* RAILROAD
PROCEEDINGS
L1**ARY " ••"-
BUREAU OF RAILWAY ECONOMICS
OF ■ yvttortiNO i Cl4, D/ C.
FITLTOiY AID VICINITY;
OF
CINCINNATI AND VICINITY ;
AND
ADDRESS
TO THE PEOPLE OF OHIO;
WITH THE
10CEEDINGS OF A BOARD OF
IKTERML IMPROVEMENT.
CINCINNATI:
PRINTED BY KENDALL AND HENRY.
1835.
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F -/ 5'
BUREAU OF CCLV.WV v'r-'
i < S *W * Kj i '"j J ..' '
BAIL ROAD
PROCEEDINGS
AND
ADDRESS
OF
FULTON AND VICINITY,
TO THE
PEOPLE OF OHIO.
CINCINNATI:
PRINTED RY KENDALL AND HENRY.
1835.
An apology is due to the public for the delay in
the appearance of the address and proceedings of the
rail-road meeting in Fulton, occasioned, in the first
place, by uncontrolable circumstances, and lastly, by a
desire to accompany them with the important proceedings
in Cincinnati, and of the Board of Internal Improvement.
J. S. Williams,
Silas Reed, Etc.
Publishing Committee.
CINCINNATI AND SPRINGFIELD
RAIL ROAD,
AND
SYSTEM OF INTERNAL IMPROVEMENT.
Agreeably to notice, an adjourned meeting of the citizens of Fulton
and vicinity, to take into consideration the importance of rail-ways, and
the necessity of a rail-road from Cincinnati to Springfield, in Clark
county, was held on Tuesday evening, November 3d, 1835. Dr. Reed,
the President., desiring to be excused from serving in that capacity, Dr.
Oli ver Fairchild, of Cincinnati, was called to the chair. By vote, the
meeting approved of the postponement of the meeting from the previous
evening, to which it was adjourned, and of the measures taken by our
Chairman and Secretary, to give notice of the same.
The proceedings of the former sitting being read, Mr. Williams, from
the committee appointed to draft an address to the citizens of Ohio, pro¬
duced and read an essay, which was unanimously adopted.
ADDRESS
Of the citizens of Fulton and vicinity to their fellow citizens of the
state of Ohio.
Impelled by a conviction of the great advantage of rail-way commu¬
nication, we beg leave to address you upon the importance of their
general adoption, and the particular necessity of constructing one from
Springfield, in Clark county, to the city of Cincinnati. Before we
proceed to the subject, it will be proper that we preface our remarks with
an account of our town and a few brief observations upon internal
communications generally.
Fulton is immediately above, adjoining to, and east of the city of
Cincinnati, as incorporated. Nothing separates them but a difference in
corporate powers, and a line that runs through houses and lots; not a
street or alley shows where the one terminates and the other commences.
Fulton has a front of about two and a quarter miles Upon the Ohio river,
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and, as its name would suggest, the manufacture of steam-boats forms
the principal business of the town. Our ship builders, during the pre¬
sent season, will discharge twenty-two steam-boats into their native
element, rating, in the aggregate, about 4,500 tons burthen.
Easy, speedy, and safe internal communication, next to a general
diffusion of knowledge—which it greatly facilitates and promotes—may
be set down as the surest means of uniting the citizens of any country
in the support of its free institutions. It promotes a union of interest,
of sentiment, and of feeling, which cannot take place without it, and
which is connected with the existence of good government, of sound
morality, and pure religion.
Such a system, by lessening the labour of locomotion, promotes ease,
increases leisure, relieves us of physical fatigue, gives onr minds more
ample range, brings our mental resources into action, and makes us
strong within ourselves, and impregnable to a foreign foe. Added to
these—external traffic with other states and nations increases our wealth
by bringing our national resources to bear upon our condition. Com¬
merce thrives, manufactures increase, agriculture flourishes, and the
number and happiness of our. citizens—the true wealth of any state—
advances toward tire maximum of which the condition of any people is
susceptible.
Internal communication is conducted upon water by means of rivers
and canals, and upon land by means of common or turnpike roads and
rail-roads. Without stopping further to define or distinguish these* dif¬
ferent means of transit, we will briefly notice the comparative advantages
of each.
Water communications have one common disadvantage, where regu¬
larity and dispatch are of paramount importance. Natural streams and
canals are both subject to great irregularity and interruption by drought,
and, in our climate, by frost. When care is exercised in the location
and construction of canals, they are less suLject to inconvenience from
drought than rivers, but more likely to be obstructed by frost, and also
by cleaning and by repairs.
High velocities on either canal or river cannot be maintained without
great expense of power. It is known that the resistance of water to a
body moving in it increases as the squares of the velocities, unless the
power applied shall bear a sensible proportion to tire whole weight of that
body, so as to raise it partly out of or over the fluid. Thus, to increase
the velocity of a boat from two and a half to ten miles per hour, or four¬
fold, it requires four times four, or sixteen times the power. Canals,
however, require more power to propel a boat at a given rate than rivers,
owing to the rise of water in front of the boat in a small channel. Canals
are also subject to the inconvenience, cost and detention of lockage,
requiring about one minute for each foot of their declivity.
Rail-roads and paved roads present friction only as an obstruction to
the velocity of a vehicle, and which increases only as the velocity. Thus,
to increase the velocity on them fourfold, or from two and a half to ten
miles per hour, requires only four times the power to be applied. This
is an important consideration where great velocity is desirable. The
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cost of transportation on rail roads and the paved roads of England and
Ireland, as stated by Sir Henry Parnell, in his treatise on roads, page
109, is as one to three; that on rail roads beintr two pence per ton per
mile, and on turnpikes, over six pence.
Wood, on rail-roads, page 399, gives the comparative power necessary
to move a given load, at different velocities, on canals and rail roads,
thus: To move at the rate of two miles per hour, the rail road requires
three times the power required by the canal; at three miles per hour, the
power required on each is about equal; at five miles per hour, the power
required on the canal is double that required on a rail-road, and at eight
miles per hour, the canal requires more than five times as much.
By the same table, taking the resistance on turnpikes at three times
that of rail-ways, the power required to propel a boat in a canal, and a
vehicle of the same weight on a turnpike equally level, would be equal at
the velocity of six miles per hour. For greater speed, turnpikes would
require less power than canals.
In hilly or undulating countries, rail-roads require a greater length
between points, while paved roads are allowed to overcome more eleva¬
tion, to shorten the distance, and to accommodate minute portions of
the country. The usual maximum of turnpikes has been five degrees,
but it is now reduced in this country, to their great improvement, to two
or three, while the ascents and descents of rail-roads scarcely exceed
one quarter or one half of a degree. Up an acclivity of five degrees
stages move two miles per hour; up two degrees they move five or six
miles per hour, while horse cars sometimes acquire a velocity of fifteen
miles per hour on rail-roads, their common speed being ten or twelve.
The complete success of steam power in propelling goods and passengers
at high velocities and with effect, depends upon the introduction of rail¬
ways, which the great acclivity and unavoidable concussion of heavy
machinery upon paved roads will ever tend to prevent.
From these and other considerations, it appears to us that rail-roads
are the best adapted to the economical transit of weight, when regularity
and speed are required. As direct evidence in their favour, we beg
leave to state, that in 1827, the first rail-road in the United States was
completed, and that only four miles in length, from Boston harbour to
the granite quarries of Quincey. Now, within eight years from that
date, more than a thousand miles of rail-way are open for use, with the
prospect that the remainder of ten years will not be ended before the
amount in use will be doubled. There are, besides the lines now finished,
many very extensive and important lines projected and in progress, and
judging of the future by the past, many, or most, if not all, will be com¬
pleted in a few years, and many projected, and perhaps perfected, that
have not yet. been thought of. This unexampled rapidity of introduction
may be looked upon as tho commencement of a general system of rail¬
roads, and their susceptibility to become so renders that kind of improve¬
ment the more important.
Rivers can never be extended, neither do they offer any facilities but
along the course of their streams. Canals can never be constructed but
by routes peculiarly level and well supplied with water. They could
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never furnish the means of a general system of intercourse, if it were
possible to overcome the impediments natural to them.' Turnpikes can
never be constructed so as to become a universal system of conveyance,
through our country, on account of the want of materials. As far, then,
as one general system of improvement is desirable, rail roads seem to us
to be almost the only kind properly suited to that purpose. Adapted to
overcome with facility from 30 to 50 feet per mile, an acclivity which
would render canals and rivers entirely worthless, capable of being con¬
structed at a reasonable cost, where turnpikes would be impracticable,
from want of materials, we anticipate the day when our beloved country
will be chequered throughout with rail ways, conveying with ease, safety
and dispatch, our fellow citizens and their personal property, in every
direction.
From the rate of speed, attained in our country, upon this infant im¬
provement, we do not believe ourselves enthusiastic, when we anticipate
an average rate of travel on rail roads, over fifteen miles per hour, and
the speed of merchandise at ten, a rate entirely above what may be ex¬
pected upon turnpikes, canals or rivers, at any cost, even where these
modes of transit offer themselves. Assuming 75 cents per hundred
pounds, on turnpikes, as the cost of transportation for 100 miles, 25
cents will be the cost of transportation on a rail way, the same distance.
This is the maximum charge allowed on some rail ways by their charters;
and it is believed to be double what the charges will be in the future im¬
proved state and competition of the improvement.
This reduction in the cost of transportation, which would be much
greater when compared with that on the natural or common roads now in
use, will have an astonishing influence upon the relative value of land.
The lowest estimate that has been put on the rise of the value of land on the
Maysvilje turnpike, is five dollars per acre, at an average, for five miles on
each side. This gives an aggregate rise in value of $32,000 for every mile
of turnpike, or five times its own cost. It has been estimated that the min¬
imum rise in the value of land on each side of the Ohio canal, is about
the same in districts bordering on government lands at $1,25; and that
as those lands are bought up, the enhancement of lands along the canal
will be double or treble that amount. If then the value of real estate be
thus increased, by the construction of works which seem to offer facilities
to intercourse and commerce, so inferior to those of rail roads, what
may be expected from their general adoption. Our State presents a
reasonably level surface, and almost unvaried fertility of soil, is well ad¬
apted to their construction; and any such local advantages embraced
without delay, cannot fail to raise us in the scale of wealth and import¬
ance, to a height to which, either from apathy or local disadvantages,
others or ourselves cannot attain.
In the manufacture of all kinds of articles, from a lady's pin to a steam
engine, or in the performance of any mechanical operation, a proper dii
vision of labor, is the most effective means of rendering it efficient and
economical. The fewer tools a mechanic has to handle the greater is the
facility with which he uses them, and the less the attention of the operat¬
or is divided, the greater and more economical his performance. It is
upon these principles that the reduction in the cost of articles produced in
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large manufactories below those of single handed efforts mainly depends.
Systematized and properly divided labor is not only the most efficient in.
proportion to the means employed, but the best to be relied on. In this
way the laborof transportation, by rail-ways, maybe further systematiz¬
ed and divided, than transit by any other line of communication. All the
movements upon the road being controuled by a united intelligence, are
less likely to interfere than where there is a different director for every
vehicle. It is thus that the movements on rail ways will not only become
the most speedy, but the most safe and regular mode of conveyance.—
Stage coaches and road wagons, canal boats and steam boats are all lia¬
ble to casualty from contact, from the inexperience of conductors, and
liable to delays and uncertainty from the caprice of different com¬
manders. The cost of transportation is also liable to fluctuations and
impositions agreeably to the peculiar temper or necessity of the owner or
carrier of articles loading. In these respects, rail roads, when common, and
perhaps in competition, will be superior to any other mode of conveyance.
Their movements so regulated as that the vehicles will never interfere with
each other while the prices of transportation both of passengers and pro¬
ducts will be subjects of legislative enactment; and the same government
which protects the rights of the citizen will regulate the cost of his own
travelling, and of transporting his products to market.
Upon the principles of a proper distribution of labor, the farmer should
attend to his agriculture alone. He should make that his study and the
almost undivided object of his attention; he should rarely if ever go far¬
ther from his farm than a distance from which he could return in evening
to see that all is well for the night. This system would save the necessity
of taking his products far to market. The dispersion of rail-roads in every
direction throughout the country would he more likely than any other sys¬
tem to ensure his constant attendance upon his farm, and the best income
from his products, not only from their improved quality and increased
quantity, but on account of the cheapness, regularity and safety which they
would be taken to some great mart of commerce, and his necessaries,
elegancies and luxuries of life returned.
The great works of improvement, that have been projected, which
have a direct bearing upon the interests and convenience of the South
Western portion of Ohio, are, a Rail-way from New Orleans to Nash¬
ville, in Tennesee, fifty miles of which is about to be put under contract.
This work, when finished, will be continued to Lexington, or Louis¬
ville, in Kentucky. Here it will meet the Lexington and Ohio rail-road.
From Lexington, one will be constructed to Cincinnati, either by, or in
conjunction with one frond Paris. From this road a branch will pass
Maysville and proceed near Portsmouth and Greenupsburgh to the
mouth of Sandy river, where it will meet the great Virginia rail-road from
Richmond and Frcdericksburgh in one direction; and Winchester, Har¬
per's ferry and Baltimore in another. This line, from Maysville to Pa¬
ris, may be so laid as to form a pretty direct communication from Mays¬
ville to Cincinnati, opening Virginia and Maryland to U3. From Cin¬
cinnati, a rail-way will proceed to Lawrenceburgh, in Indiana, there
joining that now in progress from that town to Indianapolis and tfie far
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West. From Cincinnati, also, one is proposed to run by one of the
most favourable routes—through Hamilton to Eaton, in Preble county;
thence to Richmond, in Indiana, etc. From Paris, or Lexington, in
Kentucky, southwards, it is proposed to run a rail-road to Charles¬
ton, in South Carolina; thus clenching together, or uniting the other
works with a bond of iron across the Union. This work will meet the
great North Carolina rail-road projected to run Southwestwardly from
Newburn and Fayetteville, opening to us a free access to the interior
of that State. It will, also, cross the projected line of rail-road proposed
to connect Richmond, in Virginia, with Knoxville, in Tennesee, Mobile,
in Alabama, etc.
The next, to which we shall turn your particular attention, is the Lake
Erie and Mad river rail-road; thirty-five miles of which was put under
contract in September last. This work is proposed to run from Sandusky
city, on Lake Erie, through Springfield to Dayton, on the Miami canal.
To turn your attention to the connecting of this work, with the city of
Cincinnati, by a rail-road, is the main subject of this address. The
importance of the proposed continuation of that work, is rendered apar-
eni by a consideration, that, opening the vast and increasing commerce
of the lakes to Dayton, products and passengers would arrive there at all
seasons of the year; which, the canal to Cincinnati, will only be in a
condition to transport during certain seasons, and that at a greatly di¬
minished rale of speed, the canal would, also, be frozen sooner than
the lake. The absolute necessity then of filling up this opening, and
completing the improvement to the Ohio river, or to any continuation of
rail-ways likely to be constructed to or from Cincinnati, must be mani¬
fest. to every considerate mind.
It then occurs, as a subject suitable for enquiry, where should this
connexion he made? Those of your fellow citizens, who now address
you, believe, that from Springfield, in Clark county, through the valley
of the little Miami river, the proposed connexion ought to run. If, from
the termination of that work at. Dayton, it should be continued to Cin¬
cinnati by the most direct route, it would necessarily lie in the immedi¬
ate vicmity of the Miami canal; in which case those two works would,
unavoidably, interfere with each other, perhaps in location, but, most
certainly in commerce and public utility. Both works, thus constructed,
would be of little greater benefit to the country, than one singly;
whereas, were the connexion made from Springfield, through the valley
of the little Mkn/ii, the reverse would be the fact; the two works would
be independent of each other, and each be a great blessing and source of
convenience and wealth to different districts of country and portions of
your fellow citizens.
Moreover, the district of country drained by the little Miami river, is
now, and has been, as we verily believe, in a worse condition; lying be¬
tween the Ohio and Miami canals, than if neither of these canals had
been cut. Labouring under all the disadvantages of a country without
facilities of commerce, when their neighbours on either hand by being
more fortunately situated, can transport their products with greater fa¬
cility, at less cost, and procure the best prices of the opening market;
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while their own products are slowly transported with increased risk, and
double cost; arriving in time only to command the prices of a well-sup¬
plied market. There is no other reasonable cause which we can assign
for the general and universal absence of all improvement in this district
of country; while the new fences and bright houses of the two districts
immediately east and west of it, with no greater natural advantages,
evince the onward march to wealth and grandeur.
The little Miami river is, probably, the best mill stream in the State.
The mills upon it occupy near a hundred miles of its length. There
are 3S grist, and with 121 run of stones, 43 saw mills, while its tributa¬
ries would about double the number, and the effective power of the
whole stream many times that amount.
There is one consideration which would favour running the proposed
rail-road in the immediate valley of the stream; and that is, that all pro¬
ducts would be transported with a descent to the road. Wheat would
be thus taken to the mills and there be manufactured, and be transported
from there in the form of flour. The reverse of all this, would be the
consequence of a location near the dividing of the little Miami, and
Scioto waters, which, however, might afford the shorter route. To pass
through, or near Xenia, from Springfield, and reach the immediate val¬
ley of the river, some ten or twelve miles below, from thence near the
stream to Columbia, is a route spoken of by many. This plan, however
would not so centrally accomodate the destitute district. To remedy
which, and to do further justice to the counlry, it is proposed to con¬
struct a branch from the mouth of Todd's fork, via Wilmington, Wash¬
ington, and London, to Columbus. A branch from this line from Wash¬
ington to Circleville, and another from the main line near Milford to
Chillicothe, with one from the mouth of Turtle creek, to Lebanon.
The policy, however, of asking for a charter to construct more than the
line from Springfield to Cincinnati, is doubted by many, but advocated
by others upon the ground, that it may be set down as an axiom in po¬
litical economy that, to increase the wealth and importance of any state
to the greatest extent that its resources are capable, all the social and
commercial intercourse between different parts of the State, should be by
channels within its own borders; and that, the inter-communications of
the State, should never be thrown upon the lines of other States, farther
than uncontroulable circumstances render necessary.
Should a charter be obtained for the construction of the main line
only, we suggest the propriety of a reservation of rights, so that the
legislature may in future grant charters for the construction of branches,
with equal privileges on the main stem, from the junction branch to Cincin¬
nati, by a payment of a proper proportion of the original cost. It would,
however, be best, in our opinion, to ask the Legislature to give the same
company leave to construct such branches, within some reasonable time,
specified in the charter.
This course is suggested by the probability of there being but one
good pass for such a work from Columbia to Cincinnati.. One good
pass there is, and may be had, which for beauty of locality, could uot be
excelled. From the best information, in the possession of your fellow
\
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citizens; from Springfield to Cincinnati would require 82* miles of rail¬
road, along a route easy of construction, and upon which, there does
not exist the least necessity for stationary power, being one almost un¬
interrupted descent of 5 to 10 feet per mile, and that too, in the direc¬
tion of the most weighty transportation.
That this work ought to be constructed, there does not remain a
doubt in our minds. If, with the detention of passing locks, and the
slow navigation of canals, lands in their vicinity are increased to treble
the cost of them, which we cannot for a moment doubt, the policy of
the citizens, if not of the state of Ohio, must be to construct, not only
this, but rail-roads in every section of the State.
The transportation upon rail-roads cost less, at least it is not conceiv¬
ed that, it costs more than on a canal. The rail road costs less, requires
less attention: is better suited to the purpose of travelling as well as
transportation; may be constructed in almost every part of the country;
and ought, in our belief, to become the general system of improvement.
If investments are tolerable, or prudent in canals and turnpikes, they
must be <jood in rail-roads.
The amount of transportation on the Miami canal, from Dayton to
Cincinnati, would pay a handsome per cent on the cost of a rail-road
from Springfield; and no good reason, can be given, why the use of the
rail-road would not be much greater, if not double that of the canal. It
would reach farther into the country, run through a district with equal
advantages, and commence at quite as important a point, reckoning noth¬
ing on the greater number of passengers, and an opening to the vast and
increasing trade of lake Erie.
Taking, however, this part in connexion with that part of the lake Erie
and Mad river rail-road, north of Springfield, it would be one continued
and important work, quite across our territory : and in this view, equal in
importance to the Ohio canal itself, and in our opinion, superior in utili¬
ty. Connecting the two, it would be a work that ought, in our belief, not
only to receive the countenance, but the aid of the State.
Not to these lines only, but a general improvement of the State, by
rail-roads, would we recommend the State Authorities to lend a helping
hand. Is there any good reason why the state of Ohio should not follow
the example of the elder sister, Kentucky, to whom she so lately set one,
in internal improvements. That State, by an act of last winter, estab-"
lished a board of internal improvement, and authorised funds to be dis¬
tributed as stock in useful public works, where the citizen, immediately
interested, would take an equal share. This system has its advantages,
while it promotes the improvement of the country, it protects the State
from imprudent or unnecessary investments; and secures a sufficiency of
individual stockholders to watch over and protect the works from injury,
by violence, or neglect. Why will not Ohio adopt this, or some other
prudent policy to extend the improvements of the State, and divest the
munificence of the Legislature of its present unequal influence.
Will it be argued, that the State is in debt, and can go no farther in
improvements than to redeem the pledges already given. By borrowing
one hundred dollars and spending it in improving our farms, we make
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them more valuable by three or four times the amount, ought our neigh¬
bours, or would our children, reproach us for acting unwisely? The
same holds good in state policy, as the exertions of Ohio already prove.
Her four millions of debt has trebled that amount in value; and if any
thing is to be regreted, it is the unequal benefits bestowed by it; and
the only proper remedy, seems now, to be such a judicious extension of
them, as will do justice to all parts of the state. And if rail-ways, be
really such a mode of improvement, as we believe they are, that will be¬
stow greater, and more extensive, and more regular benefits, than canals,
we invite you, to join us in asking, that such a system may be adopted
and encouraged in all parts of the state, where the citizens will give pe¬
cuniary evidence, of their belief, that works of the kind are necessary.
We, also, view the rail-road, as projected from Charleston, South Caro¬
lina, to Cincinnati, and thence through Springfield to the lakes, as one
grand national work, which will teud to unite cur happy government more
strongly together, in a direction in which it most needs such a tie.
Whether we look at it in a social, commercial, or defensive point of view,
it is important, it is national, and connected with our very national exis¬
tence. We, therefore, cannot be too earnest in our solicitations of the
general government to aid in the enterprise, through the agency of those
states through which it would be likely to pass. This work, aided by
the strong arm of the general government; constructed in the most com¬
plete and substantial manner, that the system is capable of ; crossing
the Union in a direction hitherto unattempted, and, until lately, unmen-
tioned; uniting all the other great improvements into one, and connect¬
ing the father of rivers, with its ten thousand miles of navigation, with
our thousands upon thousands of miles of lake and sea-board intercourse,
would be a work which every American ought to aid in accomplish¬
ing; and one of which hereafter, every one will be fond to boast. From
it other works would spring, and in reference to it, other works would be
constructed, in addition to those which would be prosecuted without it,
until our beloved country would be chequered over with one grand, safe,
speedy, and cheap system of transit, whose ramifications would reach
every important town in our happy confederacy. By means of which,
we would co-mingle in sentiments and interest: we would be internally
united, and externally strong: we would conquer time, space, and preju¬
dice; until liberty would have a secure abiding place, where her votaries
would be as well united in her defence, as if they inhabited but a small
island; and as unconquerable as if they covered the whole face of the
earth.
Whereupon the meeting resolved, as follows:
That, in the opinion of this meeting, a great system of rail-ways ought
to be commenced in Ohio, and promoted by aid from the state, in order, as
much as possible, to restore an equilibrium of the unequal benefits derived
from her canals.
That we approve of the plan adopted in Kentucky, establishing a board
of internal improvement, with authority to take stock on behalf of the
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state, in such works of internal improvement as the citizens shall approve
by their subscription of stock, and in proportion thereto.
That, in the opinion of this meeting, that system ought to be so modi¬
fied that the amount of stock taken by the state shall bear such a propor¬
tion to that taken by individuals, as the importance of the work, the neces¬
sity or condition of the applying citizens, or a consideration of the un¬
equal bearing of the works previously constructed by the state, shall require.
That the proposed rail-road from Springfield in Clark county, through
the valley of the Little Miami to Cincinnati, with a lateral road to the
Ohio canal, are objects of great importance.
That we will lay these subjects before our Legislature, by petition, for
its concurrence; and that our fellow citizens throughout the state, be re¬
quested to join us in like manner.
The committee then produced the essay of a petition, which was ap¬
proved and referred back for circulation.
The committee of correspondence then made a report which was
accepted, as follows, viz:
The Committee appointed to correspond with like Committees appoint¬
ed in other places, to promote concert of action in the advancement of the
project of a rail-road from Cincinnati to Springfield, in Clark County,
as a direct continuation of the proposed rail-road from Charleston, S. C.,
to the Lakes; and, also, a lateral one to the Ohio Canal,—beg leave to
REPORT
That, owing to the very brief period of its existence, the Committee
have not, as a Committee, entered into a very extensive correspondence
upon the subject.
We have, however, since our appointment, opened, or rather continued,
a previous correspondence with Springfield, Xenia, and Circleville, and
taken measures to open a similar correspondence with other places; and,
taking advantage of the correspondence previously commenced by one
of our members, we deem the information now in our possession impor¬
tant. This we propose to communicate, for the purpose of introducing
the friends and advocates of the project to a knowledge of each other, as
well as showing the interest felt in the subject.
In reference to the construction of a rail-road from Charleston, S. C.,
to Cincinnati, as the stock or stem out of which our immediate project
seems to grow, your Committee have in their possession an extensive
correspondence.
Commencing at Charleston, they have the report of a special com¬
mittee of the Chamber of Commerce upon the propositions. That report,
although short and general, expresses every thing that the friends of the
project could wish or expect. Emanating from the high source from
which it has, it is a sure guaranty that the subject will be treated at
Charleston in such manner as to ensure its rapid prosecution and speedy
completion.
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They say—"Let, then, our citizens, one and all, press onward promptly,
vigorously, resolutely determined to achieve it."
Again—" A people is awakened to the value and importance of the ob¬
ject whose pride and energies never stop short of victory. South Carolina
will do her duty, and preserve her fame bright and unimpaired."
We regret that our limits forbid more copious extracts from this excel¬
lent document, which we recommend to your especial attention. The
Report concludes with resolutions recommending an application to the
legislature for a charter for that portion within the limits of South Caro¬
lina, and an invitation to the Intendant of the city to call a general meet¬
ing, to take the important matter into consideration. The Committee
was composed of Messrs. Alexander Black, James Adger, B. J. Haw-
land, T. Tupper, and J. N. Cardozo.
Your committee have also other communications upon the subject,
which go to show that a general interest is felt in the project throughout
the whole district. They all express an anxious wish for the success of
the enterprize, and impart useful information on the subject. All are
important—many of them eminently so; not only on account of the high
standing of the correspondents, but from a consideration of the enlarged
views they take of the ultimate benefit to be derived from the work, and
the means of its accomplishment. The correspondents for South Caro¬
lina are, the Hon. John C. Calhoun, of Fort Hill; Col. A. Blanding, of
Columbia; John Meitze, of Lexington. For North Carolina, J. F. E.
Hardy, of Ashville; and Felix Axely, of Franklin, Esquires. For Ten¬
nessee, D. A. Deadrick, Esq. of Knoxville; Rev. D. Coffin and Wm.
Dixon, of Greenville; Major James P. H. Porter, of Sevierville; William
Graham, of Tazewell; William C. Roadman, of Newport; J. J. Walker,
of Marysville; William Beaty, of Cumberland Gap, Esquires. For Ken¬
tucky, John Woods, of Barboursville, and M. D. Snyder, of Whitley
courthouse, Esquires. The above correspondence, although extensive, is
daily increasing, and ensures a belief that a union of effort and concert of
action in the promotion of the great object, will be speedily accomplished.
In relation to the immediate object of our appointment, we have opened
a correspondence with Springfield, and although no formal committee of
correspondence has been appointed in that place, of which we have been
apprised, yet we are well informed that a public meeting has been held
and numerously attended, and that a universal feeling of interest in favor
of the project prevails.
Pierson Spinning, Esquire, Dr. Thomas Towler, who is, as it were,
one of us, and whose late removal fr«m among us, is a subject of regret,
and almost every other gentleman of that flourishing town, will be happy
to correspond and unite theireflorts with ours. Mr. Spinning, in a letter
to us observes: " It is a road that must and will bo made sooner or later.
It only remains for the people of Cincinnati, in connection with those
most deeply interested on the line, to act promptly and with energy.
Now is the time, and the work will be done, provided a charier can he
obtained. When we look at this project in all its bearings, it must be
viewed as part of a great national work, and ought to be so treated. We
shall ut this place petition; and although none is yet circulated here, we
shall have one well filled up before the sitting of the Legislature. I have
12
just returned from the annual meeting of the stockholders of the " Mad
River and Lake Erie Rail Road Company," which met at Urbana. Your
project will receive the approbation of all north of us to the Lakes."
At Xenia, a numerously attended meeting was held, which unani¬
mously approved of the project, and appointed Col. ^John Sexton, Dr.
Joshua Martin, and Captain T. G. Bates, of Clinton, a committee of cor¬
respondence, which committee has added much to our knowledge of sub¬
jects bearing upon the project. At Wilmington, the first organized
meeting that convened with especial reference to this project (known to
us) has been held, and a committee of correspondence appointed, and
other measures commenced to further the object. But, from some cause
or other unknown to us, no intellgence has been received from that
county. At Milford in Clermont county, the first collection of citizens
made in direct reference to this subject, was not organized; but after being
addressed upon the subject, made a unanimous expression of sentiment
in favor of the project. At Lebanon, no public expression of sentiment
has been given, of which we are apprised. We cannot, however, pass
this opportunity over, without expressing our hearty thanks for the very
useful information which we cordially and promptly received from Allen
Wright, Esq. of that place. And last, though not least, we have the
pleasure of seeing the prompt and energetic action of Circleville on the
subjeet. Since our last meeting, the citizens of that town and vicinity
have twice convened,—made a report, passed resolutions in favor of the
subject, and furnished us with a printed copy of their report and
proceedings.
They say :—"The citizens of this town fully appreciate the public
spirit of our fellow citizens of Cincinnati and of the country lying be¬
tween the Scioto and great Miami Valleys, and cordially concur with
them in the vast utility of the projected improvements." One of their
resolutions is in these words- ''Resolved further,—That we consider
t lie State in equity bound to aid in the location and construction of said
rail-ways cither by directly undertaking them, or by subscribing stock to
a company incorporated for that purpose."
This Committee of correspondence consists of Messrs. Guy W. Doane,
Andrew Huston, W. B. Herall, John L. Greene, and Joseph B. Dod¬
dridge. A correspondence has, on our part, been commenced with Ur¬
bana, Columbus, London, Washington, and Chillicothe, but for want
of time, or some other cause, it has not yet been reciprocated.
It is not because the documents from which we have extracted, or the
very brief extracts made, are the very best that could be made from our
extensive correspondence, that the selection was made as presented, but
because they seemed to breathe the sentiments of the whole, and were
just such as were at hand, and suited to the very limited time which we
could possibly devote to the subject. A spirit of enterprise and deter¬
mination is evinced throughout the whole, which, as far as the united
sentiment and impulse of the citizens can do it, insure a speedy com¬
mencement and active pjosecution of the whole.
JOHN S. WILLIAMS,
GEO. W. NEFF,
WM. LEWIS,
SILAS REED.
13
On motion of E. D. Mansfield, Esq., it was resolved, that the proceed¬
ings of this meeting be published in all the newspapers of the city,
with a request that all the papers published in the Little Miami and Sci¬
oto districts of country, together with such other papers throughout the
state as favor the measure, should give them an insertion.
On motion of Dr. Daniel Drake, it was resolved, that the address cf
this meeting be referred to the committee from which it emanated for
publication and circulation; and that they draw upon the committee of
contributions for funds to defray the expenses.
Resolved, That the committee of Correspondence continue to dis¬
charge the functions of that committee, and such others as are neces¬
sary for the furtherance of the objects of this meeting; and that Dr. Silas
Reed, be added to that committee.
Adjourned sine die.
O. FAIRCHILD, President.
Nathan Turner, Secretary.
SUPPLEMENT
TO THE REPORT OF A COMMITTEE OF CORRESPONDENCE AP¬
POINTED BY A MEETING OF FULTON AND VICINITY.
Ftllow Citizens:—Since the meeting which continued our exis¬
tence as a corresponding committee, to promote concert of action in con¬
tinuing the proposed rail-road from Charleston, S. C. to the Lakes, our
correspondence has considerably increased; and, as we were instructed
by said meeting, to discharge any duties necessary for the furtherance
of the objects, we believe a supplementary report of our proceedings will
be in accordance with those duties.
N We have received a letter from C. L. Merrick, Esquire, of Xer.ia, in
which he observes, "You will perceive by the paper I send you that the
citizens of Green county have held another meeting on the subject of the
rail-road. It was numerously and respectably attended, and much spirit
was manifested in its favour by our capitalists and farmers. You may
rest assured that the people of Green county will do their part to further
the interests of this great, this magnificent undertaking." From the
the paper furnished by Mr, Merrick, we find that a meeting has also
been lately held in Wilmington, and that S. H. Hall, C. B. Harlan,
and Asa II. Iloge, Esqrs., were appointed a corresponding committee.
The citizens of Clinton co. also resolved to petition the Legislature to
establish a board of internal improvement; also, to effect a loan of two
millions of dollars, to be loaned to companies properly organized to
construct works of internal improvements.
Fi oin information we have received, we learn that meetings have been
held in different parts of the State with a view to the extension of inter¬
nal improvement, which fairly advertises us that the people of Ohio are
awake to their interests. In respect to the great project of a rail-road
from Cincinnati to Charleston, the most active and efficient measures are
already in progress to obtain charters, and make reconnoisances and es-
2
14
timates of the cost of the work. South Ca-olina has been completely
aroused; meeting after meeting has been held, and different routes al¬
ready chalked out in different sections of the country, where there seems
to be the least prospect that one exists. In a letter from Col. A. Blan-
ding, of Columbia, dated Nov. 3rd, 1835, he says, " I send you a news¬
paper containing the proceedings of our people on the Charleston and
Cincinnati rail-Toad. The impression in its favor is very strong here,
and in fact, in all parts of the State. It was thought best to begin to '
act. Our committee are preparing the necessary petitions, which will be
accompanied with drafts of bills, such as we expect our Legislature will
enact; and, if we succeed with the Legislatures of North Carolina,Ten¬
nessee, and Kentucky, we shall be ready to commence the surveys'early
next year. I have little doubt but our Legislature will take half a milli¬
on of stock, and perhaps a million may be taken among our citizens oil
this side the North Carolina line." The paper above alluded to contain¬
ed the proceedings of the citizens of Columbia, which to a mind attach¬
ed to the cause, must be of great interest. Col. Preston took an active
part in the proceeding, and agreeably to the Editor's notice, in his usual
happy and energetic style. Many other, gentlemen of note took part,
and the notice is closed with the following remarks, "We have conversed
with no one who is blind to the importance of this great enterprise.
Its grandeur and utility seems to strike the minds of all classes, and we
believe there is enterprise enough to carry the enterprise into execution,
if meetings will only be called throughout the State and the subject dis¬
cussed till it is generally understood, and its importance felt in.every
point of view."
We have also received the proceedings of a meeting in Charleston,
printed in a neat pamphlet of 28 pages, containing a map of the coun¬
try through which the road will pass. The corresponding committee
appointed in Charleston, consist of Robert Y. Hayne, James Hamilton,
Charles J. Colcock, Iver Boyce, Alexander Black, Christopher Edmond-
son, and Thomas Bennett. The valuable document before us, is fraught
with the true spirit of enterprise, sound reasoning, and useful instruction.
It is entirely beyond the time and space at our command, to give even
a tolerable idea of the contents. The address concludes thus, " Let us
then fellow citizens, one and all, resolve to signalise this happy era of
returning good feeling and general prosperity, by laying the foundations
of a mighty work, which will be a blessing to our country—a rich1 trea¬
sure to our posterity; and in all time to come, an enduring monument
of our enterprise, wisdom, and patriotism."
The address is followed by resolutions expressive of their readiness to
join with the citizens of Cincinnati, and all others, in the construction
of the work by the most advantageous route, and their willingness
and determination to engage immediately in the execution of it.
From Andrew Craig, Esquire, of Whitley court-house, Kentucky, we
have received the proceedings of a meeting held there in furtherance of
the proposed work, and proposing a route, with a sketch of the same.
That meeting appointed a committee of correspondence, consisting of
Col. Jno. S. Luughlin, Col. B. E. Watkins, and Andrew Craig, Esq. A
report that was read and adopted relative to a certain route for the rail road
15
concludes as follows"Your committee will close these remarks by
recommending an entire acquiescence in whatever may be the result in
locating the contemplated rail-road, disclaiming every thing like selfish¬
ness, but what is supported by reason and justice.'" This determina¬
tion, dictated, no doubt, by patriotism,, cannot be too forcibly recom¬
mended to the citizens in any part of the country, where a competition
of routes may take place. When we consider that the connecting of the
navigation of the Atlantic with the agriculture of the interior, is the pri¬
mary object of the great, the magnificent enterprise, minor considerations
should give way to the great good to be accomplished.
While on this part of our subject, we cannot forbear to mention with
pleasurable anticipations, that Lexington, Kentucky, although no men¬
tion has been made of that city as a point, will do all in her power to aid
the work. In a letter received from Captain S. Fitch, of that place,
he says, " The people in this city and country are much in favor of the
great rail-road project, and will go for its charter, with all their influence."
This is as it should be; Lexington knows that with the rise of Kentucky,
she will rise; she knows, that if not on the main line, she will be near
it, and that a few miles of rail-way will connect her and Louisville with it;
and the completion of one to Maysville, now seriously spoken of, as per
letter from S. D. Coleman, Esq. will unite five and all the cities in Kentucky
with the Atlantic sea-board. She knows that instead of Kentucky being
on the frontiers, this rail-road will so revolutionize trade, that she
will be in the front of commerce; and she well knows that her rank and
importance will increase with the greatness of the state of which she may
be considered the centre. She is aware that she will be the nearest city
of the West to the Atlantic; and holding this conspicuous place, with the
advantages already possessed, sho cannot be the looser by such a work.
It is, however, perfectly right for every individual, or meeting of indi¬
viduals, to furnish all the information in his or their possession, so that
every probable route, may come under notice as a subject for cursory
or minute examination. Our correspondence is extensive on this subject,
and when examinations begin, every suggestion should be brought under
consideration, together with all that can be collected on the subject. It
is not now necessary, if it would not be premature, to advance the
claims of different routes, on the reasons advanced by their several
advocates.
Among our numerous correspondents, many have taken singular pains
to inform us generally and minutely. They are all entitled to our sin¬
cere thanks; and if we can place some before the others, it cannot be on
account of the difference of their zeal for the prosecution of the enterprise,
but on account of the length and minuteness of their details. Among
them we cannot forbear to mention those of Col. A. Blanding, of Columbia,
S. C., from whom we have received three very instructive letters, and many
other documents—D. A. Dedrick, Esq. of Knoxville, Tennessee—two
letters from the Hon. J, C, Calhoun, Esq. of S. C., together with
numerous others, an abstract of which would exceed our limits.
We cannot, however, omit to say that we learn from Mr. Deddrick's
letter, that much of the dry goods and some groceries are received at
Knoxville from Baltimore, at the cost of five dollars per hundred pounds.
16
On this subject, we will quote from an interesting letter received from
Wm. Graham, Esq. of Tazewell, Tennessee. Speaking of the commerce
of that place, he says, " We import largely dry goods, hardware, queens-
ware, stationery, groceries, medicine, and dye stuffs,'from Baltimore,
distant 520 miles, weighing 115,300 pounds, and export there 18,300
pounds; the first at five dollars per hundred, and the last at $2 50, in
feathers, beeswax, coarse linen, ginseng, snakeroot, peach brandy, and
bacon. We import from Louisville, 39,000 pounds in groceries, distant
210 miles, at $3 per hundred; and send there 9,800 pounds in flaxseed,
tow linen, whiskey, and peach brandy, at $1 per hundred, and to other
parts of Kentucky, 46,000 pounds, chiefly iron and some whiskey, at
$1 per hundred; and receive from Goosecreek 43,000 pounds of salt at
80 cents per hundred, distant 66 miles, which last is probably half the
consumption of the county. In addition, we have supplies of groceries
from Knoxville, distant 45 miles, and from trading wagons. From the
nail factories, distant 75 miles, 3000 pounds of nails, besides paper from
the paper mills and tin pedlers. Our population is about 10,000."
Thus we see that the commerce of one small town in East Tennessee
costs its inhabitants, for transportation alone, the interest of about
$150,000 annually, which sum would. be amply sufficient to build the
proposed road through Claiborne county—a rail road every year!!
So natural is this channel for the great western commerce, that some
of it even breaks through the barriers of the wilderness and treads the
almost pathless woods, to find its proper outlet. From a letter received
from Wm. Beaty, Esq. of Cumberland Gap, it appears that the stock
which passes south by that place is as follows:
Horses and mules . . . . 6,692 head,
Hogs, ....... 111,285
Sheep, 500
Bacon, . ... . . . 175,000 pounds.
Cattle estimated by Mr. Graham at 15 hundred to 2 thousand head. Mr.
Beaty has promised us further details. Can it be possible that the im¬
mense products of this country, which thus break over the almost insu¬
perable barriers of unimproved mountains, shall not direct us in the direc¬
tion and plan of our improvements? Shall we continue to depend upon
the icy regions of the north for the outlet of our surplus products, which
by Nature's bleak blast is frozen at the very season it best suits our
farmers to transmit their surplus and receive their supplies? Or shall we
continue to depend upon the thousands of miles of navigation south of
us, and which leads directly to the bosorn of the gulf, warmed by the
tropical sun, and best calculated to render our products useless by the
length and condition of the voyage? Or rather shall we not break down
the mountains, and annihilate the space, which lies in the shortest and
best direction of the briny ocean, cooled by a temperate atmosphere, and
better fitted for the purposes of our trade?
By the adoption of a system of rail-ways, any town may become almost
a sea port, and exhibit all the pleasing results and variety of a lively com¬
merce. We were led to this conclusion from reading an incidental
ail-road report in the Charleston Courier. This report seems to be a
17
matter of daily occurrence in Charleston of the transit upon 135 miles
of rail-road. What town is there iii this flourishing West that might not
make a report equally interesting, equally maratime and equally commer¬
cial; and what will this report rise to when the proposed road with its
thousand ramifications, is constructed, all centering at Charleston?—
We transcribe the report from the Courier of the 9th instant, as we found
it, for the amusement and instruction of our readers.
" RAIL ROAD REPORT.
" Nov. 6.—Arrived locomotive E. Harvey, 3 passengers and 2 bag¬
gage cars. Marion, 24 freight cars. [A line of houses moving!!!]
" Nov. 7.—Departed, locomotives E. Harvey, 5 passenger* and 2 bag¬
gage cars; Georgia, 15 freight cars; Marion, 12 ditto.
"Arrived, locomotives Edgefield, 15 freight cars;' Wm. Aiken, 11
ditto {Sumter, 5 passenger, 2 baggage cars.
"Nov. 8.—-Departed, locomotive Columbia, 14 freight cars; Sumter,
14 ditto. -
" Arrived, locomotive H. Shultz, 18 freight cars."
Twenty-four cats following one locomotive, would surprise many of
■our western citizens, as steamboats did within the last twenty years!
But half of that time shall not pass, till, with God's blessing, sights greater
than these will he common among us.
From some unknown correspondent, we have received the journal of the
Tail-road convention, held at Danville in Virginia, for the purpose of t.ak^
Ing into consideration the propriety of establishing a rail-road from Dan¬
ville to Evansham. This document, although not relating to our im¬
provement, contains much interesting and useful information.
In like manner, we have received in pamphlet form, the message of His
Excellency, Governor Lumpkin, to the legislature of Georgia, Nov. 3d.
Speaking of our rail road project, he says:
" I would most respectfully invite the attention of the General Assem¬
bly to the contents of a pamphlet which I lay before the House of Repre¬
sentatives, on the subject of a contemplated rail-road from the valley of
the Ohio river to the Atlantic coast of Georgia and the Carolinas. A
deliberate consideration of the documents which compose this pamphlet,
will not fail to impress the comprehensive mind, with the great impor¬
tance of the subject. Georgia, the two Carolinas, Ohio, Tennessee, Ken¬
tucky, Virginia, and Indiana, are the states most deeply interested in the
project, whilst its consummation would not fail to extend benefits to
every part of our continent, East, West, North, and South. The extent
of this inland communication from North to South through the centre of
the United States, would comprehend at least fifteen degrees of latitude,
and could only be compared with that established by the Mississippi
river itself. At least half the population of the Union, comprehended in
whole or in part, residing in Florida, Georgia, the Carolinas, Virginia,
Pennsylvania, Kentucky,Ohio, Michigan, Indiana, Illinois, and Missouri,
are interested in the completion of a rail-road from Cincinnati in Ohio to
the Atlantic coast, and would immediately participate in its advantages.
The line of communication, connected as it would be with the other pub¬
lic works of the states, from the A tlantic ocean to the great northern lakes,
2*
18
establishing a "direct communication through nearly all the varieties of
climate, soil, produce, and people of the United States, would forever
stand conspicuous among the public works of the Union, both in a com¬
mercial and social point of view. Should this work be executed, the
social, political, and commercial relations between the extreme sections
of the North and South, would be instantly changed. The intercourse
thus established would be unprecedented in these United States. We
should no longer be strangers and aliens to our brethren. Charleston,
Savannah, and Augusta would be brought into social and direct inter¬
course, and good neighborhood, with Cincinnati, Louisville, Lexington,
etc.; the people of the two extreme regions would every summer meet, to¬
gether in the intervening mountain regions of Georgia and the Carolinas,
(the most delightful climate in the world,) exchange opinions, compare
their sentiments, and blend their feelings; the North and the South would
shake hands with each other as united brethren—yield up every sectipnal
and political prejudice, pledge themselves to joint objects of national
interests, and part as friends and brethren, devoted to the Union and the
liberties of their common country." He then, by many reasons, urges
the legislature to a co-operation in the prosecution of the work, and con¬
cludes this part of his message, by saying, " If we do nothing as a state,
shall we not encourage and aid our enterprising citizens who have volun¬
tarily engaged in the laudable work of internal improvement?"
By a letter in our possession, from General Robert Y. Hayne to the
editor of the Charleston Courier, we perceive what truly " gratifies" us—
" that, after a free interchange of opinions, between the Columbia and
Charleston committees, it has been determined that applicaiion shouldbe
made to the legislatures of the different slates interested, for charters to be
granted to a joint committee, for which subscriptions will be opened, as
soon as the necessary surveys and estimates can be made." We are also
gratified with the idea of " a convention being soon held to promote con¬
cert of action and the promotion of entire harmony."
Taking a view of our whole correspondence, and making deductions
from it, as it shows the rapid current and drift of public sentiment, we
set down as certain the speedy accomplishment of the great work, and
are led to believe that it will open three points on the Atlantic seaboard
to us, and that at least three points on the Ohio river will be rendered
accessible to it, very nearly, if not quite simultaneous with the opening of
the main stern. 1
Charleston and Cincinnati, from their superior local situations, natural
advantages, and commercial connexions, would have nothing to fear from
such a result; and those cities would scout a less noble idea than that
of accomplishing the greatest possible good with the fewest possible means.-
Jn the rivalry that this great revolution in commerce would produce,
Cincinnati has only to look well to her interests in connecting herself
well widi the interior, hereafter in commercial locality to be behind her.
Let her push a system of rail-roads and turnpikes in every direction from
her. Let. her aid in improving tlie country dependent on her; as that
improves, she must increase and become wealthy. Let her commercial
policy bo conducted upon an enlarged and liberal scale, and let her tako
19
care that her commercial cennexions shall not only be convenient from
facility, but pleasing through liberality, and she has nothing to fear in
the contest for wealth and true greatness.
With this subject directly before us, let us turn to the immediate ob¬
ject of our appointment, the rail-road to Springfield, as one of the means
by which Cincinnati is to improve herself, by bringing into action the
fertile soil and local advantages of the Little Miami valley, and opening
a quick, safe, "and cheap mode of transit to the lakes. This road, and
this particular direction of it, is immediately connected with the inter¬
ests of this city. Some particular parcels of property might be increased
a jittle beyond what they would be by this line, by bringing the rail-road
directly from Dayton along the whole line of the Miami canal; but the
interests of the city lie exclusively with the route we advocate. A rail¬
road from Dayton would accommodate no more soil, render efficient no
more water power, nor bring more products to Cincinnati, than the canal
would without it . Justice, then, to the city—justice and mercy to the
neglected district of the Little Miami valley, and the interests of the
state of Ohio, so far as the revenues of the Miami Canal are concerned,
all—all require the rail-road to be constructed on the route we propose.
JNO. S. WILT JAMS,
GEO. W. NEFF,
WM. LEWIS,
Nov. 2Qt7i, 1835. SILAS REED.
*
At a meeting of the citizens of Cincinnati and the vicinity, agreeably
to previous notice, at the College Edifice, on Tuesday, 15th December?
at 6 P. M. Major David Gwynne was appointed Chairman, and R.
Buchanan, Secretary. The object of the meeting having been explained,
by'the Chairman, it was
JResolved, That a committee of seven be appointed to report on the
subject of a Rail Road proposed from Cincinnati to Springfiell, and on
Rail Roads in general, from this city. Messrs. John S. Williams, Daniel
Drake, Geo. W. Neffi Wm. M. Corry, William Lewis, Wm. Oliver, and
E. D. Mansfield were appointed said Committee. The Committee, by
the Chairman, Mr. Williams, reported a preamble and sundry resolutions,
which, after discussion and amendments, were adopted as follows, viz:
preamble.
Whereas, the benefits derived by the state of Ohio, from her public
works, are no longer equivocal, but certain, and evidently much
greater than the amount of cost incurred in their construction. This cir¬
cumstance gives the greatest encouragement, and imposes the necessity
of prosecuting a system of internal improvement, commensurate with the
wants of every part of the state, so that the benefits of her improvements,
hitherto necessarily partial in their distribution, and unequal in their
effects, may be rendered equal in their influence, and that the munificence
of the state be more evenly shared by her citizens. Therefore,
I
20
1. Resolved, That we highly approve of that part of the Governor's
late Message, which recommends the establishment of a Board of Public
Works, and a general system of improvements, by canals, rail-roads and
turnpikes.
x 2. Resolved, That this meeting is gratified to observe the manifesta-
tation of public spirit in the state of Indiana, and the energy there mani¬
fested in the prosecution of works of internal improvement. This
meeting also approves of that part of our Governor's Message which
recommends the granting to that state the privilege of constructing a
part of the White Water Canal within this state.
Whereas, in the opinion of this meeting, the local circumstances neces¬
sary for the construction of canals are not general throughout the state,
and that the materials necessary for the construction of paved roads are
scarce in many parts, so that neither of these modes of improvement will
become general in Ohio; but that, in our opinion, the materials for the
construction of railways can be procured without unreasonable cost any
where. That by rail-ways greater acclivities may be overcome than by
canals. That when well coustructed, they are better adapted to the
wants of an agricultural, manufacturing, commercial and social commu¬
nity; are capable of carrying a greater quantity of transit, and at greater
velocities than either canals or turnpikes, and are more likely to become
general than either. Therefore,
3. Resolved, That the attention of the citizens of this state ought to
be particularly directed to their location, construction, and improvement,
so as to ensure the best situations for them, and the most complete mode
of constructing them, in order that the greatest possible benefit may be
derived from their use.
4. Resolved, That in granting charters for the construction of rail¬
roads, where the owners of the roads and the carriers upon them are
necessarily identified in the same persons, to give the works the greatest
effect, great legislative caution is required, not to restrict them so closely
as to prevent their extension on the one band, nor upon the other to grant
charters so lax in their provisions as that the rights, comforts, or conve¬
nience of the public shall be sacrificed or endangered by the interest or
caprices of the carriers. /
5. Resolved, That a board of internal improvement be appointed,
consisting of twelve members, to take into consideration the works neces¬
sary to be constructed north-west of the Ohio, to promote the interests
of the state generally, and those of Cincinnati in particular. That they
have authority to carry on correspondence—promote concert of action,
and do all such other acts as to them may appear necessary, to promote
the interests of the state or city. That they have power to fill vacancies
in their own body—raise contributions to defray necessary expences, and
to convene a meeting of the citizens, when in their opinion such a measure
is necessary. Five members convened at an adjourned or generally noti¬
fied meeting, shall be a quorum for the transaction of business.
Whereas, a rail-road from Springfield, in Clarke county, by way of thq
Little Miami valley, would tend to extend the benefits of internal improve¬
ments to a district particularly destitute—it would be necessary, as a
continuation of the Lake Erie and Mad River Rail Road to the Ohio at
21
Cincinnati—and also as a continuation of the proposed rail-road from
Charleston in South Carolina to the Lakes. It would thus open a new
channel of commerce, and social intercourse—bring into use much dor¬
mant water power—increase the resources of the state by the improve¬
ment of a fertile district much neglected, and as far as such a work could,
it would restore the equilibrium of benefits derived from works of inter¬
nal improvement. Therefore,
6. Resolved, That under these views, it claims the especial attention
of the state of Ohio, and that the citizens of the Little Miami district, as
well as those of this city and vicinity be, and they are hereby solicited to
petition the legislature to incorporate a company to construct said road,
with proper privileges and restrictions.
7. Resolved, That in the opinion of this meeting, a branch from said
road to Columbus would be of great importance, and might be recom¬
mended to the attention of the legislature.
8. Resolved, That we approve the proposition of Springfield to hold a
convention for the purpose of promoting concert of action, and to promote
the adoption of a general system of internal improvement, and that the
board of internal improvement be recommended to appoint a committee
to attend as delegates.
The following persons were appointed by the Chairman a Board of
Internal Improvement, as required by the fifth resolution, viz: John S.
Williams, Geo. W. Neff, Alex. McGrew, Chas. Shultz, Doct. Daniel
Drake, M. T. Williams, Samuel W. Davies, George Graham, B. Bucha¬
nan, E. D. Mansfield, Wm. Oliver, and J. D. Garrard.
Dr. Beddinger offered the following preamble and resolution, which
were adopted:
Whereas, a charter has been granted by the legislatures of Ohio, Indi¬
ana, and Illinois, for a company to construct a rail-road from Cincinnati
to St. Louis; and whether the construction of said road be consi¬
dered merely as a communication between the cities of Cincinnati
and St. Louis, and the intermediate points, or as an extension of the
great project from Charleston to Cincinnati, so as to connect the valley
of the Mississippi and the extreme west with the southern seaboard at the
city of Charleston; and whereas, it is important to the public interest
that the said road be immediately constructed:
Resolved, That the Board of Internal Improvement be requested to
enquire into the causes which have retarded the.progress of said road,
and report to an adjourned meeting of the citizen's when they may think
proper, what course is necessary to ensure the prosecution arid final com¬
pletion of the work with all practicable despatch, and whether any alter¬
ations in the charter or route may be necessary.
Mr. J. D. Garrard offered the following resolution, which was adopted.
Resolved, That this meeting concur with the meeting of citizens on
the 15th of August last, and with a recent meeting of the people of Camp¬
bell county, Kentucky, that Paris in that state should be a point, in the
contemplated road from Cincinnati to Charleston.
Upon motion of Mr. Geo. W. Neff, it was
Resolved, That the plan proposed in South Carolina to incorporate a
22
joint stock company to make the entire road from this city to Charleston,
meets the approbation of this meeting.
Upon motion of Col. Samuel W. Davies, it was
Resolved, That the project of a rail-road from Cleveland to Cincinnati,
by the way of Columbus, meets with the hearty concurrence of this meet¬
ing, and that the Chairman and Secretary be authorised to sign the memo¬
rial to the legislature on the subject, in accordance with the resolution.
Dr. Daniel Drake offered the following resolution, which was adopted.
Resolved, That, as connected with, and promotive of, internal improve¬
ments, by canals, turnpikes, and rail-roads, this meeting decidedly ap¬
prove of the geological survey of the state, as recommended by the Gov-
vernor in his late message to the legislature, and hope the general
assembly will make the necessary appropriations.
Resolved, That the proceedings of this meeting be published in the
city papers, and also in a pamphlet 011 the subject of rail-roads, now pub¬
lishing by the citizens of Fulton.
Adjourned.
DAVID GWYNNE, Chairman.
R. Buchanan, Secretary>
PROCEEDINGS
OF THE CINCINNATI BOARD OF INTERNAL IMPROVEMENT.
The board convened, agreeably to appointment, at the firemen's insu¬
rance office, on Saturday, December 19th, 1835. Present—Williams*
Buchanan, Neff, Oliver, Mansfield, Garrard, McGrew, and Shultz. J. S*
Williams was unanimously chosen Chairman, and Charles Shultz
appointed Secretary. Whereupon, the Chairman delivered the following
ADDRESS.
Gentleemx:—Union of effort and concert of action are the means by
which the austerities of nature are made to yield their controuling influ¬
ence to the energies of civilized man. By these means the desert is
rendered fertile, and the wilderness yields to cultivation, and savage
nature is dispelled. By these means, and these alone, armies become
formidable, and precedents baneful or salutary in government, agreeably
to the nature of the efforts that may be united under them; and it will be
by the same means that our appointment will be of use to our fellow citi¬
zens, if, in any event, they should be productive of good. It will not be
by a mere concentration of our individual force from which benefits are
to result to the community, but our elforts, properly directed and indus¬
triously pursued, will be the means of uniting the exertions of our fellow
citizens in measures of acknowledged utility and extensive benefit.
It. is the duty of every citizen to give a portion of his time and talents
for the benefit of his country, and it is equally the right of that country
to require it at his hands. Our fellow citizens of Ihis city having called
our particular attention to the subject of internal improvement as connect¬
ed with its advancement in particular, and that of the state of Ohio in
23
general, we are laid under peculiar and weighty responsibilities. No
appointment within their gift is more important, and although we may
not be the best selection that might be made, yet, by industry and union,
we can be of essential service to the country. We can so far inform
ourselves, and collect such a fund of information for others, that the
influence of our efforts may extend far and wide, and through all time to
come.
The situation in which you have placed me calls from me a brief state¬
ment of my views of the principles that should actuate us, the objects
that are likely to claim our early attention, as well as the best mode of
attaining those desirable ends. The influences that are likely to actuate
us in the discharge of our duties are private emolument, ambition, or a
love of praise, and a spirit of enterprise. In respect to private emolument,
it is assumed to be of no baser sort than that which is inseparably connect¬
ed with the improved state of our city and the country around, to which
our efforts will be directed. Any love of gain or private emolument that
has not the advancement of our country for its parent, ought never to cross
the threshold of our proceedings, and I trust will not. In respect to am¬
bition, perhaps, it would be uncandid to say that the love of praise or the
esteem of our fellow citizens forms no part of our motives; but any ambi¬
tion indulged which would prompt us to fall short of, or to outrun our
sense of duty, ought to be repudiated in every breast; and any fame that
shall not be earned or well deserved, even if such could be stolen or
usurped, is, I hope, beneath any member of this board ffitr a moment to
indulge. The love of our country, in the improvement of which is meas¬
urably involved our own good, and that of our descendants indefinitely,
should be the main spring to our actions. Naught but aif injurious want
of this will allow any member of this board to continue under the respon¬
sibilities of so important an appointment, and be careless how he answers
them. These considerations, properly entertained, will influence us freely
to give a portion of our time and talents as a sacrifice to *he advancement
of our country and the good of posterity.
In respect to the objects that should occupy our attention, and the
limit and extent of our duties, it will be right for us to examine closely
the proceedings of that large and respectable meeting from which our
appointment came, and especially that act which created our board. In
this there is one singular feature, that of the limit of our considerations
to improvements north of the Ohio river. When this shall be removed,
which I trust will not be long, if we prove worthy of the confidence
reposed, it will be our duty to consider Cincinnati the metropolis of Ohio,
the emporium of the West, the mart of western traffic, and the centre of
Ohio, Indiana, and Kentucky, collectively. It is impossible to take a
view of the settlements of the West, without observing how centrally, if
not enviously, she is situated. This city is not the centre of the western
country in the same sense that every town is the centre of its own vicinity,
but she is the centre of the wealth, population, and commerce of the
West, and the only point at which this extensive community can agree to
meet for the mutual exchange of the necessaries, the luxuries, and ele¬
gancies of life. If, however, she shall prove perfectly inattentive to the
24
natural conveniencies of her situation, she may let others, by artificial
ones, draw the people together at a point aside from the Centre, the proper
point of meeting, and she may lose that, by want of proper exertion,
which she might easily gain. To speak geometrically:—With a radius
of one hundred miles, and one foot in Cincinnati as a centre, and the
other on or near Columbus, at the head of canal navigation, on the Scioto,
describe a circle westward, and you include the settled parts of Western
Ohio and Eastern Indiana; pass very near, or through Indianopolis; just
include Louisville, Harrodsburgh, Richmond, and all or most of the fertile
parts of Kentucky; re-cross the Ohio river above Portsmouth, and include
the fertile valley of the Scioto to Columbus, and what is worthy of note,
the two extensions of the Ohio up and down, and the Miami canal divide
the included space into three very nearly equal parts, as so many radii
from the centre.
Again:—With a radius of one hundred and thirty miles, and one foot,
as before, in Cincinnati, and the other on the nearest point of lake navi¬
gation, sweep eastwardly, and you include two-thirds of the Ohio canal,
the Muskingum river, the town of Marietta, the Kanawha salines, and
traverse the Cumberland mountain, the line between Kentucky and Ten¬
nessee, Green river, in Kentucky, the Wabash river, and the Wabash and
Erie canal, without a deviation worth notice.
The extent of two hundred and twenty-five miles, upon a straight line
from Cincinnati, reaches Lake Michigan, and the same extent, carried
eastwardly, passes near Detroit and Cleveland, on Lake Erie; includes
Wellsville, on the Ohio; passes near Pittsburgh and Washington, in Penn¬
sylvania, Clarksburgh, in Virginia, Knoxville and Nashville, in Tennessee,
and Vandalia, in Illinois.
With a radius of three hundred and twenty-five miles, you reach the
navigation of the upper Mississippi and Missouri, at St. Louis, on the
west, of Lake Huron on the north, and eastwardly, include the fertile
part of western Pennsylvania, reach Cumberland, in Maryland, and south-
eastwardly, you cross the waters of the Atlantic, in North and South
Carolina, and southwardly, traverse the navigation of the Tennessee river,
cutting deep into the cotton districts.
In order to appreciate fully the importance of these lines drawn by
nature's pencil upon the map of the West, it will be necessary to suppose
works of improvement constructed that shall offer facilities of transpor¬
tation equal to those of the Ohio and Mississippi. These rivers, although
the distance is nearly doubled by thern, bring St. Louis, one of the farthest
points mentioned, within the influence of our trade. Construct, then,
but works as easy of transportation, and you attract the whole country
within that distance, and cause the inhabitants to acknowledge Cincinnati
as their common centre, and the mart at which, for mutual accommoda_
tion, they will meet to exchange civilities and commodities.
By a glance at the proceedings of the meeting which appointed us, it
will be seen that improvements by rail-ways is expected to engross a great
portion of our attention, and doubtless their capability of furnishing the
required facilities which will enable this city to be the easiest of access,
as she is nearest the centre of the wealth and population of the country,
will form an important part of our duties.
•25
That rail-ways are capable of being made to otfer the required facilities
is my firm conviction, and the only mode, natural or artificial, that
can be practised or conceived of, which will enable any city or country
to avail itself of the full extent of its local advantages. Canals, turn¬
pikes, and rivers, are limited in their capacities where perfect safety is
consulted. No more boats can be advantageously placed upon any canal
than can pass the locks, of which few are free. Five or ten feet of des¬
cent in a canal, confines its power - and on turnpikes, where each vehicle
is subject to the control of different drivers, of various ideas, whims,
and individual interests, and at all times under the influence of animals"
in their stupidity or fright, the bounds of perfect safety is within narrow
limits. The movements upon some of the roads leading from this city,
are beyond the bounds of safety, as the accidents and narrow escapes
upon them, show. The navigation of the Ohio river has long been too
great for safety, as the contact of boats, and other accidents upon her,
amply testify. Each boat on her, like each wagon upon a road, is sub¬
ject to the whim, caprice, and judgment and passion of a different pilot;
the boat itself, impelled by different currents, acted upon by winds, and
liable to many movements and accidents not within the power of the pilot
to control, or the application of industry or intellect to prevent, will for¬
ever cause the safe capacity of rivers to be less than we might suppose,
when viewing their still waters. Rail-ways, on the contrary, by their
regulated movements, do not admit of accidents by contact, and by a
happy union of principle ensure safety by the same means with which
ease and speed are accomplished. The reduction of friction and impe¬
diments upon them, enables any motive power to propel an amount of
weight upon them, that by application of friction upon them it cannot
move. For instance, let a horse be loaded on a rail-way, within the
range of his power when free, apply the brake and he cannot move from
his tracks by any exertion he may make, either in fright or capricious-
ness. Thus the entire safety of the vehicle and its contents are com¬
pletely at the disposal of the intelligent conductor, and not liable to be
endangered by any derangement of the motive power, whether animate
or inanimate. Rail-ways, therefore, offer that mode of improvement
which places the safety and speed of transit entirely within the range of
the ingenuity, industry, and care of man, and which sooner or later, his
sagacity will be certain to ensure.
Farther than this, rail-roads well constructed are almost unlimited in
their power to carry, not only as respects speed but quantity. To put
a good raikroad to the limit of its power of conveyance, you must fill it from
one end to the other with two lines of cars, and the engines or animals
which propel them. These cars must all be laden and moving at the top
of rail-road speed. This would cause a shipment and delivery of cargo
at each end, which no river except the Amazon could bear, and which
would cover any water but the open ocean. Neither would the safety
or speed of the transit be in the least interfered with by the quantity.
Some delay might take place, notwithstanding all the ingenuity and care
of well experienced men; yet when we consider the delays common to
our best rivers, from their great sinuosity, from drought, and from frost.,
3
26
and the great resistanceof water to the quick transit of bodies in or upoti
it, we may readily conceive, that the general introduction of rail-wayis
will divert trade from them, and make those points the centre of trade,
which their actual, position in the centre of wealth, the resources and
population of the surrounding country, would secure to them.
Our community cannot be too strongly impressed with the importance
of laying the foundation of an extensive commerce, rather than the pur¬
suit of the highest profits the state of trade, or the necessities of the
people, will place within their reach. The very same narrow policy which
hoards the miser's pence, prevents him from acquiring as great a fortune
as his industry and economy deserve. The same policy pursued by any
community, will forever prevent any city they inhabit from advancing
beyond the point to which natural advantages, by force of circumstances,
will convey it. The agreement of a great community to meet at any one
point, to transact their business, does not alone depend upon facilities of
transit. Liberality of principle, good faith, and a high sense of honor;
reciprocal benefits conferred, and even-handed accommodation, with a
proper spirit of enterprise, will make Cincinnati, in fact, what she is des¬
tined to be by nature —a great city—the emporium of the West, and the
pride of the Union.
It is with states and cities as with individuals. If one person stands
still, or does not advance with equal speed as others around him, he
loses ground, gets behind, becomes discouraged, forfeits his energy, and
drops into utter insignificance. On the other hand, if a farmer, for in¬
stance, uses industry, improves his farm, promotes enterprise, increases
the facilities of conducting his products to market, ensures the greatest
profits, and his wealth increases, and his comforts abound; and while
those around him complain of hard times, he is increasing his stores of
plenty. That care, however, is worth our thought, which prevents us
from weakening the force of our efforts by too great a division of them,
and from distracting the public mind by presenting too many objects at
once. In proportion, then, as we are convinced of the necessity of many
objects of attention, should be our endeavors to convince the community
of their necessity, provided any conviction is lacking. How many
channels of communication would be too many for the state of Ohio to
open, to ensure to herself that rank and importance to which her soil and
position entitle her? What efforts arc too great for her to make in order,
to develope to the greatest extent, and in the least possible time the almost
unlimited resources of her forests, her soil, and the earth beneath it?
And where ought Cincinnati to stop? Would half her present value be
too great an investment, when the moment the benefits would be felt, she
would quadruple her present value? Who would not vest their whole
fortunes and credit in a stock so valuable?
Who arc then interested in the benefits of this great result? or rather,
who arc not? Is ihe laborer, the capitalist, or the professional man not
interested? Can cither experience the denudation of any city they inhabit,
without feeling its effects? Or can they live in a growing community,
without partaking of the benefits of its advancement? Can the mechanic
the merchant, or the manufacturer remove their tools, their stocks, or
27
their machines, without loss; or can they continue in a decreasing city,
without feeling its withering effects, or exert themselves in a growing
one without sharing the common advantages? There is yet one class
of citizens, which, although unmentioned, is more interested than all the
others. A class whose all cannot be removed, but must remain and share
the chances of the times, whether ten, or ten hundred thousand, be their
lot. Their all is connected with the growth of the city, and the enter-
prize upon which that growth depends. They who own the real
estate, who are the owners of the city itself, will rise.with its growth, or
fall with its destruction. There is no taking their property to another
market. They will surely be convinced. They, to save themselves, will
second our efforts; and-we, to befriend them, will exert ourselves. Upon
the lot owners, then, must, or ought to be, our main dependence, to carry
out those plans of improvement, which the citizens in common have
made it our duty to suggest.
Every district of country which is improved, redoubles its energies,
arid it pours trade, commerce, and wealth through the avenues by which
those resources are made available. Under this view, we cannot overlook
as important, the Ohio turnpike to Portsmouth, one under construction to
Chillicothe, and one to Harrison on the Great Miami. The Miami Canal
to Perrysburgh will open the trade of the lakes and port of Ohio directly
to us. The Lake Erie and Mad River rail-road, now in progress, will
claim our attention, and one from Springfield through the valley of the
Little Miami, will bring the trade of a new district to us. Connected
with this is the proposed one from Cleaveland, via Columbus, to this
place, which will he among the first in importance. That proposed from
this place to St. Louis, via Indianapolis, ought to share our efforts to ac¬
complish. The great length and inviting direction of Lake Michigan,
shows conclusively the propriety of uniting ourselves with it at an early
day, by one of the best works that the improvement of the* age will fur¬
nish. This will open to us an almost entire new source of trade, wealth,
and commerce. It would cross at right angles the works of Indiana,
extended to connect the centre of that state with Lake Erie, and pour
at our feet the reward of laudable enterprize. All these works, if con¬
structed, together with the upward and downward halves of the Ohio
river, like so many radii, will place Cincinnati in an imposing position.
The great project of a rail-road to Charleston, etc, to which our deliber¬
ations do not extend, is of the first importance to carry off the trade thus
collected, and bring back an extensive commerce that must he dispersed
by those ramifications. One such point as Cincinnati would then be,
will necessarily exist in this extensive west, at which, by common con¬
sent, the great business of the district will he transacted. Ohio cannot
but foster Cincinnati, if we exert ourselves so as to ensure to herself the
proud distinction of containing so important a point. Kentucky cannot
withhold her consent, because the very fact of Cincinnati becoming great
will build up two cities of her own, if not by her fostering care, the centre
should he made to cross the Ohio river to her own side. Indiana cannot
but agree to the arrangement, as the commercial centre of the west, if
here, will be among her kindred, with her sister by the same parent, and
28
near her own domicii, with every facility and no barrier to her transit*
conquering time and space, and as well situated for her good, as any
place out of her own territory could be.
Before I close this address, permit me to call your attention, in a par¬
ticular mariner, to that resolution of the meeting of the citizens, which ad¬
vises caution in rail-road legislation. It is not hard to believe that rail-
^ . •
ways will supersede the use of canals and turnpikes, if not that of rivers.
When that kind of improvement shall be as extensive as the community
using it, and interwoven with every feature of comfort and convenience
of the whole population; when the business of carrying, necessary to every
department of civilized life, shall be transferred from the many to the
few, from the whole to a part, then will be effected a revolution such as
the world never saw. We are in the commencement of it, and if made
with care, will be productive of the most beneficial results. By a wise
system of legislation, it will bring wealth and comforts to every man's
door, not only by the facilities of commerce, but by turning to agriculture
and the arts, an incomputable amount of labor now employed in the slow,
plodding, dangerous, and dear-carrying department. It will increase
our effective employment by the quick and easy transit of our bodies,
and ensure the comfort of our minds by lessening the dangers of the voy¬
age. This extraordinary revolution must be made with care, <is the
" comforts, the convenience, and the rights of the many will be sacrificed
or endangered by the interest or caprice" of the few. We may easily
conceive that the time may come when even common roads will measur¬
ably go out of use, and at all events, out of repair; when under a lax sys¬
tem of legislation the community may be in a defenceless state, that com¬
binations and arrangements may be made that might materially affect their
interests;—that may pull down and build up cities at pleasure, and in
an all-important particular, shake the foundation of our liberties. If we
could admit that the competition of different lines between important
points, would secure the country from imposition on a large scale,
we can never imagine a competition that will serve the interests of the
community between the points, and prevent our yeomanry from being
subject to unnecessary inconvenience and injurious delay; especially
when we know that the competition among steamboats does not always
procure to way-passengers and way-freight, the merited respect.
These hints, dropped merely as a matter of timely caution, are not in¬
tended to discourage or retard the progress of that revolution which the
times, if not our own good, demand of us to accomplish. If we stand
still while the world is going forward around us, we inevitably drop into
insignificance, but to rush forward thoughtlessly, we might stumble over
the precipice of destruction.
I cannot pass this opportunity over, with my own approbation, did I not
call your attention to the collection of all the useful information that
the present age will furnish, bearing upon the subject of internal improve¬
ment. This collection, if arranged and carefully kept, would be a fund
of information upon that vital subject. That library would be the centre
to which the experience of our race would tend, and from which the infor¬
mation of our age would radiate. It would be at no distant day the em-
29
poriumof that kind of knowledge, and the ornament, if not the boast, of
our city. In connexion with this idea, and as an efficient aid in attaining
the objects of our appointment, is suggested the early establishment of
a periodical that shall have for its sole object the improvement of the
country generally, and particularly the states of Ohio, Indiana, and Ken¬
tucky, and Cincinnati as their common centre. Connected with this,
might be a department detailing in the most explicit manner the mode of
laying out, constructing, using, and repairing every kind of improve¬
ment, having for its object the facility of locomotion, from a canal to a
road-ditch, and from a paved road, to a garden walk.
In conclusion, permit me to suggest the propriety of an early attention
to our own organization, under an energetic system of by-laws and inter¬
nal regulations, and if the dispensation we have received be insufficient
to ensure energy and despatch to our actions, we may ask those additions
to our powers which may appear necessary, or the formation of a society
under regulations approved by the citizens.
In our exertions, I trust we shall be fully sustained by that community,
a part of which we are, and among whom, and for whom, we act. We shall
also share any merited indulgence; but our country in strict propriety
may, and doubtless will require an account of our stewardship; and pleas¬
ing will be the reflection if, in the quiet of our consciences, we can answer
and receive the reward, of a well-earned and honest fame.
After which, E. D. Mansfield was appointed Corresponding Secretary,
and each member was appointed to receive contributions to defray neces¬
sary expenses.
Messrs. McGrew, Graham, and Mansfield were appointed a committee
to examine and report upon the charter of the Cincinnati and St. Louis
Rail Road Company.
Mr. Williams was appointed a delegate to Columbus to act in conjunc¬
tion with this board.
Major David Gwynne was invited to attend the meeting of the board,
and take part in the proceedings.
Ordered that the Secretary procure a book and record the proceedings
of this board, and that they and the chairman's address be published.
Adjourned to meet on Wednesday evening 23d instant.
J. S. WILLIAMS, Chairman.
C. Shultz, Secretary.
E. D. Mansfield, Cor. Secretary.
POSTSCRIPT.
0^7-We propose to lay before our readers an important resolution,
which was adopted at a meeting of the citizens of Cincinnati and adjoin¬
ing towns, held at the Commercial Exchange, November 26,1835.
\
[From the Evening Post.]
" On motion of Major D< Gwynne, seconded by George W. Neff,
Esq., it was
" Resolved, That committees of five persons from each ward in this
city, be appointed for the purpose of obtaining signatures to petitions to
the legislature of the state of Ohio, authorising the chy of Cincinnati to
take stock to an amount not exceeding half a million of dollars,
in the contemplated rail-road leading from Cincinnati to Charleston, S.
C., in the event of charters beiug obtained, incorporating a company or
companies, to make said road through the states through which the same
may pass; and to obtain the sum so subscribed by loan or otherwise."
It will be seen by the following letter that the " far west" is again ready
to revive the project of a rail-road from Cincinnati to St. Louis.
It was agitated two or three years since, with much spirit, and now
presents considerations of redoubled importance, since it will only be an
extenuation of the great road from Charleston, S. C. to this city.
We hope the people of Missouri, Illinois, and Indiana, will act most
efficiently in a scheme so vitally important to their best interests.
St. Louis, December 16, 1835.
Corresponding Committee—
Gentlemen;—At a numerous meeting of this place, to take into
consideration the propriety of extending a Rail Road from your city to
this—it was resolved—
That we heartily concur with the citizens of Cincinnati in the propri¬
ety of a rail-road from Charleston to that city, and of its usefulness to the
western country.
That the said rail-road be extended to this city from Cincinnati, and
for the purpose of so doing, we form ourselves into a company, to be
called the St. Louis and Cincinnati Rail Road Company—
That Messrs. G. Farewell, A. Buzby, and G. Tuft, be appointed a
committee of Correspondence—
That M. Powers, S. A. M. Shipp, Mr. N. Todd, Geo. Morton be
appointed a committee to make application to the legislature for a
charter—
That we adjourn to meet on Monday—
That a copy of these proceedings be sent to the corresponding com¬
mittee at Cincinnati.
JOHN MEGINNES, President.
A. Cusiiing, Secretary.
From the Evening Post.
GLORIOUS! f
North Carolina.—A bill to incorporate the Cinch
and Charleston Rail Road Company is before the Lj
lature of North Carolina, and will pass. !
Tennessee.—The Internal Improvement Bill befon
Legislature of this state, has the following provis
which there is scarcely a doubt will pass into a law. [
Sec. 6. Be it enacted, That so soon as a comf
shall be chartered, proposing to connect East TennC
by rail-road with Charleston, South Carolina, or sf
southern port, (to grant which charter the state he
pledges herself,) the Governor is authorized and reqf
to subscribe in the name of .the state, for seven hune
and fifty thousand dollars of the capital stock of |
company, and shall execute the bonds of the state if!
same manner and on the same terms and the same |
ditions, as are herein provided for the execution of;
bonds in the Western Rail Road Company. 1 J
Sec. 7. The subscription authorized in the sixth f
tion of this act, in the event of a company being for -
to connect Charleston with Cincinnati through East r|
riessee, shall be made for stock in said company aft(|
charter by South Carolina, North. Carolina, and Terf
see, and the Governor is authorized and required or|
formation and charter, as herein declared, of said If
pany. to subscribe the aforesaid amount of seven hun |
and fifty thousand dollars, and to execute the boncjg
the state according to the terms designated in the tl
section of the act. Provided, the said amount of si
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hundred and fifty thousand dollars subscribed as a$
said, shall be expended by said company within the h|
of Tennessee. |!
South Carolina has passed the bill to incorporate
Cincinnati and Charleston Rail Road Company. ;j|
facts communicated in the above few paragraphs^
worth all the messages, reports, and documents, (alf j
excepting those upon the Rail Road subject) that
heretofore issued or will hereafter issue from the jv'
for years to come.