F189 
 .B1M5 
 

 )9^^ 
 
 
 ^^""^ 
 
 
 
 • •• 
 
 'h9 
 
 
 
 ^^-n^ 
 
 
 'o. * 
 
 
 'Cp9^ • 
 
 
 • ■ 
 
 .%« 
 
 
 ^.> • 
 
 o • * • ^(r \b ♦ 
 
 •7 • 
 
 14 %A rvP ® 
 
 0* * • ■ • 
 
 ^ ♦ • ■ o ® . ^ 
 
 
 o* * 
 
 ** "^.^-5' 
 
 'C^^- 
 
 
 
 ^^o" 
 
 

 
 • 
 
 
 • mO 
 
 
■MEMORAN'lfti 
 
 C o if 
 
 ift 
 
 1 ] 1 1 
 
 ALTIMORE CITY 
 
 AND ITS SililROUNDINaS 
 
 DEDICATE) TO TH^ 
 
 A^^JH]STE;KlS^ ed 
 
 Who V 151 
 
 >Kjr: <'\ nn: 
 
 DITORIAL EXOUBSION 
 
 BALTIMOPvE andLQHIO liAlLROAD 
 
 Aim IIS 
 
 ONlNECTmQ LIX 
 
 MAY and JUMfc:, I860. 
 
 B jA. Xj T X -m: o.il jd -. 
 
 PRINTED BY W. M. INNES 
 Apams Express Buildim;. 
 
 18(^0. 
 


 
 / Skaimanch 
 
 R. 
 
 I 
 
(fiilral Oil if, „ 'fTES! 1 
 
 
 OHIO 
 
 llosf 
 
 {■•>^" .V'.!'J/< 
 
 Mil'"'' _^ ^., 3 . 
 
 ^^-" '. MOIWASTOW'X 
 
 
 ^J^ MORE 
 
 IN 
 

 Q 
 
 INTRODUCTOKY 
 
 The accompanying articles — the first from "The Book of 
 the Great Railway Celebrations of 1857," the second from 
 the 'sSouthern and Western Journal of Progress" of the 
 same year — have been reproduced in a convenient form, 
 for the purpose of presenting to the guests of the Balti- 
 more and Ohio Railroad, on the Editorial Excursion, sucli 
 information as may prove opportune and useful t(» them 
 during their visit to Baltimore. 
 
 Though prepared hut little more than two years ago, 
 a perusal of these articles, with an actual inspection of 
 the city, will shew that even in the short time named, 
 Baltimore, has not failerl to make some marked and im- 
 l)ortant a<lvances in tlie path of prosperity'. Steadily 
 maintaining her position, even amidst the gloom and dis- 
 couragement that has attended the commercial prostration 
 of the whole country, the first dawning of returning pros- 
 perity has found her prepared for a renewed struggle, 
 and already successful in appropriating to herself some 
 of the most valuable results of this awakened business 
 activity. The present season, in its business results, has 
 Ijecn one of the most jirosperous our city has enjoj'ed for 
 years past, and it closes with the promise of a still more 
 active renewal in tlie Fall. The commercial connections 
 of the city have l>een extended and increased ; old cus- 
 tomers have been attached more firmly, and the trade 
 from many new sections has l)een (lraA\ u hitlier, Avith a 
 good hope of rendering it permanently contrilmtivc to 
 the prosperity of the city. 
 
 In our raihvaj' connections, whilst no new or impor- 
 t:mt lines to the Westward or Xortliwai-d have becni 
 
recently opened, yet our communications with those sec- 
 tions have received all the advantages growing out of the 
 perfection and consolidation of existing lines, and the in- 
 crease of experience, of which the exigencies of the two 
 last years have been so fruitful, in the practical manage- 
 ment of railways, and the expeditions forwarding of pas- 
 sengers and freight. Southward we have to note an im- 
 portant addition to these facilities of our city. The com- 
 pletion of the Virginia and Tennessee Railroad, and of the 
 Mississippi Central Railroad, has not only placed Balti- 
 timorc within seventy-two hours, liy uninterrupted rail- 
 way transit, of New Orleans, hut has also confirmed to her 
 the position of the nearest and most accessilde of the great 
 Atlantic cities, to that vast region of the South, through 
 which these new lines of communication penetrate. 
 
 In the local belongings of the city, there arc also ex- 
 hibited many of the results of an expanding and per- 
 manent grow'th. The needs of a population, numbering 
 already a quarter of a million of people, and increasing 
 steadily at the rate of ten thousand a year, arc every- 
 where evidenced in the extension of the city, the opening 
 of new streets, the erection of new houses, which from 
 mere neighborhoods grow rapidly into compact suburbs, 
 and are constantly carrying the city farther and farther 
 into the country. In the Ijusiness section the same eviden- 
 ces of improvement are visible. Rowsof massive ware- 
 huoses demonstrate bythcir solidity and extent the expan- 
 sion of business, and the progressive adornment of Balti- 
 timore street with edifices, which in costliness, beauty, and 
 commodiousness, may not unfavorably seek comparison 
 with the commercial palaces of New York show the demand 
 which a flourishing trade is making for its accommodation. 
 
 Enterprises which are spoken of in the subjoined arti- 
 cles, as only in their inception, and others which were 
 then hardly contemplated, have since became accom- 
 plished facts. The building of the "projected" Peabody 
 Institute has added a new beauty to the elegance of the 
 \icinity of tlie Washington jMonument, a spot tliat will 
 
}>e sure to attract a.s v.ell as repay the iDSpectiuu of oui 
 visitors. The street passenger railways — the greatest 
 modern convenience of Metropolitan life — has distributed 
 Its tracks through the city, and provides in its cars com- 
 fortable and rapid transportation from one part to another 
 of our extended limits. Steam and electricity have also 
 ))oen rendered sul>servient to the safety and convenience 
 of the public. In its Fire Department, composed entirely 
 of steam fire engines, and its admirable lire and police 
 alarm telegraph, Baltimore may fairly claim to have 
 reached, in both these particulars, a perfection not par- 
 alleled in the same degree by any of her sister cities. 
 The new city jail, just completed, one of the most com- 
 plete and imposing structures of the kiiul in the country, 
 and the extensive works in progress of construction for 
 the introduction of a more abundant supply of water 
 into the city, will be found among the material evidences 
 of Baltimore progress, which will reward the inspection 
 of strangers, and toAvard the examination of which, every 
 facility may be promised in advance, on behalf of those 
 having them in charge. 
 
 In brief, it is desired, whilst presenting a sketch of 
 what Baltimore is, to point out the steady progress still 
 going forward, and to afford to tlie guests such informa- 
 tion as will r(>ndev their visit instructive as well as 
 agreeable. 
 
FROM THE '-BOOK OF THE 
 
 GREAT KAILAYAY CELEBRATION OF 1857.'' 
 
 The citizens of Baltimore found the visit of their West- 
 ern friends productive of results eminently gratifying. 
 They were enabled to repay to them 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 
 cit\^, in Avhich the visitor can supply all his business 
 wants, whilst finding there also an abundant field for th& 
 gratification of his social instincts. The guests them- 
 selves 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 in- 
 duce 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 exigeant 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 climate, its magnificent monu- 
 ments, its great public institutions, the elegant private 
 residences, which the industry and taste of its residents 
 have contributed, the beautiful suburban retreats that 
 surround it, and the l)ountiful hospitality that its people 
 are so prompt to offer to those whom they receive as 
 friends, each and all in turn were examined and en- 
 joyed b}'' the visitors. No city in the Union is sur- 
 rounded by more objects of beauty and interest. Lip- 
 pincott's Gazetteer, an impartial witaess, may be quoted 
 in confirmation of this assertion : 
 
 " Perhaps no city in the United States has such a pic- 
 turesque site as Baltimore, covering, as it does, a num- 
 ber of eminences which furnish a pleasant variety for 
 the stranger. If the visitor ascends the Washington 
 Monument, in 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 
 
G 
 
 ton quarter of the cit}', 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 ba}^ on which Baltimore stands. To the east and 
 south, across Jones' Falls, lie the Old Town and Fell's 
 Point, and to the Avcst the newer portions, Ayhich are ex- 
 tending rapidl}'. The view is varied by the domes of 
 the Catholic cathedral, the Unitarian church and the 
 Exchange, b}' the shot-tower, the Battle Monument, and 
 by the steeples and towers of the various churches and 
 other large edifices (among Avhich is the new and beau- 
 tiful steeple of the Camden Station, which forms a con- 
 spicuous tinger-post to the traveller) scattered in all di- 
 rections ; the whole girt on the north, west and east, by 
 l^eautiful hills crowned with a natural growth of trees." 
 On 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 scenery. What nature has bounti- 
 fully granted, art has lavishly improved. The splendid 
 country-seats of its millionaire citizens dot the hill-sides 
 and beautify the valleys for miles around its suburbs, 
 pleasing the eye and gratif3'ing the refined taste. Pro- 
 minent among these, and to which the attention 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 abundant 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 pro- 
 minent object of attractive interest to citizens and stran- 
 gers, 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 picturesque in the extreme. Its 
 strikingly effective mansion, crowning the highest sum- 
 rait, completel}'- overlooks the city and the neighboring 
 country, and commands an admirable view of the Pa- 
 tapsco Kiver and the Chesapeake Bay at its mouth. 
 Bordered l)y more than two miles of Osage orange 
 hedges — with its aboriginal forests, its beautiful run- 
 ning streams, its precipitous rocky hills, its lawns, its 
 woodlands, its deer-parks, its fish-ponds, its meandering 
 walks, its extensive floral and vegetable gardens, its 
 
towering wind-mill, and its many other attractive fea- 
 tures — this magnificent place must become the boast of 
 Maryland, long before the taste and means of its owner 
 shall have l)een exhausted in its perfection. The coun- 
 try-seats of Johns Hopkins, Reverdy Johnson, A. S. 
 Abel, AYilliam ]McI)onald, G. W. Lurman, Zenus Bar- 
 num, D. M. Perine, and many others, each in different 
 styles of adornment and rural elegance, prove the cesthe- 
 tical cultivation and worthily bestowed means of their 
 owners. 
 
 From the surrounding liills, the surface of Baltimore 
 undulates gently down to its Ijeautiful 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, offer a secure har- 
 bor for the commerce of the city, and afibrd to its citi- 
 zens the fairest opportunity for the enjoyment of those 
 aquatic sports and pleasures that furnish the best relief 
 from the harassing toils and close confinement of city 
 life. The noble Chesapeake Bay, which every Balti- 
 morean considers a part of the belongings of his city, of 
 Avhich he speaks alwa^'S with pride, from whose nearness 
 he gathers health and pleasure, and out of Avhose waters 
 he procures the choicest delicacies that make enviable 
 Baltimore fare, is last l)ut not least of the ensemble of 
 natural beauties and attractions which endear the city 
 to its inhabitants, and offer to the visitor a variet}^ of 
 sources of amusement and pleasure. 
 
 The puldic institutions of Baltimore, for the moral 
 and intellectual advancement of her people, should also 
 be honorably named among the attractions of the Monu- 
 mental city. The University of Maryland, 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 sci- 
 ences, 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 department of the University, is under the 
 general supervision of the regents — among whom is John 
 H. Alexander, one of the most erudite scholars in the 
 country — with a separate faculty of professors and teach- 
 ers. The Baltimore Infirmar}^ a large and well man- 
 aged institution, is also connected with the medical 
 department of the University. The INIaryland Institute, 
 for the promotion of the mechanic and useful arts, though 
 a young institution, has achieved the most decided sue- 
 
8 
 
 cess. It occupies a field of widel}^ extended usefulness, 
 and through the medium of its numerously attended 
 schools of design, a large and constantl}^ augmenting 
 library, its lectures of a literary, scientific, and chemical 
 character, (the latter being given in connection M'ith 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 pro- 
 jected and munificently endoAved " Peabody Institute '' 
 Avill also soon be added to the list of public institutions, 
 and whilst an ornament to the city, will unquestionably 
 i)e 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 educational, 
 scientific, and literary organizations of the city. The 
 Maryland Historical Society, the Mercantile Library 
 Association —one of the largest and best conducted of its 
 class— the Maryland College of Pharmacy, the Baltimore 
 College of Dental Svirgery, and Loyola College, 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 primary, grammar, and high schools, 
 (of which latter there are three, one male and two fe- 
 male,) 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 con- 
 ducted 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 sj^stem is carefully promoted and liberally 
 supported by the intelligent good-will of the people. In 
 addition to its system of public schools, Baltimore is dis- 
 tinguished for a number of excellent and flourishing pri- 
 vate academies, within which many of the resident youth, 
 and large numbers of scholars drawn from the rural por- 
 tions of the surrounding States, receive their education. 
 The moral, charitable, and reformatory institutions of 
 Baltimore are also numerous and respectable. The Ma- 
 ryland Hospital for the Insane, now located on the east- 
 ern suburb of the city, but soon to be replaced by a more 
 extensive and modern edifice in another location ; the 
 Mount 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 Ilefuge, 
 
<) 
 
 wlvcadj exorting a deep and beneficent influence ; the 
 AVidows' Home, -within Avhose beautiful edifice all of 
 Christian care and kindness are expended upon its in- 
 mates ; the Union Protestant Infirmary, into ^yhich sick- 
 ness and suffering arc the only required passports : the 
 Protestant Episcopal Church Home, entering upon a like 
 career of beneficent charity, in a large and admirably 
 arranged edifice crowning the summit of. one of the beau- 
 tiful" eminences in the eastern part of the city ; the 
 (xeneral dissociation for improving the Condition of the 
 Poor, Avhich relieved the wants of 10,000 persons in 
 1857 ; the Baltimore Protestant Orphan Asylum, gath- 
 ering three hundred orphans under its sheltering care ; 
 St. Mary's Catholic Orphan Asylum, equally extended 
 and successful in its provision for the young, and many 
 other institutions, of which these named are only the 
 juost prominent, might be cited as among the organiza- 
 tions through which the private and public charity of 
 Baltimore seeks to alleviate the suftcring 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 deficient. The proximity of Washington, and the 
 almost hourly facilities afforded l)y the Baltimore and 
 Ohio Kailroad 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. 
 Washington, growing with the rapid increase of the na- 
 tion, becoming every day a capital more distinguished 
 for its magnificent public buildings, its points of national 
 interest, and its polished and courtly society, must con- 
 tinue 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 em- 
 bankments 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 McHenr}-, across the waters of the Patapsco, lies, 
 almost within sight, the Battle Field of North Point— but 
 eight miles from the city — Avhereon the gallantry of Bal- 
 timore volunteers, aided by the ready assistance of the 
 
10 
 
 militia of AN'ashington city, aiul the borough of York, in 
 Pennsylvania, Avon honor and victory from a British in- 
 vading force, and saved their city irom the bar])arian 
 piUage and destruction Avliieh the same troops had hut 
 recently inflicted upon AVashington. Annapolis — hut 
 thirty miles from Baltimore, on an arm of the Itav — 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 1040, and yet presents in its aspect many of the pecu- 
 liarities of the early colonial times. Its veneraljlc State 
 House, within whose Senate Chamber Washington sur- 
 rendered his commission as Commander-in-Chief of the 
 Army, yet stands untouched by time, and almost unas- 
 sailed by improvement, one of the Meccas of the country, 
 upon whicli the patriotic veneration of its sons will ever 
 descend. Of the more modern attractions of Annapolis, 
 the principal is the United States Xaval Academy, the 
 counterpart of West Point, and performing for the navy 
 what the hitter institution does for the Army, the raising 
 up of successive corps of well educated, thoroughly dis- 
 ciplined, and scientiiically 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 
 toAvard her this necessary |)abulum of a metropolitan 
 city, Baltimore has already been greatly successful, and 
 the future holds out the most solid promises of further 
 and more important achievement. Her position at the 
 licad of the Chesapeake Bay, is one of superior advantage 
 for foreign commerce, AA'hilst the numerous lines of rail- 
 Avay, radiating East and West, North and South, built 
 mainly by her capital and controlled l)y her energ}^ and 
 enterprise, and having their termini Avithin her l>orders, 
 invite to the city the agricultural and mineral wealth of 
 a A'ast 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 noAV that can turn her 
 back.'' Beside her large commerce carried on in sailing 
 vessels Avith coastAvise and foreign ports, Baltimore has 
 regular steamship communication Avith Boston, Ncav 
 York, Philadelphia, Charleston, and Norfolk ; Avhilst her 
 fleet of steamboats keep up close connections Avith all the 
 country borderino- on the Chesapeake Bay and its tribu- 
 taries. The foreign trade of the city, even under \he 
 commercial depression of 1857, showed an aggregate 
 
11 
 
 value of imvard and outward cargoes of nearly tAvent}- 
 four millions of dollars. The arrivals at the port, exclu- 
 sive of bay craft, in the year ending Dec. 31, 1857, inclu- 
 ded 280 ships. 181 barks, 323 brigs, and 1,003 schooners : 
 total 3,093. Of these 73 ships, 90 Ijarks, 224 brigs, and 
 182 schooners, Avcre from foreign ports. The numlier of 
 clearances during the same year was 3,732 ; of which 521 
 were for foreign ports. During the year 51 vessels, of 
 12,059 tons burthen, were built at the port. Of the 
 general trade of the city, there is, perhaps, the most com- 
 prehensive view presented in the following extract from 
 the last annual statement in the Baltimore American, a 
 recognized authority upon all matters relative to the 
 commerce of the city : 
 
 '' For the first time, we lielieve, since Baltimore has 
 attained any commercial importance, we have ventured 
 to estimate the value of its business in actual figures. In 
 doing so, we have chosen mostly to under-estimate rather 
 than to set down values at hazard. This will ])e seen by 
 the figures themselves in the statements whicli follow ; 
 and in order to approximate to something like the value 
 of merchandise which constitutes the trade of our city, 
 we prefix the folloAving summary : 
 
 V.M.IE OF ARTICLES. 
 
 Dry Goods S30,000,OUO 
 
 Coal 3,000,000 
 
 Cofi'ee 3,500,000 
 
 Cotton 2.100,000 
 
 Fish 400,000 
 
 Flour 5,500,000 
 
 Grain 0,000,000 
 
 Guano 1,000,100 
 
 Pig and Bar Iron 2,000,000 
 
 Copper 2,000,000 
 
 Hides I T ,.-.f\ r\f\r\ 
 
 Leather j 1.0oO,000 
 
 Live Stock 4.100,00(> 
 
 Provisions .S,()00 00(1 
 
 Sugar... 5,000,000 
 
 Salt 100.00(1 
 
 Molasses l.()()(),00() 
 
 Tobacco 4,250,(>()() 
 
 Whiskey 2,500,00( ► 
 
 Luml)er 1,000,000 
 
 Wool 400,000 
 
 Total S84,700,000 
 
12 
 
 •• The gross value of the articles aljove eiuuncrated is 
 set down in round numbers at eighty-fife millions of dol- 
 Ij^rfs. — The enumeration, however, comprises only the 
 largest items of merchandise, and is ftir from including 
 evcr^'thing. — We may oljserve that there is no estimate 
 of many articles of great value, such as Brandy, Gin, 
 Wines, Dried Fruits, Hardware, Cutlery, Gold and Sil- 
 ver AVarc, Watches, Jewelry, Cigars, Stationery, Paints, 
 Oils, Naval Stores, Malt Liquors, Staves, Bricks, Lime, 
 Artificial Fertilisers, Drugs, Oils, Candles, Soaps, &c., 
 Szc. Nor do we include Ship Building, Steam Engines, 
 Locomotives, Bailroad Machinery, Agricultural Imple- 
 ments, Crockery and (ilassware, which form a large ag- 
 gregate. 
 
 " We regret much that there is no data on which we 
 could form an estimate of the value of the trade in Oys- 
 ters, prepared for exportation, of which immense quan- 
 tities are sent to the Western States and to foreign coun- 
 tries, from this port exclusively, which we arc confident 
 may be set down at one million of dollars, and might 
 prol)ably be much more. 
 
 "As the principal articles of merchandise oiumerated 
 above, to which we are enalded to affix the actual value 
 {because they mostly pass under the official surveillance 
 of the Custom-IIouse or of authorized inspectors,) amount 
 in gross to eighty-five millions of dollars, we think it 
 ciuite safe to estimate the value of the merchandise and 
 }>roduce generally, last enumerated, about half that of 
 the former. This would make the general trade of the 
 city, in round numbers, full}^ one liundred and tAventy- 
 eight millions of dollars.'' 
 
 The many and various facilities which Baltimore pos- 
 sesses as a manufacturing city, have gradually l)een 
 l»rought into requisition until, in this point of progress, 
 it is rapidly taking range with the most advanced of its 
 rivals. The Patapsco lvi>er, and Jones' and Gwyn's 
 Falls, aff'ord an immense water power, extensively em- 
 ployo<l for flouring mills, of which there are about seventy 
 within twenty miles of the city, with also a very larg-e 
 number of cotton and woollen mills, iron works, tan 
 yards, and other important branches of productive in- 
 dustry. The cheapness of Cumberland semi-l)ituminous 
 I'oal, its constant supply through the medium of ihe Bal- 
 timore and Ohio llailroad, and its superior adaptabilities 
 for steam generating purposes, has also an important in- • 
 fluencc in developing within her limits a great variety of 
 manufacturing interests. From an elevated point of ex- 
 
13 
 
 amination, the city will be perceived to be surrounded 
 on almost every side by lines of factories, mills, and 
 manufacturing establishments, AA^hose columns of dark 
 smoke and jets of steam, demonstrate the constant acti- 
 vity and innumerable variety of her productive interests. 
 These establishments emin'ace the manufacture of cloth, 
 cotton, and woollen goods ; paper mills, copper, glass, 
 chemical and tobacco works ; the iron trade in all its 
 Ijranches of melting, puddling, rolling, forging, and final 
 product in the thousand of purposes of use and orna- 
 ment 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 laljor may be enumerated piano, cabinet 
 ware, chair and wall-paper manufactories : cedar ware 
 factories ; steam, stone, and wood saw-mills, and a list 
 that might Ije almost indefinitely extended of the nume- 
 rous products for which the augmenting trade of the city 
 has created a demand. In all these departments of 
 labor, Baltimore has achieved some special excellence 
 Avhich 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 locomotive build- ' 
 ers have been attested by many triumphs of mechanical 
 skill ; her ship-builders have a national fame ; her iron 
 workers have successfully filled large and important 
 government contracts,, and in this way might be enume- 
 rated in all her In-anches of industrial enterprise the evi- 
 dences of an ability to fulfil the largest demand that her 
 commercial and trading progress may originate. From 
 the best data at command, the manufacturing establish- 
 ments of Baltimore are estimated to numl)er altout four 
 thousand, in which is invested a capital of from twelve to 
 fifteen millions of dollars, consuming annually raw ma- 
 terial to the value of eighteen millions of dollars, and 
 producing annually manufactured articles of the value of 
 from thirty-five to forty millions of dollars. 
 
 With these favorable influences, and the important ba- 
 ses of a preferred geographical location, of completed lines 
 of railway connecting directly with all sections of the 
 countr}', with alarge foreign and domestic trade, and a 
 growing system of manufactures ; Baltimore, through 
 the social courtesies we have detailed, has sought to pre- 
 sent her claims, extend her influence, and strengthen the 
 ties which unite her interests Aviththe vast interior conn- 
 
14 
 
 try upon whicli all the Atlantic cities depend for prospe- 
 rity and increase. 
 
 ESTI.MATH OF TilK TRACK OF BALTIMORE FOR 1S59. 
 
 By the following paragraphs from the detailed Annual 
 Statement of the Trade of Baltimore issued in Januarj^ 
 1860, it will be seen that there has been a very large in- 
 crease since 1857, the year given in the preceding pa- 
 ges :— 
 
 The annexed table presents an aggregate, as near as 
 possible, of the estimates of the amount of business 
 transacted in the several branches of trade enumerated 
 in our annual statement, as shown in the annexed text 
 and figures. In the absence of an official and rigid sys- 
 tem of statistics, it is difficult to obtain all the values of 
 the thousand different branches of business in a great 
 centre of trade like Baltimore. We have, however, en- 
 deavored, in presenting the annexed recapitulation, to 
 approximate as near to the true value as possible, after 
 consultation with experienced dealers in each specific 
 branch of trade. In no instance has an over estimate 
 ])een made, and in some an increase might with justice 
 have been allowed. In this view the table may have a 
 value as a basis upon which the whole trade of the city, 
 in all its varied departments can l»e estimated : 
 
 Boots and Shoes $3,050,000 
 
 Books and Paper 3,000,000 
 
 Coal 3,100,000 
 
 Ready Made Clothing "7,000,000 
 
 Copper .^. 2,500,000 
 
 Cotton 2,600,000 
 
 Coffee • 4,000,000 
 
 Drugs, Paints, &c 1,500,000 
 
 Dry Goods 30,000,000 
 
 Earthenware ., 1,250,000 
 
 Foreign Fruits 1,500,000 
 
 Salted Fish 325,000 
 
 Flour 5,000,000 
 
 Grain *7,087,000 
 
 Guano 3,000,000 
 
 Hardware 4,000,000 
 
 Foreign Spirits and Wine 1,500,000 
 
 Whiskey 1,500,000 
 
 Hat Trade 750,000 
 
 $83,202,000 
 
15 
 
 Brought up $83,202,000 
 
 Iron 2,000,000 
 
 Leather 3,905,000 
 
 Live Stock 3,804,800 
 
 Lumber 1,675,000 
 
 Molasses 1,000,000 
 
 Naval Stores 267,000 
 
 Oysters 4,500.000 
 
 Provisions T,OOOJ00O 
 
 Piano Trade 375,000 
 
 Salt 100,000 
 
 Sugar 7,000,000 
 
 Leaf Tobacco 2,775,000 
 
 Manufivctured do 4,100,000 
 
 Cigars 800,000 
 
 Vessels built 200,000 
 
 Wool 400,000 
 
 Teas 300,000 
 
 Soap and Candles 740,000 
 
 Preserved Fruits 215,000 
 
 Total 8124.418,800 
 
 From the above it -will be perceived that the value of 
 the principal articles of merchandise, which enter into 
 the trade of Baltimore, is approximately estimated at 
 one hundred and hccnty-four millions of dollars. To this 
 estimate must bo added the value of many articles not 
 specially noticed, and the aggregate trade in which there 
 are no means of accurately ascertaining : such, for in- 
 stance, as Gold and Silver Ware, Watches, Jev^'elry, Malt 
 Liquors, Cabinet Ware, Bricks, Lime, Carriages, Artifi- 
 cial Fertilizers, Steam Engines, Locomotives, and other 
 Machinery, Iron and other xMetal Castings, Marble, Gran- 
 ite, and a score of other unenumerated articles. If we 
 estimate these at thirty millions, or about one-quarter the 
 value of the enumerated articles, Ave have the grand total 
 of one hundred and Jifty-four millions of dollars, as an 
 approximate estimate of the value of the general trade of 
 the City of Baltimore during the past year. 
 
16 
 
 [From the Journal of Progue.ss for 1858, then published by K.Edwards.] 
 
 THE CITY OF BALTIMORE. 
 
 No American city has a prouder history than Balti- 
 more : Her devotion to liberty : patriotic efforts in behalf 
 of national independence ; gallant defence against for- 
 eign invasion ; fidelity to the Union ; conservatism, and 
 moderation while the country was convulsed by bitter 
 factions ; the tone of her society ; the integrity, hospitali- 
 ty, and public spirit of her citizens ; all designate her as 
 the model American city. Other cities may excel her in 
 some unenviable particular — New York may import more 
 goods, but she also imports more misery and vices. — 
 She is, in fact a sort of reservoir of all the novelties of 
 the day, from which other cities filter what is valuable ; 
 a quarantine, where arc arrested many of the diseases 
 that afiiict civilization. A Bond street tragedy lifts 
 the veil of her social life ; a Schuyler and a Huntington 
 exemplify her financial morality ; and the tax list tells a 
 singuhir tale of her reputed millionaries. 
 
 Baltimore, knowing her prosperity to be fixed upon a 
 sure basis, has advanced, unenvious of feverish develop- 
 ment, arising from unsound, speculative policy, by Avhich 
 fortunes are made and wrecked. She has been suspic- 
 ious of an increase in population, faster than it could be 
 assimilated ; and, of so-called improvements, which are 
 attended by ruinous incidents. Gradually adopting 
 whatever a sound eclectic taste dictated, she has entered 
 fully upon the policy of developing the natural advanta- 
 ges which insure her prosperity. 
 
 The commercial position of Baltimore, places her in 
 the front rank of American Cities. In regard to for- 
 eign commerce, she can be second to none but New York, 
 and indeed rivals that city ; while her proximity to a 
 home market, and the production of staples, renders her 
 superior to any. Her location is central upon the At- 
 lantic coast of the United States. The Chesapeake Bay, 
 near which she stands, is a noble sheet of water, and 
 equaled in commercial capacities by few of the great 
 estuaries of the various parts of the world, that have at- 
 tracted the notice and admiration of the mariner. It is 
 deep throughout, and navigable for the largest vessels. — 
 Its tributaries are rivers that furnish fine avenues of in- 
 ternal trade, and provide water power for all purposes of 
 extensive manufacturing operations. There is no rapid 
 
17 
 
 current, to render its navigation perilous from floating 
 ice, as in New York Bay, where immense loss annually 
 occurs from vessels being cut through and sunk. 
 
 The magnificent s^'stem of internal improvements 
 which Marj-land has completed, gives Baltimore ready 
 access to the inexhaustible agricultural treasures of the 
 South and the West, and to the rich mineral deposits of 
 the AUeghanies. While the Baltimore and Philadelphia 
 R. R. affords an avenue to the East ; the Northern Cen- 
 tral, to the North : the Washington Branch, to the South : 
 the various lines of Steamers to all parts of the Coast ; 
 the Bay to the great highway of mankind, the Ocean ; 
 the Baltimore & Ohio R. R. furnishes her the key to the 
 great West. The advantages of this latter road over the 
 more northern routes, has been fully exemplified the past 
 winter. AVhilc all the northern roads were obstructed 
 by snow, or rendered impassable l;)y freshets, this has 
 been in complete working order its entire length, with 
 the exception of a few hours in particular localities. — 
 This is a condition of things likely to occur annually, 
 and the West will not be slow to perceive the immense 
 advantage which climate alone gives for communication 
 with this market. In respect to salubrity of climate, no 
 eastern city compares with Baltimore. This not only 
 facilitates business pursuits, but renders life itself doub- 
 ly valuable by the health and vigor which it imparts. 
 
 Baltimore City is situated upon the north side of an 
 arm of the Patapsco River, 34 miles from the mouth of 
 the Chesapeake Bav ; 204 miles from the Atlantic by 
 ship channel ; in longitude 39° 11' 23^^ N. and 24^ E. 
 from Washington ; 39 miles from Washington ; 97 from 
 Philadelphia ; 184 from New York ; 420 from Boston. — 
 The location is pleasant, upon a slightly undulating sur- 
 face ; and some of the elevations in the cit}' command 
 fine views. The city is advantageously seen from Fed- 
 eral Hill, Fort McHenry, and other points. 
 
 The streets are regular and spacious : the buildings 
 are mostly of brick, and some of them exhibit fine archi- 
 tectural combinations. Jones' Falls, a small stream 
 from the north divides the city, and over it are thrown 
 some beautiful arched iron bridges. With the increase 
 of population, improvements have been made in laying 
 out avenues and streets, grading them, providing sewer- 
 age, etc. For this latter particular, the undulating sur- 
 face affords fine opportunities ; consequently the city is 
 cleaner and healthier than any other in the Union. 
 
 2^ 
 
18 
 
 The harbor around which it is laid out, is about three 
 miles long, safe and capacious, consists of an inner basin, 
 and an outer bay. The former admits vessels of light 
 draft, quite into the city ; and the latter, at Fell's Point, 
 is accessible to the largest ships. Its entrance is com- 
 manded by Fort McIIenry, rendered so famous in history 
 by the bombardment which it withstood during the last 
 war with England. 
 
 The nominal divisions of Baltimore, are the City pro- 
 per, Old Town, and Fell's Point. The first includes all 
 that portion of the city lying AVest of Jones' Falls ; Old 
 Town comprises that part laying East of the Falls as far 
 as Harford Ilun, or Canal street; Fell's Point lies East 
 of Harford Ptun. These distinctions are not recognized 
 by the city government, and are only referred to here, 
 to enable strangers to understand terms in common use 
 in Baltimore. 
 
 The principal streets extending through the city, east 
 and west, are Baltimore, (also called Market st.,) Fayette, 
 Lombard and Pratt. These are numbered, in both di- 
 rections, from the Falls. In, the City proper, the princi- 
 pal business streets running North and South, are Fred- 
 erick, Gay, Ilolliday ; North and South, Calvert, Light 
 and St. Paul, Charles, Hanover, Sharp, Howard and 
 Eutaw. These number from Baltimore street, north and 
 south. 
 
 The principal commercial portion of the City proper, 
 is bounded iivesterly by Eutaw street; north, by Balti- 
 more street ; east, by the Falls ; and south, by the basin. 
 This includes the principal wharves, viz : Bowly's, 
 Spear's, Smith's, and Light street wharves. 
 
 The western portion of the city is principally compos- 
 ed of residences, while the part near the basin accommo- 
 dates the great bulk of trade and commerce. The pri- 
 vate dwellings a1)0ut Washington Monument, are pala- 
 tial ; and the environs are studded with beautiful villas. 
 
 Exchange Place, in Lombard street, is the focus of the 
 heaviest Inisiness. Here are the Merchants' Exchange, 
 Custom House and Post Office. Near it are South and 
 Second streets, principally occupied by bankers, bro- 
 kers, insurance companies, &c. Baltimore street is 
 the principal business street, and the promenade of 
 beauty and fashion. Here the visitor may determine for 
 himself, the comparative beauty of the Baltimore ladies. 
 The portion of this street betAveen Jones' Falls and Eutaw 
 street, is occupied by splendid stores, public buildings, 
 &c. It contains the chief carpet, wall-paper, and book- 
 
19 
 
 stores, printing-offices, jeAvelry, upholstery, hat and cap, 
 tailoring, millinery, Avholesale and retail dry goods and 
 other establishments. Extensive wholesale dry-goods 
 stores are found, also, in Hanover, German and Charles 
 streets. Stoves are found in Light street ; glass and 
 hardware in S. Charles street : drugs in Lombard ; Lea- 
 ther in the neighborhood of Water street and Cheapside : 
 flour, grain, and provision warehouses, upon Howard and 
 North streets, and near the wharves ; ship building is 
 done principally at Fell's Point and Federal Hill. 
 
 The population numbers about 250,000, and the value 
 of real and personal propert}^ is near $200,000,000. The 
 shipping owned here borders upon 200,000 tons, and the 
 foreign commerce amounts to about $15,000,000 annually. 
 Trade, like water, is governed by laws ; both seek the 
 readiest outlet, one by natural gravity, the other directed 
 by intelligence. AVhen one considers the little effort, in 
 comparison with other cities made by the merchants to 
 secure trade, it is a matter of surprise that it has poured 
 in with such a stream. We propose to indicate some of 
 the largest branches of commerce in Avhicli the city is 
 engaged. 
 
 In the commodities of Flour and Grain, it maintains 
 its preeminence as the first market in the world. A1)0ut 
 1,000,000 barrels of Wheat Flour ; 00,000 of Corn Meal, 
 and immense quantities of Rye Flour are annually in- 
 spected here. Nearly 12,000,000 bushels of grain were 
 sent to this market in 185G. The most of this came 
 by the Baltimore and Ohio Railroad. 
 
 This Railroad gives ready access to the immense re- 
 gions of Cumberland Coal, as the Northern Central does 
 to the Anthracite fields of Pennsylvania; nearly 800,- 
 000 tons were transported hither last year. The quan- 
 tity of Coal in the Cumberland regions, is estimated at 
 upwards of 6,000,000,000 of tons, more than would be 
 consumed by the whole world in thousands of years. 
 Experiments prove that in evaporative power, it occu- 
 pies the highest place among Aijierican Coals : it is ex- 
 tensively used in the ocean steamers. In Baltimore, 
 there are fine facilities for shipping coal at Locust Point, 
 the termination of this road. The various tracks laid 
 through the streets, afford conveniences for discharging 
 coal, produce, and flour, in many parts of the city. 
 
 Tobacco is another staple sent to this market in im- 
 mense quantities. Upwards of 50,000 hhds. of this 
 commodity were received and inspected here in 1850. 
 Since the completion of the Baltimore and Ohio Railroad, 
 
20 
 
 this port offers superior advantag-es over New Orleans, 
 for groAvers of this staple in Tennessee, Kentucky and 
 Missouri. In Baltimore, this article suffers no deterio- 
 ration from climate, and is subject to much less expense 
 than is charged in the Crescent City. It is received and 
 stored in State fire proof warehouses, immediately in- 
 spected, and may remain therein twelve months without 
 charge for storage, being perfectly secure from heat, 
 moisture, or anything likely to injure its quality, or im- 
 pair its value. When sold, the item of dray age to the 
 warehouse, and a commission of 2^- per cent, to the 
 agent, are the only charges paid by the planter. The 
 small charge by the State, of $1.25 per hhd., for inspec- 
 tion and storage, is paid by the purchaser or shipper, 
 when he withdraws his tobacco from the warehouse. 
 
 The Provision trade of Baltimore, already one of vast 
 magnitude and importance, is rapidly increasing. This 
 branch of western trade, like that of flour and tobacco, 
 naturally tends to this city. It now amounts to $9,000,- 
 000 annually. The number of horned cattle brought to 
 this market last year was 30,000 head. Over the Balti- 
 more and Ohio Railroad alone, 100,000 hogs and 50,000 
 sheep were transported. 
 
 The Sugar and Molasses trade is becoming enormous, 
 as may be inferred from the fact, that the increase of re- 
 ceipts at this port during the past vear, was near 20,- 
 000,000 pounds. 
 
 The article of Coffee, which the West uses so largely, 
 and the products of the West Indies and South America 
 generally, are imported here in immense quantities. 
 For the inland transportation of these, the Baltimore and 
 Ohio Bailroad, the main channel of commerce with the 
 AVest, furnishes such facilities that Baltimore can com- 
 pete with any eastern city, as a distributing market for 
 coffee and AVest India goods. In this, as in all other 
 branches of western trade, her central position, and local 
 advantages, in connection with the various internal im- 
 provements, by which her facilities are multiplied and 
 her commerce extended, she presents a wide field to the 
 enterprise of her citizens, and is enabled to control an 
 immense trade at all points of the compass. 
 
 The amount of Lumber inspected here annually, is 
 reckoned by millions of feet. The neighborhood of 
 Jones' Falls is one extensive Lumber yard. Nearlv 
 1,000,000,000 feet come from the east alone. Fish and 
 Salt, are, also largely imported. 
 
21 
 
 The wholesale Dry Goods trade has developed quite as 
 rapidly as any business in the city, since the opening of 
 the great avenues of communication with other parts of 
 the country. "We feel confident that the next census will 
 show a remarkable increase in this branch. The im- 
 mense wholesale stores that have been erected ; the 
 country merchants that throng our streets and hotels ; 
 the boxes and bales that crowd our thoroughfares, are 
 proof of the extent and activity of this department of 
 trade. This, however, is but the beginning of what will 
 appear when the South and West shall more fully per- 
 ceive the advantages that this market holds out to them. 
 
 In Baltimore, the country dealer finds an ample variety 
 of goods, selected by men of taste and integrity. This 
 is not the market for refuse wares. As regards prices, 
 merchants generally, here, will duplicate any bill of goods 
 that may be purchased at the north, at the same rates. 
 
 The Commission business, both on foreign and domes- 
 tic account, is extensively pursued here, in all depart- 
 ments of trade. The tact, energy, enterprise and integ- 
 rity which characterize our merchants, place them in ad- 
 vance of those of any city in the Union. Knavery cannot 
 flourish in the moral atmosphere of Baltimore. The 
 principal business men are well known to the community ; 
 an adventurer is closely scrutinized, and sham is quickly 
 detected. The capitalists are cautious, and little money 
 ^8 lost in fanciful speculations. Hence there is unusual 
 Soundness in the entire business in the city, and a gene- 
 ral desire to merit confidence, as well as gain it. 
 
 Space permitting, we might ofier some suggestions, 
 that we must forego, and turn, for a short time, to the- 
 manufacturing interests, upon which the growth and 
 prosperity of the city, so much depend. 
 
 The industrial employments of the citizens are various 
 and extensive, and in many departments, compare well 
 with those of other cities. The branches of manufacture- 
 most extensively prosecuted, are those directly developed 
 by the great commercial facilities of the city. Pre-emi- 
 nent among them, are the manufacture of iron, copper, 
 leather, flour, tobacco, brick, glass, clothing, &c., sugar- 
 refining, an<l oyster-packing. 
 
 The geological formation of Maryland and the adjoin- 
 ing states, affords rich beds of iron-ore. The manufac- 
 ture of iron, about the city, is extensive and highly pros- 
 perous. Baltimore charcoal pig-iron stands high for car- 
 wheels, nails, bar and boiler-iron, &c. The rolling-mills 
 are constantly pressed with orders for heavy plates for 
 
22 
 
 the largo steam-ships hiiilding at NeAV York. The nail 
 establishments snpply about 100,000 kegs of nails. Here 
 are two of the most extensive locomotive manufactories 
 in the country, "whose engines are in great demand. 
 There are other large foundries, supplying furnaces, 
 stoves, and all species of machinery and castings. 
 
 Baltimore is destined to become the leading copper 
 market of the country. The business has already ol)- 
 tained a magnitude and importance, of which the Bal- 
 timoreans themselves, are little aware. The establish- 
 ment of the Baltimore Copper and Smelting Company, at 
 Canton, near the eastern boundary of the city is ])y far 
 the largest of the kind in the United States, the product 
 of refined copper, at their furnace, being over 0,000,000 
 lbs. annually. The great importance of estaljlishments 
 like this, in developing the mineral resources of the coun- 
 try, can hardly be appreciated. This, for example, fur- 
 nishes a cash market for all the copper ores mined in 
 Maryland and the neighl)oring states, and consumes from 
 40 to 50 tons of Cumberland Coal, daily, giving support 
 to near one thousand persons. The home product of ores 
 not being sufficient to supply its furnaces, the company 
 imports the main supply from Chili and Cuba. It thus 
 gives activity to a largo freighting business, and pro- 
 motes, generally, the shipping, manufacturing, and mer- 
 cantile interests of the whole country, and especially 
 those of Baltimore, where the works are located. This 
 is example of the extent to which manufacturing in all 
 departments will be developed, now that a highway to 
 the groat West has been opened across the Alleghanies. 
 
 The number of hides inspected in this market, an- 
 nually, including Frederick, borders upon 500,000. All 
 branches of trade connected with their manufacture, are 
 highly prosperous, and steadih^ increasing. The great 
 superiority of sole leather manufactured in the tanneries 
 here, is evinced by the high price it commands. A large 
 sale for Baltimore leather is found in the New England 
 States, the lino of steamers from this port to Boston, 
 taking large cpiantitios at ever}- trip. Ere long, a better 
 line of policy will be pursued. Shoo manufactories will 
 be established hero, sufficiently extensive to consume this 
 immense stock, and supply the Southern and AYestern 
 market Avith home manufactures. 
 
 Sugar refining is a branch of l>usiness of recent, but 
 gigantic growth. The two refineries established here, are 
 conducted Avith great energy, and riA\al similar establish- 
 ments in other parts of the country. Each of them is 
 
9Q 
 
 supplied with the most approved modern machinery, and 
 together they can turn out 1000 barrels per day, of the 
 various grades of the refined article. They supply the 
 demand, not only of this city and section, hut also a large 
 portion of the Southern and Western market. This 
 l)raneh of business is also a fair illustration of tlie suc- 
 cess which would attend manufacturing here general!}', 
 prosecuted with intelligence and vigor. 
 
 The cotton mills in this city and section, consumed, 
 last year, 40,000 bales of this staple. The business is 
 highly profitable, and invites enlargement, to the full ex- 
 tent of supplying the Southern and Western demand for 
 cotton goods. The water-power is ample, and there is no 
 reason why cotton should be transported to New England 
 to be manufactured, an<l tlie f}il)ric returned hither for 
 consumption. 
 
 Wool is manufactured here to some extent. The re- 
 ceipts at this port, annually, amount to about 1,500,000 
 lbs., the greater part being of direct importation. 
 
 Broad acres, all covered with brick kilns, which pro- 
 duce In'icks of superior quality. Glass and earthenware 
 are also extensively made. 
 
 Tobacco is a production with Avliieli the name of ^lary- 
 land has been identified ever since the settlement of the 
 countr}''. While it is the great market for this staple, 
 the manufccture of it has not been neglected, and is rap- 
 idly increasing. 
 
 Xo cities in the country has larger or more flourishing 
 piano manufactories than Baltimore. The qualities of 
 their productions are rapidly advancing them to a mo- 
 nopoly of the market throughout the South. For price, 
 elegance of model, beauty of finish, delicacy of touch, 
 and elegance of tone, nothing further can be desired. — 
 Those who wish to institute a comparison with those of 
 Xorthern make, cnn do so at the various agencies estab- 
 lished in the city. 
 
 In regard to the mannfttcture of cabinet-furniture, 
 similar remarks might be made. A very large capital 
 is invested in this busijiess. and articles of all styles, fin- 
 ish and prices, are furnished. 
 
 The purchaser need visit no other market for carriages. 
 The enterprising firms engaged in this business, can com- 
 pete with any others in tlie country. The great demand 
 for their productions, calls for extensive enlargement of 
 this branch. We may say the same of saddle and har- 
 ness manufactures. 
 
24 
 
 The manufacture of clothing in this city, employs more 
 hands than any other branch of business. The annual 
 product of it is excelled in value by the flouring mills 
 alone. It occupies some of the largest buildings in the 
 city, and the flourishing condition of the business speaks 
 well for the enterprise and intelligence that has directed 
 it. The introduction of sewing machines has much 
 facilitated it, and affords opportunities to extend it indefi- 
 nately in all departments. In passing, we may remark, 
 that agencies for the sale of these machines are estab- 
 lished here. 
 
 Ship-building is one of the heaviest branches of busi- 
 ness pursued in Baltimore. From the depth of water at 
 the Point, the principal ship-yards are located there, from 
 Avhich have been launched some of the finest and fleetest 
 vessels of the American marine. They are especially 
 noted for beauty of model, and excellence of construc- 
 tion. The name of "Baltimore Clipper" is synonymous, 
 the world over, with all that is beautiful in naval archi- 
 tecture, and perfect in the requirements of a staunch 
 and well-appointed ship."^' 
 
 Discerning men have perceived the advantages that 
 Baltimore offers for the manufacture and sale of agricul- 
 tural implements. In the neighborhood of an agricultu- 
 ral region, where farms command $100 per acre ; in close 
 communication with the South and West, where farming- 
 is pursued upon a gigantic scale ; with a commerce ex- 
 tending to the West Indies and South America, no place 
 could be better located for an immense development of 
 this branch of manufactures. The magnitude which it 
 has attained, and the extension Avhich is promised, ar- 
 gues well for the skill, energy and enterprise of those en- 
 gaged in it. It now ranks among the leading pursuits of 
 the city, furnishing employment to a large number of 
 men, and remunerative investment to capital. 
 
 The progress of agricultural science has awakened new 
 interest in the subject of fertilization, and, as would rea- 
 sonably be supposed, it has attracted great attention 
 here. The result is, that this has become the great mar- 
 ket in the country for Guano. Nearly 40,000 tons were 
 
 •Since this article was written in 1858, the " TFmaw's Steamer'''' — a 
 startling marine wonder, that promises to revolutionize the ocean navi- 
 gation — has been developed, audits inventors are establishing the most 
 extensive yard and Docks for building and sailing a projected fleet of 
 them. These works are located in south Baltimore, near the deep water 
 of the Patapsco, about one mile south of the city Basin, and a mile 
 west of Fort McHenry. All strangers should see the " TFt'rjan's 
 Steamer,^'' which is not among the least of the attractions of Baltimore. 
 
25 
 
 brought to this port, last year, mostly from Peru. The 
 rigid inspection Avhich it undergoes here, gives it a high 
 character. Commodities of great excellence as fertilizers 
 are extensively manufactured here. 
 
 The completion of the Baltimore and Ohio Railroad 
 has extended the oyster packing business to one of vast 
 importance. Chesapeake oysters, so highly esteemed at 
 home and abroad, can be produced in inexhaustible 
 quantities, The quick transit which this road furnishes 
 puts the West on a par almost with Baltimore, in the en- 
 joyment of this delicacy. Extensive and growing estab- 
 lishments are devoted to the packing business, which can 
 be extended indefinitely. 
 
 The flouring mills in this city and immediate neigh- 
 borhood, employ more capital than any other class of 
 manufactures. Capitalists and enterprising business 
 men, have availed themselves of the fine mill sites which 
 the streams afi'ord, and have pressed steam into their 
 service. The product of these mills is immense. During 
 the past year the city millers alone, took upwards of 
 1,500,000 bushels of wheat, brought to this market. 
 
 The whiskey trade is rapidly developing. The receipts 
 of last year exceed those of the previous year 70,000 bar- 
 rels, and of the year l^efore 120,000. The amount of 
 trade in this article now reaches 300,000 barrels annual- 
 ly. Of this, one-third is the product of city distilleries ; 
 the balance is brought by railroad. In 1854, the receipts 
 by the Baltimore and Ohio Railroad were 12,000 barrels: 
 last year they reached 125,000 l)arrels. In 1850, 70,000 
 barrels were shipped from this port to Boston, where it 
 is gradually taking the place of rum. 
 
 The Book trade is now beginning to assume a phase 
 appropriate to a great and growing city. We point with 
 pride to the evidence that the last year aifords, of the en- 
 terprise connected with this lousiness, and the propor- 
 tions it has already assumed. We can point, too, to the 
 beautiful specimens of typographical skill manifested in 
 works published here. The branches of trade related to 
 this, stereotyping, engraving, lithography, and binding, 
 are improving accordingly. 
 
 All the various arts that subserve the necessities and 
 luxuries of man, flourish here, as well as in any part of 
 the country, when prosecuted with energy and intelli- 
 gence. In addition to the few, specified above, there are 
 extensive and prosperous manufactories of Hats and 
 Caps, Drugs and Chemicals ; Silver Ware ; Marble, etc. 
 
2G 
 
 etc., all Ijecoming rapidly extended, as demand requires. 
 When the South and West shall have liecome better ac- 
 quainted with the advantages which this market affords, 
 both as regards facility of communication, and excellence, 
 extent and variety of goods offered, our manufacturers 
 will find profitable employment for all the capital and la- 
 bor that they can command. Baltimore has immense 
 advantages over New England in a manufacturing point 
 of view ; by cheapness of living, salul3rity of climate, and 
 proximity to a market. 
 
 The Banking Capital of Baltimore, amounts to near 
 Sl6, 000,000. The number of incorporated banks is 
 twenty ; including six saving institutions. The issues of 
 these are upon a firm Ijasis, and receive the entire confi- 
 dence of the community. There is no bogus concern 
 among them. 
 
 The Fire, Marine and Life Insurance Companies, num- 
 ]jer twelve : in addition to these, there are agencies es- 
 tablished here, for the principal insurance companies 
 throughout the country. Besides the regular banks, 
 there are extensive banking houses, whose reputations 
 rest upon enterprise, capital and integrity. Exchanges 
 can l^e purchased here, on any section. The Commercial 
 agencies ramify every section of the country by their op- 
 erations. Mail facilities are good ; and the several Tele- 
 graph companies furnish reliable communication with 
 all parts. Consuls of the various civilized states reside 
 here. Papers from all parts of the country are found on 
 file at the Exchange Reading Booms. The various com- 
 panies engaged in developing the resources of the city 
 and country, furnish reliable and remunerative invest- 
 ment for capital. 
 
 The numerous markets are Avell supplied with provis- 
 ions from the surrounding country. The neighboring 
 waters furnish abundance of wild fowl, and a great va- 
 riety of fish. The cost of living is considerably less than 
 in either of the large eastern cities. 
 
 The city is lighted with gas, and well supplied with 
 pure and wholesome water, from public springs and 
 fountains. These are Avithin delightfully shaded squares, 
 and enclosed by circular railings and covered l)y small 
 open templets, consisting of columns suporting a dome, 
 Avhich are quite ornamental. The chief svipply of water, 
 however is derived from an elevated i')art of Jones' Falls, 
 from which it is conducted, through an aqueduct, to two 
 reservoirs, whence it is distributed by pipes. 
 
27 
 
 The government of the city is in veiVahle hands ; and 
 tlie police system has been re-organized so as to render 
 it highly efficient, in securing good order, and safet}' to 
 life and property. 
 
 The places of amusement are not numerous. They 
 present upon their stages, howeyer, all the best talent, 
 both natiye and foreign. Courses of lectures are provid- 
 ed, in Avhich appear the most brilliant speakers that the 
 country affords. The Masons, Odd Fell(»v\'s and various 
 other orders maintain healthy organizations. The Ho- 
 tels are sufficiently numerous, and furnish generous en- 
 tertainment to the traveler and sojourner. 
 
 The Public School system of Baltimore has kept pace 
 "with the asre. The central hvAi school ; the female high 
 school ; 20 grammar schools and 40 primary schools, fur- 
 nish to all, facilities for education, as varied, extended 
 and thorough, as are found in any public schools in the 
 country. This system has been fostered and developed 
 with great care, and under the able management of ca- 
 pable and pul)lic spirited men, is an honor to the city, 
 and furnislies a strong attraction for residence here. 
 
 The colleges and numerous private schools are second 
 to none in the Union, for the thorough scholarship, ele- 
 gance of manners, and the high tone of morality, which 
 they impart. Besides their value to Baltimorcans, they 
 offer to the South and "West as great facilities for educa- 
 tion, as can l)e found in any city at the north. The 
 Medical and the Dental Colleo-es are among the first in the 
 countr}'. 
 
 The heads of the various Churches are shinino; lio-hts 
 m the world, and bright patterns of christian excellence. 
 The 143 churches, chapels, meeting houses and syna- 
 gogues, which it numl)ers, eml)race all denominations in 
 Christendom. The Baltimorcans being decidedly a 
 church-going people, these places of worship are gener- 
 ally well attended. The charities emanating from them, 
 pervade the entire city, and l)ut few can be found entire- 
 ly beyond the pale of them all. Entire toleration is 
 practiced. 
 
 The Bar ranks higher than any other in the country. 
 The present chief justice of the United States, and the 
 several cabinet officers that have been selected from it, 
 are fair representatives of its ability. The Medical pro- 
 fession, however, is not second to it. The lecturers and 
 demonstrators, which it furnishes to the Maryland Uni- 
 versity of Medicine, are evidence of that talent it embra- 
 ces. The Dental corps of this cit3- rivals the medical 
 
28 
 
 faculty, and the profession of dentistry has here some of 
 its brightest ornaments. The Dental College offers all 
 the advantages that any similar institution affords. 
 
 We regret that our space will not allow us to speak 
 more fully of the various humane, scientific, and literary 
 institutions with which the city abounds. The Mary- 
 land Institute is without a peer in the world as regards 
 its efficiency in promoting the Mechanic Arts. The 
 Manufacturers and Mechanics' Exchange, in the Sun 
 Iron Building, is a place where strangers and others can 
 gain information in reference to all departments of busi- 
 ness. The bequest of $600,000 by Moses Sheppard, to 
 found an asylum for the insane poor, and the recent 
 munificent donation by Mr. Peabody, of $300,000, to es- 
 tablish an institute for the diffusion of knowledge and 
 the cultivation of taste, places Baltimore in the front 
 rank in respect to what constitutes the highest glory of 
 a people, and will render it the center from which light 
 will radiate throughout the country. 
 
 In Baltimore, there are many objects of interest to 
 strangers : Battle Monument in Monument Square, erect- 
 ed in commemoration of the defence of the city, and 
 those who fell in that defence, and Washington Monu- 
 ment, are interesting objects. The latter stands upon an 
 eminence 100 feet above tide-water, and being itself 200 
 feet high, commands an extensive view of the city, the 
 harbor, the river, and the surrounding country. The 
 Cathedral, Calvert and Camden street Stations, Md. In- 
 stitute Hall, city springs, public squares and cemeteries, 
 are among the objects of special interest. The drives 
 are delightful ; the capitol of the country is within an 
 hour-and-a-halfs ride. AYe should be pleased to enter 
 into details concerning the various points upon which we 
 have so cursorily touched — giving names and localities ; 
 historical reminiscences and characters ; introdvicing our 
 leading men in literature and other pursuits. But this 
 must be deferred. 
 
29 
 
 PLACES AND OBJECTS OF INTEREST THAT 
 OUGHT TO BE VISITED. 
 
 As most of the guests of the Baltimore and Ohio Rail- 
 road, on this occasion, will be straugeis in Baltimore. 
 and, with the habitude of the Editorial craft, will be 
 anxious to see and learn as much as possible of the city 
 during their stay, it has been thought desirable to make 
 a brief recapitulation of the principal places and ob- 
 jects of interest to which their attention may be most 
 jDrofitably directed. 
 
 1. The Washington Monument, on North Charles 
 street, may appropriately head the list. The monu- 
 ment itself, chaste, noble and grand, will always excite 
 the admiration of the beholder, whilst from its upper 
 balcony can be obtained one of the finest views of the 
 city and adjoining country. Immediately surrounding 
 the Monument will be found the p<^r excellence fashion- 
 able quarter of the city ; Mount Vernon and AVashing- 
 ton Places being the grand focus. The beauty and ele- 
 vation of the location, and the concentration there, in 
 great numbers, of dwellings of the most costly and 
 ornate character, renders the vicinity one of the most 
 beautiful that any of our American cities can boast. 
 Prominent among the buildings near the Monument 
 will be seen the fine white marble structure in course of 
 completion for the Peabody Institute. 
 
 2. Public Institutions. Under this head the atten- 
 tion of the visitor is directed to 
 
 The Athen^um building, located at the intersection 
 of St. Paul's and Saratoga streets, three squares north of 
 Baltimore street. The building is occupied by the 
 Maryland Historical Society, the Library Company of 
 Baltimore, and the Mercantile Library Company. 
 
 The Maryland Institute, located on Baltimore St. 
 A fine and commodious building, containing one of the 
 
30 
 
 largest halls in the Union, Avith adjoining Library, 
 School, and Apparatus rooms, and all the facilities for 
 the prosecution of its important work, the "Promotion 
 of the Mechanic Arts.'^ The Institute is one of the 
 great features of Baltimore, and our guests should not 
 fail to visit it. 
 
 The Jail, one of the largest and most complete struc- 
 tures of the kind, and the State Pexitentiary, may in- 
 terest those who desire to inspect these unpleasant ne- 
 cessities of civilized life. These Institutions are loca- 
 ted on Madison street, a few squares east of the Monu- 
 ment. The House of Kefuge, on the extreme western 
 side of the city, a fine building, and a reformatory in- 
 stitution that is doing an excellent work in reclaiming 
 juvenile offenders ; and the Maryland Hospital for 
 the Insane, on the eastern ^burb of the city, will com- 
 pensate Tin inspection by those who have the time and 
 opportunity at command. 
 
 The large and imposing building on Bowly's Wharf, 
 built for the use, and now in the occupancy of the Corn 
 AND Flour Exchange, will give the visitor a good idea 
 of the extent and importance of this branch of the city's 
 trade. The main hall, used for the purpose of the Ex- 
 change, is one of the largest rooms in the city, and ad- 
 mirably adapted to the transaction of business. A call 
 there during business hours, from 10 to 12 A. M., 
 when high 'Change is in progress, will interest the stran- 
 ger. In the same direction a stroll may be taken through 
 the Merchants' Exchange Building, on Gay and Lom- 
 bard Streets, South of Baltimore. The Custom House 
 and Post Office together occupying this building. In the 
 adjoining bviilding will be found the Merchants' Ex- 
 change Heading Rooms, and the Provision Dealer's Ex- 
 change. 
 
 3. The Churches of the city are too numerous to 
 be specially mentioned, but will in many instances pre- 
 sent themselves to attention. The Cathedral, whose dome 
 and minarets appear to the South of the Washington 
 
31 
 
 Monument, is always open to inspection, and as a speci- 
 men of architecture and internal decoration, is worth 
 a visit. The splendid edifice of the First Presbyterian 
 Church, on Park and Madison Streets, and St. Alphon- 
 sus' Church, on Park and Saratoga Streets, are also 
 attractive. 
 
 4. The Steam Fire Department, and the Fire axd 
 Police Alarm Telegraph, are city institutions that the 
 visitor should not neglect to see. One of the Steam 
 Engine Stations is one square East of Barnum's Hotel, 
 another ones quare West of the Eutaw House. The prin- 
 cipal office of the Fire and Police Alarm Telegraph is 
 on Holliday Street. 
 
 4. The Wixans' Steamship, known throughout the 
 country as ''the cigar ship,'' an account of its resem- 
 blance in form to a good Havana, is the curiosity of 
 Baltimore and should be seen by all. It lies at the 
 wharf of the Messrs. Winans' extensive Ship Yard on 
 Light Street extended, a ride to which will also exhibit 
 a pleasant part of the suburbs of Baltimore. 
 
 5. The Wharves, Shipping, &.q. The Wharves ex- 
 tend all along the Southern part of the city, from Light 
 street to Canton. The principal shipping lies at Fells' 
 Point, and may be conveniently reached by the City 
 Passenger Cars. From Fell's Point the trip may be ex- 
 tended, by Ferry boat, across to Locust Point, where the 
 coal wharves of the Baltimore and Ohio Railroad are 
 located. 
 
 G. Fort McHexry, at the extremity of Whetstone 
 Point, is the only fortification Baltimore possesses, and 
 is famous for the stout and successful resistance made 
 there to the attack of the British fleet during the war of 
 1812. A visit to this place may be conveniently made 
 in connection with the inspection of the Winans' steam- 
 ship. 
 
 7. Going beyond the city, the New Wa'ier Works 
 will agreeably occupy an afternoon trip. The great 
 lake, covering 150 acres of ground, and the massive dam 
 
32 
 
 across Jones' Falls, though both in an incompleted state, 
 are worth seeing. They may be reached by the cars of 
 the Northern Central Railroad, or by carriage via" the 
 Falls road, the route presenting some of the finest rural 
 scenery about Baltimore. 
 
 8. Miscellaneous. There are many other objects of 
 interest to which the attention of those determined to 
 thoroughly see Baltimore might be directed. A visit to 
 the Mount Clare depot of the Baltimore and Ohio Rail- 
 road, to the many and extensive manufacturing estab- 
 lishments which cluster around the city, an excursion 
 down the magnificent Chesapeake Bay, and a drive out 
 Charles Street Avenue, where of a fine afternoon Young 
 America exhibits itself and fast horse flesh, with other 
 points of attention might be suggested, but the hints we 
 have given may perhaps suffice. 
 
 THE BALTIMORE PRESS ON THE EDITORIAL 
 EXCURSION. 
 
 From the Baltimore Sun, of March 15, 1860. 
 
 THE CONTEMPLATED EDITORTAL EXCURSION. 
 
 It has already been announced in these columns that 
 the Baltimore and Ohio Railroad Company had determin- 
 ed to extend an invitation generally to the editors through- 
 out the West to pass over and examine their road, and visit 
 the cities of Baltimore and Washington. The affair will 
 culminate about the middle of April, or later, and the extent 
 and nature of the preparations in progress give assurance 
 that the idea of complimenting the fraternity in this way 
 will prove a great success. The arrangements do not 
 only contemplate an excursion upon the Baltimore and 
 Ohio Railroad, but through the influence of that company 
 it has been made to include all its numerous connecting 
 lines, river and railroad, throughout the vast regions 
 embraced in its ramifications. Thus, invitations to the 
 editors of the Galveston, (Texas,) and Leavenworth City, 
 (Kansas,) journals would bring the holders over the en- 
 tire route between their homes and the Federal Metro- 
 
33 
 
 polis. The numerous connecting lines of the Baltimore 
 and Ohio Railroad have united most cordially with that 
 line in extending this peculiar and comprehensive com- 
 pliment to the "fourth estate" of the Union. 
 
 The States whose editors will be embraced in the invi- 
 tations, are the folloAving: Northwestern Virginia, Ohio, 
 Indiana, Illinois, Southern Michigan, Wisconsin, Iowa, 
 Minnesota, Missouri, Kansas, Nebraska, Central and 
 AYestern Kentucky, and Tennessee, Western Alabama, 
 Mississippi, Louisiana, Texas and Arkansas. The entire 
 list of the editorial fraternity in this vast region, will, of 
 course, present a large number, but it can hardly be ex- 
 pected that more than one half of them — hard workers 
 as they are — can find it convenient to accept the invita- 
 tion. Even with this proportion, hewever, the attendance 
 will be very large, and the occasion will be one of much 
 interest to the cities of Baltimore and Washington, as 
 well as to the transportation lines who have united in it. 
 To that vast proportion of the editorial fraternity in the 
 West who may not have already inspected our great work 
 of internal improvement, the coming aifair ofiers an ad- 
 mirable opportunity to do this under the most favorable 
 auspices, and at the most pleasant season of the year. 
 It is understood that the invitation tickets will be good 
 for a month or more from about the middle of April. 
 This will permit the holders to visit Washington during 
 the session of Congress, while the general attraction 
 there is at its height. 
 
 Special trains will be provided at Wheeling and 
 Parkersburg, leaving those places in the morning, so as 
 to afford the best opportunity of viewing the engineering 
 and natural wonders of the mountain divisions of the 
 line by daylight, and after stopping over night at Cum- 
 berland, about midway between the Ohio river and Bal- 
 timore, proceed to this city or AVashington on the follow- 
 ing day. At Washington a most interesting compliment 
 is said to be in store for them, in the way of a visit to 
 Mount Vernon, provided by the enterprising proprietors 
 of the steamboat line, which has proven such an accom- 
 modation to the public in facilitating their inspection of 
 the home of Washington. 
 
 The company, which will number about three hundred 
 editors alone, will embrace some of the most notable 
 members of the profession. The cities of Cincinnati, 
 Chicago, Indianapolis, New Orleans, Vicksburg, Nash- 
 ville, and other towns of the West and Southwest will 
 send full delegations. 
 
34 
 
 The invitations are in the shape of circular letters, and 
 they will be forwarded in a few days to those for whom 
 they are intended. 
 
 I From tlie Baltimore American, March 29, I860.] 
 
 THE AVESTERN EDITORIAL EXCURSION TO 
 WASHINGTON AND BALTIMORE. 
 
 The arrangements for this extensive and liberal affair 
 are progressing under considerable enthusiasm and a 
 general appreciation expressed in advance of the occa- 
 sion. There is a peculiar fitness in this excursion, in view 
 of the fact that the Baltimore and Ohio is the only direct 
 railroad line that connects Washington city with the 
 AYestern States. Although this great road has been 
 working through from the Ohio river since 1853, it is only 
 within a few months past that it may be said to have be- 
 come fully completed. For a long time after its opening, 
 the temporary engineering structures and the rugged un- 
 finished tunnels formed serious obstacles to the prompt 
 and satisfactory working of trains, and gave more or less 
 alarm and dissatisfaction to the trayeller. Now, however, 
 that these difficulties are removed by a thorough and solid 
 arching of every tunnel, and by the erection of splendid 
 iron bridges and other massive and durable structures, 
 the road presents, in addition to its attractive scenery and 
 careful management, every inducement for a much ex- 
 tended travel between the East and West. As it has 
 been so fashionable in the far West and Southwest, — es- 
 pecially for interested agents of other lines — to discredit 
 the character of the Baltimore and Ohio road, it is hoped 
 that the visit of our editorial brethren from those regions 
 will, after their personal inspection, do something to- 
 "wards dissipating this feeling. 
 
 We have learned that some little embarrassment has 
 been felt by the railroad officers here in getting an en- 
 tirely reliable list of the newspapers in actual existence, 
 to enable them to give their invitations the liberal range 
 which the Company contemplates. With those published 
 in the large cities, this difficulty is of course compara- 
 tively slight, but in the rural districts of most of the 
 States there are no doubt many excellent "home" jour- 
 nals which even the proverbial industry of the Baltimore 
 and Ohio Company and its connecting railroad friends 
 
35 
 
 in the West may not succeed in discovering. But even 
 ■with this draAvback, we have learned that the list of in- 
 vitation now embraces the formidable array of some 
 twelve hundred or more veritable and actually existing 
 newspapers. In our sister State of Ohio alone, the number 
 is said to reach two hundred or more. As the time for 
 which the invitation tickets are valid has the range of 
 two months — from the 15th of April to the 15th of June 
 — it is probable that a large number of the Editors will 
 be able to visit Washington and enjoy a good look upon 
 the assembled wisdom of the country, and the many oth- 
 er attractions of that rapidly improving national centre. 
 
 As Baltimore comes in their way, we shall expect to 
 see a host of the fraternity here. They will be heartily 
 welcomed, and will, we are sure, find a great deal to in- 
 terest them in our Monumental City. We would suggest 
 to the railroad officers that each of these incoming Editors 
 be furnished in advance with a printed memorandum of 
 our notable objects, in order to facilitate them in under- 
 standing the manifold attractions which await them here 
 on a careful inspection. 
 
 To afford a better idea of the scope of this invitation, 
 we append the following extracts from an advance copy 
 of the circulars of invitation Avhich are now about to be 
 issued: 
 
 " Sir: — Recognizing the services which the Press of the 
 Western States has rendered in advancing the railway 
 interests of the countr^^ — and desiring to enable them to 
 judge, by personal inspection, of the advantages of this 
 route between the East and West, (which is the only 
 through line direct to Washington,) the Baltimore and 
 Ohio Railroad Company and its connecting lines in the 
 West, wish you to accept this invitation for yourself and 
 lady to visit the Capitol of the Union and the Home and 
 Tomb of Washington, (as well as the city of Baltimore,) 
 during the present session of Congress. 
 
 " You will observe that the privilege is good for the en- 
 tire route from to Washington City, (and Mount 
 
 A^ernon,) which is one of the Eastern termini of this 
 road. The names and termini of the connecting lines 
 West of us, by whose courtesy we are enabled in par, to 
 offer you this privilege, may be fwund on the next page 
 of this circular, and also on the back of the ticket en- 
 closed. 
 
 " It is proposed that, as far as possible, all who accept 
 our invitation shall travel over the Western portions of 
 the Baltimore and Ohio road by daylight, in order that 
 
36 
 
 they may more fully realize the grandeur of the country 
 through which it runs, as well as the success with which 
 extraordinary natural obstacles have been overcome in 
 building this solid highway through the passes of the 
 Alleganies/' 
 
 This circular also explains that a special train will 
 leave the Ohio river on Friday, May 4, for such of the 
 guests as can make it convenient to reach Wheeling at 
 that time, the Company requiring notice, in advance, from 
 them to that eflfect. The circular is signed by John W. 
 Garrett, President ; W. P. Smith, Master of Transpor- 
 tation ; L. M. Cole, General Ticket Agent : and E. F. 
 Fuller, General Western A2;ent, connected with the 
 through passenger business of the line. 
 
 On the back of the circular is the foUowino; agree- 
 ment : 
 
 January, 1860. 
 "The undersigned, on behalf of their respective Com- 
 panies, hereby agree'to join the Baltimore and Ohio Kail- 
 road Company in the tender to Western Editors of a Com- 
 plimentary Ticket to visit Washington city and Balti- 
 more, during the present session of Congress ; and the 
 circular of invitation issued for that Company for its own 
 line and connections, will be recognized over our lines, 
 according to the plan and the purposes expressed there- 
 in." 
 
 This is signed by Messrs. Jewitt, AVright, Orland, 
 Smith, Clement, Lord, Bowler, Newman, Morris, Peck, 
 Griswold, Sherlock, Durand, Gamble, Crothers, Arthur, 
 Lilly, Bradley, Gill, Bicker, Rice, Cruger, Williams, Jr., 
 Blakesley, Hayward, Stockwell, Jr., Barlow, Moulton, 
 McKissock, Macy, Brandt, Jr., Latimer, Nelson, Frost, 
 and Tate, representing nearly forty of the leading rail- 
 way connecting lines of the West and Southwest, and 
 also the popular mail line of steamers between Cincin- 
 nati, Louisville and Memphis. To all this is added the 
 signature of Joseph Bryan, President of the Washington 
 and Mount Vernon Steamboat Company, who has gener- 
 ously offered to take the etiitors to visit the tomb of 
 Washington while sojourning in the national metropolis. 
 NotAvithstanding the full list of important lines embraced 
 in the above enumeration, a note is appended to this 
 agreement to the following effect : 
 
 "Besides the foregoing, it is believed that several others 
 of our important connecting lines will cordially join in 
 this invitation and recognize the enclosed ticket. Owing 
 
37 
 
 to the difficulty of our conferring in person with the offi- 
 cers of some of the lines not embraced in this list, their 
 names were not obtained in time for our purpose.'^ 
 
 To those of our people who have not learned to appre- 
 ciate the vast extent of the railroad interest of the coun- 
 try, or of our own great line to the West, this programme 
 will afford some idea of the extensive ramifications of 
 the system, as it has now become developed. When a 
 few of our own citizens privately convened, but one 
 short generation ago, to inaugurate the Baltimore and 
 Ohio road, there was not a mile of railway in existence 
 anywhere in the world for general purposes. Now it is 
 estimated that in the United States alone there are some 
 twenty-five thousand miles of completed road in actual 
 use, costing the frightful sum of nearly ten hundred 
 million of dollars. 
 
 [From the Ealtimore Patriot, of April 11, ISm] 
 
 THE PRESS R'AILROAD EXCURSION. 
 
 Our exchanges from the west and southwest come to us 
 bearing evidence of a proper and lively appreciation of 
 the compliment tendered the fraternity by our own great 
 work of internal improvement — the Baltimore and Ohio 
 Railroad, and the principal and leading roads of the Avest 
 and southwest, in so generously affording them not only 
 the opportunity — but offering inducements for them to 
 commingle together in a spirit of fraternity at the capitol 
 of one Republic, and at the same time of visiting the 
 sacred spot where lies entombed the honored dust of the 
 immortal Washington, 
 
 We congratulate them upon this attestation of the high 
 estimate in which they are held by the direction of the 
 several roads who have joined in this novel affair of 
 bringing together some twelve to fifteen hundred of our 
 brethren of our quill, (including Mrs. Swisshelm,) from 
 a territory embracing more than one half of the entire 
 country. 
 
 This editorial excursion may, upon first thought, le 
 
 recognized as alone calculated to bring directly to the 
 
 atV'ntion of the people of the West and Southwest, 
 
 t;^ ough their ncAvspaper representatives, who will par- 
 
 icipatc therein, the magnitude and importance of that 
 
 4 
 
38 
 
 connecting link between our National Capitol and the 
 great AVest — the Baltimore and Ohio Railroad — but it is 
 capable of furthering other important ends, and we trust 
 the opportunity may be seized upon by our business men 
 for thereby promoting the interests of Baltimore, and 
 consequently their own. This can be done by their 
 taking such action as Avill induce our editorial brethren 
 who may join in this excursion to visit this city, and re- 
 main here a sufficient time to acquaint themselves with 
 her importance as a commercial mart, as also a manu- 
 facturing city ; while the best results would ensue from 
 their socially communicating with our people, and in- 
 specting those objects of nature and art and historical 
 interest with which Baltimore abounds. 
 
 From some of the notices wdiich have appeared in our 
 exchanges, we infer that the idea prevails wnth many 
 that it will be necessary that they should be in Wheel- 
 ing to take the especial excursion train there on the 4th 
 of May, but this idea is erroneous, as the tickets sent 
 out provide for a free transit over the several roads inclu- 
 ded, between the 15th of the present month and the 15th 
 of June next, so that persons receiving such tickets can 
 make the trip at leisure, and it would therefore, perhaps, 
 be more pleasant for them to make it in small parties 
 from their immediate localities, and make the general 
 rendevouz in AYashington from the first to the middle of 
 May — which, we believe, is now contemplated by a large 
 number of those who have received "the ticket." 
 
39 
 
 [From the New Orleans Picayune.] 
 
 BALTIMORE AND OHIO RAIL ROAD. 
 
 Ilhtory of the Worh — Interesting Reininiscences — Ex- 
 tent of the Road and its Branches — Value of the 
 StocJt' — Trij) over the Road — Scenery, (&c. 
 
 Special Correspondence of tlie Xew Orleans Picayune. 
 
 Baltimore, August 8, 1859. 
 
 During the latter part of last mouth I made a trip 
 over the Baltimore aud Ohio Railroad, from this city 
 to Wheeling and back. The season was peculiarly 
 pleasant and well suited for such a tour. Nature was 
 in her most luxuriant foliage, and I enjoyed the ad- 
 vantage of beholding, in all its sublime majesty, beau- 
 ty and grandeur, the variegated scenery for which 
 this route is so justly celebrated. 
 
 Before entering on a description of scenery, particu- 
 larizing incidents of my journey, as this was the first 
 great enterprise of its kind in our country, it may be 
 well to give you a brief history of its rise, progress, 
 &c. I trace the incipient movements which led to the 
 outworking of this mighty enterprise as far back as 
 the year 182G. At that period, the system of canals 
 which had materially progregsed in Pennsylvania and 
 New York, and was still progressing with much vigor, 
 seriously diverted a large portion of Western trade — 
 that of the Ohio and Mississippi valleys — previously 
 enjoyed by Baltimore, to the cities of Philadelphia 
 and New York. It became, in fact, apparent that, 
 without some extrordiuary effort, the lapse of a few 
 more years would find us wholly shorn of this invalu- 
 able source of commercial wealth. 
 
 The subject therefore became one of momeutuous 
 importance to the whole community. But the first to 
 agitate and give it serious thought were Philip E. 
 Thomas, Esq., an opulent Quaker merchant, and Geo. 
 Brown, son of the distinguished merchant, Alexander 
 Brown, and partner in the house of Alexander Brown 
 & Sons, at present Brown, Brothers & Co. Both these 
 
40 
 
 gentlemen are still living. * A meeting of our mer- 
 chants and leading men subsequently assembled to con- 
 sider the matter. An able report was read and adopted, 
 recommending "the building of a railway to connect 
 the waters of the Ohio and those of the Chesapeake." 
 A committee of twenty-five prominent men was also 
 appointed to liiy the subject before the Legislature. 
 This was successful, and an act of incorporation was 
 obtained. Of this committee there now survive but 
 four, viz : Thomas Ellicott, Philip E. Thomas, nearly 
 ninety years old, Gren. B. C. Howard, and John B. 
 Morris, Esq. Hon. John Y. L. McMahon, who still 
 ranks high on the list of our legal profession, also ren- 
 dered great service in this great work. 
 
 The construction of the road was commenced on the 
 4th of July — an auspicious day — in the year of our 
 Lord 1828. This was signalized by one of the most 
 imposing processions, military and civic, ever seen in 
 Baltimore. It was a truly magnificent spectacle. All 
 business was suspended, and every eye turned to gaze 
 upon the scene. I remember it distinctly, though but 
 a small boy at the time. The first stone was laid by 
 the venerable Charles Carroll, of Carrollton, then over 
 ninety years of age. This was done on the south- 
 western line of the city. It was, and still is, a mem- 
 orable spot. After the venerated Carroll had gone 
 through with his ceremony of formally commencing 
 the work in presence of a vast multitude — laying the 
 first stone — addressing himself to his friends, he made 
 use of these memorable words : "T consider this among 
 the most important acts of my life, second only to my 
 signing the Declaration of Independence, if, even, it be 
 second to that." Mr. Carroll continued a firm, unwa- 
 vering friend of this road to the close of his life, and 
 had the pleasure of seeing it in operation, I believe, 
 as far as Cumberland, Md., and of riding thereon. He 
 also saw the same enterprising spirit caught up by 
 others, and different roads of a similar character put 
 into practical working. 
 
 *Mr. Brown lias died since tliis was publisliod. 
 
41 
 
 On the Ttli day of July, three clays after laying the 
 corner stone, the definite location of the road^vas com- 
 menced. The enterprise progressed slowly, encounter- 
 ing difficulties naturally resulting from the want of a 
 president, and, most of all, experience, until May 22, 
 1830, when the first section of the road^ from Balti- 
 more to Ellicott's Mills, a distance of some twelve miles, 
 was put into operation. The cars ran daily, and thou- 
 sands were induced to ride on them from curiosity. 
 This, therefore, was the first railroad in our country, 
 and almost in the world, that was put into practical 
 use for the conveyance of passengers, demonstrating 
 satisfiictorily the utility and feasibility of such a mode 
 of conveyance. Persons came from distant parts of 
 the country merely to enjoy the privilege of a ride. 
 Among these strangers were Baron Krudener, Envoy 
 from the Emperor of Russia, and his suite, who made 
 an excursion on the sailins: car, managins: the sail him- 
 self. Returning to his sovereign, he narrated the par- 
 ticulars of his trip, adventures, &c.; spoke of the en- 
 tire practicability of railwa}^ conveyance, as demon- 
 strated by his brief acquaintance with this route, and 
 so favorably impressed the Emperor as to cause him to 
 entertain the project of constructing railways in Russia. 
 Soon after, His Majesty sent to this country to secure 
 the services of Thomas Winans, Esq., son of Ross 
 Winans, merchant of this city ; and hence the contract 
 with Mr. T. Winans, by which he has become a mil- 
 lionare, to equip and work the great Moscow and St. 
 Petersburg Railway. Thus, you will perceive that 
 America, and the Baltimore and Ohio Railroad, are 
 entitled to the praise of having induced nations of the 
 Old World to emulate their example in outworking en- 
 terprises of internal improvement^ which have no par- 
 allel in point of gigantic results. 
 
 As the Baltimore and Ohio Railroad is now com- 
 pleted, and stands prominent among the great works of 
 our country — may we not say of the world ? — it may 
 prove interesting to give a brief outline of some of its 
 most prominent features. In the first place it involves 
 a capital stock of nearly, or quite thirty-two millions 
 4- 
 
42 
 
 of dollars ! This, however, might have been materially 
 reduced had it not been an experimental work. The 
 length of the main line of road between Baltimore and 
 Wheeling is 379 miles ; that of the Washington branch 
 30 miles ; branch from Mount Clare junction to Lo- 
 cust Point shipping stations 3 miles ; Monocacy branch 
 to Frederick 3 miles ; Northwestern Virginia road, 
 from Grafton on the Main Stem (279 miles from Bal- 
 timore) to Parkersburg, on the Ohio river, 104 
 miles. Total length of first branch 519 miles. — 
 Length of second track (including 196 miles sidelings) 
 on the main stem, 212 miles. Total present length of 
 the road owned and worked by the Baltimore and Ohio 
 Railroad Company, 745 miles. To this may be added 
 the following local tributaries : Winchester and Poto- 
 mac railway from Harper's Ferry to Winchester, Ya., 
 32 miles ', also the several roads traversing the coal re- 
 gions 45 miles. Making a total of 822 miles. The 
 heaviest permanent grade per mile is 116 feet; the 
 heaviest temporary grade, worked with a locomotive, 
 520 feet per mile; longest continuous grade from 
 Piedmont to Altamont, 17 miles; greatest altitude of 
 the road above tide water 2620 feet; weight of rail 
 per lineal yard on main and second track, 55 to 85 
 jDOunds; number of locomotive engine houses and 
 shops, 57 ; aggregate number of stalls for locomotives, 
 230 ; number of machinery and car repairing stations, 
 12 ; repair shops, 33 ; water stations on the main stem, 
 79 ; on the Wasshington branch, 4 ; and Northwestern 
 Virginia Road, 15 ; telegraph stations, 30, and two 
 lines of wires ; number of tunnels between Baltimore 
 and Wheeling, 14; total length of tunneling, 12,694 
 feet ; number of bridges between Baltimore and Wheel- 
 ing, 186; total length of bridging, 15,088 feet. 
 Freight in 1857, 895,401 tons. The number of offi- 
 cers and employees now engaged on this road is about 
 4900 persons. 
 
 I might present your rexiders with numerous other 
 detailed statistics, which would prove interesting, and 
 perhaps useful, especially to persons engaged in rail- 
 road matters, but these must suffice. 
 
43 
 
 For a long series of years, in consequence of so ex- 
 traordinary an outlay to build it, the road did not pay 
 any dividend or make any return whatever to the stock- 
 holders. The par value of the stock is one hundred 
 dollars per share. It now commands about $56. I 
 recollect many years ago, when it could be had at $28 
 to $80. W^hen the road was first opened through to 
 Wheeling, it rose for a day or two to $98@$100, but 
 afterwards gradually fell back to $65@$70 and $80. 
 Since then there have been various fluctuations, as cir- 
 cumstances occurred to depress or elevate the stock. 
 It is now substantially worth more than $56, the cur- 
 rent rate, as regular semi-annual dividends of 3 per 
 cent, are declared. My own impression is, that the 
 time is coming when, under the admirable manage- 
 ment of Mr. Grarrett, its President, the stock of this 
 company must assume a much more stable basis, and 
 reach a decidedly higher point. There is no reason 
 why such should not be the case. "^^ 
 
 The annual gross income of the road, in good times, 
 when business throughout our country was flourishing, 
 has been nearly or quite five millions of dollars. It is 
 now about three and a half to four millions, with hope- 
 ful prospects of a steady increase. The pressure of 
 1857 and '58 operated adversely to this as to all other 
 railways, and caused the necessity of a rigid econoni}', 
 which is still being observed with a salutary efiect. A 
 year or two hence, with trade increasing, as it prom- 
 ises to do, and the vast resources, necessarily tributary 
 to this gigantic work, both in passenger travel and 
 freight, its friends sanguinely — and I think justly — 
 look forward in anticipation of a most healthful and 
 satisfactory issue. It is, and ever must be the only 
 economical, expeditious and most commanding route 
 or channel between the North and West. As the laws 
 of trade are immutable, accommodating themselves to 
 cheapness, economy, expedition and convenience, and 
 this work meets all these prerequisites, defiant of com- 
 petition, the period must come when it will command 
 
 '■'The Stock now (April, 1850,) stcadil3' ranges above §70 per share. 
 
44 
 
 business commensurate with whatever capacity there 
 may exist to meet existing wants. 
 
 When we contemphite the tributaries of this road, 
 connectino' as it does with the Central Ohio and the 
 waters of the Ohio river, thus inviting trade and trav- 
 el, and freight, from those mighty regions of the West; 
 intersecting in like manner the waters of the Chesa- 
 peake on the seaboard, and an unbroken chain of 
 railway penetrating every section of the North and 
 East, as also the Northwest — passing itself, too, thro' 
 a country rich in agriculture, and exhaustless in min- 
 eral wealth, forming, as it were, the great central ave- 
 nue between the East and the West, it is impossible 
 to reach any other conclusion than that its destiny is 
 upward and onward. By means of the Ohio and Mis- 
 sissipi Railway, it forms an unbroken and almost bee 
 line to St. Louis, reducing travel to the short space of 
 forty-eight hours between our Monumental Metropolis 
 and that point. Thus we have opened to us the great 
 valley of the Mississippi, as have its inhabitants our 
 vast seaboard and all its facilities. Who need pause 
 for a moment to behold the maonitude of such a 
 work ? 
 
 I have now given you, briefly as possible, a tolerably 
 intelligible outline of the commencement, progress and 
 present condition of this gigantic enterprise, which, of 
 its kind, stands unrivaled in our country, and is se- 
 cond only to the New York Central in magnitude and 
 importance. I may, therefore, be excused for digress- 
 ing somewhat, to describe, more particularly, my re- 
 cent journey to Wheeling and back, noticing scenery, 
 &c., for which the route is distinguished above all 
 others in the United States — may I not with propriety 
 say, in this or any other country ? It is, in fact, a 
 complete panorama of wildness, beauty, and sublime 
 grandeur. Scarcely a point where the eye is not 
 charmed, and the powers of admiration held spell- 
 bound, at beholding art and nature blended in all 
 their imposing aspects. 
 
 Accompanied by a friend, I left Baltimore, com- 
 fortably seated in an excellent car^ about half-past 
 
45 
 
 seven o'clock in the morning. Our conductor, J. T. 
 Steele, Esq., was especially polite and attentive. He 
 spared no pains to render our ride pleasant, and was 
 particularly attentive in aiFording us, from time to 
 time, information concerning' the country we passed 
 through. Mr. Steele goes upon the principle of total 
 abstinence, whilst in the discharge of his duty. He 
 touches not, tastes not, handles not the intoxicating 
 draught, alleging as a reason the necessity for a con- 
 ductor, upon whom rests so much responsibility, and 
 so many lives, keeping a clear head, steady hand and 
 stout nerve. Once giving way to temptation, might 
 beget a second dereliction ; that a third, ending, per- 
 chance, in some dread calamity. The safest plan, 
 therefore, he thought, was to be on the safe side, and 
 drink nothing but pure water, Mr. Glarrett, I am 
 told, rigidly exacts sobriety from all his subordinates, 
 and the result is good management, with a remarkable 
 freedom from accidents of every kind. Mr. Steele 
 told me he had been running over four years on the 
 road, and never had a mishap, very seldom being, 
 even out of time. Sobriety among railroad employees, 
 conductors especially, is a matter of infinite moment, 
 not only in securing the confidence of the traveling pub- 
 lic, but in carrying out all appointments necessary to the 
 success of such works. It should be a sine qua non 
 with all managers of institutions like these to take into 
 their employ none but men of sober habits. 
 
 The general aspect of this route from Baltimore to 
 Wheeling, on the Ohio river, crossing the xllleghanies, 
 has heretofore been so graphically and minutely de- 
 scribed, that any particular description by me, if even 
 accurate, would prove too elaborate, and at best, fall 
 short of what my friend Brantz Mayer, Esq., has al- 
 ready written, to say nothing of Willis and other pol- 
 ished writers. To travelers fond of natural scenery in 
 all its wildest sublimity and beauty, there is, perhaps, 
 no other railway route in our country, nor indeed in 
 any part of the world, so full of attractions. Scenery 
 of every character presents itself, from the variegated 
 landscape to the rugged mountain cliff". From Balti- 
 
46 
 
 more to Frederick, a distance of some forty-eiglit miles 
 we have a rich, fertile country, in many parts beauti- 
 fully cultivated. Along the Patapsco river there are 
 some bold declivities and picturesque valleys. In the 
 vicinity of Ellicotts Mills are numerous cotton factor- 
 ies in active operation, which consume annually about 
 forty thousand bales of your Southern staple, affording 
 employment to a large number of operatives. Besides 
 these are several iron establishments, all of which give 
 to the place a thriving, industrial aspect. Harper's 
 Ferry, distinguished for its national armory, is the next 
 prominent point of attraction. Here the rivers Shen- 
 andoah and Potomac meet and mingle their waters, 
 passing off through that stupendous gorge of the Blue 
 Ridge, to unite with old ocean. The scenery is sub- 
 limely grand, and as Mr. Jefferson once said, worth a 
 visit across the iVtlantic to behold. Above rise moun- 
 tains, bathing their bold summits in the clouds, upon 
 whose rock ribbed pinnacles may be seen nestling ea- 
 gles flapping their unfettered pinions in freedom's sun- 
 lit ether. Beneath is the chasm, cut through an awful 
 barrier, which yawns and frowns in stern defiance, as 
 the mad waters leap in cascade, foam and spray, pass- 
 ing headlong in wild triumph, seeking their all absorb- 
 ing kindred element. Jefferson was right in his esti- 
 mation of this scene. 
 
 Passing from Harper's Ferry, we are borne along 
 the Potomac through the ravines, vales and widened 
 plains, with here and there a mountain barrier, offer- 
 ing at intervals exquisite distant views. An object 
 en route, noted for its historical antiquity and revolu- 
 tionary reminiscences, is old Fort Frederick, near the 
 town of Hancock. This was built under the direction 
 of Gen. Washington, and was then on the frontier set- 
 tlement. We sped onward, and after an agreeable 
 ride found "ourselves in Cumberland, a town of some 
 ten thousand inhabitants, located in a small basin or 
 valley, at the base or commencement of the Alleghany 
 range of mountains. This place is rendered thriving 
 and active from the vast coal trade it commands. Leav- 
 ing Cumberland, our course was through deep gorges 
 
47 
 
 and valleys, penetrating at every turn farther into tlie 
 mountains, reaching Piedmont, a station at the base of 
 the first prominent mountain. Thence we ascended to 
 Altamont, a distance of eighteen miles, covering a 
 grade of 116 feet to the mile. Notwithstanding the 
 heavy ascent, our steam horse seemed to accomplish 
 it with a heavy train, well filled with passengers, with 
 remarkable ease and rapidity. Altamont is over 2600 
 feet above the sea's level. The scenery here was fear- 
 fully wild, exquisitely beautiful and awfully grand. 
 Passing thence, with gorgeous valleys opening here 
 and there to view, and distant mountain peaks anon 
 rising up, as if to kiss the blue heavens and battle with 
 the storms, upon whose summits may be seen light- 
 ning-riven oaks and overhanging crags, threatening to 
 topple and crush all beneath, we reach the town of 
 Oakland, an elevated point on the flats or glades above. 
 AVe left at mid-day in the valley below, a hot atmos- 
 phere, thermometer at 90 degrees, and on ascending to 
 Oakland found it charmingly cool, at a temperature of 
 about fifty-five. Fires were not uncomfortable, and 
 over-coats acceptable. Many persons from Baltimore 
 and other cities resort to this place in summer to spend 
 a few weeks. It is remarkably healthful and fascina- 
 tingly pleasant. Mountaineers, who spend their lives 
 in this region, I am informed, live to a wonderful old 
 age, when they finally dry up and are transplanted 
 into invisibility by wintry blasts. 
 
 Having bid adieu to the cool shades of Oakland, we 
 made our way across what are termed the glades — con- 
 stituting some twenty miles of table land on the top of 
 the mountain. At this point the sun seemed to go 
 down, bathing his Orient beams in the crimson West, 
 seemingly afiir oif, whilst mountain rose upon moun- 
 tain in the dim distance, forming Nature's sublimest 
 panorama. Now it was a soft golden halo, then a 
 deeper safi"ron hue, merging into purple, fringed with 
 burning sapphire, until the last faint wave of depart- 
 ing twilight flickered out and kissed good night to the 
 kindling stars. He who beholds such a scene and is 
 blessed with capacity for its full enjoyment may, in 
 his inmost heart, benevolently thank God that he was 
 
48 
 
 permitted the privilege of thus realizing the majestic 
 display of an Almighty Architect. 
 
 The boldest, wildest, and most imposing portion of 
 the entire route — that which strikes the beholder most 
 forcibly — lies along the Cheat river, soon after leavinrg- 
 Oakland. Here two immense mountains rise on either 
 side, almost perpendicularly, to an immense altitude, 
 whilst the railroad winds its way along one of them, 
 gradually ascending until the summit is reached. Be- 
 neath, many hundreds of feet, in a deep, dark gorge 
 or ravine, whilst the train of cars appears almost to 
 overhang the yawning chasm, sleep the turgid waters, 
 now placid, and anon foaming in wild fury among 
 rocks and crags. Looking down into this awful depth 
 the head becomes giddy and finds rehef only in turn- 
 ing upward to behold a more imposing and captivating- 
 spectacle of wild beauty, displayed in opening valley 
 and bold declivities. If Mr. Jefferson had beheld this 
 view he would, in my humble judgment, have given it 
 precedence over that of Harper's Ferry. There is fine 
 trout fishing in Cheat river, and many gentlemen re- 
 sort there for the enjoyment of that sport during the 
 summer. The trestlework and bridging of the railroad 
 track in this vicinity, is said to exhibit engineering 
 and architectural skill beyond anything elsewhere seen 
 in the United States. The cars run over ravines and 
 streams upon trestling from two hundred and twenty to 
 two hundred and seventy feet high. It is frightful to 
 look down whilst crossing, but perfectly secure and 
 safe. 
 
 Journeying onward, new views and scenes of deep 
 interest attract the traveller at every point, increasing, 
 if possible, in interest. The train of cars wind through 
 variegated valleys, penetrates mountains by means of 
 deep cuts hewn out of the solid rock, and huge tun- 
 nels, still rushing forward, with winding rivers and 
 rippling streams, here and there making their way far 
 down into the valleys. Of the many immense tunnels 
 for which this work is celebrated, may be noted the 
 great Kingwood tunnel, 4100 feet in length. It is a 
 stupendous achievement of art. About 200,000 cubic 
 yards of earth and rock were removed in originally 
 
49 
 
 building and completing this subterranean passage, 
 which cost nearly or quite one million of dollars, in its 
 present finished and perfect condition. 
 
 After passing this point there is nothing especially 
 striking, except the wild, sublime, beautiful scenery, 
 such as already alluded to, until the Ohio river is 
 reached, some four miles below Wheeling, where pas- 
 sengers cross in a boat and take passage on the Central 
 Ohio Road, which runs from Cincinnati in a direct 
 line and terminates on the opposite shore. The entire 
 route, however, is fraught with intense interest to ad- 
 mirers of nature, as also those who rejoice at behold- 
 ing wonderful triumphs of art. I would therefore ad-^ 
 vise all who can, to make at least one trip over this 
 road. It will amply repay them. 
 
 Anxious to return from the Wheeling metropolis 
 speedily as possible, I took passage in a delightful 
 sleeping car, at 8 o'clock the next evening, with the 
 same conductor, Mr. Steele, to whose kind attentions I 
 was much indebted, and falling into the velvet arms 
 of Somnus, travelled the Alleghanies in dreamy de- 
 light, careless of danger and happy to get home. 
 
 I could not but admire the wonderful accuracy of 
 time made on this road. Ours was the mail or '• way " 
 train. We made an average speed of twenty-two miles 
 to the hour, and were scarcely a minute out of the way 
 in r^ching each station. The track is built in a sub- 
 stantial manner ; cars run with perfect safety, rugged 
 as the route may appear. But one accident of any mo- 
 ment has happened on the road since it was opened, 
 seven years ago, and that from au unforeseen, unavoid- 
 able circumstance. 
 
 Much credit is due to W. P. Smith, Transportation 
 Superintendent, and the other chief officers, for their 
 careful attention and management. No men are more 
 thoroughly acquainted with the practical working of 
 railroads. Mr. Garrett, the President, also gives it his 
 undivided personal attention, and is destined to give 
 this great work a renewed impetus which cannot fail 
 of complete success. He is a gentleman of enlarged 
 views, great financial abilities, extraordinary energy, 
 combined with a high order of talent. J. w. 
 
 5 
 
50 
 
 [Special Correspondence of the Louisville Courier.] 
 
 LETTER FROM BALTIMORE. 
 
 Route Hither — A Night's Rest for the Weari/ Travel- 
 er — The Baltimore and Ohio Railroad — Mountain 
 Sceneri/ — A Run np to Washington — Baltiinore, its 
 Beautify its Business, and its Bivalves — A Southern 
 City Running Astray. 
 
 Baltimore, April — , 18G0. 
 Editors Louisville Courier: 
 
 With the admirable arraugements of the Baltimore 
 and Ohio Railroad for the transportation of freights 
 eastward and westward over the mountains, under the 
 j^resent most efficient management of that stupen- 
 dous work, nothing could seem more reasonable 
 than the success of a line of steamers between Wheel- 
 ing and Louisville, to form a cheap, direct, and cer- 
 tain connection between the great shipping facilities 
 established at the former city, and also at Parkersburg, 
 and the land and water commercial channels now so- 
 rapidly concentrating upon the wharves of your city. 
 And when the enterprise and energy that have made 
 the "Louisville and Cincinnati Mail Line" so sucoess- 
 ful an experiment, and so popular an "institution" as 
 it has become in the great and ever moving Republic 
 of Travelers, or enterprise and energy like unto that, 
 undertake to establish such a commercial line, it will 
 be found to be a most unquestionable success. 
 
 I have spent part of a day examining the work- 
 shops, car houses, and rolling stock of the Baltimore 
 and Ohio railroad, and I am prepared to say, enormous 
 as are the agricultural products of our great Inland 
 A^alley, and incessant as is the demand made upon them 
 for Eastern consumption and foreign shipment, that 
 this gigantic iron thoroughfare is sufficient for all the 
 drafts that can be made upon it for years to come. The 
 Company not only has a most magnificent depot and 
 
51 
 
 contiguous ground in almost the very heart of Bahi- 
 more, but for its workshoj^s, car houses, and idle rolling 
 stock, it occupies no less than eleven acres of land, 
 about a mile distant, upon which it is prepared to sup- 
 ply all that is new, strong, certain and safe, for the 
 uses of eastern and western travel, and the conveyance 
 of merchandize, light or heavy, between the two sec- 
 tions of country. Your readers in the live stock region 
 of Kentucky and the AVest, in particular, will be 
 pleased that new and altogether improved cattle cars 
 have recently been built at the works of the Company 
 in this city, which are now being put upon the road. 
 While affording the completest ventilation, these cars 
 are so constructed as to shield the animals upon them 
 alike from the heat of the midday sun and the peltings 
 of the pitiless storm. 
 
 The claims of this road upon the good graces of 
 Western and Southwestern travelers are equal to those 
 which it it possesses to the business of shippers. I 
 have passed over its entire length twice recently, and 
 can truly say that I never taveled a long distance with 
 more ease and comfort. The speed is good, the cars 
 are as comfortable as cars can be made, and the pro- 
 vision for '' creature comforts" at the eating houses, 
 as well as the time allowed to partake of them, are 
 equalled by the similar arrangements upon but few 
 roads with which I am acquainted, and surpassed upon 
 none that I have ever traveled by. And when to all 
 this is added the grand mountain scenery brought to 
 the view of the traveler, with rapid succession of ob- 
 jects it is true, but still with great distinctness, es- 
 pecially of picturesque outline, it is quite impossible 
 that this route should be otherwise than the first 
 choice of persons passing between the East and the 
 West, bent upon either business or pleasure. 
 
 The route which I have traveled with most pleasure 
 myself, is from Louisville to Cincinnati by the regular 
 steamers of the mail line, from Cincinnati to Columbus 
 by the Little Miami railroad and its Xenia connection, 
 and from Columbus to Belair (opposite the Wheeling 
 terminus of the B. & 0. R B.,) by the Ohio Central 
 
52 
 
 road ; and this route I would recommend to others- 
 most especially to all persons from the South or South- 
 West, reaching Louisville by the Nashville Railroad, 
 as it gives them a day's rest and a night's sleep on the 
 boats of the Louisville and Cincinnati Mail Line — 
 truly ^' floating palaces," with all the good cheer and 
 clear comforts of the best hotels. Li addition to which, 
 the morning after leaving Louisville, two or three 
 hours are allowed before the Eastern cars start out 
 from Cincinnati for a walk or a ride about your am- 
 bitious and certainly most beautiful up-river neighbor, 
 the '-Queen City." 
 
 If this continent contains a more beautiful city than 
 Baltimore, I have not seen it. And it is my deliberate 
 opinion that crinoline has more charms in just this lo- 
 cality, than in any other with which I am acquainted — 
 with one solitary exception, which I have too much 
 Kentucky modesty to name. AVhether the beauty of 
 the Baltimore ladies is a hereditary endowment, in the 
 main, or is chiefly dependant upon the pure and up- 
 lifting atmosphere of the Chesapeake Bay, or derives 
 its unquestionable qualities in part from each of these 
 and in part from the delicious bivalves of the picturesque 
 inlets of the broad expanse of waters visible from 
 nearly all parts of the city, I cannot say ; but I record 
 the fact of its existence, as a simple act of justice, and 
 if any city feels aggrieved, and chooses to dispute the 
 saying, I shall consider myself under obligations to 
 'Vindicate the truth of history," and will stand by the 
 Baltimore ladies to the last. 
 
 The business energies of this city are among the 
 wonders of the day and of the section of the Union in 
 which it is situated. If the cities of the South gener- 
 ally, would follow the example of Baltimore in emulat- 
 ing the manufacturing and commercial spirit of the 
 North, there would be fewer and slighter contrasts 
 than, unfortunately, there now are between the two 
 sections, and we should have much less complaint from 
 the overshadowed and the left-behind than we now do, 
 and witness fewer manifestations of jealousy and dis- 
 
53 
 
 content. It is a great city — the only really great city 
 of which the South can boast. 
 
 Among the ill-judged flings at Northern skill and 
 enterprise, which we so frequently hear among South- 
 ern men and see in Southern newspapers, are those 
 aimed at small manufactures and other ventures, un- 
 der such phrases as "wooden clocks," "Yankee no- 
 tions," &c. If those who make these things would 
 imitate the activity at which they sneer, the South 
 would have more Baltimores, the North fewer Lowells 
 and Cincinnatis, and the Union a juster distribution of 
 wealth, intelligence, and contentment. 
 
 These thoughts are very forcibly impressed upon my 
 mind just now, by examining a statement of the trade 
 and commerce of Baltimore for the year 1859. This 
 statement is full of interesting and gratifying facts, all 
 going to show the activity and energies of the Balti- 
 more people. But, alas ! it reads like a Northern and 
 not a Southern report, and even condescends to par- 
 ticularize, among the elements of wealth and greatness 
 of the city, enterprises akin to the " wooden clocks " 
 and " Yankee notions" of New England. Only think 
 of the following paragraph, as constituting part of a 
 grave annual statement of the trade and commerce of 
 a proud Southern city ! The South condescending to 
 pick tomatoes and strawberries for the West, and going 
 to the trouble of packing them in tin cans ! Won't 
 the pride of rice kegs and cotton bales rise at this : 
 
 " In close connection with the Oyster business, we 
 must not omit to mention that the preservation of Fruit 
 forms an important item of trade, as we shall present!}^ 
 show. The perfection which, in our climate, is at- 
 tained by peaches, strawberries, tomatoes, &c., besides 
 their cheapness and abundance, renders these fruits 
 peculiarly adapted to preservation, and large quanti- 
 ties are therefore exported every season. An expe- 
 rienced house eng-as'ed in the trade has made an esti- 
 mate of the business of last season, from which we 
 learn that 375,000 cans of peaches, 150,000 cans of 
 tomatoes, 100,000 cans of green corn, 60,000 cans of 
 
 5* 
 
54 
 
 peas, besides 175,000 cans apples, strawberries and 
 other fruits, were packed the last season. These, at 
 25 cts. per can average, amount in Aalue to $215,000." 
 
 The- "oyster business" alluded to in this extract, 
 smacks also of the '• Yankee notion." Southern Bal- 
 timore dredging and packing bivalves for Western Cin- 
 cinnati, Louisville and St. Louis ! Tell it not in Gath 
 or Charleston : publish it not in the streets of Askelon 
 or Richmond. It appears from the annual statement 
 to which I have referred, that this business gives em- 
 ployment to an average of no less than 2,500 men, 
 and produces annually four and a half millions of dol- 
 lars ! A thousand vessels are engaged in it, and it 
 forms a large item of the westward freighting business 
 of the Baltimore and Ohio Railroad. Here are a few 
 more facts, gleaned from the report : 
 
 The quantity of tin plate used for this especial busi- 
 ness is no inconsiderable item. It is supposed that the 
 value of tin plate and solder annually consumed is not 
 less than $250,000. The number of tinners employed 
 in the manufacture of cans is over three hundred, and 
 one factory alone, in w^hich machinery is extensively 
 employed, made this year one million of tin cans. 
 About 1,000,000 feet of lumber are consumed in the 
 manufacture of boxes for packing the cans, to make 
 which two hundred carpenters are employed. Exclu- 
 sive of the value of the vessels, buildings, &c., the 
 capital invested in the business is about $1,000,000. 
 
 Value of trade in packed oysters . . . $3,500,000 
 Do. Oysters consumed in city and vi- 
 cinity 1,000,000 
 
 Do. Preserved Fruits 215,000 
 
 Total $4,715,000 
 
 That is a pretty big " Yankee notion," — almost as 
 big as a bale of cotton, — but Baltimore goes in also 
 for others. She is even so vulgar as to manufacture 
 soap and candles — villainous tallow candles, at that — 
 and sells knives and forks, hats and shoes, pots and 
 
55 
 
 kettles, crockery and glassware, and " ready-made clo- 
 thing I " There is, manifestly, no hope for Baltimore. 
 So concluding. I ran up to "Washington the other 
 day, to look in upon the glory and grandeur of the 
 Federal Capital. The " city of magnificent distances " 
 has improved much since I last saw it — but I must 
 avail myself of some other occasion to speak of its new- 
 horn s'races. Yours, kc. W. J). CI. 
 
 THE EXTENT AND IMPORTANCE OF THE BAL- 
 TIMORE & OHIO RAILROAD. 
 
 KX TRACT FROM A SPEECH DELIVERED BY THE HOX. REYERDY JOHNSON BEFORE 
 THE CIRCUIT COURT, AT BALTIMORE, UPOX 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 not 
 know the procuress in wealth and prosperity which is be- 
 fore the people of the United States, the result of fortu- 
 nate climates, free institutions, and rich and fertile soils, 
 of an ingenious and industrious people, of mineral re- 
 sources 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 in- 
 stance, some statements going to show the extent and im- 
 portance of this Road and its connections have been 
 placed in ray 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 instru- 
 mentality 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 manao;e, 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 
 
56 
 
 the City Council of Baltimore, or around the table of 
 some stock-jobbing speculators. Your Honor will there- 
 fore 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, 
 iind the length of its branch road to Washington is 31 
 miles. Its local branches and its tributaries, connecting 
 it with Frederick, Md., AVinchester, Ya., the Coal Mines 
 of the Cumberland region, and other coal mines, and the 
 Parkersburg branch, just added, give it some 175 miles 
 more, making an aggregate of 586 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 aggregate 
 of 691 miles, belonging, or exclusively tributary, to the 
 Baltimore & Ohio R. R. Co. But this is only the begin- 
 ning. May it please your Honor, what are the connec- 
 tions 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 Min- 
 nesota Territory ; West, to St. Joseph's and Fort Leaven- 
 worth, on the confines of Kansas ; and Southwest, to 
 New Orleans. And its lateral ramifications, may it please 
 your Honor, during these immense routes, are innumera- 
 ble. 
 
 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 96 miles in length. That car- 
 ries 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 Portland. These are all now in operation, 
 and contribute to this road, making in the aggregate 
 600 miles. Beside 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 Navigation, we have thousands of 
 miles of substantial business connections. 
 
 On the South, we connect with the Potomac River, 
 Richmond, Fredericksburg, and Potomac, the Orange 
 and Alexandria, the Manassas Gap, the Virginia Central 
 Railroad, uniting Baltimore and the West through Balti- 
 more with Richmond, Staunton, and all the intermediate 
 
57 
 
 portions of Virginia ; beyond Richmond, the Richmond 
 and Petersburg, Roanoke and WeMon, 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 por- 
 tion 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 Wheel- 
 ing, the Road unites Avith the Central Ohio Railroad, 
 running through the heart of Ohio to Columbus, 157 
 miles. At Zanesville, 78 miles from Benwood, upon this 
 line, the Wilmington Road connects it with Cincinnati, 
 167 miles. 
 
 At Newark, 108 miles from BenAvood, the Sandusky 
 and Mansfield Railroad diverges to Sandusky on Lake 
 Erie, distant 112 miles. At Columbus, the Central Ohio 
 Road unites Avith the Cleveland and Columbus Railroad, 
 138 miles to Cleveland, and at Columbus it also unites 
 with the Little Miami Railroad to Cincinnati, 119 miles. 
 At Parkersburg, the last completed terminus of the Bal- 
 timore 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 Avith all the great West and SouthAvest, 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 AA^hich is perhaps this day being- 
 laid — will carry the xiir Line connection to the city of 
 Saint Louis, 335 miles distant, where, again, the rapidly 
 extending Pacific Railroad still further unites Jefierson 
 City, the capital of Missouri, 125 miles further west, 
 with Baltimore, and its eastern and southern connections. 
 The A'arious lines that radiate from and concentrate busi- 
 ness upon these trunk lines between Baltimore and Mis- 
 souri, 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 aggre- 
 gate, form a system of nearly 8,000 miles of railroad, 
 and tributary to the Baltimore and Ohio Road. 
 
 Need I ask yon, may it please your Honor, is it not as 
 certain as the revolution of the seasons, that a road of 
 
58 
 
 that description has not reached in its present prosperity, 
 the limit of which it is capable ? It is evident, mani- 
 festly 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 ren- 
 dered us able to bear taxation which, years ago, we could 
 not have borne — which is destined in a few years, com- 
 paratively speaking, in the age of a city, to make Balti- 
 more 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 
 w^ork is but in its infancy. It has just started in its 
 progress of perpetual manhood, which is to know no 
 decay. Its charter is permanent, it looks to all time — 
 provided, in the Providence of God, these institutions of 
 ours — the freest with which He ever blessed humanity — 
 are sufiered to remain, with an ability to withstand all 
 the arts of the demagogue and the fanatic ! 
 
 WINTER SCENES ON THE BALTIMORE AND OHIO RAILROAD. 
 
 The following paragraphs, Avhich appeared under the 
 iibove caption in the Baltimore Sun, on the 29th of Jan- 
 uary, 1856, 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 embargo 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, &c., have never before been 
 visited with a serious snow storm since that great work 
 was opened to the Ohio river, three years ago, the un- 
 usual difficulties lately presented Avill be better under- 
 stood. One whose position necessarily renders him con- 
 versant with these difficulties, as well as the means which 
 are employed for achieving a triumph over them, fur- 
 nishes us the following interesting portraiture of the 
 present "winter scenes" upon the road : 
 
59 
 
 In many places upon this magnificent high-way the Ex- 
 press 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 AYinans' 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 teu-Avheel 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 rnshed 
 suddenly upon a heavy drift, and before 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 oppo- 
 site direction, thus by repeated efforts effectually pushing 
 off and "crashing out" the obstinate mass, until a lane 
 is formed and the track is thoroughly cleared for the pas- 
 sage of the regular trains. These trains in traversing 
 the avenues thus made for them, literallir 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 60 miles from 
 Baltimore, where the late snows have invariably drifted 
 across the road to a great depth. 
 
 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 "ap- 
 proach cuts" to the larger tunnels. Here are views wor- ~ 
 thy 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 far- 
 ther end. The sides of the cut are quite steep and rapid- 
 ly rise until the head is reached, at the mouth of or en- 
 trance to the tunnel, where 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 com- 
 
60 
 
 pletely covered with a solid coating of ice, varying in 
 thickness from two inches to tAVO feet. This is formed by 
 the congealing water Avhich trickles down from the lofty 
 hills around and above. 
 
 This sight is a novel one, and at the Board Tree and 
 Welling Tunnels approaches the sublime. Ideas of the 
 Alpine glaciers at once possess the mind, while the gi- 
 gantic 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 inspiring 
 and wonderful, but when the bright 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 scener}^ 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 exercising 
 a depressing effect upon business affairs generally, has 
 operated materially against the company's revenue for 
 the current month. It is said that the business had 
 greatly revived last week, and its usual regularity re- 
 turned, when the new and heavy weekly instalment of 
 snow which fell Sunday morning and yesterday again 
 impedes its progress. But it is expected that no serious 
 interruption 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 contend during the recent severe 
 weather; this is the great effect of the frost upon the ma- 
 chinery. 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, &c., 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 machines are not exempt from this 
 liability, and it may be safely estimated that at no pre- 
 vious period has there been more damage resulting from 
 the weather — in this part of the country particulary — 
 than during the last three weeks. 
 
61 
 
 A JUNE JAUXT ON THE BALTIMORE AND OHIO RAILROAD. 
 
 In June, 185G, a distinguished party of gentlemen 
 tourists, among whom were the historian Bancroft, Prof. 
 Henr^', and several others, took a leisure look at the his- 
 torical 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 graphic 
 account of the trip in Harper's Monthly Magazine. From 
 this we extract the following paragraphs relative to the 
 Mountain division of the Road, from Piedmont to Graf- 
 ton, 70 miles in length : 
 
 •' Xo one, I am sure, has ever looked Avestward from 
 this point without wondering how the passage is to be 
 eftected ; yet no one has made the journey without equal 
 surprise at the seeming ease by which science and energy 
 have overcome every impediment. As you pass forward 
 from Piedmont, the impression is that you are about to 
 run a tilt against the mountain flank with blind and 
 aimless imjuilse ; Ijut a graceful curve winds the train 
 out of harm, and you move securely into the primeval 
 forest, feeling the engine begin to 'tug up the steeps as 
 it strikes the edge of Savage River, which boils down 
 the western shoulder of Savage Mountain. The transit 
 from the world to the wilderness is instantaneous. Mr. 
 Bancroft and I mounted the engine at this spot so as to 
 enjoy an unobstructed view of the scenery during the 
 ascent ; and although a gust l)egan to growl over the 
 mountains, with frequent flashes of lightning and 
 thunder, we kept our post, finding the grandeur of the 
 prospect enhanced b}- the rush of the storm as Ave rose 
 higher and higher on the mountain flank. 
 
 Xo one has observed fine scenery without ack owl- 
 edging the difficulty of its description ; for its impression 
 is purely emotional, and emotion is so evanescent that 
 the effort to condense it into language destroys the senti- 
 ment as breath destroys the prisms of a snow-flake. We 
 may give a catalogue of pines, precipices, rocks, torrents, 
 ledges, overarching trees, and all the elements that 
 make one " feel the the sublimity of a stern solitude ;" 
 but I have never been able to convey, by Avords the exact 
 impression of such scenes, nor do I believe Ave can ob- 
 tain Avhat is somcAvhere called " a realizins; sense" in the 
 
62 
 
 descriptions of others. In this respect, music and paint-, 
 ing have more power than language ; music has the 
 spirituality which painting lacks, and painting the body 
 in Avhich music is deficient ; but, as their effects can 
 never be completely united, we must despair of influenc- 
 ing the mind at second hand from Nature. 
 
 And so we rolled resistlessly upward, for seventeen 
 miles along the broad ledges, seeing the tree-tops sinking 
 as we swooped into the air, Avhich freshened as we arose; 
 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 into a film into its bed ; and seeing the narrow, 
 upward, imprisoning glimpse widen into a downward, 
 distant reach. 
 
 On we hurried without halting but once, till we turned 
 from the Savage Valley into the Crabtree Gorge, along 
 the flank of the great Alleghany Backbone ; and a few 
 miles above Frankville, (an eyrie among the summits, 
 some 1,800 feet above tide, and 1,100 feet above Cumber- 
 land,) cast our eyes back toward the north-east for a rapid 
 glimpse of one of the grandest views in the mountains. 
 The gloomy masses of Savage Mountain toAver on the 
 right, fold upon fold, and the eastern slopes of Meadow 
 Mountain, with its spurs, on the left; while between 
 them the Savage River winds away for miles and miles 
 in a silvery trail till it is lost in the distance. Through- 
 out the whole passage from Piedmont to Altamont (2,620 
 feet above tide and the greatest elevation along the route) 
 the road constantly and almost insensibly ascends, in 
 every portion filling the mind with a sense of as perfect 
 security as if the transit were made in a coach. 
 
 At Altamont we dipped over the eastern edge of the 
 Alleghanies, and by a slight descent entered the high- 
 land basin of the old mountain lakes, which extends over 
 many thousand acres, and is known as the "Glades." 
 There the Youghiogheny takes its rise, while the divid- 
 ing ridge of the great Backbone sends the water on one 
 side into the Gulf of Mexico, and on the other into the 
 Chesapeake. These beautiful glades, or mountain mead- 
 ows, are not connected 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 in 
 moderate elevations. At this height the air is extremely 
 rarified and cool throughout the summer ; so that, al- 
 though the country is not adapted for agriculture, it is 
 calculated for every species of animal and vegetable life 
 
63 
 
 that is disposed to run Avild and take the world as it finds 
 it. It is rich in all the natural grasses that delight a 
 herdsman, relieved by islands of white-oak interspersed 
 with alder; it is full of copious streams, kept full and 
 fresh by the clouds tliat condense round the summits ; its 
 waters are alive with trout, and waste themselves in deep 
 cascades and falls after furnishing pools for the fish ; it 
 pastures innumerable herds of sheep, whose tenderness 
 and flavor rival that of the deer which abound in the 
 woods ; wild turkey's and pheasants hide among its oaks, 
 beeches, walnuts, and magnolias ; the sugar maple sup- 
 plies 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 mead- 
 ows with their 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 natu- 
 ral during summer. "We halted there for the night, and 
 were not reluctant to ensconse ovirselves beneath blankets 
 even in the " leafy month of June." 
 
 In order to make this new resort popular, it is neces- 
 sary, as the world goes, to have the lead of a fashionable 
 belle, or the command of a fashionable doctor. Xature, 
 of itself, is not sufiiciently attractive for artificial society; 
 so that one must either be ill or be led, 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 Newport 
 ripened from a simple well and a wild sea-shore into the 
 luxuriant style of Bath and Brighton. Yet I do not des- 
 pair of seeing the day when the Maryland Glades, the 
 head-waters of Potomac and Cheat, and the romantic 
 cascades of the neiohborino; Blackwater will be crowded 
 with health-hunters. The turn of Nature to be in fashion 
 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 moun- 
 tain streams, with their constant coolness and verdure, 
 are precisely the places for them. For several years, 
 many of our Maryland and Yirginian 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 
 
64 
 
 or more ; sleeping soundly every night of July and 
 August, and getting back to their work in the fall as 
 hearty as the "bucks" the}^ 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 Avho 
 is brave enough to bring Nature into fashion 1 
 
 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 2,550 feet above tide, 
 and only 76 feet lower than Altamont, Avhere we entered 
 the field, twenty miles back. 
 
 From this elevated point we catch the first grand glimpse 
 of the "Western AYorld," in a long gradual sweep down 
 the Alleghanies toward the aftiuents of the Ohio. The 
 descent begins instantly, along the slopes of Saltlick 
 Creek, through a mass of excavations, two tunnels, and 
 fifty feet of viaduct. Downward and downward we swept 
 as comfortably as on a plain, till an easy and almost im- 
 perceptible descent of twelve miles, through a forest of 
 firs and pines, brought us to the dark waters of Cheat 
 River. After the difficulties of ascending, crossing the 
 Backbone of the Alleghan}-, and descending its first 
 western slope — all of Avhich, like Columbus's discovery, 
 " seem so easy'' now that they are overcome — a new 
 marvel has been accomplished in the preservation of a 
 high level by massive viaducts and by boring the moun- 
 tains with tunnels. On Cheat River, at the bottom of 
 this descent, we approached the first of these marvels, 
 two noble arches of iron, firm and substantial as the 
 mountains they join. Then comes the ascent of Cheat 
 River Hill. Next are the slopes of Laurel, and its spurs, 
 with the river on the right ; till the dell of Kyer's Run 
 is passed on an embankment, and Buckeye HoIIoav cross- 
 ed on a solid work whose foundations are laid deeply 
 below the level of the road. Both of these splendid struc- 
 tures 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 firm as the mountain itself. 
 All these remarkable works — chieflv desio-ned bv Mr. 
 
65 
 
 Fink — have borne the trial of heat and frost, travel and 
 transportation for several years : and when closely inspec- 
 ted, their immense solidity, security and strength, are as 
 easily tested by the eye as they have been b}' use and time. 
 
 These beautiful structures had hardly been passed 
 when we wound upward across Buckthorne Branch, and 
 half a mile further, left the declivities of Cheat River, 
 with its brown waters dyed by the roots of laurel and 
 hemlock, and bordered by the Ijright flowers of the rho- 
 dodendron. Our last glimpse of this mountain river was 
 through a tall arch of forest, rounding oflP, far below, in 
 its dark valley of uninhabited wilderness. 
 
 Beyond Cassidy's Ridge, we encountered another, and 
 perhaps the most remarkable 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 
 prisoner seeking release from his bars, till at last it finds 
 a bold barrier of 220 feet abruptl}- opposed to its depar- 
 ture ! For a while, (before the entire completion of the 
 road,) engineering skill led -a track over this steep hy an 
 ascent q/' 500 feet in a mile; but finally the giant has 
 been subdued, and the last great wall of the AUeghanies 
 passed by piercing the mountain. For nearly three years 
 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 Avas 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 250 feet, followed 
 the water till Ave entered the Tygart River Valley, at 
 Grafton, where the North-western Railway diverges to 
 Parkersburg, on the Ohio, ninety-five miles below Wheel 
 ing. The establishments of the Company at this point 
 are erected in the most substantial 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, b}' rail — worthier of attention than the region 
 between the slopes of the western gladeland to the moun- 
 tain exit at Kingwood. It is all absolute mountain, ab- 
 solute forest, absolute solitude. In winter it is the very 
 soul of desolation, when the trees are iced, like huge 
 stalactites, from top to bottom, and the ravines among 
 the clifrs blocked with drifted snow. But in spring or 
 
 6* 
 
m 
 
 summer it presents splendid bits of forest scefiery. The 
 glens arc narrow, and there are few distant prospects ; 
 but there is every where the same ragged bloom — the 
 same overarching hemlocks and firs — the same torrent 
 roar, foaming over rocky beds — the same fringing of 
 thick-leaved laurel — the same oozy plashes 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 Yalley the landscape softens and be- 
 comes more human, with the marks of agriculture and 
 habitation, and the road seems to bound along more 
 gayly, as if exulting in its release from the mountain. 
 The river winds gently through rounder and lower hills 
 and boarder meadows, broken only by " the Falls,'' 
 Avhich, in a few steep pitches, tumble seventy feet in the 
 distance of a mile. Not far from this point, Tygart 
 River and the West Fork unite to form the Monongahela, 
 which, a quarter of a mile below the junction, is crossed 
 by an iron viaduct of G50 feet long — the largest iron bridge 
 in America, and due to the engineering skill of Mr. 
 Fink. 
 
 In these central solitudes every thing seems to be the 
 property of the wilderness — a wilderness incapable of 
 yielding to any mastery but that of an engineer ; and it 
 may fairly become a matter o{ Jiatw7ial])vide, that scien- 
 tific men were found in our country bold enough to ven- 
 ture on grades by which any mountain may be passed. 
 Where ground Avas wanted. Nature seemed to have 
 scooped it away; where it was not wanted. Nature seemed 
 to have stacked it up for future purposes. There are 
 considerable difficulties between Baltimore and Cumber- 
 land ; yet, in a country which rises only G39 feet above 
 tide in 179 miles, a road may be constructed by ordinary 
 perseverance and skill. But they who desire to under- 
 stand the power of science in conquering nature by steam 
 and iron, must climb and cross the AUeghanies between 
 Piedmont and Kingwood. The success of this, the most 
 difficult portion of the enterprise, is due to the engineer- 
 ing 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 
 
 -m^honi five and a qiiartcr miles; the laborers and employees 
 
67 
 
 form almost five regiments in number ; and, when we 
 take into consideration the depots, tanks, engines, rails, 
 station-houses, and innumerable 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 communication 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 State, could 
 accomplish so colossal an enterprise. 
 
 THE PRESIDENTIAL INAUGURATIOX CAPACITY OF RAIL- 
 ROADS FOR TRANSPORTING LARGE MASSES OF PEOPLE. 
 
 The Baltimore and Washington newspapers teemed 
 with accounts of the prodigies performed by the Balti- 
 more and Ohio Railroad Company, in its very large ope- 
 rations in transporting visitors to Washington to witness 
 the Inauguration of President Buchanan on the 4th of 
 March, 1857. The ease and thoroughness with which 
 this great movement of the masses was executed, afibrds 
 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 estimated by an ofiicer of the 
 Baltimore and Ohio Company — the pioneer in the sj-stem 
 in our country — that in an emergency requiring it, this 
 road could transport from Ohio to Baltimore within 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 : 
 
 Extraordinary Railroad Travel. — The number of per- 
 sons carried into Washington by the Baltimore and Ohio 
 Railroad during the four days ending with noon of the 
 fourth instant, is said to be as nearly as it is possible to 
 get at it, between 10,000 and 11,000. As the same num- 
 ber will be likely to have been brought away from Wash- 
 ington during the succeeding four da3"s, we have thus the 
 extraordinary and probably altogether unprecedented 
 aggregate of 21,000 persons transported in eight consec- 
 
68 
 
 utive (lays by a single track railroad between two of the 
 principal cities of the Union, 40 miles apart. When it 
 is borne in mind that this has been done promptly and 
 regularly, and in the most satisfactory manner ; that it 
 has been attended with no loss of life or limb, or even the 
 slightest personal injury ; and that (as far as the officers 
 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. 
 
 ONE WORD ABOUT RAILROAD CONDUCTORS. 
 
 IIoAv much it adds to the comfort of travelling to be 
 placed in charge of gentlemanly, polite and attentive 
 conductors. "We have seen persons in charge of railroad 
 trains who evidently appreciated the importance of their 
 position. The office of a conductor is a responsible one, 
 and they seem determined that every one should know 
 that they felt it so. To travel under the direction of such 
 a man, all dignity and self-importance, is the most un- 
 mitigated bore I know of. But I am glad to say from 
 the experience of my present route, such instances are 
 not frecpient. I have not met a single example of starch- 
 ed importance, or gross impertinence on any of the roads 
 I have traveled. It is particularly due to the conductors 
 of the Baltimore and Ohio, and the Central Ohio rail- 
 roads, to say that they are gentlemanly and attentive to 
 the wants of travelers. I do not mean the outside polite- 
 ness, which has a bow and a smile always ready, but 
 that more solid sort Avhich anticipates the wants, and 
 prompts to little acts of attention so acceptable to a stran- 
 ger, 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. — Cincin- 
 nati liailroad Record. 
 
 THE TRESEXT EXTENT OF THE RAILROAD SYSTEM. 
 
 The New York Courier and Enquirer of a recent date, 
 gives a summary showing the number of miles and cost 
 of railroads in the world. Tha summary is of later date 
 than the separate statements given by the different wri- 
 
69 
 
 ters on railroads — Tooke, Gardner and others — and, of 
 course, shows an increase. There is a discrepancy be- 
 tAveen the number of miles in operation in German}^, ac- 
 cording to the authority of Tooke, and the following. — 
 This is explained by the fact of many of the railroads 
 stated by Tooke as belonging to Gdli'many should be 
 placed in the column of French and Belgie Railroads. — 
 The following table also exhibits the low cost of Ameri- 
 can Railroads compared with those of Europe: 
 
 COMPARATIVE TABLE OF RAILROADS IX OPERATION. 
 
 English Miles. Cost in dollars, Cost per mile. 
 
 United States (185G) 20,000 $920,000,000 $35,000 
 
 Great Britain (1855) 8,297 1,487,016,420 179,000 
 
 France (1856) 4,038 610,118,995 152,000 
 
 Germany (1855) 3,213 228,000,000 71,000 
 
 Prussia (1855) 1,290 145,000,000 03,000 
 
 Belgium (1855) 1,095 98,500,000 90,000 
 
 British Provinces 823 41,000,000 50,000 
 
 Cuba 359 10,100,000 45,000 
 
 Panama 47 7,000,000 150,000 
 
 South America 00 4,500,000 75,000 
 
 Russia 422 42,500,000 100,000 
 
 Sweden 75 7,500,000 100,000 
 
 Italy 170 17,000,000 100,000 
 
 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 rail- 
 road progress in the United States for the year 1857, and 
 a comparative vicAV of the progress annually in each 
 State since 1828, the date of the beginning of the system. 
 
 From the column showing the number of miles for the 
 year ending Januarv, 1858, we find that there were onlv 
 about seventeen hundred miles 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 follow- 
 ing States, viz: Pennsylvania, Virginia, Florida, Tennes- 
 see, Ohio, Indiana, Wisconsin, Iowa and Missouri. 
 
70 
 
 The Courier observes that : — The progress of raih-oads 
 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 num- 
 ber of miles built in the second ten years, or from 1838 
 to 1848, was 3,039, of which New York built 15 per 
 cent. From 1847 to 185G, the number built was 18,794, 
 of which New York State built 9 per cent. At the pres- 
 ent 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 first, from 1828 to 1848, Avhen there was in the 
 number of miles built an average increase of 2G8 miles 
 per year — and the second from 1848 to 185G, having an 
 average increase of 2,350 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 j'ears, new railroads will have to be 
 built by local assistance and with the aid of the State to 
 be benefitted. The time has past for the West to depend 
 upon us for capital, or for us to look to Europe." 
 
 RAILROAD 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 attributed no little 
 of the monetary disturbances of the country to the very 
 heavy and frequently indiscreet expenditures and action 
 of these roads. The New Y^ork Ilailroad Journal esti- 
 mates that $1,000,000,000 have been expended upon the 
 work alread}^ completed or now in course of construction ; 
 the annual receipts being $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 Averc opened, 
 and since 1850, 19,000 miles. The number of miles in 
 operation in 1858, is set down at 26,210, against 15,511 
 
71 
 
 in 1854, 10,898 in 1852, and 7,350 in 1850. The actual 
 number of miles in each State, and the aggregate cost, 
 are said to be as follows : — 
 
 Miles. Cost. 
 
 Maine 543J $17,365,220 
 
 New Hampshire G31.V 19,766,405 
 
 A^ermont 557 23,322,085 
 
 Massachusetts 1,388 71,569,320 
 
 Khode Island 98 4,384,489 
 
 Connecticut 582 21,788,477 
 
 New York 2,590 143,316,876 
 
 New Jersey 468| 24,552,397 
 
 Pennsylvania 2,545 96,031,086 
 
 DelaAvare 101 2,034,351 
 
 Maryland 571^ 37,422,742 
 
 Virginia 1,233 34,583,082 
 
 North Carolina 586 11,421,939 
 
 South Carolina 943J 16,208,070 
 
 Georgia 89 24,536,656 
 
 Alabama 559f 17,392,337 
 
 Mississippi 469 5,457,274 
 
 Florida 112^ 2,275,000 
 
 Louisiana 260 8,375,891 
 
 Texas 127 1,816,292 
 
 Arkansas 39 780,000 
 
 Tennessee 635^ 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 872^^ 21,403,814 
 
 California 22* 1,100,000 
 
 Total 26,210 $919,990,516 
 
 In the year 1857, there were in the United States 126 
 railroad accidents, causing the death of 130 persons and 
 wounding 530 others. This is a decline on the previous 
 year. In Great Britain, during 1856, 281 persons were 
 killed by the railroads and 394 injured, out of an aggre- 
 gate 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 Avas killed, 
 and one in every four hundred and fifty thousand wounded, 
 
7.i 
 
 THE VALUE AND IMPORTANCE OF RAILROADS. 
 
 The National LitelUgencer — 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 unbeliever in the benefit of Kail- 
 roads, and opposed to his county's giving any encourage- 
 ment 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 edification, if they "ever 
 read the papers," the subjoined forcible article from 
 the Philadelphia Enquirer, and which we understand is 
 from the practical pen of the Hon. Joel B. Sutherland, 
 of Pennsylvania. 
 
 From the Pkiladelpliia Inquirer. 
 
 The railroad interest is sadly depressed at the present 
 time. We are sorry, moreover, to see a disposition in 
 some quarters still further to depreciate this invaluable 
 species of property. The railroads are among the essen- 
 tials of the age. No great country can do without them. 
 They facilitate trade and travel, increase the value of 
 land, and open up to the hardy pioneer new homes and 
 fresh sources of independence and wealth. What, in- 
 deed, Avould Philadelphia, New York, Boston, and Balti- 
 more be without railroads ? What would be the condi- 
 tion of the mighty West at this time but for these great 
 highways, these links of steel which bind the Union 
 together in a common brotherhood ? 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 occasion we will 
 confine ourselves to a few. First, then. They carry the 
 mails of the United States with a certainty and celerity 
 never anticipated in olden times. Nor do they allow 
 mail-robbers to stop the cars and bear away the letters. 
 
 2. They transport the soldiers of the Republic, Avith all 
 the munitions of war, at all times, cheaply and expedi- 
 tiously. During the war of 1812, a barrel of flour at 
 Bufi'alo cost $70, in consequence of the almost impassa- 
 ble roads thither, and the snail-like travel of the horse 
 and wagon line. 
 
 3. They have enhanced the value of lands greatly in 
 the eastern and middle sections of the Union, and in the 
 almost boundless West, the value of the territory is 
 nearly^ if not quite, quadrupled by them. 
 
73 
 
 4. They have enlarged our commerce between the sev- 
 eral states immensely. In fact they may be said to have 
 taken up whole cities, with their almost countless inhab- 
 itants, quietly, as if by magic, and have set them down 
 in close proximity to other flourishing cities. 
 
 5. They with the Telegraph, give speedy notice of the 
 illness of sick or dying friends, and transport us to the 
 bedside of those we love at a moment most desired in 
 one's whol^ existence. 
 
 6. Without them the people of the eastern metropolitan 
 cities would 1)0 left in a great measure destitute of beef 
 and produce from the great West. 
 
 7. They protect our seaboard from the assaults of a 
 foreign enemy, as they ca.n upon the fiasli of the tele- 
 graph 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 instead of 
 forts ; for no nation would think of A^enturing to land with 
 such swift and prompt lines of railroad to pour down 
 our forces upon them almost instantaneously. 
 
 0. It is now conceded by all reflecting men, that if a 
 railroad had been in existence between Philadelphia and 
 Washington, the British would never have made an as- 
 sault upon the capital of our country. 
 
 10. Nor would the French and English armies have 
 carried tlie war into the Crimea if the Emperor Nicholas, 
 before he broke with the Turks, had been as sagacious as 
 many represented him to be, and constructed railroads 
 to run to the Black Sea, and thus at any moment have 
 had it in his power to carry all Russia in arms to meet 
 an approaching hostile force. 
 
 11. Our railroads are, therefore, a wall of defence, and 
 may be pronounced the preservers of the peace of our 
 Republic. 
 
 12. So prodigiously important are our railroads, that 
 were the companies to stop running the cars for a single 
 week, the Avhole country would come to a stand still ; our 
 trade and commerce with the interior Avould be closed 
 up, and our cities be filled Avith dismay. 
 
 13. Railroads should, therefore, be sustained, that 
 their benefits may be properly distributed. Surely every 
 traveler would gladly agree to pay sufficient to give them 
 a just remuneration, and thus shield these leading lines 
 of travel that are now almost driven to the verg-e of 
 Ijankruptcy from so disastrous a calamity. 
 
 7 
 
74 
 
 14. The editors of the public press are deeply inter- 
 ested in the permanency and success of the railroads. 
 They carry their journals from one end of this broad 
 Union to the other. They impart life to trade ever}'- 
 where. They fill our ships with produce at the AYharves, 
 and carry from our landings merchandise to the remotest 
 l)0undarics of the nation. Now and then accidents may 
 happen, but always solely against the will of the com- 
 
 ' panies. Nor should courts or juries pursue the goose 
 that lays the golden egg and kill her. 
 
 15. Our vast country can only be traversed by rail- 
 roads. They have become an institution, and cannot be 
 abandoned. Let us, therefore, support them with a liberal 
 if not a generous hand. 
 
 IG. Congress should compensate them in a proper spirit. 
 The Government now, by the enterprise of these com- 
 panies, get swift and sure mails, and by them, too, they 
 are virtually protected from foreign assaults upon its vast 
 boundaries. 
 
 17. Besides, in many instances, where rails are im- 
 ported, the railroad companies pay for duties on their 
 rails more than they receive for transporting the Gov- 
 ernment mails. 
 
 18. Moreover we should look to the countless number 
 of persons in the constant employ of the railroads, who 
 are, even at this time, kept 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 afiection. 
 
 20. The railroads should, therefore, act in concert, raise 
 their tariflf 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 impor- 
 tant 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 ])y 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. 
 
/O 
 
 Extracts from Appleton^s Railway Guide for April, 
 186f)^ of a Biographical Sketch of Philip E. 
 Thomas, tlic founder of the American Railrocul 
 System. 
 
 Upon the opening of the Baltimore and Washington 
 Kailroad, in the month of August, 1834, President 
 Thomas, and the Directors of the road, with a very 
 numerous company of invited guests from Baltimore, 
 were, on their arrival at Washington, met by the Mayor 
 and City Council and a large collection of citizens, 
 among whom was General Andrew Jackson, then Pre- 
 sident of the United States, and other government 
 functionaries. They were cordially welcomed by th 
 Mayor in an eloquent address, in which he expressed 
 the high gratification which the opening of the road 
 afforded the people of Washington, and the mutual 
 advantages it would confer on both cities. To this 
 address the following interesting reply was made by 
 Mr. Thomas, who said : 
 
 '' It is with feelings of great pleasure that I receive 
 on the part of the Baltimore and Ohio Bailroad Com- 
 pany the congratulations, which, as the representative 
 of the corporate authorities of the city of Washington, 
 you have been pleased to offer on this occasion, and I 
 avail myself of the opportunity to reciprocate the kind 
 wishes and sentiments you have expressed, and to ten- 
 der you the thanks of the Company for the facilities 
 afforded by the corporation in the location and con- 
 struction of the road within its limits. The Board of 
 Directors fully concur in your estimates of the advan_ 
 vantages of that system of internal communication of 
 which the railroad between the cities of Washington 
 and Baltimore is so important a link, and they look to 
 its extension throughout our whole country, as afford- 
 ing the best guarantee for the prosperity of our Na- 
 tional Union. Even to the casual observer of the map 
 of the vast empire into which the original thirteen 
 States have expanded under the beneficent influence of 
 
76 
 
 our free institutions, the national advantages of Mary- 
 land — upon whose soil we now stand — must be appa- 
 rent, and haying been once included in the limits of 
 this State, the city of \Yashington must feel an interest 
 in whatever aifects its happiness and prosjDerity. ' It is 
 in Mari/Iand, that the Atlantic, rolling far up the 
 magnificent estuary of the Chesapeake, hrings its wa- 
 ters into closer 'proximity to the streams that flow into 
 the Gulf of Mexico. To complete the great plan of 
 internal communication, which nature has already thus 
 far effected, was the object of the people of Baltimore, 
 when the company which I now have the honor to re- 
 present, first went into operation. The enterprise was 
 novel in its kind, and the knowledge essential to its 
 success could only be obtained by costly and patient 
 experience. The natural obstacles that existed were, 
 howevei', less discouraging than the douhts and, gloomy 
 forehodings of some of the hest friends of the scheme. 
 All doubts and obstacles have been surmounted, and 
 the practicability of the undertaking has been demon- 
 strated. Of the force of the difficulties here alluded 
 to, none can better judge than the people of Washing- 
 ton, who have so zealously, and under such adverse 
 circumstances, prosecuted their great work, the Chesa- 
 peake 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 com- 
 mon 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. 
 
 " You have alluded to the change which is now 
 wrought in the travel between our respective cities, 
 since the time ivhen the sun hoth rose and set on the 
 wayfarer., as he toiled on his journey between them. I 
 trust the traveller to the -West, who on his departure sees 
 (hat luminary emerge from the bosom of the Atlantic, 
 
77 
 
 may he permitted to folloio its course, so that on the 
 same day lie icill icitness its descent beneath the hroad 
 horizon that circumscribes the icaters of the 3Iissis- 
 sijJjji ! " 
 
 The last paragraph of Mr. Thomas' effective aud 
 eloquent addres.s seems almost the language of pro- 
 phecy 3 for the hours of a June sunshine are nou: more 
 than sufficient to take the traveller, at regular speed 
 over the Bcdtimore and Ohio Railroad^ from either 
 Washington or Bcdtimore, to the banJcs of the Ohio 
 River at Wheeling or Parkersburg ! 
 
 No account of the Baltimore and Ohio Railroad in 
 its early stages, however brief, should be attempted, 
 that did not embrace the names of numerous excellent 
 men in the various walks of ability, who lent their 
 valuable aid in forming and developing the system. 
 Most of the enfiineerino- and mechanical contrivances 
 that now form indispensable elements in the successful 
 practical operation of railroads, all over the world ^ were 
 wholly originated in Bcdtimore, in connection icith the 
 early experiments on the Bcdtimore and Ohio Railroad. 
 Long, Knight, McNiel, Whistler, and Latrobe, in the 
 Engineering Department ; and Winans, Davis, Elgar, 
 and Gillingham, in Mechanism, are but a few of the 
 most conspicuous of the early creative minds that gave 
 increased vitality to this great institution, and furthered 
 the solution of the problem of '' railway practice.'^ It 
 was to the sagacious foresight and the bold faith of 
 Mr. Thomas, however, that the vrorld is mainly in- 
 debted for the great results which he undoubtedly se- 
 cured — or, at least, hastened — by his origination of the 
 Baltimore and Ohio Railroad. 
 
 The writer of these lines does not pretend to do 
 more, in this short aud imperfect sketch, than offer 
 his slight tribute to the services of Mr, Thomas, whose 
 full biography is a subject worthy of a better pen, and 
 would form a volume of general interest and of perma- 
 nent value. 
 
 Mr. Willis, the poet, who recently spent a week in 
 examining the natural beauty of the scenery and engi- 
 
- 78 
 
 neering wonders of the road^ appropriately and prettily 
 says : 
 
 -' To make Baltimore the front door to the great 
 Cathedral of the West^ with a railroad to the Ohio for 
 the entrance to the broad aisle, (the aim and success- 
 ful achievement of the Baltimore and Ohio Railroad,) 
 was the ' Thirty-one-Million-Dollar Improve- 
 ment ' which we were kindly invited to take a look at. 
 It is the greatest single enterj^rise of modern times ; hut 
 it is curious that the man lohose far-seeing and mar- 
 vellous helief is now acknowledged and honored as the 
 onain lever u-hich achieved it, is of the same name as 
 the Scripture-famed apostle of unbelief — Thomas I 
 Not only that, but but it is Philip Thomas — Philip 
 having been the other apostle of whose limited faith 
 our Saviour made an example, in the question before 
 the miracle of bread. Truly, this great man has re- 
 trieved the names of the two hesitating apostles ! " 
 
 Mr. Thomas has lived in close retirement since he 
 left the road, but is yet enjoying good health and 
 cheerfulness at his home in Baltimore, where, at the 
 advanced age of 84, he still watches serenely, but with 
 unabated interest, the continued wonderful develop- 
 ment of the great Railway System, in the origination 
 and perfection of which he spent a large fortune, and 
 ten mature years of his valuable life. 
 
79 
 
 [From the New York Courier and Enquirer and Baltimore American,] . 
 
 RAILROAD MANAaEMENT— ECONOMY and 
 SAFETY OF MODERATE SPEED. 
 
 GENERAL RAILROAD COXVEXTIOX. 
 
 IMPORTANT PROCEEDINGS IN THE GREAT RAILROAD CONA'EN- 
 TION AT BUFFALO. 
 
 Buffalo, March 10, 1859. 
 
 The Convention of the four Atlantic Railroads and 
 their Eastern and Western Connecting Lines, adjourned 
 last night after a three days session. The attendance 
 was the largest jet observed at any similar meeting, and 
 some fifty Roads were represented, by over two hundred 
 delegates, embracing a large array of business talent 
 and general intelligence, evidently much above that 
 shown at mere political Conventions. 
 
 The chief object in view was the agreement upon a 
 general arrangement of Time-Schedules of Passenger 
 trains between New York and the leading cities of the 
 "West, to which the rival lines converge. 
 
 • Besides this, however, a great interest was felt in the 
 course to be pursued by the four lines in regard to the 
 St. Nicholas compact, from which Mr. Moran of the Erie 
 had given notice of his withdrawal on the 20th instant. 
 Messrs. Corning, Dean Richmond, Chedell and others 
 appeared for the Central ; Moran for Erie ; Cass of Pitts- 
 burgh, for Pennsj'lvania ; and Garrett for Baltimore and 
 Ohio Roads. The Boston and AVorcester, and Great 
 Western lines, the Canadian and Cleaveland, and Chi- 
 cago interests had full and able representations. Judge 
 Jewett of the Steubenville, was the only prominent and 
 active southwestern exponent from bej-ond th* Qhio, 
 while John Brough embodied the Bellefontaine interest. 
 
 Much diversity of opinion and action was evident 
 from the first, but a general disposition to reconcile 
 matters was shown, until it became evident that no 
 
80 
 
 thorouo-h union could be effected. Amono- the causes 
 for this, were the introduction of the new line between 
 New York and Chicago formed by the Pennsylvania and 
 Fort AVayne Roads, and the bold stand of the Baltimore 
 Road for moderate speed. The two Southern lines 
 charged the New York Central with defeating the wish- 
 es of a majority of the interests represented, by its influ- 
 ence in preventing an agreement on a common starting 
 time, and a moderate speed. The Committee of twenty 
 finally reported that it had agreed on 8 A. M. from New 
 York, the Erie and both Southern Roads uniting, but 
 Hudson River Road declared in Convention that it would 
 not regard it, and with Central, Avould start at six, and 
 allow no longer time to Chicago or Cincinnati, thus plac- 
 ing other lines at disadvantage. The 'result was, that 
 Garrett, of Baltimore, offered a call of separate Con- 
 vention of Southwestern Lines from New York and their 
 connections, to be held at Columbus, Ohio, on 23d in- 
 stant. This call was signed by officers of fifteen roads, 
 and embraces new elements, in the New Jersey, Camden 
 and Amboy, Allentown, Philadelphia and Baltimore, 
 Marietta, and the Kentucky Roads. 
 
 After this, a separate meeting of the N. Y. Central and 
 its leading connections to Chicago, &c., was held, and a 
 schedule agreed on to suit themselves. The Roads South 
 and west of Columbus are not embraced in this arrange- 
 ment, but await the action of Columbus meeting. The 
 time agreed on by Central and Chicago is 37 hours, or 
 one hour and forty minutes less than the quick time of 
 last summer. 
 
 The debates in general public meeting were very able 
 and animated. Cass, Jewett, Moran and Garrett on 
 the one hand, and Brooks, Hammond, Brough, and Bliss 
 on t\\e other, are all men of capacity and force. Corn- 
 ing or Richmond did not say much, but were active in 
 consulting and advising their numerous friends in the 
 Convention. 
 
81 
 
 Mr. Cass, in the course of his speeches, called upon 
 MoRAN to explain why the St. Nicholas agreement was 
 dissolved. The latter was understood to say that the 
 Central Agents had early in March secured all the North- 
 west freight in the East by making contracts at ruinous 
 sacrifices, in direct and wholesale violation of the compact. 
 An immense trade had thus been taken in advance. The 
 rate for this is understood to have been put doAvn to 
 thirty cents per hundred pounds from Lake Ports to New 
 York, whild the agreed rate was fifty or more — the ob- 
 ject being to compete with the Canal as well as the Erie 
 Eoad. 
 
 Mr. IIammoxd, of Chicago, entered into a general de- 
 fence of the Central policy, both regarding time-tables 
 and St. Nicholas agreement. No wonder, said he, the 
 Southern lines favor that arrangement, since it has proven 
 so great an advantage to them. The agreement was bro- 
 ken because it was unfair to the Northwest, and had 
 worked to their injury. He declared that the Baltimore 
 and Ohio Line especially had gained b}' the contract, and 
 that Baltimore City had shared in this profit. The mer- 
 chant of the West or Northwest, who made his purchas- 
 es in New York, had been obliged to pay from three to 
 six dollars per ton more for his freight from that city to 
 destination, than from Baltimore, thus directly enhanc- 
 ing Baltimore interests, to the disadvantage of those of 
 New York. As to the Time Tables, said Mr. H., the 
 Baltimore Boad had wanted to fix a starting hour and 
 speed by all lines to suit its own views and interests, al- 
 though this was almost the first time it had been invited 
 to a General Time Convention. The Hudson River Boad 
 was one hundred and fifty miles long, yet it must not de- 
 termine the hour of departure from New York, while the 
 Camden and Amboy, about ninety miles only, could fix 
 the hour as a connection of the Pennsylvania Boad. This 
 was, he thought, both inconsistent and unfair. 
 
 Mr. Hammond spoke with earnestness and effect, and 
 was replied to on the time point by Mr. Durand, of Cin- 
 cinnati, and by Mr. Garrett. 
 
82 
 
 The leading views of the Southern Lines -were pre- 
 sented by Mr. Garrett, of Baltimore, who made several 
 speeches, and with evident effect. As a new man in these 
 general meetings, and on account of the boldness and 
 force with which he spoke, his efforts enlisted much at- 
 tention from the delegates and the outside audience. 
 The following is about the scope of his remarks, though 
 not in the exact language, or in the order observed by 
 the speaker : — 
 
 What continues, said Mr. Garre'it, to be the position 
 of the New York Oentral Company ? It has, according 
 to the statement of the President of the New York and 
 Erie, — which I understand can be fully substantiated — 
 recklessly and grossly violated the compact, by contract- 
 ing for freights largely under the agreed rates ; and now 
 it presents its determination to force fast speed upon the 
 Railroad interests of the country. What reason — what 
 apology-^for this ? A great progress in reform in Rail- 
 road management, and immense increase in the net re- 
 sults from Railroad property was inaugurated, and has 
 been secured, by reducing to a moderate speed the trains 
 of the great lines. The valualjlc effects of this policy, 
 all know — as every party connected with working Rail- 
 roads fully understands that the combined action of 
 weight and speed causes, in mathematical proportion to 
 their increase, wear and tear, and consequent expenses 
 for the maintenance and repairs. Have not these sche- 
 dules been worked most successfully ? Have connections 
 ever been more regularly made ? Have the lines ever 
 been more free from accidents ? Have the public ever 
 been better served and satisfied ? Who, therefore, desires 
 fast speed ? Surely not those whom we directly repre- 
 sent — our stockholders in the great lines — nor the public. 
 
 Whence, then, this determined policy of the New York 
 Central, in absolute opposition to the three other Atlan- 
 tic lines, to force a speed to Chicago of 35 hours, instead 
 of the present schedule, 45 , and to Cincinnati, 32J hours, 
 instead of 38. A compromise could have been effected 
 on 35 and 39 hours respectively, but it is practically re- 
 jected, and the New York Central insists upon, and is 
 responsible for the annihilation of the great conservative 
 principles of the St. Nicholas agreement, and with un- 
 hesitating persistency again opens the Pandora's box of 
 evils to arise from reckless and suicidal competition. 
 Why, Mr. Chairman, does it adopt this course? Calmly 
 
83 
 
 observing its action, uninfluenced by personal and local 
 antagonisms, that appear to govern its managers, I can 
 perceive but one solution regarding their aims, and can 
 foresee but one character of most serious results from 
 their policy. 
 
 1st. The extreme speed of passenger trains is one of 
 the elements l;»y which it appears to have calculated to 
 destroy the financial results and recuperative power of 
 the ]Se^x York and Erie Road. Grant the New York 
 Central full success in such supposed designs, what will 
 be the consequence ? The Erie Road can not be annihi- 
 lated. It is an existing fact — necessary alike for the im- 
 portant local interests it accomodates, for the necessities 
 and advantages of the commerce of New York, and for 
 the protection of the immense capital invested in its con- 
 struction. Its stockholder interest may be crushed to 
 utter ruin. What follows? The New York and Erie 
 will still exist, but upon a basis of capital of probably 19 
 millions of dallars, instead of 38 millions, and thus be- 
 come, with profit to its owners, the most formidable and 
 fearful adversary to the permanent interests of the stock- 
 holders of the New York Central Road. 
 
 2d. The New York Central has contracted, in direct 
 violation of the agreement, for large c{uantities of east- 
 ward bound freight at immense reductions in rates, avow- 
 edly for the purpose of preventing the Erie Canal from 
 obtaining even a portion of this heavy business. To 
 whom does that Canal belong ? Will the State of New 
 York, with the enormous capital it has invested in the 
 Canal permit its business to be thus illegitimately di- 
 verted. Lower tolls on the Canal, and a tonnage tax on 
 the New York Central Road, loom up under the pursuit 
 of such a policy in the early future, as imminent. 
 
 Such, is my view, irrespective of the instant efi'ects of 
 reduced earnings, are the perils of the present action 
 to the owners of the New York Central property. On 
 behalf of the Baltimore and Ohio Company I have no 
 favors to ask. No Company on the continent presents 
 more attractive features for l)usiness, both for passengers 
 and freights. Its road and machinery have been tho- 
 roughly maintained and improved, and are in the best 
 and most efiective condition. Its management have di- 
 rected their energies and abilities to the development of 
 its local trade and resources, and to the most rigid and 
 careful economy of detail in its expenditures. The fru- 
 ition indicates, in a most gratifying degree, what can be 
 accomplished by a judicious system, and further indicates 
 
84 
 
 the great value of the leading Railroad properties of the 
 country, if their affairs be administered upon economical 
 and proper conservative principles. During the five 
 months from September 30th, 1858, to February 28th, 
 1859, the gross revenues of the Baltimore and Ohio 
 Road decreased, as compared with the corresponding 
 months of the preceding year $15,816 41, v^^hilst the 
 working expenses have been so reduced as to present, 
 for that period, an increase of the net earnings of $518,- 
 358 50. 
 
 A jealousy has been exhibited by the 'Neyv York Cen- 
 tral Company of the comparative revenues, under the St. 
 Nicholas, compact, of the Southern Roads. The Penn- 
 sylvania and Baltimore and Ohio Companies yielded a 
 portion of their natural advantages, in order to har- 
 monize and arrange the contract. Their better Revenues 
 flow from a different cause. The main improvement in 
 the Baltimore and Ohio has arisen from its local traffic, 
 and is thus derived from sources that the New York 
 Lines cannot reach or affect. 
 
 Those astute gentlemen overlook, however, the origin 
 of the relative prosperity of the Southern Lines, as de- 
 rived from other than local traffic. Is it not a fact that 
 for several consecutive years the crops of the Northwest 
 have failed, and that, combined Avith the small product 
 of cereals, low prices have ruled, and consequently that 
 entire region has little surplus and a much contracted 
 trade ? 
 
 The South and Southwest, on the contrary, have for 
 years enjoyed large crops, particularly of the leading- 
 staple, cotton, for which very remunerative prices have 
 been obtained. Thus, that region is rich and prosperous, 
 and its business extensive. The direct line from New 
 York for this trade is by the Baltimore and Ohio Road. 
 
 It is important to the commerce of that city, to use this 
 direct and reliable route to that section of the country, 
 in connection with which New York is now transacting 
 its most lucrative business. It is true, sir, that Balti- 
 more does enjoy a most desirable location on the south- 
 west line. Situated at the head of the noblest indenta- 
 tion of the Atlantic — the Chesapeake Bay — it commands 
 economical water carriage almost to the base of the 
 Alleghanies, and thus reaches by a short line, the most 
 commanding points on the Ohio river. The merchants 
 of New York and the southwest are aware of the triple 
 routes, and their advantages between that city and Bal- 
 timore, namely, a first-class Railroad, a sea Propeller, 
 
85 
 
 and a Canal line. These Avill continue to be used, and 
 no policy of the New York Central road, can i<^nore 
 nature, and the geographical advantages of the Balti- 
 more and Ohio Road and the city of Baltimore. Our 
 Company has water on the east and west, and perfectly 
 equipped and efficiently worked railroad connections with 
 all competing points. Being thus strong in position, and 
 working the road economically and successfully, we have 
 no apprehensions as to our perfect ability to maintain 
 our position and command, relatively, an amount of busi- 
 ness, at least fully equal to that transacted under the 
 contract. 
 
 The agreement has been useful, when the aggregate 
 of the business has been so comparatively light, in pro- 
 tecting rates and ensuring ]jetter remuneration for the 
 service performed. If not acted upon with integrity it 
 is undesirable. The Baltimore Company has faithfully 
 complied with its oldigations, and has no responsibility 
 for its abrogation l>y bad faith, and l»y violations of its 
 provisions. 
 
 The attempt to maintain rates on freight it is supposed 
 will amount to nothing, because the parties have no confi- 
 dence that they can be kept up. It is evident that there 
 are sad times ahead for Stockholders in Railroads, as a 
 general scramble for business, low rates, high speed, and 
 large expenses seem likely to be the order of the day. 
 Much interest now centres in the Columbus meeting on 
 next Wednesday, although no new general compact is 
 likely to be undertaken there. 
 
 From the Baltimore American, June 10, 1859. 
 
 THE RAILROAD WAR. 
 
 Statement of President Garrett — The Local and Geographical 
 Advantages of the Baltimore and Ohio Road— Comparison of 
 the Result of the Contest. 
 
 The following statement, made to the Board of Direc- 
 tors of the Baltimore and Ohio Road on Wednesday last, 
 will be read with interest : 
 
 Mr. Garrett, addressing the Board, said : 
 On the 13th April the President presented his views 
 regarding the policy to be maintained by the Baltimore 
 
86 
 
 and Ohio Kailroad Company, on the crisis arising from 
 the extraordinary positions assumed by the New York 
 Central Road, and the course he had felt it his duty to 
 pursue in competition with the Atlantic lines, for the pro- 
 tection, in a comprehensive view, alike of the interests of 
 the company and of the city of Baltimore. 
 
 He had the satisfaction of receiving the unanimous ap- 
 proval of the Board of his action and the policy indicated. 
 Notwithstanding the general disapproval manifested by 
 the press at the North, as well as the South and West, 
 and it is understood by a large portion of their stock- 
 holders, the managers of the New York Central Company 
 have continued their Quixotic crusade against the city 
 of Baltimore to an extent which, whilst generally dama- 
 ging railway property, is rapidly developing in such a 
 contest the relative weakness of that line, and the 
 strength and advantages of the Baltimore and Ohio Rail- 
 road and its terminus. 
 
 It is due to the magnitude of the interests involved 
 that a distinct statement should be presented, of the 
 issue made by the New Y^'ork Central Company ; and of 
 the position occupied and maintained by this Company, 
 and the facts and reasons governing the latter, so that 
 the serious responsibility of continuing a state of things 
 producing most disastrous results to vast amounts of 
 railway property, shall be properly placed. The New 
 York Central Company demands that the rates from 
 New York, Boston, Philadelphia and Baltimore, to the 
 commercial centres of the AYest and Southwest, shall be 
 the same. The illustration of the case, in connection 
 •with the city of Baltimore, will exhibit the fallacy and 
 absurdity of the principles announced. Cincinnati, as 
 the leading city of the Ohio valley, has commanded the 
 most attention in the discussions of the conventions of the 
 four lines. What are the relative positions of New Y'^ork 
 and the New Y^ork Central Company, and Baltimore and 
 the Baltimore and Ohio Company, to that city ? 
 
 The distance from New York, via the New York 
 Central Road, and the shortest railway line 
 to Cincinnati, is 880 miles 
 
 The distance from Baltimore by the shortest 
 
 railway line to Cincinnati, is 582 miles 
 
 J^^^Leaving the difference in favor of Baltimore 298 miles 
 
 The entire length of the New Y^irk Central 
 
 Road from Albany to Buffalo, is 298 miles 
 
87 
 
 It therefore clearly follows, unless the New York Cen- 
 tral Road concludes to render the service for its entire 
 length, Avithout any remuneration Avhatever, that if the 
 connecting roads of the Baltimore and Ohio Company in 
 Ohio, can work at the same rates as the connections of 
 the New York Central, it must abandon this demand. 
 It has claimed great relative advantages during the sea- 
 son of river and lake navigation, and economy of working 
 arising from low grades, &c. 
 
 What are the facts? Assume the use of the Hudson 
 river to Albany, and of the Lake from Buffalo to Cleve- 
 land, 3"et the actual rail transportation is, viz : 
 
 On New York Central Road 298 miles 
 
 And from Cleveland to Cincinnati 255 " 
 
 553 miles 
 Whilst from Baltimore to Parkersburg, on the 
 Ohio river, 200 miles below Pittsburg, the 
 distance is but 383 miles 
 
 Which deducted, leaves 170 miles 
 
 Exhibiting the transportation by rail from the city of 
 New York, in favor of the Baltimore route of 170 miles, 
 by using the canal or sea from New York to Baltimore, 
 making the Baltimore and Ohio line the cheapest from 
 the city of New York, and proving, conclusively, the ab- 
 solute advantages of the location of Baltimore. 
 
 The errors of that company are still more glaring as 
 to the relative ability for an economical working. The 
 subjoined statement furnishes the cost of fuel of the New 
 York Central, and Baltimore and Ohio roads, tor the past 
 three fiscal years, derived from the annual reports: 
 
 Cost of Fuel Cost of Fuel 
 
 to B. & 0. to N. Y. C. Difference. 
 
 1856 $201,009.30 $708,583,21 $506,913,82 
 
 1857 209,665.15 847,853.14 638,187.99 
 
 1858 167,550.64 766,903.37 599,352.73 
 
 $578,885.18 $2,383,339.72 $1,804,454 54 
 
 Average difference per annum $601,484.84 
 
 rf In consequence of the inexhaustible supplies of bitu- 
 minous coal, at almost nominal prices, and of the most 
 desirable character for the generation of steam, upon 
 a large portion of the road, the Baltimore and Ohio Com- 
 
•88 
 
 panj has a permanent advantage over that company in 
 this great economy, which has proved to average an 
 amount exceeding $000,000 per year — a sum equivalent 
 to dividends of 6 per cent, on the capital stock of this 
 company. 
 
 During the month of April, notwithstanding the low 
 rates of transportation forced upon the railway interests 
 by the New York Central Company, the net profits of 
 this road were satisfactory — the working expenses being 
 but 47 per cent. The results for the past month are still 
 more remarkable and interesting. 
 
 All the power of that great corporation, which for 
 many years so largely dictated and controlled the rail- 
 way policy of the country, has been wielded adversely 
 for the interests of this Company, and the fruition is a 
 large reduction in its own revenues, combined with im- 
 mense losses through low rates arranged by its authority 
 and dictation, whilst a decided increase of the revenues 
 of the Main Stem of this road has been realised, as well 
 as a slight aggregate increase of the entire revenues of 
 the Company beyond the same month last year. 
 
 Combined with this extraordinary exhibition of the 
 relative success and power of the Baltimore and Ohio 
 Road is the fact that with all the disadvantages, the 
 working expenses for the month were but 44.76-100 per 
 cent. 
 
 The public has practically approved the policy of the 
 Company in reference to the reasonable and safe speed of 
 passenger trains. Thus whilst the New York Central 
 has adopted a speed, deemed by this Company reckless, 
 dangerous and costly, in connection with which most se- 
 rious results have occurred, involving in that road loss of 
 life and limb, this Company has maintained a speed of 
 25 miles an hour, without accident, making regular con- 
 nections, and fully preserving its business at large ad- 
 vantages ; also, of economy in running. 
 
 The developments, therefore, exhibit the abilit}'' of this 
 Company to maintain its platform of protection of all the 
 great interests confided to its charge, the commercial and 
 geographical rights of Baltimore and its dividend earn- 
 ing capacity for its stockholders. 
 
 As this policy has met the cordial sanction and support 
 of the community, its shareholders and the Board, the 
 Executive deems it proper to announce his continued de- 
 termination to enfore and maintain the just advantages 
 and rights of the city of Baltimore and of the Baltimore 
 and Ohio Road. 
 
89 
 
 [From the Ealtimore American of January 31, 1S60.] 
 
 RAILROAD DISCRIMINATION. 
 
 As the subject of Railroad freight charges is one of 
 special interest at this time, -we present the following 
 views concerning it, which are taken from the last issue 
 of an intelligent and apparently disinterested journal, 
 the American Railway Times at Boston. 
 
 RAILWAY FREIGHT CHARGES PRO RATA. 
 
 One of our New York contemporaries, the Railway Re- 
 view, leads off in tremendous style upon the above sub- 
 ject in the number of January 12th, heartily approving 
 of the charge pro rata, which it did not regard as unfa- 
 vorable to the interest of stockholders, but the contrary. 
 In the succeeding number, however, the whole leader is 
 disowned, with the assertion that it would not have beea 
 published had the " Board'' been aware of its nature, — 
 We hope that we understand our contemporary and the 
 "Board'' right, as disbelieving in toto the wisdom and 
 justice of pro rata charges ; for, we hold that no princi- 
 ple of railway management exhibits more ignorance in 
 its holders and is more disastrous in effect than the ma- 
 king the charge for transporting freight depend solely 
 upon its mileage. The second clause of the majority re- 
 port of the Legislative Committee of the New York As- 
 sembly, as published by us some mouths since, carries 
 within it more ignorance and more nonsense than we 
 should hardly believed it possible could be expressed in 
 so few words, even by a Legislative Committee ; here it 
 is : — "That railways shall impose rates for freight at a 
 sum certain, per mile, long or short distances, pro rata. 
 Now within that clause is the upsetting of the whole rail- 
 way system. Upon that clause an able writer justly ob- 
 serves : 
 
 " Should the Legislature see fit to adopt and enforce 
 the rvile here prayed for, we must in common fairness in- 
 sist that it be made universal ; so that every manufactur- 
 er shall be obliged to sell a coat pattern at the lowest 
 price per yard that he wnll accept for a thousand bales of 
 the same fabric, and the merchant supply a quart of mo- 
 lasses, a pound of sugar, a stick of logwood, a nutmeg, a 
 quart of beans, or jack-knife, at the lowest price for 
 which he would sell a like article in the largest quantity. 
 But, since we are not able to do our owu business accord- 
 
90 
 
 ing to the priaciple here indicateJ, bat do and must sell 
 copies of our journal by the hundred or thousand at 
 lower rates than we do or could afford to sell them sing- 
 ly, we cannot be instrumental in forcing upon others a 
 rule by which we could live ourselves. Nay : as the cost 
 of freight transportation on llailroads is manifestly made 
 up in part of the loading and unloading — as twenty lots 
 of goods carried fifteen miles each must cost the company 
 more than one lot of just such goods carried three hun- 
 dred miles — we must wholly decline to countenance in 
 any way the legislation asked for by this proposition. — 
 Its injustice and inequality must be palpable to every 
 unprejudiced observer. 
 
 That a railway should be of the maximum benefit, we 
 hold that it ought to regard both its own welfare and the 
 good of the country through which it passes ; and we 
 hold that there is no more direct and equitable mode of 
 accomplishing this double object than to charge less per 
 ton per mile for long than for short distances. Indeed it 
 is mathematically demonstrable that pro rata charges are 
 ruinous both to the country and to the road — for what- 
 ever acts upon the welfare of the country reacts upon the 
 welfare of the road. 
 
 The object of the railway company being of course to 
 make the difi'erence between gross earnings and expen- 
 ses, or the profit, (or nearnings,) the most possible, and 
 still not unduly tax the local or through traffic, Ave must 
 understand precisely what it is that aft'ects these two ele- 
 ments, receipt and expense, that we may at once aug- 
 ment the former and reduce the latter. A careful study 
 of the detail of the working expense, Avith a comparison 
 of the costs of fuel and of engine repairs upon diff'erent 
 roads, as afi'ected by the design and use of the machine- 
 ry, with close attention to the form and character of the 
 permanent way, Avill show us how to decrease expendi- 
 ture ; as witness the operation of the Illinois Central rail- 
 way for the past two years, where in the single depart- 
 ment of machinery the expenses on 708 miles Avcre re- 
 duced over $80,000. 
 
 With the receipts, hoAvever, Ave cannot Avork so direct- 
 ly as upon the expense, because outside influences are so 
 great. The receipt depends upon the distance freight is 
 carried, upon the number of tons transported, and upon 
 the charge per ton. The only one of these three ele- 
 ments Avhich is controlled by the raihvay company is the 
 third ; as we cannot say hoAV many tons shall be trans- 
 ported, nor hoAv far they shall go. We can, hoAA'Cver, by 
 
91 
 
 modifying the tariff, attract more traffic, and ^xe can in- 
 duce the transport of produce from a longer and longer 
 distance from market as we reduce the rates more and 
 more. There is, however, a certain rate at which the 
 net proceeds are a maximum, and to depart from which, 
 either higher or lower, reduces the receipts. If we car- 
 ried freight for nothing we should do a very large busi- 
 ness, and our expenses would he a maximum, while the 
 receipts would he nothing. If we charge so large a 
 price that no produce can bear it, we should still have a 
 considerable expense and our receipts would be nothing. 
 Somewhere between these extremes there is a charge 
 where the difference between the gross receipt and the 
 expense is the greatest possible, and this place it is the 
 object to hit. To give an equally fair chance to the per- 
 sons Avho live at a long distance from the market with 
 those who live at a short distance, we should charge them 
 less per mile for transport of freight than we do the lat- 
 ter ; and fortunately the nature of the question is such 
 that in frivino- this chance to the long distances, we at the 
 same time very much augment the gross receipts. Ihe 
 expense per mile incurred in working a railway, de- 
 creasing as it does as the distance becomes longer, gives 
 us the power of drawing the same profit per mile from 
 long as from short distances, without charging so much 
 for the former as for the latter. By decreasing short 
 rates we do not render nearly so much country tril)utary 
 to railway as by decreasing long rates. Indeed, where 
 with a uniform tariff of 6.G4 cts. per ton per mile, upon 
 a railway sixty miles long, running through a good ag- 
 ricultural district, the gross receipts would be $1,255,- 
 G80, with a graduated tariff ranging from IG cts. per ton 
 per mile for ten miles, to four cts. per ton per mile for GO 
 miles, the receipts would be 83,39G,492. 
 
 That a correct tariff should be graduated and not pro 
 rata for the different distances, is admitted by all who 
 know anything whatever of railway matters — but the 
 exact scale or rate of graduation is a nice matter to settle. 
 To be fair with long distances, we should not extract 
 therefrom a greater profit per ton per mile than upon 
 short ones, and how much less we may charge per ton 
 per mile and yet get as much profit from the long as 
 from the short distances, will be seen approximately by 
 the following figures : 
 
 We select the last report of the Pittsburg, Fort Wayne 
 and Chicago railway, because that it is the only one in 
 which we remember to have seen any division of work- 
 
92 
 
 ing expenses into the parts whicli are dependent and 
 Avhich arc not dependent upon the amount of traffic 
 moved. From this report v»e find that the average dis- 
 tance travelled by a ton of freight was 120 miles ; that the 
 average cost of transport per ton per mile was 0.96 cents, 
 and that the ratio of what the Superintendent Mr. J. H. 
 Moore, calls the constant expense, to the whole, is 24.71 
 or 34 per cent. The distance, 120 miles, at 0.96 of a cent 
 per mile gives as the cost of moving a ton of freight 120 
 miles, 115.2 cts ; of which 34 per cent, or 39 cents are con- 
 stant, while the remaining 76 cents are to be divided by 
 the distance, 120 miles, giving as the actual cost of mov- 
 ing the load 0.63 cents per ton per mile : whence for dif- 
 ferent distances we form the foUowins: table : 
 
 lilcs. 
 
 Constant. 
 
 Variable 
 
 Total. 
 
 Per mi' 
 
 10 
 
 • 39 
 
 10x0.63 
 
 45.30 
 
 4.53 
 
 20 
 
 39 
 
 20x0.63 
 
 51.60 
 
 2.58 
 
 30 ■ 
 
 39 
 
 30x0.63 
 
 57.90 
 
 1.93 
 
 40 
 
 39 
 
 40x0.63 
 
 64.20 
 
 1.60 
 
 50 
 
 39 
 
 50x0.63 
 
 70.50 
 
 1,41 
 
 60 
 
 39 
 
 60x0.63 
 
 76.80 
 
 1.28 
 
 And from the last column we deduce 
 
 Miles. 
 
 Cost pr, ton 
 per mile. 
 
 Proflt per ton per mile 
 
 at a uniform (pro rata) 
 
 charge of four cents. 
 
 Charge per ton per mile to 
 
 secure a constant profit for 
 
 all distances of one cent. 
 
 10 
 
 4.53 
 
 —0.53 
 
 5.53 
 
 20 
 
 2.58 
 
 1.42 
 
 3.63 
 
 30 
 
 1.93 
 
 2.07 
 
 1.92 
 
 40 
 
 1.60 
 
 2.40 
 
 2.60 
 
 50 
 
 1.41 
 
 2.59 
 
 2.41 
 
 60 
 
 1.28 
 
 2.28 
 
 2.28 
 
 That is, if we charge pro rata to the distance, we draw 
 nearly a six times larger profit per ton per mile from a 
 person who labors under the disadvantage of living at a 
 long divstance from market, (60 miles,) than we do from 
 a man living at a short distance, (10 miles.) Column 
 four shows us that even extracting the same profit per 
 ton per mile from a person at 60 miles, we should charge 
 him only 41 per cent, as much per ton per mile as we do 
 a person at 10 miles. 
 
93 
 
 Upon a railway sixty miles long the relative areas of 
 territory accommodated by a uniform, and by a gradu- 
 ted tariff, are respectively 2,016 and 8,577 square miles. 
 Let the members of the Xew York Legislature go home 
 to their respective callings, and let the merchant conduct 
 his wholesale and his retail business upon the same 
 prices ; the ship owner make his rates for passenger traffic 
 the same per mile from New York to Boston and from 
 New York to Liverpool : the hotel keepers charge tran- 
 sient and permanent boarders the same per day ; let pro- 
 fessional gentlemen charge pro rata per hour of mental 
 labor ; and the next year when they take their seats in 
 the Assembly, let them, with the light and experience 
 they have gained, reconsider the policy of making the 
 'New York Central Eailway charge pro rata for its freight. 
 Finally, let the farmers who raise crops in Western and 
 Central New York, on land which has its very existence 
 (commercially) from the iron ways which connect it 
 with the markets, look carefully at the effect of pro rata 
 charge upon the value of their produce, before they vote 
 to annihilate the avenues of transport. 
 
'n^. 20. ]^^^ 
 
H 
 
 96 8 9 '^ 
 
^^ft^ 
 
 ^^^ 
 
 -••'./_. %.'^ 
 
 
 • «« 
 
 
 
 Ay ^^ ♦•11 
 
 
A<U. 
 
 • ao 
 
 
 
 
 
 
 
 
 ' "^ •©■of* A^ *Q>. •VMXJ^* /L^ ^ •« 
 
 
 
 ;^'0 
 
 1* 
 
 L ) » 
 
 
 ^ 
 
 o. 
 
 HECKMAN 
 
 BINDERY INC. 
 
 
 ^ AUG 89 
 
 j^^^ N. MANCHESTER, 
 ^"^ INDIANA 46962 
 
 G 89 *•"•'*<!>''■ .. *\ '*••••*. 
 
 
 ;^