE PAPERS, Envelopes, Inks, 
 Gold and Steel 1'ens, &c., &c., all of which we are prepared to sell at the Very 
 Lowest Prices, Wholesale and Retail. 
 
 i^~Orders respectfidiy solicited, to which the most careful and prompt attention 
 will be given. tS^ Estimates and Specimens furnished on opjilication. 
 
 JOHN MURPHY & CO.
 
 Baltimore Trunk Establishment. 
 
 31 
 
 .A. 1ST ID 
 
 CARPET BAGS. 
 
 The Subscriber is the Largest Dealer and the Oldest Manufacturer 
 of the above Goods in this City. My stock on hand is larger than 
 all others in the City, among which are 
 
 10 Qualities of SOLE LEATHER TRUNKS, 7 sizes of each. 
 
 7 
 
 " WOOD FOLIO " 
 
 5 
 
 
 8 
 
 " LADIES' " 
 
 5 
 
 
 10 ' 
 
 « VALISES, 
 
 6 
 
 
 6 
 
 ' PACKING " 
 
 4 
 
 
 20 
 
 t' GENTS' TRAVEL'G BAGS, 
 
 8 
 
 
 10 
 
 '' LADIES' SATCHELS, 
 
 6 
 
 
 Together with every variety of 
 To be found anywhere, all 
 
 AT 
 
 J. V. D. VAN NORTWICK'S, 
 
 No. 5 Sharp St., 2 doors from Baltimore St., 
 
 . r — 
 
 Also Manufacturer of the Premium Trunks at the Exhibitions of the 
 Maryland Institute, of 1855, 1S56 and 1857.
 
 32 
 
 The Bailway Celebrations of 1857. 
 
 law^iDS^ m®wmm^ 
 
 mi\m\ aiib 
 
 The Advocate of Industry, Improvement and Enterprise. 
 EICHARD EDWARDS and EDWARD J. GAHEN, 
 
 EDITORS AND PROPRIETORS, 
 B-A.X.Ti:iS/IORE .A-lSriD ST. 3L.OXJIS. 
 
 o 1^ 
 
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 The Journal of Proprress is allied to no party. It maintains as political principles, the Integrity 
 and Prosperity of theUnion, and the Sovereignty of the States, according to the conditions and 
 limitations of the Federal Constitution. It seeks to energise these principles, by increasing inter- 
 course between all sections of the country, and developing the resources of the South and West. 
 
 The .Tournnl of Progress will be the Commercial and Industrial Organ of tlie South and West; 
 devoted to Kducalion. Commerce, Finance, Trade, Internal Improvements, Manufactures, Agri- 
 culture and .Mining. In all these departments its columns will be worthy of patronage. 
 
 OPINIONS OF THE PRESS. 
 
 "All men of business can learn something from it " — Bait. Sun. 
 '•It deserves the confidenci- of the entire community."' — Bait. American. April lilh. 
 "Of great merit as a statistical and business .loiirnal.'' — Spirit of tlie Times, Ports. O. 
 " It utsiifies lis name as a '.Journal of Progress.""— ilie?npA/i Daily Aj>j>tal 
 '■Tiioroughly imbued with sound conservative principles. " — N. O Daily Criole. 
 "It has become as much of a necessity in the South, as our own Herald is in ihis country."' — 
 2\Iisi. Slates/nan. 
 "A most valuable guide for our business men.'"— O.Uo.^A Wis. Democrat. 
 "It is a complete record of our industrial progress.'— C/iar/fjsron Courier. 
 "Our best »nd most welcome e.xchange."' — Fort Si/iitlt Herald. 
 
 [TJ'The ".lournal of Progress'" stands pre-eminent as an Advertising Meiiium. ft has a con- 
 stantly increasing circulation and popularity in all of the Southern and Western States, among 
 the Merchants, ^lanufacture^s, Planters, Farmers, .Mechanics, and business men generally. 
 
 Our Terms are in all cases iusl and reasonable, and in proportion to our circulation, and ilie 
 '.■onse<iuent profit likely to result llierefrom, so as to enable us to present the best business paper 
 in the Union, and advertising medium for the Somhorn and Western States. 
 
 Ail communications should b<; forwarded to the ".lournal of Progress, Baltimore, .Md."'
 
 Baltimore Marble Works. 33 
 
 HTTGH SISSON, 
 
 *<v 
 
 j^ttMUUf^ 
 
 ^^ 
 
 ^^\ GOI^aSTJBI^ OF 
 
 MONUMENT and NORTH STS., 
 BALTIMORE, MD. 
 
 Keeps on hand, and makes to order, at the shortest notice, and on the 
 most reasonable terms, 
 
 Marble Mantels, Monuments, 
 
 /nrniture $kk, files fnr /l00nng, 
 
 A^nsii n^wiEi 
 
 Can be supplied at all times with 
 
 MANUFACTURED WORK, 
 
 MARBLE IN THE BLOCK, 
 
 OR CUT TO SIZES, 
 
 «^A.T HEDUCED PRICES."^ 
 
 3
 
 34 The Bailway Celebrations of 1857. 
 
 E. G. LIND. W. T. MURDOCH. 
 
 Mmm t nvniPi 
 
 if 
 
 IT 
 
 jA.nsriD 
 
 SUPEEINTENDilJM TS, 
 
 Nos. 3 and 4 McEldowney's Building, 
 
 COBNER OF CHABLES & FAYETTE STS., 
 Bi^LTIMORE. 
 
 GOULD & ^VV^ARD, 
 
 IMPORTERS AND DEALERS IN 
 
 CLOCKS, WATCHES, JEWELRY, 
 
 SILVER AND PLATED WARE AND FANCV GOODS. 
 
 Also, Nautical Books, Charts and Nautical Instruments. 
 
 Agents for the Sale of Government Charts. 
 
 Chronometors Rated and Repaired. 
 
 Particular attention and care in repairs of Fine Watches, Clocks, Jewelry, &c. 
 
 All kinds of Silver Ware made to order at short notice, at 
 
 168 BALTIMORE STREET, 
 
 Sole Agents for the State of Maryland for the Charles Frodsham Watches.
 
 The Vulcan Works. 36 
 
 TAMES MURRAY. HENRY R. HAZLEHURST. 
 
 MURRAY & HAZLEHURST, 
 
 Ctoil anb Jlrcl)antcal 
 
 
 num wonKS, 
 
 ill descriptions of Railway, Steam, Marine and other heavy Machinery 
 furnished to order. Special attention paid to 
 
 c 
 
 FOR HAIIWAVS AND COMMON ROADS. 
 
 plans anb OCstimatts Jjurnis^eb upon ^pplitation. 
 
 DOUBLE PLATE, 
 
 SINGLE PLATE, 
 
 AND SPOKE CAR WHEELS, 
 
 Made of best Baltimore Iron. 
 
 MADE AT SHORT NOTICE.
 
 36 
 
 The Railway Celebrations of 1857. 
 
 S|ffrtl5 to be- ^iiMis^eJy, 
 
 In about 30 Parts, at 25 cents each, and sup- 
 plied to Subscribers only by appointed 
 Agents throughout the United States, 
 
 fi^SUPERBLY ILLUSTRATED, 
 
 With over 300 Engravings — Views of Cities, 
 Towns, Public Buildings, Churches, Railroad, 
 River and Mountain Scenery in the United 
 ■(States — 
 
 TH[ UND W[ LIV[ IN 
 
 Statistical and Historical 
 
 Embracing a full and comprehensive review 
 of the History, Progress, Present Condition, 
 Commercial. Railroad, Manufacturing, and 
 Industrial Resources of the American Con- 
 fed eeacy. 
 
 {^^Communications Respectfully Solicited, 
 which may be forwarded to 
 
 J. HENRY MASON, Assistant Editor, 
 
 Box 1,027, Baltimore, Md. 
 
 Entered, accordintr to Act of Congresa, ia the year eighteen hun- 
 dred and fifty-seven, in the Clerk's Office of the District Court of 
 the United States for the State of Maryland. 
 
 WHOLESALE 
 
 WAf€ 
 
 AND 
 
 Jfi!)flvi)g0ttse. 
 HFIElMi.&CO. 
 
 229 Baltimore Street, 
 
 BALTIMORE, MD. 
 
 Keep constantly on hand an extensive stock 
 of WATCHES, JEWELRY, FANCY 
 GOODS, SILVER WARE. DIAMONDS. 
 PRECIOUS STONES, BRONZES, CLOCKS, 
 &c. Also, 
 
 ■W'.A.TCHiy^ -A. ITERS' 
 
 Tools and Materials. 
 
 I. C. Canfield, Wm. B. Canfield, 
 Jos. H. Meredith. ' 
 
 SCALES OF EVERY DESCRIPTION. 
 
 SCALES of every description kept constantly on hand, which will be sold on 
 better terms than the same quality article can bo had at any other place. In all 
 cases where the article purchased does not prove as represented, the expense of 
 transportation will be paid and the purchase money refunded. NO HTJMBVG .' | 
 
 JESSE M^RDEN, 
 Comer of South Charles and Balderston Streets, Baltimore, Md.
 
 Iron Warehouse 
 
 -Gas Fixtures. 
 
 37 
 
 1. 1. p^iEim 1 18. 
 
 Jlmporters anb Pcalcrs in 
 
 11 
 
 No. 83 South Charles Street, 
 
 BETWEEN PRATT AND CAMDEN STREETS, BALTIMORE, 
 
 Offer for Sale 
 
 TIN PLATE of every description: 
 TERNE PLATE for Roofing; 
 English SHEET IRON, Nos. 10 to 27 
 American " Nos. 14 to 28 
 
 GALVANIZED'- Nos. IS to 28 
 
 RUSSIA ■■' Nos. 9 to 16; 
 
 IRON WIRE, Nos. to 35; 
 TINNED WIRE; 
 SHEET ZINC; 
 
 SPELTER; 
 
 Pig and Bar LEAD; 
 
 BANCA TIN, in Pigs and Bars ; 
 
 LEAD PIPE and SHEET LEAD; 
 
 HOOP IRON, i inch to 2i inches; 
 
 TINMEN'S TOOLS & MACHINES, 
 
 BRASS KETTLES; 
 
 COPPER BOTTOMS; 
 
 RIVETS ; KETTLE EARS, &c. 
 
 GAS FtTTtNG^ FIXTURES. 
 
 BLAIR & CO. 
 
 Manufacturers and Dealers in 
 
 •) 
 
 Gas Fixtures 
 
 ISTo. 366 
 
 WEST BALTIMORE STREET, 
 
 Ad-joining Etitaw House. 
 
 r s^GAS PIPES INTRODUCED"^ 
 
 By Experienced Workmen, and Wa>ra?it€d 
 Free from Leaks. 
 
 N. B. — Re-Gilding, Re-Bronzing and Six,- 
 VERING done at shortest notice.
 
 38 
 
 The Railway Celebrations of 1857. 
 
 i?aiMMS' ssaffl 
 
 J.I.W[$TOIIitO. 
 
 41 
 
 S. CHABLES STREET, 
 
 The Scales have been subjected to the severest tests in all the 
 principal Railroads in the United States and Europe, and in every 
 branch of business throughout the World. Their 
 
 UNIFORM ACCURACY AlTD GREAT DURABILITY 
 
 Have gained them the reputation of being the 
 
 STANDARD FROM WHICH THERE CAN BE ND APPEAL. 
 
 In every case where they have been brought in competition with other 
 Scales they have received the first premium. 
 
 In the case of O'Brien vs. Reese, in the Court of Common Pleas, 
 (October, 1854,) of Baltimore City, the learned Judge delivered in 
 open Court that Fairbanks' Scales, being the Grovernment Standard, and 
 their accuracy having been determined beyond all question, all legal 
 issues must be decided in their favor. 
 
 Ji©*Ordcrs for Railroad, Canal, Hay, Coal, Cattle, Ware- 
 house, or Counter Scales of any capacity promptly executed at 
 manufacturers' prices.
 
 Maryland Gas Company Propeller Line. 
 
 39 
 
 OF THE 
 
 JHttn)lanli ^as Compani) of laltimore. 
 
 This Company is now offering a most complete, simple and efficient Gas Machine, adapted 
 in all respects to the wants of Private Dwellings, Schools, Churches, Factories, as well as 
 Towns and Villages. The apparatus is easily managed by any domestic — Is not liable to get 
 out of order, and will furnish a c/iea77er.j3rf«!er and ftt«fr ii'sr/iMhan can be produced from any 
 other material. Pamphlets with details will be forwarded by mail upon application to 
 
 THE OFFICE OF THE COMPANY, BANK OF BALTIMORE BUILDING, 
 
 Corner of Baltimore and St. Paul Streets, Baltimore, Maryland. 
 
 Via Delaware & Raritan and Chesapeake & Delaware Canals, 
 
 Comprising SIXTEEN STEAMERS AND BARGES— of average capacity of 13U Tons each— 
 for the Conveyance of Merchandise, Produce, Packages, Horses, Cattle, Carriages, Furniture, 
 and Goods of all sorts, at very low rates. {JQ^-Time Through, Forty-Eight Hotms. 
 
 FOR, ISTE-VT" "S-OPIIS:, 
 
 A Steamboat leaves Baltimore Daily, from No. 3 LKiHT STREET WHARF. 
 
 Fi^onvc nsTE'^AT' ■'Z'ORk:, 
 
 A Steamboat leaves in like manner for Baltimore, Daily, from NORTH RIVER, between 
 
 Pier No. 7. 
 J. A. SHRIVEK, Agent, No. 3 Light St. Wharf, Baltimore. 
 W. DALZELL, Agent, 42 West St, North River, N. Y. 
 
 BALTIMORE AND PHILADELPHIA STEAMBDAT COMPANY, 
 
 VIA CANAL. 
 
 One of the Company's Steamboats leaves No. 3 Light St. Wharf, Daily, at i o'clock. 
 
 Leaves Daily, at 3 o'clock, from No. 19 South Wharves. 
 J. ALEX. SHEIVER, Agent, No. 3 Light St. Wharf, Baltimore. 
 A. GROVES, Jr., Agent, No. 19 South Wharves, Philadelphia.
 
 40 
 
 The Kailway Celebrations of 1857. 
 
 O 
 
 HI 
 O
 
 .7
 
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