YALE UNIVERSITY
LIBRARY
DISCOVERY AND
SETTLEMENT OF
WESTERN
NORTH AMERICA
COLLECTION OF
WILLIAM
ROBERTSON COE

^¦[['¦¦¦(((.'ilSuiiil-'"

RAMBLES IN TIIE PATH

STEAM-HORSE.

AN OFF-HAXI) OLLA PODRIDA,
K.VBBACl.VG ^ GENERAL HISTORICAL AND DESCRIPTIVE VIKW OF THE
SCEXERy, AGRICDLTtJRAL AND MINERAL RK.iiniRCES, AND
PROMINENT FEATURES OF TUE TRAVELLED ROUTE
FROM BALTIMORE TO HARPER'S FERRY, riMHKRL,\ND,
WHEELING, CINCINNATI, AND LOLISVILLE.

BY ELE BOWEN,
AUTHOfi OF TELE PICTOEJAL SKETOU-BOOK, UMTED BTAT28 POST OFFICE GDIDE, ETC,

PHILADELPHIA:
WM. BEOMWELL AND WM. WHITE SMITH,
PUBLISHBES, No. 195 CHESTNUT STREET.
BALTIMORE:— S. B. HICKCOX, Agent.
1855.

A WOED IN ADVANCE.
This work was commenced by the writer in the fall of 1852, who, in
connection with his then associate in business, intended to print and
publish it. After having completed most of the prominent pictorial
sketches, and while engaged in the preparation of the MSS., his labors
were suddenly interrupted by an extraordinary illness, which, continuing
several months, came very near a fatal termination. He was, at the
same time, overwhelmed with a domestic affliction, from the effects of
which he has not yet fully recovered, and probably never will. Under
these circumstances, the arrangements made, and the materiel collected
for the publication of the work, were suffered for a long time to remain in
statu quo. In the meantime the writer became engrossed with vastly
more important affairs, and was in no condition of mind to do himself
any particular credit in the " literary way."
As, however, some preliminary arrangements had been entered into
for its publication, independent of the time and money expended upon
the MSS. and engravings — (amounting to a considerable sum,) — the
writer participated in the desire of other interested parties for its
early completion. The whole material was, therefore, in April last,
transferred to Mr. William Bromwell, at a merely nominal cost, who
engaged to finish the book in the style originally contemplated, and to
carry out all the arrangements previously made for it. (V)

VI EAMBLES IN THE PATH OF THE STEAM HORSE.
A word in adTance.
The task thus involved in the completion of the MSS., and which had
necessarily to be assumed by me, was, under the circumstances, peculiarly
intricate, laborious, and distasteful. Although anxiously desiring its
completion, I could not discipline my thoughts and feelings into working
order ; and the duty was thus deferred from month to month, and week
to week, until finally, the thing admitted of no longer delay — it had to be
performed nolens volens. I felt, with Lady Macbeth, that " if 'twere done
when 'twere done, then 'twere well 'twere done quickly ;" and I accord
ingly sat down, though still somewhat " infirm of purpose," but with the
hest intentions in the world. A few weeks of hard toil, compared with
which the tread-mill would have been pleasant, brought me to the end
of the journey. I sought in vain the gay and sprightly spirit which 1
desired to infuse into the book, and which, only two years previously,
came so spontaneously to my aid, rendering the exercise of writing a
fascinating amusement, instead of a bore. Feeling, as I did, at every
progressive step, and with every fresh drop of ink, that I was but writing
my owa condemnation, the expediency of changing my tactics soon
suggested itself. Indeed, instead of being able to maintain, with respect
ability, its original character, as contemplated at the commencement, the
necessity of resorting to compilation became more and more manifest;
and as I patiently advanced, day after day, with these occasional reliefs,
I sometimes felicitated myself with the reflection that, whatever others
might think of my work, I was giving it all the attention, vigor, and
force, which my poor abilities, and the " inevitable force of circum
stances" would allow. I was particularly fortunate in meeting the work
of W. Prescott Smith, Esq., containing a collection of historical and
descriptive data, in reference to the Baltimore and Ohio Railroad, which
proved almost indispensable in treating of that great work. The editor,
with a heartiness and magnanimity that must commend him strongly to
my regards, tendered me the freedom of its contents ; and I accordingly

BAUBLES IN THE PATH OP TUE STEAM HOESE. Vll
A word in advance.
availed myself largely of its aid. The Negro sketches were furnished by
David H. Strother, Esq., of Virgiuia, a gentleman widely known for his
fine literary and artistic talents. It is due him to remark that, agreeably
to his suggestion, I found it expedient to make some slight curtailments
and alterations, which, while they in no wise improve, do not, it is hoped,
impair the interest of the sketches, which we regard as among the best
features of the book. I am also indebted to other parties and sources for
assistance in the editorial department, but as the usual credit has been
given at the proper phices, it would probably be an unnecessary recapitu
lation to specify them here.
As to the engravings, I think I can refer with safety to those executed
directly under my cognizance, to indicate (as well as to vindicate) the
high standard of excellence which it was contemplated, at the outset, that
the work should attain. Fully aware of my own deficiencies, I have no
disposition to burthen myself with those of others ; and it is therefore
only proper to observe, that the sketches illustrative of the Ohio, and
many applicable to the line of the railroad, were not made or engraved
under my direction, as they should have been. I am entirely willing to
be considered responsible for those of the Camden street depot ; the
Thomas viaduct ; EUicott's Mills ; Harper's Ferry ; the viaduct at Mar
tinsburg ; the viaduct and town of Cumberland ; Piedmont ; the Monon
gahela bridge ; Board Tree tunnel ; Tygart River Falls ; Wheeling; etc.,
etc., embracing altogether, some forty engravings ; — while I am as
unwilling to acknowledge any connection with the others, excepting the
coal sketches, most of which not being originals, and considered as
embellishments, are quite unimportant. Nearly all the engravings
enumerated were executed by Mr. Louderbaek, a young gentleman of
Philadelphia, who stands without a, superior in his profession, in the
United States. It is genius such as his that has elevated the art of wood
engraving to its present comparatively lofty position ; and it is in the

viii EAMBLES IN THE PATH OF THE STEAM HOESE.

A word in advance.

hands of such men, we can say without egotism, that we are invariably
disposed to throw our orders. Most of the original sketches were made
from nature by Mons. Beaulieu, a young Frenchman who, in some
respects, has evinced considerable ability. He, however, lacks origi
nality, betrays carelessness in transferring his sketches to the block, and
is utterly unable to depict figures. This is the most serious deficiency of
the present work, many of its scenes lacking warmth, picturesqueness
and life. To remedy this defect, however, as far as possible, we employed
other artists, among whom may be mentioned Messrs. Strother and
Lowrie, (the latter of Philadelphia,) both of whom occupy an eminent
position in their profession, which will in no wise be compromised by
their contributions in this case.
The immediate object of the present work, was to commemorate the
completion of one of the oldest and most stupendous lines of improvement
inthe United States — to trace its history — describe its properties and
functions its resources and trade, its great "proportions and its vast
concerns" — and mingling scenic effects with the gossips, incidents,
novelties and statistics, identified with it, to present a work neither
encumbered with methodical statements nor deficient in substantial infor
mation, but combining both, as far as possible, in an agreeable and
handsome form. How far this idea has been carried out, the reader,
living in a "free country," is at perfect liberty to judge.
Bowen.

GAMBLES IN THE PATH OF THE STEAM HORSE.

Harness me down with your iron lifinrl?.
And be sure of j'our curb and rein :
For I scorn the strength of your puny hands,
As the tempest scorns the rain !

IN the early history of the hum.an faraily, we find no accounts of im
proved highways. For a long time, man lived in the original bent
of his nature ; and cultivated none of those wonderful mechanical and
elevating faculties which were subsequently developed, and now form so
characteristic a feature of his nature.
Pride, then, was not; nor arts that pride to aid ;
M.in walked with beast, joint tenant of the shade
The same his table, and the same his bed ;
No murder clothed him, and no murder fed.
Living under governments purely patriarchal — (if governments they
should be called) — ^both in their civil and religious principles, man had no
care beyond his flocks and herds. The fruits of the earth grew sponta
neously to his grasp, and hunting was his pleasure and his pastime. Thus
passed the happy hours when the earth was young and green, and when
man, like an infant, was more directly under the care of his Father.
With the age and increase of the human family, came a chiinge of cir
cumstances, conditions, and predilections. Cities were founded, and grew,
and flourished ; the spirit of faction was kindled, and soon blazed forth in
rival tribes, led by ambitious leaders. Then came Pride, leading in her
haughty, selfish, and imperious train, war and the implements of blood.
1 (1)

EAMBLES IN THE PATH OF THE STEAM HOESE.

Primitive state of the human race..— Military highways.

Blood and destruction oame so in use.
And dreadful objects so familiar,
That mothers did but smile, when they beheld
Their infants quartered with the hands of war;
All pity chok'd with custom of fell deeds.
With the age of war came roads — military highways, to facilitate the
passage of trains of camels and horses, burthened with tents, provisions,
and the thousand et ceteras making up the " pride, pomp, and circumstance
of glorious war." It is a sad commentary on our nature — on our great
ancestors, — that the first roads should have led to blood, and death, and
havoc. It is a sad commentary on our blood-thirsty hearts, when, search
ing all quarters of the globe, amongst the wrecks of antique times, we
can find none other — all military thoroughfares
But what most shows the vanity of life,
Is to behold the nations all on fire,
In cruel broils engag'd, and deadly strife ;
Most christian kings, inflamed by black desire,
With honorable ruffians in their hire,
Cause war to rage, and blood around to pour;
Of this sad work, when each begins to tire,
Tbey sit them down just where they were before,
'Till for new scenes of war, peace shall their force restore.
We first recognize wheeled vehicles araongst the ancient Assyrians :
but there is no telling how far back their original introduction may not
go. It is sufficient to know, however, that three thousand years ago,
captive women were drawn to Nineveh in a cart. War chariots, in which
the " kings and awful rulers of mankind " were wont to ride, are of very
great antiquity, and peculiar to nearly every nation of which we have
any accounts. While in the hey-day of their prosperity, the people of
primitive Asia constructed canals to water the soil, and even led branches
of rivers through stupendous tunnels, cut in the mountains, we still look
in vain for any travelled road superior to the war-path ; or for any mode
of transport beyond that of beasts of burthen. Indeed, from the most
remote ages of antiquity to a comparatively recent period in the christian
era, we find scarcely any other mode of interior transport indicated than
that of pack-horses ; and it is therefore certain that little attention, except
in a few instances, had been bestowed upon the structure of roads. Even

EAMBLES IX TIIE PATH OF TIIE STEAM HORSE.

I'ac-U h^'ises — ravud ^o.ld^. — Tbe Koman Appian Way.

Pack-Horses.

at this day, iu many regions of
country, beasts of burthen coraprise
the sole reliance for the interchange
of local commodities ; and roads
were aud are still improved in exact
proportion to the requirements of
the trade thrown upon them. Pack-
horses, however, in more modern
times, were principally used in
mountainous countries and wilder
nesses, where improved highways
were regarded as too expensive as
well as impracticable. Even in this ^L-j^^
country, in crossing the Alleghany
mountains, pack-horses were at one
period exclusively employed ; and
before the completion of the turnpike roiids which now traverse them,
long trains might have been seen somewhat in the manner represented in
the engraving.
The Carthagenians, it is generally believed, were the first people who
paved their highways with stones ; and it was from them, without doubt,
that the Romans acquired their knowledge of this important and useful
art. The celebrated Appian Way, originally a military road, was proba
bly one of the greatest and proudest triumphs of Roman industry. It
was compactly built — the surface of broken stone filled in with gravel, —
and abounding in massive arches and stupendous walls ; — yet, notwith
standing its great solidity and elaborate finish, we cannot ascertain that
wheeled carriages — other than chariots — had been introduced at the time
of its erection, which was some four hundred and fifty years from the
settlement of Rome. It is, however, more than probable that carts were
used, since we have recognized them elsewhere several centuries prior to
the construction of their great paved highway. From the enormous
dimensions of the chariot wheel, one might suppose them constructed
altogether of wood ; — but this was not the case. They were then, as sub
sequently, strongly mounted in iron, and the only way we can account

EAMBLES IN THE PATH OF TIIE STEAM HOESE.

The war chariot, — Canal.'?.

for the great width of the tiro, is to suppose the roads originally of a
sandy and yielding nature, which, without doubt, was often the fact.
This, in itself, would prevent the conveyance of heavy burthens in carts,
— and hence the necessity which subsequently suggested itself for paved
highways. However this may be, it is certain that the wheel did not accomplish
much, even after its introduction, by the Romans, into Great Britain,
where they laid down the first roads ever erected in that country. These
roads were also of a military character ; but were constructed with special
regard to permanency. The difficulty of overcoming mountains and
steep elevations, no doubt seriously operated against the use of wheeled
carriages, especially in the absence of the break or lock, now universally
used in wagons of heavy capacity.
The spring break is, we believe, a recent invention ; and without some
fixture of this sort attached, it would be just as impossible for our
wheeled carriages to descend inclined planes, as it no doubt was with
our great ancestors two or three thousand years ago.
Under these circumstances, it is not so astonishing, after all, that pack-
horses should have comprised the principal, and, almost, the only means
of inland transit, from the beginning of the world down to the last
century— down, in fact, to the age of steam. For, notwithstanding
thousands of miles of canal had been completed in Europe at the
beginning of the present century— notwithstanding the Chinese had,
from time immemorial, been distinguished for their boats and junks-
yet, everywhere, the business of the horse had only increased.
See— see where he stands in his beauty and pride !
Man scarce seems the noblest when placed by big side !
What strength in his limbs as he spurns tbe dull ground
How bold his full eye, os he glances around!
The canals, until locks were introduced at the Latter end of the
fifteenth century, were mere elongations ofthe levels of lakes and rivers;
but the moment water-lifts were effected, the system spread with extra
ordinary rapidity. Notwithstanding this great achievement, however,
mountains still reared forth their lofty summits in defiance of the arts of

EAMBLES IN THE I'ATII OF THE bTEAJI IIOR.SE.

Tho railway for coal cnrtn.

man ; and the horse, singularly enough, was the only vobourcc by which
they could be overcorae.
As population increased and the restless enterprise of man extenJod,
other modes of penetrating the interior became necessary. Valuable
minerals had lain untouched in their primitive beds — towering forests
stood forth in all their native strength and majesty, and much of tho
common soil ofthe civilized world still lay undisturbed by the plough.
Upon the general introduction of wheeled vehicles, great improvements
in the character of the roads immediately followed, finally terminating
with railroads, which, as might naturally be expected, first made their
appearance in the vicinity of coal mines, and other places, where heavy
bodies were to be removed. Previous to the use of the railway, coals
were borne away from the mines in sacks, thrown over the backs of
horses, as already illustrated in the engraving. A large number of
horses were kept, for this purpose, at every raining establishmerft in
Great Britain. The distance from the mine to the canal or river whore
the coal was to be shipped in boats, generally varied from one to five
miles; the expense, therefore, of this mode of conveyance, can readily
be imagined. Ultimately, carts were introduced, and, no doubt, with
material advantage in comparison with the previous mode. The carts
followed a regular road, which, it is to be presumed, occasionally needed
repair. To reduce the friction of the wheel, in such cases, nothing could
be more natural than to lay down pieces of boards, lengthwise, along the
road, and, finally, nothing could be more practical, than to lay boards
under the cart wheels, the entire length of the road. Depressions in the
road were filled up — elevations were cut down ; in fine, we have our first
wooden railway, one mile in length, be the same more or less, e^er
erected in Great Britain, and, for aught we know, the first ever con
structed anywhere in " this vale of tears." This road was erected in the
year 1602. It will thus be seen that railroads are not so recent, in their
origin, as is generally supposed.
The railway had not been introduced many years, before it was mate
rially altered and improved. Accordingly, twenty-five years after its
introduction, we find it described as follows in Jaa's Voyages M^iallur-
giqiies : " When the road has been traced at six feet in breadth, and where

6 EAMBLES IN THE PATH OF THE STEAM HOESE.
The railway for coal carts. — The double railway.
the declivities are fixed, an excavation is made of the breadth of the
said road, more or less deep, according as the levelling of the ground
requires. There are afterwards arranged along, the whole breadth
of this excavation, pieces of oak wood of the thickness of five, six, and
even eight inches square ; these are placed across, and at the distance of
two or three feet from each other ; these pieces need only be squared at
their extremities, and upon these are fixed other pieces of wood well
squared and sawed, of about six or seven inches in breadth by five in
depth, with pegs of wood ; these pieces are placed on each side of the
road along its whole length ; they are commonly placed at four feet dis
tance from each other, which forms the interior breadth of the road.
This kind of railroad was very imperfect, and had many disadvantages.
Though probably, at first, made of greater strength than necessary to
support the weight, yet, by frequent use, the rails would soon become
reduced in depth by the action of the wheels, and would break long
before they were worn through. It would thus be necessary that the rails
should be often renewed ; and, as the road required to be always of the
same width, the bearing action of the sleepers, by the frequent perfora
tion of the holes to fasten down the rails, would soon be rendered useless.
Though, of course, much superior to the common roads, in point of
economy and of transit, yet the frequent renewal of rails and sleepers
would be attended with considerable expense, not only of time and labor,
but also in the cost of the material.
The waste of timber thus occasioned, principally by the rail, when
partly worn, being insufficient to support the weight of the carriages, and
being therefore thrown away, would no doubt produce many attempts to
remedy the inconvenience ; and it is not improbable but the addition of
another rail, upon the surface of that which rested immediately on the
sleeper, were the next improvement — thus forming what is called double-
way. The upper rail, or that subjected to the action ofthe wheels, could
then be almost completely worn away without effecting, to a great
degree, the strength of that which supported the weight. This descrip
tion of railroad continued in use for a considerable period, and was
extensively used at the collieries of NorthumberLind and Durham, and
also in other districts of Great Britain.

EAMBLES IN THE PATH OF THE STEAM HOESE.

Wooden road-wft\s. — Cauals.

The yielding nature of the material, especially when saturated with
wet, would create very considerable resistance to tho wheels, which, by
sinking into and compressing the rails, would always forra a rising
surface, and thus impede the progressive motion of the carriages ; never
theless, a horse was enabled to convoy a greater weight along a railway
of this kind than upon a common road, however complete its structure.
At that time we find about seventeen hundred pounds the average load
for a horse and cart upon the common roads, while, upon the railroad,
the general load for one horse was about forty-three hundred weight, or
nearly two gross tons. In general, the collieries were situated at a much
higher level than the depdt to which the coals were to be conveyed ; con
sequently, the railroads would mostly descend in the direction of the load. '
Except levelling down abrupt undulations, little care appears to have
been taken to make the road with a uniform descent; as, to this day,
those which are in existence, show them to undulate very considerably.
In some parts of the road, where occasional acclivities occurred, ¦which
could not be levelled, or where sudden windings of the road were obliged
to be made, tliinplates of wrought iron were laid upon the surface of the
rails, and fastened down with common nails, to diminish the resistance
opposed to the wheels, and equalize the draught of the horse. This, no
doubt, would be found a great improvement, not only in diminishing the
friction, but also in preventing the rails from wearing. Yet we do not
find the use of them much extended, beyond the above named instances
— probably from the difficulty of keeping the plates of iron fast upon the
rails, as the rails, by the elasticity of the wood, would be constantly
working loose, and occasioning a continual expense in keeping them
right. After the introduction of these wooden railways into Great Britain, the
memorable canal system of Brindley, and other eminent engineers, occu
pied, for many years, the public attention. The application of locks
and of slack-water navigation became paramount to every other kind of
improvement, and canals were soon led to every quarter of the United
Kingdom. The wooden railroad, therefore, for many years, was merely
tributary to the canal, and was only used for short distances, and at those
points where it was impracticable to lead canal.

8 EAMBLES IN THE PATH OP THE STEAM HOESE.
Iron rails. — Wooden wheels.
The next step in the order of time, as well as in the order of impor
tance, was the introduction of iron rails upon the railroads. This is
supposed to have occurred about the year 1738, and is thus referred to
in the Transactions ofthe Highland Society, vol. vi. : — " In 1738, cast-iron
rails were first substituted for wooden ones ; but, owing to the old wagons
continuing to be employed, which were of too much weight for the cast-
iron, they did not completely succeed in the first attempt. However, in
1768, a simple contrivance was attempted, which was to raake a number
of smaller wagons, and link ihem together, and by thus diffusing the
weight of one large wagon into many, the principal cause of the failure
in the first instaace was removed, because the weight was more divided
' upon the iron."
The next improvement was the introduction of malleable iron rails,
which were tried at Washbottle Colliery, near New-Castle-upon-Tyne, in
1805. The rails were square bars, iwo feet in length, and joined together
by a half lap-joint, with one pin — one end of the rail projecting beyond
the end of the other, two or three inches. The use of this rail, however,
was extremely limited — the narrowness of the surface would cut and
indent the periphery of the wheels of the carriages, and it was conse
quently superseded by cast iron rails with a broader surface. The wheel
used on these railways, we may as well observe, was constructed almost
entirely of wood — although cast iron wheels had been invented as early
¦as 1767. Such was the difficulty, however, of using the break upon them,
that many horses were killed or injured, and the wooden wheel was con
sequently generally preferred for a long time.
In 1820, Mr. J. Birkinshaw, an ingenious iron worker in England,
obtained a patent for an improvement in the form of the malleable iron
rail. Previously to this, as we learn from Mr. Wood, in his Treatise on
Railroads, their section was rectangular ; and either the narrowness of
their surface produced great injury to the wheels, or, by increasing the
breadth, the sectional area was increased, and, consequently, their cost
became so great as to exceed that of cast iron, and thus cause the latter
to be preferred. Mr. B. produced a rail which combined the same bear
ing surface as the cast iron rails, with that form which likewise exhibited
the greatest strength, and thus obviated the objections to the use of those

EAMBLES IN THE PATII OP THE STEAM IIOKSE. 9
Tram-roads. — Malleable iron rails.
 . 
rails. Various modifications of his form of rail havo since been adopted ;
but this principle of manufacture long formed the description of rails
most generally used.
We have thus traced, briefly, the infiint railroad from its original wooilon
state to its iron-bound rail of 1820. Let us now glance at the circum
stances under which it was, a few years after, ushered into new life, and
made to effect a moral and physical revolution in tho whole aspect of the
civilized world. It is about thirty-four years ago,* since a thoughtful
man, travelling in the north of England, on commercial business, stood
looking at a small tr.iin of coal wagons, impelled by steam, along a tram-
road which connected the mouth of one of the collieries of that district
with the wharf at which the coals were shipped. " Why," he askcJ of
the engineer, " are not these tram-roads laid down all over England, so as
to supersede our common roads, and steam-engines employed to convey
goods and passengers along them, so as to supersede horse-power?" The
engineer looked at the questioner with the corner of his eye. " Just you
propose that to the nation, sir, and see what you will get by it 1 Why,
sir, you will be worried to death for your pains 1" Nothing more ¦ivas
said ; but the intelligent traveller did not take the engineer's warning.
Tram-roads — locomotive steam-engines — horse-power superseded ! — the
idea he had conceived coutinued to infest his brain, and would not be
driven out. Tram-roads — locomotive steam-engines — horse-power super
seded ! — he would talk of nothing else with his friends. Tram-roads
— locomotive steam-engines — horse-power superseded! — he at length
broached the scheme openly ; first to public men by means of letters
and circulars, and afterwards to the public itself by means of a printed
book. Hardly any one would listen to him ; the engineer's words
seemed likely to prove true. Still he persevered, holding the public by
the button, as it were, and dinning into its ears the same wearisome
words. From public political men, including the cabinet ministers of fhe
day, he received little encourageraent ; a few influential commercial men,
however, began at length to be interested in his plan. Persons of emi
nence took it up, and advocated it almost as enthusiastically as the
original projector. It having thus been proved, according to Dogberry's
- Charcber*s Edinburg Journal.

10 EAMBLES IN THE PATH OF THE STEAM HOESE.

General railways proposed. — Thomas Gray.

immortal phrase, that the scheme was a good scheme, it soon went near
to be thought so ! Capital came to its aid. The consequence was, that,
in 1826, parliament passed an act authorizing the construction of the
first British railway — properly so called — that between Liverpool and
Manchester. Four years afterwards, in September, 1830, the railway
was opened. What advances the system has made since, every body
knows. Railways have been constructed, and are in progress, in all parts
of the civilized world, and philosophers have already begun to speculate
on the astonishing effects which such a means of rapid locomotion must
have on the character and prospects of the whole human race, and the
only question is, where will this railway impulse end? into what strange
condition of humanity is it leading us ? And the heginning of all this
was the dream of a thoughtful man, looking, about thirty-three years
ago, at some coal wagons running along a tram-road to a wharf!
The name of this projector of a general railway system of transit is
Thomas Gray, and he is still, or was recently, alive. We have now
before us a copy of the work in which he first explained his scheme to
the public. The first edition of it was published in 1820, and the title
under which it made its appearance was as follows : " Observations on a
general iron railway, or land steam conveyance, to supersede the neces
sity of horses in all public vehicles ; showing its vast superiority in every
respect over all the present pitiful methods of conveyance by turnpike
roads, canals, and coasting traders ; containing every species of informa
tion relative to railroads and locomotive engines.'' There is now a sort
of quaint historic interest in turning to this book, to see the manner in
which objects familiar to us were first represented to the incredulous
imagination of the public. Prefixed to it, there is a plate, exhibiting
carri,%ges of different constructions, drawn along on railways by locomo
tives. The carriages of one of the sets strike the eye curiously, as being
made on the model of a common stage coach, with inside and outside
passengers, luggage on the top, and a guard behind with his horn. On
this plate are engraved the following couplets :
"No speed with this can fleetest horse compare;
No weight like this canal or vessel bear.
As this will commerce every way promote,
For this let sons of commerce grant their vote."

EAMBLES IN TIIE PATII OF TUE STEAM IIOKSE.

11

Gray's proposed railway system.

Gray's ideal passenger train.

These verses at least show the enthusiasm of the projectur ; but one
must be aoqu.ainted with the contents of the book throughout fully to
appreciate Mr. Gray's merits. Suffice it to say, that, except in the matter
of the speed attainable on the proposed roads, which experience has
proved to be miich greater than Jlr. Gray dared to hope, the case for a
gener.al railway system of transit, as here stated, is as complete as, with
.ill our acquired knowledge of the reality, we could now make it. The
first railways, we have already remarked, were merely wooden wheel-
ways, laid in the ordin.ary roads to lessen the friction, and render the
work easier for the horse. Some further remarks, however, touching its
characteristic features at the period when Mr. Gray's attention was
attracted to it, may not be out of place.
In the middle of the last century, the road having been rendered as
nearly level throughout as possible, rough wooden logs, called .sleepers,
each about six feet long, were imbedded in it transversely, at distances
of about three feet. Along these, as before described, were laid wooden
rails, pegged down with wooden pins, so as to form a wJieel-imij about four
feet wide. The wheels of the wagons were provided with a, flange, so as to
keep them from slipping off the rails. Each wagon was pulled by a
single horse ; and as the inclination of the road was usually from the pit
mouth to the wharf, the loaded wagons had the advantage of the descent,
while, in ascending, the horse had to pull only empty wagons. When
the difference of level between the pit mouth and the wharf was very
great, it was usual to manage the transport, not by making the road of

12 EAMBLES IN THE PATH OF THE STEAM HOESE.
Tram-road's revie-wed. — Inclined planes.
the necessary uniform inclination throughout, but by inserting, here and
there, a steep inclined 'plane, which the wagons descended by thoir own
weight, the rest of the way being tolerably level. These planes at first
proved very destructive to horses, especially in consequence of the use of
cast-iron wheels, hence the necessity which ensued of detaching them
from the cars. The loaded cars, as soon as the inclination of the road
became unusually steep, were precipitated against them, and many
animals were crippled and killed. The whole difficulty might have been
overcome with a suitable lock to the wheel, but at this period no such
fixture, or none sufficiently effective, appears to have been introduced
upon coal cars. By a contrivance introduced towards the end of the
last century, many of these planes were made self-acting — that is, were
so constructed, that the loaded wagons descending pulled up the retm-n
ing empty wagons. At others, the return wagons were pulled up by a
stationary steam-engine. Sometimes there was an inclined-plane termi
nating in a spout at the shipping-place, along which the coals were shot
straight into the hold of the vessel lying under the river bank.
In 1767, the experiment was tried of covering the wooden rails of a
tram-road with a plating of iron. The experiment was so successful, that
some years afterwards rails wholly of oast-iron began to be constructed.
About the year 1793, also, wooden sleepers began to be superseded by
stone ones — blocks of stone laid down underneath the joinings of the rails.
Stone sleepers, and, in fact, stone tram-ways were very generally used
from this date to as late as 1835, both in this country and in Europe. We
have before spoken of the perishable nature of wooden sleepers, and of
wooden superstructure for railways in general ; — it was with the view of
overcoming this evil, therefore, that stone was introduced. (We shall
reserve some further remarks on this branch of the subject till we reach
the Baltimore and Ohio railroad.) Till 1801, the rails were all of the kind
called the flat-rail, or tram-plate, consisting of plates of cast-iron about
three feet long, from three to five inches broad, and from half an inch to
an inch thick, with a flange or turn-up on the inside. About that year,
however, edge-rails began to be used— these edge-rails being bars of cast-
iron about three feet long each, laid on their edges, the flano-e, in this
case, being again on the wheel.

EAMBLES IN TIIE PATII OF THE STK.UI IIOKSE. 13

Railwny>'. — Tlorso- power. — Locomotive,.!.

The value of the inijirovcincnts which had thus been gradually intro
duced during the course of a century and a half, may be judged of fnun
the fact that, on a good edge railway, such as was to be found at tho
beginning of the preseut century, ten horses could do an amount of work
whicb, on a common road, would require the strength oi four /lundrcil.
Iron railways were, in consequence, quickly introduced into all the coal
and mining districts of Great Britain. They were employed on canals in
place of locks, to raise the barges on an inclined plane from a lower to a
higher level ; in some cases they were adopted in preference to the canal
itself; and, on the whole, they began to form an important auxiliary to
inland navigation, pushing the channels of trade and intercourse into
districts otherwise inaccessible, and even into the interior of the mines.
Indeed, there are at this moment, probably no less than two hundred and
fifty miles of railway in the coal mines of Pennsylvania alone, and even
a greater proportionate extent in Great Britain and elsewhere.
All this time horse-power continued to be the only motive force em
ployed, except at those inclined-planes already mentioned. Thus horses
and steam-engines shared the work and the honors between them. The
idea of uniting tlie two into one, so as to produce a locomotive steam-engine,
or a Steam-Horse, was a more recent one. Watt had, indeed, in one of his
patents, dated 1784, suggested a plan for impiirting to the steam-engine
the animal's faculty of locomotion ; but it was not till 1802 that experi
ments, with a view to the construction of an efficient locomotive engine,
were commenced. The first locomotives put upon trial were those of the
engineers, Messrs. Trevithick and Vivian. The objection to them was,
that there was not sufficient adhesion between the wheels and rails, so that,
if the velocity were at all great, the former would revolve without advanc
ing the vehicle. To remedy this inconvenience, various plans were pro
posed, among which that of Mr. Blenkinsop obtained the greatest celebrity.
His plan consisted in providing a notched rail, with a wheel having teeth,
which thus worked in a rack all along the road. One of Mr. Blenkinsop's
engines, of four horses power, impelled a carriage lightly loaded, at the
rate of ten miles an hour; attached to thirty small coal wagons, it went
at one-third that pace. Fortunately, however, it was soon discovered that
the conclusion upon ¦which Mr. Blenkinsop and others had been proceed-

14 EAMBLES IN THE PATH OP THE STEAM HOESE.
The railway reviewed. — A difficulty overcome. •
ing, — namely, that the amount of adhesion was insufficient between a
smooth wheel and a smooth rail, — was a hasty one ; and that, provided
the road were tolerably level, the amount of adhesion between such a
wheel and such a rail, was quite sufficient to insure propulsion. Satisfied
on this point, engineers devoted their attention more especially to the im
provement of the locomotive engine itself — leaving the rail to remain as it
was. The difficulties of various kinds, however, which presented them
selves, were very great ; and the horses continued to flatter themselves
that they would be able to retain the monopoly of locomotion ; and that,
although steam-engines might work well enough in chains or ropes at
inclined planes, they should still have the run of the country !
Such was the state of matters about the year 1820, when Mr. Gray
appeared in the field — a great number of short tram-roads had been laid
down in particular districts, along which horses and stationary steam-
engines were pulling wagons, while here and there a solitary locomotive
snorted along, vainly trying its powers. Locomotives versus horses, and
railways versus turnpikes and canals — such was the question at issue.
Mr. Gray's merit consisted not in effecting actual improvements of con
struction in either railways or locomotives — that was the work of Stephen
son, and other eminent engineers — but in stating the question to the
world, in foreseeing the issue, and in boldly imagining the time when all
Europe should be covered with a net- work of these tram-roads, when loco
motives should scamper through the country as plentiful as horses, and
when canals, stage-coaches, and turnpike stocks, should all be swamped
in a general iron railway system ! Glimmerings of this idea may have
appeared before in other minds. " You must be making handsomely out
with your canals,'' said some one to the celebrated canal-making Duke of
Bridgewater. " Oh, yes," grumbled he, in reply, " they will last my
time ; but I don't like the look of these tram-roads — there's mischief in
them !" What the shrewd duke foresaw, others may have casually antici
pated ; but Mr. Gray was the first man to realize the whole extent of the
change, and to boldly advocate it ; and although this change would doubt
less have effected itself in any case, yet the first man who conceived and
called public attention to the subject, deserves distinction.
A circumstance which favored Mr. Gray's proposal was, that about

EAMBLES IN THE PATH OF THE STEAM HOESE. 15
Mr. Gray's plan. — Advuntages of railways.
the time it was first made, or a little later, rails began to be formed of
malleable instead of cast iron — tho malleable possessing two decided
advantages for the purpose over the cast, first, in being less apt to break ;
and, second, in being capable of being made in greater lengths of bar.
Mr. Gray, in his book, dashes at once into the midst of his subject ;
and his readers, thirty-three years ago, must have been much surprised
by such passages as the following: "The plan," he says, "raight be
commenced between the towns of Manchester and Liverpool, where a
trial could soon be made, as the distance is not very great ; and the com
mercial part of England would thereby be better able to appreciate its
many excellent properties, and prove_ its efficacy. All the great trading
towns of Lancashire and Yorkshire would then eagerly embrace the
opportunity to secure so commodious and easy a conveyance, and cause
branch railways to be laid down in every possible direction. The conve
nience and economy in the carriage of the raw material to the numerous
manufactories established in these counties, the expeditious and cheap
delivery of piece-goods bought by the merchants every week at the various
markets, and the despatch in forwarding bales and packages to the out
posts, cannot fail to strike the merchant and manufacturer as points of
the first importance. Nothing, for example, would be so likely to raise
the ports of Hull, Liverpool and Bristol, to an unprecedented pitch of
prosperity, as the establishment of railways to those ports, thereby
rendering the communication from the east to the west seas, and all
intermediate places, rapid, cheap, and effectual. Any one at all conver
sant with commerce must feel the vast importance of such an undertaking
in forwarding the produce of America, Brazils, the East and West Indies,
etc., from Liverpool and Bristol, via Hull, to the opposite shores of Ger
many and Holland ; and, vice versa, the produce of the Baltic via Hull to
Liverpool and Bristol." Again, as a mail distributor, Mr. Gray points
out the advantages to flow from a system of railway communication :
"By the establishment of morning and evening mail steam-carriages,
the commercial interest would derive considerable advantage ; the inland
mails might be forwarded with greater despatch, and the letters delivered
much earlier than by the extra post ; the opportunities of correspondence
between London and all mercantile places would be much improved, and

16 EAMBLES IN THE PATH OP THE STEAM HOESE.
Railways and the Pnet-oflite.

the rate of postage might be generally diminished without injuring the
receipts of the post-office, because any deficiency occasioned by a reduc
tion in the postage would be made good by the increased number of
journeys which the mail steam-carriages might make. The London and
Edinburg mail steam-carriages might take all the mails and parcels on
the line of road between these two cities, which would exceedingly reduce
the expense occasioned by mail-coaches on the present footing. The
ordinary stage-coaches, caravans, or wagons, running any considerable
distance along the main railway, might also be conducted on peculiarly
favorable terms to the public ; for instance, one steam-engine of superior
power would enable its proprietors to convey several coaches, caravans,
or wagons linked together, until they arrive at their respective branches,
where other engines might proceed on with them to their destination.
By a due regulation of the departure and arrival of coaches, caravans,
and wagons, along these branches, the whole communication throughout
the country would be so simple and so complete, as to enable every indi
vidual to partake of the various productions of particular situations,
and to enjoy, at a moderate expense, every improvement introduced
into society. Steam-engines would answer all the purposes required
by the general intercourse and commerce of this country, and clearly
.prove that the expenses caused by the continual relays of horses are
totally unnecessary. The great economy of such a measure must
be obvious to every one, seeing that, instead of each coach changing
horses between London and Edinburg, say twenty-five times, requiring a
hundred horses, besides the supernumerary ones kept at every stage in
case of accidents, the whole journey of several coaches would be per
formed with the simple expense of one steam-engine! No animal strength
will be able to give that uniform and regular acceleration to our commer
cial intercourse which may be accomplished by railways ; however great
the animal speed, there cannot be a doubt that it would be considerably
surpassed by mail stetim-earriages, and that the expense would be
infinitely less. The exorbitant charge now made for small parcels pre
vents the natural intercourse of friendship between families residing in
differents parts of the country, in the same manner as the heavy postage
of letters prevents free communication, and consequently diminishes

EAMBLES IN TIIE PATH OF THE STEAM HOESE. 17

Railways and tho Post-offlco.

¦very considerably the consumption of paper which would take place
under a less burdensome taxation."
We may here remark, en passant, that railways have done more to
facilitate postal intercourse, to spread periodical literature amongst the
people, to nationalize and consolidate popular sentiment, and, finally, to
promote virtue, intelligence, and civilization, during the last quarter of
a century, than had ever been accomplished before, in pro rata proportion,
in any two centuries ! How far Mr. Gray was correct as to the effect of
railways upon the post system — and we include, of course, that of Great
Britain, since both stand in the same relation to railways — may be
inferred from the fact, that both in the United Kingdom and the United
States, the rates of postage have, within a few years past, been materially
reduced; that the correspondence and mail matter have materially
increased, and that the mail facilities are infinitely superior to what they
ever were before. This is all attributable, and solely attributable, to
railways. That the commercial, manufacturing, and agricultural inte
rests have, at the same time, been correspondingly benefitted, the present
prosperous condition of those countries where railroads have been most
encouraged, is probably a sufficient assurance. We, however, do not
intend to branch out under this head at present — so, speaking of agricul
ture, let us hear what Mr. Gray has to say: "The present system of
conveyance," says he, " affords but tolerable accommodation to farmers,
and the common way in which they attend markets must always confine
them within very limited distances. It is, however, expected, that the
railway will present a suitable conveyance for attending market-towns
thirty or forty miles off, as also for forwarding considerable supplies of
grain, hay, straw, vegetables, and every description of live-stock to the
metropolis at a very easy expense, and with the greatest celerity, from
all parts of the country."
Mr. Gray, at the last accounts, was still living, and enjoying good health.
He was born in Leeds, England, and is now about sixty years old. Some
years ago, Howett, of the People's Journal, gave a sketch of him, who
had been entirely neglected by the public. While thousands had been
enriched by his scheme, he had remained forgotten, and in poverty —
forced to sell glass, on commission, for a living ! How many of our rail-
2*

18 EAMBLES IN THE PATH OP THE STEAM HOESE.

The locomotiTe.— Mr. Watt's engine.

way projectors, stockholders, agitators, &c., have ever heard of the man
who was thus instrumental in introducing the railway ?
It was not until after some four or five years of agitation, and several
editions of Mr. Gray's pamphlet had been published and successively
commented upon by the newspapers of the day, that commercial men
were induced to give the scheme its first trial. The nature of that great
experiment, upon which so much depended, we shall now proceed to
consider. The steam-engine, for many years subsequent to its discovery, was
solely employed in raising water by means of pumps. It was, of course,
principally employed at coal mines — and it was cumbrous, heavy, un
wieldy, and complicated. It was in this state that Mr. Watt found it, and
to his enterprising genius the world is indebted for one of the most useful
machines ever given to the arts. Its action was no longer confined to a
rectilinear motion, but through his assiduous exertions, converted iuto a
rotatory motion, and thus making it applicable to almost any kind of manu
factory. While Mr. Watt had thus elevated the powers of the steam-engine, he
subsequently made experiments to give it the power of locomotion ; and
described his plans in one of his patents in 1769, and again in 1784. For
many years subsequent to this, the improvement of the steam-engine,
acting by condensation, seems to have wholly occupied the scientific world ;
and the use of steam, acting by its elastic force alone, was entirely neg
lected. Mr. Hornblower had a patent for the application of steam, acting
both by its expansive force and by condensation ; but it is to Messrs.
Trevithick and Vivian, to whom reference has previously been made, that
we owe the introduction of the steam-engine, acting solely by the expan
sive force of the steam. In March, 1802, they obtained a patent, and the
first patent ever granted, for the application of that species of power to
propel carriages upon railroads. In the specification of their patent, a
drawing of the engine is given, as applied to move a carriage upon the
common turnpike roads. The carriage thus delineated resembles, in many
respects, the common stage-coach used for the conveyance of passengers
—a square iron case, containing the boiler and cylinder, is placed behind
the hinder wheels of the carriage, and is attached to a frame supported

EAMBLES IN THE PATH OP THE STEAM HOESE. 19

Locomotives for Turnpikivroads.

from the axles of those wheels. The cylinder was in a horizontal posi
tion ; and the piston-rod was projected backwards and forwards, in the
line of the road towards the front of the carriage. Across the square
frame, supported by the wheel of the carriage, an axle was extended,
reaching a little beyond the frame on each side ; this axle was cranked in
the middle, in u. line with the centre of the cylinder, and a connecting
rod, passing from the end of the piston, turned this axle round, and pro
duced a continued rotatory motion of it, when the piston was moved back
wards and forwards in the cylinder. Upon both ends of this axle, cog
wheels were fixed, which worked into similar cog-wheels upon the axle
of the wheels of the carriages, so that, when a rotatory motion was pro
duced in the cranked axle by the piston-rod, the rotatory motion ¦nas com
municated to the axle of the larger, or hinder, wheels of the carriage ;
and these wheels being fixed upon, and turning round with the axle, gave
a progressive motion to the carriage. Upon one end of this axle was fixed
a fly-wheel, to secure a rotatory motion in the axle, at the termination of
each stroke. Upon the principle of the fly-wheel a brake was attached,
to regulate the descent of the carriage down steep hills. The contrivances
to effect the requisite motions of the various parts of this machine, are
extremely ingenious ; and considered as the first attempt of the applica
tion of steam to carriages, it is entitled to gre.at commendation. The
impracticability, however, of introducing steam propulsion on common
roads, soon induced the patentees to direct their attention to its use upon
railroads, and we accordingly find them, two years afterwards, conducting
experiments with this object. The great obstacle, as we have before re
raarked, was the supposed want of hold or adhesion of the wheels upon
the iron rails, to effect the locomotion of the engine. Various expedients
were resorted to to surmount this difficulty, but it appeared almost fruit
less. In 1811 Mr. Blenkinsop obtained his patent for the application of a
rack, or toothed rail, stretched along the whole distance to be travelled,
into which cog-wheels, turned by the engine, worked, and thus produced
a progressive motion. This, it was thought, might overcome the difficulty,
as the engine was thus enabled to ascend acclivities, which that of Mr.
Trevithick could not do. The middle wheel of Mr. Blenkinsop's locomo
tive extended beyond the regular iron rail of the road, and its cogs sunk

20 EAMBLES IN THE PATH OF THE STEAM HOESE.

The locomotive.^rhe mechanical traveller.

into the rack running parallel with it. The other features of the machine
it is probably unnecessary to describe, since this comprized its character
istic feature. These engines were used for some time in the transportation
of coal.
The next device was that of Messrs. W. and B. Chapman, which con
sisted of a chain stretched along the middle of the railroad, the entire
length, properly secured at each end, and at short intervals. This chain
was made to wind partly round, and to pass over, a grooved wheel attached
to and turned by the engine. When, therefore, this wheel was turned
round, the engine necessarily moved. Of course this plan did not answer
— though there was no mistake as to its capacity io draw itself forward,
being, in fact, nothing more nor less than a drum, such as are used on
inclined planes, which, made to revolve, compels the chain to pass over
it, and thus impels forward the train.
The next invention, which was patented in 1813, was the most unique
and remarkable of all, either before or since. This locomotive was styled
the Traveller, and was very appropriately supplied with two walking-sticks.
The boiler was nearly similar to the other engines described, cylindrical,
with a tube passing through it, to contain the fuel. The cylinder. A, was
placed on one side of the boiler ; the piston-rod prelected out behind, hori
zontally, and was attached to the leg, a 6 at a, and to the reciprocating
lever, a c, which is fixed at c. At the lower extremity of the leg, a h,
feet were attached by a joint, at 6. These feet, to lay a firm hold upon
the ground, were furnished with short prongs, which prevented them from
slipping. Now, on inspecting the drawing, it will be seen that, when the
piston-rod is projected out from the cylinder, it will tend to push the end
of the lever, a, from it, in a direction parallel to the line of the cylinder ;
but as the leg, a b, is prevented from moving backwards by the end, 6,
being firmly fixed upon the ground, the reaction is thrown upon the car
riage, and a progressive motion given to it, which will continue to the end
of the stroke. Upon the reciprocating lever, a c, is fixed, at 1, a rod, I,
2, 3, sliding horizontally backwards and forwards upon the top of the
boiler. From 2 to 3 it is furnished with teeth, which work into a cog
wheel, lying horizontally ; on the opposite side of this cog-wheel a slidinc
rack is fixed, similar to 1, 2, 3, which, as the cog-wheel is turned round

EAMBLES IN THE PATH OF THE STEAM HOESE.

21

Locomotives. — The Mocbanical traveller.

1 sliding rack, 2, 3, is also moved backwards and forwards. The end
of this sliding rod is fixed upon the reciprocating lever, d c, of
the leg, d e, at 4. When, therefore, the sliding rack, shown in
the drawing, is moved forward in the direction 3, 2, 1, the oppo
site rod, 4, is, by the progressive motion of the engine, moved
in the contrary direction, and
the leg, d e, is thereby drawn
towards the engine ; and, when
the piston-rod is at the farthest
extremity of the stroke, the leg.

The Mecbanical Traveller.
d e, will be brought close to the engine. The piston is then made to return
in the opposite direction, moving with it the leg, a b, and also the sliding
rack, 1, 2, 3, the sliding rack acting on the toothed wheel, causes the other
sliding rod to move in the contrary direction, and with it the leg, d e.
Whenever, therefore, the piston is at the extremity ofthe stroke, and ono
of the legs is no longer of use to propel the engine forward, the other,
immediately on the motion of the piston being changed, is ready, in its
turn, to act as a fulcrum for the action of the moving power, to secure
the continual progressive motion ofthe engine. The feet are raised from
the ground during the return of the legs toward the engine, by straps of
leather or rope, fastened to the legs at ff, and passing over friction
sheeves, moveable in one direction only, by a ratchet and catch, worked
by the motion of the engine.

22 EAMBLES IN THE PATH OF THE STEAM HOESE.
Locomotives. — George Stevenson.

This machine, like the others, proved impracticable, though evincing
extraordinary ingenuity. While these experiments were going on, it was
ascertained, beyond doubt, that the adhesion of the wheel of the locomo
tive engine upon the rail was, after all, sufficiently great to procure its
propulsion, especially on roads nearly level. Mr. Blacket had, in the
meantime, considerably improved his engines, while a few years after,
the celebrated George Stevenson made his appearance with a machine
that gave much promise of success. The leading feature of his engine
consisted in the equal distribution of the propelling force upon the
wheels of the locomotive, accomplished by a series of cogs and racks,
acting upon the larger wheels. A forward motion was thus secured, and
an important point gained. This plan, however, proving objectionable,
in consequence of the jerking motion it created, he sought for a method
of communicating the power of the engine directly to the wheels, without
the aid of these cog-wheels. For this a patent was obtained ; and the
object was accomplished by the insertion ofa pin, upon one ofthe spokes
of the locomotive wheels, to which the lower end of the connecting rod
was attached by means of a ball and socket-joint, the other end being
attached to the cross-beam, worked up and down by the piston.
There were various other improvements, and forms of locomotive
introduced, up to the year 1829 ; but it is probably unnecessary to dwell
upon them at greater length, inasmuch as, up to this date, none of them
entirely succeeded in their performances, or, met the public expectations.
The Liverpool and Manchester railroad having been nearly completed,
at this period, the Directors were puzzled and perplexed as to the kind
of motive-power that should be introduced upon it. The locomotive, up
to that time, had accomplished little or nothing ; while the use of horses
seemed to be behind the spirit of the age, and they resolved against it, in
advance. If the locomotive failed, then the only alternative was to fall
back on stationery steam-engines, or self-acting planes. Finally, as the
best mode of testing the value of the locomotive, the Directors offered a
premium of five hundred pounds, for the one which should be exhibited,
at a specified time, under the following conditions : I. The said engine
must effectually consume its own smoke, according to the provisions of
the railway act, 7 Geo. IV. 2. The engine, if it weighs six tons, must

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 23
Directors oHer premium for locomotive. — Speeltlcations.
be capable of drawing after it, day by day, on a woll-constructed railway,
on a level plane, a train of carriages of the gross weight of twenty tons,
including the tender and water tank, at the rate of ten miles an hour,
with a pressure of steam on the boiler not exceeding fifty pounds per
square inch. 3. There must be two safety-valves, one of which must be
completely out of the control of the engine-man, neither of which must
be fastened down while the engine is working. 4. The engine and boiler
must be supported on springs, and rest on six wheels, and the height
from the ground to the top of the chimney, must not exceed fifteen feet.
5. The weight of the machine, with its complement of water in the boiler,
must, at most, not exceed six tons ; and a machine of less weight will be
preferred, if it draws after it a proportionate weight ; and, if the weight of
the engine do not exceed five tons, then the gross weight to be drawn
need not exceed fifteen tons, and in that proportion for machines of still
smaller weight ; provided that the engine shall still be on six wheels,
unless the weight (as above) be reduced to fiDur tons and a half or under,
in which case the boiler may be placed on four wheels. And the com
pany shall be at liberty to put the boiler, fire-tube, cylinders, etc., to a
test of a pressure of water not exceeding one hundred and fifty pounds
per square inch, without being answerable for any damage the machine
may receive in consequence. 6. There must be a mercurial guage affixed
to the machine, with index-rod, showing the steam pressure above forty-
five pounds per square inch. 7. The engine to be delivered complete for
trial at the Liverpool end of the railway, not later than the 1st of October,
1829. 8. The price of the engine, which may be accepted, not to exceed
£550, delivered on the railway ; and any engine not approved to be taken
back by the owner. 9. The railway company will provide the engine-
tender, ¦with a supply of water and fuel, for the experiment. The dis
tance within the rails is four feet eight inches and a half.
Some other regulations were subsequently added by the committee of
scientific men appointed to witness and determine the merits of the trial ;
but they are not essential here. Accordingly, at the time appointed, we
find the following parties in the field : Robert Stephenson with a locomo
tive called The Rocket; Braithwrite and Erricson* with one called The
* It may not be amiss to Etate here, that this is our Captain Erricson, sc well

24 EAMBLES IN THE PATH OF THE STEAM HOESE.
The success of the Erricson engine.
Novelty; Timothy Hackworth with the Sans Pareil; Mr. Buntall, The
Perseverance, and Mr. Brandrith with a one-horse machine, called the
Cycloped. The Rocket being first ready, was put upon trial, and having
got the proper supply of water, was weighed, and found to be four tons
five cwt. ; the load affixed agreeably to the resolutions of the Directors,
was therefore three times that weight, or twelve tons fifteen cwt. The
processes of firing up, taking in water, and raising the steam, having
been duly performed, the locomotive was placed on the track, with a rate
of steam-pressure of fifty pounds per square inch. The machine was put
in motion, and the performance proved to be at the rate of thirty-five
known, and probably destined to be still further known, in connection with the
Caloric ship recently launched in New York. The following particulars relating to
him we obtain from the newspapers of the day : He is a man of fifty years of °age
—(we should judge more -) of a muscular, well developed and strongly-knit frame ;
he is of middle size, has a firm tread, a person who gives the assurance of reserved
strength, and a head with all the proper intellectual development, the high fore
head and prominent brow, that mark the man of thought and the philosopher ; he
has a dark complexion, hair somewhat whitened by time, blaek eyes, introspec
tive and reflective, rather than observing, a decisive mouth, and the mixed tempera
ment, combining the nervous and bilious, which distinguishes the powerful in
action and steady endurance. His head rises in a phrenological summit of benevo
lence; he was heard to remark, the only sign he gave of self-congratulation on his
triumph, that he was proud to be the means, through his invention, of saving life
He was born in Sweden, in 1808. He early showed a taste for mechanics, and at
the age of eleven attracted the notice of Count Platen, who obtained for him a
cadetship in an engineer corps; He afterwards entered the Swedish army, and
was employed in the survey of Northern Sweden, -nrhile occupied with his favorite
study of mechanics, he projected his flame engine. In 1826 he visited England.
While there in 1829, he competed for the prize offered by the Liverpool and Man
chester Railway, for the best locomotive, and produced an engine that attained the
wonderful speed, at that time, of fifty miles an hour. (This is exaggerated-it
attained no such speed ;_in fact, such a rate of speed was then unheard of, and is
seldona reahzed, even now.) His propeller, his semi-cylindrical engine, his centri
fugal blower, his distance instrument for measuring distances at sea, his hydrostatic
guage, his pyrometer, and other ingenious inventions, have already made the name
of Erricson famous m the scientific world. The Caloric Engine, which has now
arrived at the consummation of success, was brought before the scientific world of
London twenty years ago, and was rejected by men of science as an impracticability
and as invo ving the absurdity of perpetual motion. Faraday, Brunei, and Dre
after a short resistance, finally conceded the practicability of the invention and
Faraday endorsed the Caloric Engine in those famous lectures of hs be 1 the
London Institution. Fox whose name is identified with the success of the London
Exhibition, was a pupil of Erricson. Jjoauon

EAMBLES IN THE PATH OF THE STEAM HOESE.

25

The Rocket. — First successful Locomotivo.

miles in one hour and forty-eight minutes and a half. Tho greatest speed
attained at any one tirae, during the experiment of this machine, was at
the rate of twenty-nine miles per hour. The real average speed, every
thing considered, is set down by Mr. Wood, who was one of the judges
on the occasion, at fourteen miles per hour.
The Rocket, both in its appearance and mode of raising steam, differs
materially from the locomotives previously alluded to. The boiler is
cylindrical, with flat ends, six feet long, and three feet four inches
diameter. To one end of the boiler is att.ached a square furnace, three
feet long by two feet broad, and about three feet deep ;
at the bottom of this box the fire-bars are placed, and
it is entirely surrounded by a casing, except at the
bottom, and ou the side next the boiler, leaving a

The Rocket.
space of about three inches between this casing and the furnace, which
space is always kept filled with water ; a pipe on the under side, com
municating with the boiler, supplies it with water, and another pipe at
the top, allows the steam to pass off into the boiler. The upper half of
the boiler is used as a reservoir for steam, the lower half being kept filled
with water. Through the latter part of the boiler, copper tubes reach
from one end to the other, being open to the fire-box, at one end, and to
the chimney at the other. In the boiler of the Rocket, there were twenty-
five tubes, three inches in diameter. The cylinders were placed one on
each side of the boiler as shown in the drawing, and worked one pair of
wheels only — were eight inches in diameter, with a stroke of sixteen
inches and a half; diameter of large wheels four feet eight inches and a
3

26

EAMBLES IN THE PATH OP THE STEAM HOESE.

The Novelty.— The Sans Pariel, etc.

half. A slight inspection of the drawing will show that the principle of
generating steam by this engine, is the exhausting power of the chimney,
which is aided by the impulse of the steam from the cylinder, being
thrown into the chimney by two pipes, one from each of the cylinders.
The next locomotive that appeared on the railway was the Sans Pareil,
which, from defective machinery and other disturbing causes, was unable
to complete the full experimental trip. The performances attained, as
far as executed, were equal to about fifteen miles per hour — the greatest
speed, at any one time, having been at the rate of sixteen and a half miles
per hour.
After the Sans Pariel came the Novelty of Captain Erricson. This,
also, was in bad condition, and after having made a short trip, it met
with an accident which compelled its withdrawal for several days.
According to a statement which shortly afterwards anpeared in the
Mechanic's Magazine, the Novelty ran two or three miles at the rate of
seventeen miles per hour, and, on a subsequent occasion, at the rate of
some twenty-eight miles an
hour. This, however, is
doubtful. The weight of
the train, including loco
motive, (which was only
three tons) was estimated
at about ten tons. The
machine having been re
paired, and new wheels put
under it, it again made its
The Novelty. ^. ^ - ,.
appearance, but, most un
fortunately, only to meet with another accident before any thing could
be positively known of its capacities. Mr. Erricson hereupon withdrew
the engine from further competition for the prize.
The Perseverance of Mr. Burstall having also met with an accident, it
was not put upon the " course" at all. These steam-horses, we should
judge from this, must originally have been very delicate little things —
mere babies, in fact, compared with some of Ross Winan's giants ! The
prize, we need scarcely add, was awarded to the Rocket of Mr. Stevenson,

EAMBLES IN THE PATII OP THE STEAM HOESE. 27

Agitation of tho Railway schume. — Messrs. Brown and Thomas.

as having performed all the conditions and stipulations required of the
competitors. The principle embodied in the construction of the Rocket having been
subsequently improved, and tho locomotives greatly increased in weight
and power, railroads were no longer regarded as doubtful things — they
immediately became a, practical reality. So great was the improvement
iu the machine that, in a short time after the above experiment, a loco
motive, called the Sampson, drew a train of cars, over the same road,
whose nett weight exceeded one hundred and fifty tons ! Such perform
ances as this, it may well be supposed, " astonished the natives.''
But Brother Jonathan did not wait for these results— /j« had, even
before the completion of the Liverpool and Manchester railway, been
quietly " calculating " the value and practicability of the railway, and
had already determined to " try his hand" iu the experiment.
The people had already been familiar with the benefits of a canal-
system ; and vast lines of this kind of improvement had been projected
and commenced, in all portions of the United States. The Chesapeake
and Ohio canal had been chartered, which, following the course of the
Potomac river, did not terminate at Baltimore ; and in view of the loss
of trade which would inevitably result to that city, thus left without any
means of competition with her old rivals, the polioy of railways was
taken up and discussed by her leading citizens, and the agitation which
preceded the preliminary organization of the Baltimore and Ohio Rail
road, was simultaneous with that in England, which produced the Liver
pool and Manchester road.
In the meantime, a few short railways had been constructed at the coal
mines of Pennsylvania, and their merits, compared with turnpikes and
canals, were just beginning to be suspected, if not generally understood.
After the company had been organized, a committee was appointed to
inspect the practical workings of these roads, both in Pennsylvania and
Massachusetts, the result of which appeared to be satisfactory. In the
meantime, George Brown, Esq., in correspondence with his brother, Wil
liam Brown, M. P. of England, was kept advised of the progressive steps
in that country, on the subject of railways; — and, upon due consideration
of the whole policy of the scheme, it was deemed entirely practicable.

28

EAMBLES IN THE PATH OF THE STEAM HOESE.

Baltimore and Ohio Railroad. — Preliminary steps.

i a [III llll iii#' 'MK

Messrs. Brown and Thomas explaining their scheme for a Railroad to thc Chio!
and a firm determination was openly assumed, to build and equip a railroad
from the city of Baltimore to the Ohio river, with the least possible delay.
The first regular meeting called to consider the expediency of the
measure proposed by Mr. Brown, and his associate, Philip B. Thomas,
Esq., convened at the residence of the former, on the I2th day of Febru
ary, 1827. Of this meeting, William Patterson, Esq., was appointed
chairman, and David Winchester, Esq., Secretary. Various documents
and statistics, setting forth the superiority of railroads over canals and
turnpikes, having been exhibited and approved, a committee was appointed
to inquire into the subject, and make a formal report at a future meetino-,
which committee consisted of the following gentlemen, at that period the
most wealthy and distinguished citizens of Baltimore, viz.; Philip E.
Thomas, Benjamin C. Howard, George Brown, Talbot Jones, Joseph W.
Patterson, Evan Thomas, and J. V. L. McMahon. The meeting accord
ingly adjourned to meet on the 19th February ensuing, when a report,
embracing some thirty-four closely printed pages, was submitted by Mr.
Thomas, Chairman of the committee.

EAMBLES IN THE PATH OF THE STEAM HOESE. 29

Reportof the committee,— Ti-ado of the west.

The report is a very able paper. After alluding to the duty of Balti
more with regard to the completion of the Tidewater Canal— (finished
some fifteen j'ears ago,) and securing a portion of the trade of tho Sus
quehanna Valley, the report proceeds :
" But important as this trade is to Baltimore, it is certainly of minor
consideration, when compared to the immense commerce which lies within
our grasp to the West, provided we have the enterprise to profit by the
advantages which our local situation gives us in reference to that trade.
Baltimore lies two hundred miles nearer to the navigable waters of the
West, than New York, and about one hundred miles nearer to thom than
Philadelphia, to which may be added the important fact, that the easiest,
and by far the most practical route through the ridges of mountains, which
divide the Atlantic from the Western waters, is along the depression formed
by the Potomac in its passage through them. Taking then into the esti
mate, the advantages which these important circumstances afford to Bal
timore, in regard to this immense trade, we again repat that nothing is
wanted to secure a great portion of it to our City, but a faithful applica
tion of the means within our power.
The only point from which we have any thing to apprehend, is New
Orleans : with that City, it is admitted we must be content to share this
trade, because she will always enjoy a certain portion of it in defiance of
our efforts ; but from a country of such vast extent, and whose produc
tions are so various and of such incalculable amount, there will be a,
sufficient trade to sustain both New Orleans and Baltimore ; and we
may feel fully contented if we can succeed in securing to ourselves that
portion of it which will prefer to seek a market East of the mountains.
Of the several artificial moans which human ingenuity and industry
have devised to open easy and economical communications between dis
tant points, Turnpike Roads, Canals, and Bail Roads, have unquestionably
the advantage over all others. When Turnpike Roads were first attempted
in England, they were almost universally opposed by the great body
of the people, a few enterprising citizens however succeeded after a
severe struggle, in constructing them. The amount of travelling was
then so limited, that this means of transportation was found abundantly
sufficient for all the exigencies of the then trade of that country ; in the
2*

30 EAMBLES IN THE PATH OF THE STEAM HOESE.
Bailroads, Canals, and Turnpikes considered.
little time, however, so great was the increase of commerce there, (and
which increase in a great measure resulted from the adv.antages these
roads afforded,) that even the Turnpikes in a short time were found
insufficient to accommodate the growing trade of the country, and the
substitution of Canals in the place of roads was the consequence, in every
situation where tho construction of them was practicable.
It was soon ascertained, that in proportion to the increased facilities
afforded to trade by the Canals in England, was the increase of trade
itself, until even this means of communication was actually, in many of
the more commercial parts of the country, found insufficient for the trans
portation required.
Rail Roads had, upon a limited scale, been used in several places in
England and Wales for a number of years, and had, in every instance,
been found fully to answer the purposes required, as far as the experi
ment had been made. The idea of applying them upon a more extended
scale, appears however only recently to have been, suggested in that
country ; but notwithstanding so little time has elapsed since the attempt
was first made, yet we find that so decided have been their advantages
over Turnpike Roads, and even over Canals, that already two hundred
miles of them are actually completed or in a train of rapid progress, in
Great Britain, and that the experiment of their construction has not in one
case failed, nor has there been one instance in which they have not fully
answered the most sanguine expectations of their projectors. Indeed, so
completely has this improvement succeeded in England, that it is the
opinion of many judicious and practical men there, that these roads will,
for heavy transportation, supersede Canals as effectually as Canals have
superseded Turnpike Roads."
In this voluminous and able paper the following sentence has particular
significance :
" To convince any one that there is no probability that the trade here
estimated will be likely hereafter to decline, it will only be necessary to
observe, that the population upon which the calculations are founded, is
rapidly increasing every year, and that it must for several succeeding
generations, still continue to increase. The country around the Chesa
peake Bay was first settled by Europeans about the year 1682, and in the

EAMBLES IN THE PATH OF THE STEAM HOESE. 31

Railways. — Horse-power. — Locomotives.

year 1800 the white population had barely reached as far West as the
Ohio River ; that is to say, in one hundred and sixty years it had advanced
westward about four hundred miles, or at the rate of two and a half miles
per year. There is now a dense population extending as far West as the
junction of the Osage River with the Missouri : which is about nine hun
dred miles west of the Ohio River at Wheeling ; of course the white popula
tion has, within the last thirty years, travelled that distance, or more than
thirty miles each year, and is at this time advancing with as great, if not
greater impetus, than at any former period : and according to all proba
bility, if not checked by some unforseen circumstances, it will, within the
next thirty years reach the Rocky Mountains, or even io the Pacific Ocean.
We have therefore, no reason to look for any falling off in this trade, but
on the contrary, for an increase of it to an extent of which no estimate
could now be formed."
This looks something like prophesy, and its author reminds us of
Calthus, the seer, whose comprehensive view
The Past, the Present, and the Future knew.
At this meeting the following resolutions were unanimously adopted :
" Resolved, That immediate application be made to the Legislature of
Maryland, for an act incorporating a joint Stock Company, to be styled
" The Baltimore and Ohio Railway Company," and clothing such Com
pany with all the powers necessary to the construction of a Rail Road, with
two or more setts of rails, from the City of Baltimore to the Ohio River.
Resolved, That the capital stock of said Company shall be five millions
of dollars, but that the Company be incorporated, and provision shall be
made by the said act for its organization, upon the subscription of one
million of dollars to said stock, and that the said Company shall have
power to increase the capital stock thereof, so far as may be necessary to
effect said objects.
Resolved, That it is expedient and proper in said act, to permit sub
scriptions of stock to the same, to be made by the United States, by
States, Corporations, or individuals ; and to provide that as soon as the
said act shall have been passed by the Legislature of Maryland, subscrip
tion books shall be opened, subscriptions received, the Company organized,
and the said road constructed, so far as it may lie within the limits of

32 EAMBLES IN THE PATH OF THE STEAM HOESE.
Organization of the Baltimore and Ohio railroa^.
the State of Maryland ; and that the assent of the Legislatures of Penn
sylvania and Virginia to the said act shall be obtained as speedily as
possible, but shall be made necessary, only so far as in constructing the
road, it shall be found necessary to pass through their said respective
States." Agreeably to these resolutions, a committee was appointed to make
application to the Legislature for a charter, which was composed of the
foUotving, viz., Charles Carroll of Carrollton, Robert Oliver, Charles
Ridgely of Hampden, Wm. Patterson, Thomas Tenant, Alex. Brown,
Isaac McKim, John McKim, Jr., Talbot Jones, James Wilson, Thos.
Ellicott, Geo. Hoffman, Wm. Steuart, Philip C. Thomas, Wm. Lorman,
George Warner, Benj. C. Howard, Solomon Etting, W. W. Taylor, Alex.
Fridge, James L. Hawkins, John B. Morris, Luke Tiernan, Alexander
McDonald, Solomon Briokhfead. Of these distinguished names there are
now but four living, viz., Messrs. Ellicott, Thomas, Howard and Morris.
These gentlemen applied for, and obtained a charter agreeably to the
resolutions, and on the 24th day of April, 1827, the company was duly
organized, and books of subscription to the capital stock were immediately
opened. Mr. Thomas was chosen President, and Mr. George Brown
Treasurer. The directors elected were : Charles Carroll of Carrollton,
William Patterson, Robert Oliver, Alex. Brown, Isaac McKim, William
Lorman, Geo. Hoffman, P. E. Thomas, Thos. Ellicott, John B. Morris,
Talbot Jones and Wm. Steuart.
After the charter had been obtained, ahd the company organized, J. V.
L. McMahon, Esqr., as chairman of the Committee on internal improve
ments, in the Legislature of Maryland, submitted a report in favor of the
State subscribing five hundred thousand dollars to the stock ofthe Company,
accompanied by a bill, which was passed at the session of 1828, and
became a law. This subscription, with that of the city of Baltimore, and
the aggregate of individual subscriptions, rendered the capital stock of
the company, four millions of dollars.
The engineer department of the work was entrusted to Col. Stephen H.
Long and Jonathan Knight, Esqr., while several members of the Topo
graphical corps were detailed by the goverment of the United States to
aid the surveys of the route, among whom were Captain W. Gibbs McNeill,

RAMBLES IX TIIK PATII OF TIIE STEAM IIOKSE. 33

Baltimore ftom tho ^VIl^hington Moniinient.

EAMBLES IN TIIE PATII OF THE STEAM HOESE. 35

Laying of tho first stone. — Tho celebration.

Lieutenant Joshua Barney, Isaac Trimble, (lately of the Baltimore and
Philadelphia railroad,) R. E. Hazzard, William Cuok, Waitor Gwynn,
John Dillahunty, (ofthe United States Artillery,) and Williani Harrison,
Jr., assistant engineer, who proceeded to examine tho most practicable
routes from Baltimore to Cumberland ; and from tlience taking a general
reconnt)isance of the country between the Potomac and the Ohio rivers.
Messrs. Long and Knight, on the 5th of April, 182S, submitted a detailed
.report to the President of the Company, indicating what had been ascer
tained to be the most practicable route. Of the various ones proposed,
that along the valley of the Patapsco, and thence in the direction ot
Lingamore creek to the Point of Rocks, was decided to be preferable, and
was accordingly determined upon. The road, therefore, was located, and
the right of way secured ; but almost immediately a conflict occurred
with the Chesapeake and Ohio Canal Companj', who asserted a pre-emption
claim to portions of the land thus located for the railroad. This contro
versy, regarded with comparative indifforonce at first, finally proved as
troublesome to the progress of the railroad, as the elevated ridges of the
AUeghanies subsequently did.
The formal commencement of the Baltiraore and Ohio railroad took
place on the fourth day of July, 1828 ; and dignity and character were
imparted to the enterprize from the fact, that the venerable Charles
Carroll, in the ninetieth year of his age, and at that poriod the only
survivor of the fifty-six immortal signers of the Declaration of Inde
pendence, laid the first stone which was to mark the event. The
celebration was distinguished by an immense procession, comprising the
various military, civil and benevolent associations of the city, with
thousands and thousands of spectators and visitors from abroad. It was
a great day — the occasion was great — Baltiraore indeed has never known
a prouder one.
Tho Baltimore American, of the 7th July, 1828, contains a full report
of the celebration of the laying of the corner-stone of the railroad, which,
for its historical interest, we copy entire. The American commences :
The celebration of tho Fourth of July, and the ceremonies attending the com
mencement of the Baltimore and Ohio Eailroad, brought to town u. great con
course of striingers a day or two before the celebration. On the afternoon nnd

36

EAMBLES TN THE PATH OF THE STEAM HOESE.

Laying ofthe foundation stone.

evening immediately preceding, all the roads to town were thronged with passengers,
while in the city itself, the lively and incessant crowds in Baltimore street; the
movement of various cars, banners, and other decorations of the Trades, to their
several points of destination; the erection of scaffolds, and the removal of window-
sashes; gave so many '• notes of preparation" for the ensuing fete. Fortunately,
the morning of the Fourth rose, not only bright but cool, to the great comfort of
the immense throng of spectators that, from a very early hour, filled every window
in Baltimore street, and the pavement below, from beyond Bond street on the east,
far west on Baltimore street extended, a distance of about two miles. What the
number were, we have no means of ascertaining ; fifty thousand spectators, at least,
must have been present, among the whole of which, we are happy to say, we wit-'
nessed a quietness and good order seldow seen in so immense a multitude. With
the exception of one or two lost children, we know of no accident that disturbed
the festivity of the scene in the city.
The Procession left Bond street a little before eight o'clock, and moved up Balti
more street in the order previously arranged and published. The "good ship," the
Union, completely rigged on Pell's Point, was on the extreme left of the line, and
as the various Bands of Music, Trades, and other bodies in the procession, passed
before it, it was evident, from their greetings, that they regarded tbis combined
symbol of our confederacy an-d navy with especial approbation. The thick of the
crowd, too, was immediately around her. About ten o'clock, the procession reached
the spot on which the Foundation Stone of the Eailroad was to be placed, in a
field two miles and a quarter from town, south of tbe Frederick Turnpike road, and
near Carroll's upper mills, on Gwynn's Falls. Through the middle of this field
runs, from north to south, a ridge, of an elevation of perhaps thirty feet; in the
centre, and at the summit of which, was erected » pavilion for the reception of
Charles Carroll of Carrollton, the President and Directors of the Eailroad Com
pany, the Engineers, the Mayor and City Council, and the orator of the day.
Among the guests in the pavilion were also the Speaker of the House of Eepresen
tatives of the ITnited States, Gov. Coles of Indiana, the members of Cono-ress and
the Legislature, the Cincinnati and Eevolutionary Soldiers, Col. Grenier, and Gen-
Devereux. On either side of the pavilion, and along the line of the ridge, was
ranged the cavalry. In front of it towards the east, and on the brow of this ridge,
was the excavation for the reception of the foundation stone, beneath which, and
parallel with the ridge, lay a long and level plain, in which the procession formed
on its arrival, facing towards the pavilion. Tho oars were drawn up in a body on
the left, and inclining towards the rear ofthe pavilion. The Masonic bodies formed
a large hollow square round the First Stone. The spectacle presented from the
pavilion was gay and splendid in a very high degree.
The ceremonies were commenced by a Prayer by the Eev. Dn. Wyatt, Masonic
Grand Chaplain, the vast audience uncovering their heads; when Mr. Upton S.
Heath, after an eloquent preface, read the Declaration of Independence. The
Carrollton March, composed by Mr. Clifton, being then performed, Mr. John B.
MoEEis, (one of the Eailroad committee of arrangements,) delivered the following
Address from the President and Directors of the Company :
" FeUow-Citizena.—Ihe occasion which has assembled ns, is one of great and
momentous interest. We have met to celebrate the laying of the first stone of the

EAMBLES IX THE PATII OF THE STEAM HOUSE. 37

Layiug of thu foundatiun stono. — Mr. Morris' speech.

Baltimore and Ohio Railroad; and if thero be any thing which could render the
day we have chc^on moro interesting in our eyes, than it already seems, it is that
wo now commence the constructiun of a work which is to raise our native city to
that rank which the advantages of her situation and the enterprise of her citizens
entitle her to hold. The result of our labors will be felt, not only by ourselves, but
also by posterity, — not only by Baltimore, but also by Maryland and by the UnittJ
States. AVe are about opening the channel through which the commerce of tho
mighty country beyond the Alleghany must seek the ocean — we are about affording
facilities of intercourse between the East and the West, which will bind the one more
closely to the other, beyond the power of an increased population or sectional dif
ferences to. disunite. Weare in fact commencing a new era in our history; for
there are none present who even doubt the beneficial influence which the intended
Koad will have in promoting the Agriculture, Manufactures and Inland Commerce of
our country. Itis but afew years since the introduction of Steamboats effected
powerful changes, and made those neighbors, who were before far distant from each
other. Of a similar and equally important effect will bein the Baltimore and Ohio
RaQroad. While the one will have stemmed the torrent of the Mississippi, the
other will have surmounted and reduced the heights of tha Alleghany : and those
obstacles, before considered insuperable, will have ceased to be so, as the ingenuity
and industry of man shall have been exerted to overcome them.
Fully impressed with the magnitude of the undertaking committed to their
charge, the Board of Directors have used every means to insure success. The best
talent of the country is employed in their service: — the General Government has
lent its officers to assist in wbat is justly considered a work of National impor
tance: — much valuable information has been acquired, and with abundantresources
at their command, the Board of Directors find themselves within little more than »
year after the incorporation of the Company, fully prepared to commence the con
struction of the Great Road,
It is not in mortals to command success; but if a determination to yield to no
obstacle wbich human exertion can overcome ; an enthusiastic devotion to the cause ;
a firm belief that the completion of the magnificent work will confer the must
important benefits upon our country; and u thorough conviction that it is practi
cable ; — if all these, urging to action, can ensure success — success shall be ours.
This day fifty-two years since, two miUions of people, (the population of the
Provinces of Great Britain,) proclaimed themselvea Independent States, and com
menced the task of self-government. Our native city was then an inconsiderable
village, with few and difficult means of communication with the interior, and with a
scanty and slowly increasing commerce. The inhabitants of these States now
number ten millions! and Baltimore has increased in her full proportion of popu
lation. Wide avenues now radiate in every direction through the surrounding
country : — she has risen to the rank of the third oX^ of the Union, and there are
but few sections of the world where her commercial enterprise bas not made her
known. Fifty-two years since, he, who is this day to lay the first stone of the
Great JRoad, was one among a band of fearless and noble spirits who resolved and
declared that freedom which has been transmitted unimpaired to us.
The existence whieh he contributed to give to the United States on the Fourth
of July, 1776, on the Fourth of July, 1828, he perpetuates. Ninety-one summers
4

38 EAMBLES IN THE PATH OF THE STEAM HOESE.

Mr. Morris' speech. — Address to Mr. Carroll.

have passed over him. Those who stood with him in the Hall of Independence,
have left him solitary upon earth—' the father of his country.' In the full posses
sion of his powers ; with his feelings and affections still buoyant and warm, he now
declares that the proudest act ofhis life and the most important in its consequences
to his country, was the signature of Independence ; the next the laying of the First
Stone of the work which is to perpetuate the union ofthe American States; to make
the East and West as one household in the facilities of intercourse, and the feelings of
mutual affection. Long may he live, cherished and beloved by his country, a noble
relic of the past, a bright example of the present time."
On the conclusion of the address, two boys dressed as Mercuries, advanced to the
canopy, and prayed that the Printers might be furnished with a copy of the re
marks and address just delivered, that they might be printed and distributed to the
people. The Deputation from the Blacksmiths' Association next advancing, presented Mr.
Carroll the Pick, Spade, Stone-Hammer and Trowel, prepared by them for the
occasion, and made the following address :
Venerated Sir : — As the representative ofthe Association of Black and Whitesmiths,
I am directed to present to you these implements made and borne to tbis place by
freemen, consisting of a Pick to break the soil, the Spade to remove it, the Hammer
to break off rough corners, and the Trowel to lay the cement which is to unite the
East to the West, for the commencement of this great work, which will commemo
rate an epoch in the history of the internal improvement of our beloved country,
and that, too, on this illustrious day, which is celebrated as the day that tried the
souls of men — the day that gave birth to a nation of freemen — the day, venerated
sir, with which you are so conspicuously identified — the day that shall be the polar
star to future ages, advertising them, that men dare declare themselves a free and
sovereign people, that republics can exist, thatneither require the royal diadem nor
military rule to direct the great helm of State in safety.
And now, sir, that the present age may bless the men that touched the spring that
put in motion this great national work, and that future^ ages may bless the memory
of our beloved Charles Carroll of CarroUton, is the prayer of those freemen that
surround you."
The Deputation from the Stone Cutters now came forward, and the car containing
the Foundation Stone was driven to the spot. While the stone was preparing, Mr.
Carroll, accompanied by the Grand Marshal ofthe day, and by Mr. John B. Morris,
and bearing in his hand the spade just presented, descended from the pavilion and
advanced to the spot selected for the reception of the Foundation Stone, in order to
strike the spade into the ground. He walked with a firm step, and used the instru
ment with a steady hand, verifying the prediction of our correspondent, in the song
published on the morning ofthe Fourth:
" The hand that held the pen.
Never falters, but again
Is employed with the spade, to assist his fellow-men.
The Stone was then dexterously removed from tbe wagon in which it had been
conveyed to tho ground, and placed in its bed. The Grand Master of Maryland
then remarked, that before applying the test ofhis instruments to the Stone, for the

EAMBLES IN THE PATH OF THE STEAM HOESE. 39

Laying tho first stouo.— Tho Jlueonlo order.

purpose of ascertaining its correctness, with tho assistance of the Grand Masters of
tho States of Pennsylvania and Virginia, it might not be amiss to odd ono to the
numerous congratulations then expressed, that Maryland had at last determined to
engage in honorable competition with her sister States, in the great work of Internal
Improvement He hailed the presence of the Grand Masters of these States as a
propitious omen. On tho one hand was Pennsylvania, tbe first to penetrate tbe de
files of her mountains with her roads, and who had been ever since employed with
censeless assiduity, in further developing the resources of her domestic trade. On
the other hand was Virginia, who had been for years studiously engaged in creating
andpreserving a Board, with competent funds, for the promotion of tho same great
end, manfully struggling against those difiiculties which even her energy hod
hitherto been insufficient to surmount, and therefore doubtless awaiting anxiously
tho result of our experiment, in order to avail herself of this mode of extended
communication. It was only, he said, to notice the countenances of the representa
tives ofa numerous fraternity in these two powerful nnd neighboring States, and to
express in the name ofthe body whom he represented, their thanks for tbe kind
feelings which had prompted the acceptance of the invitation to join in the cere
monies ofthe day, — that he had allowed himself to interrupt the usual order with a
single remark.
The Grand Master, attended hy tho P. G. Chaplain of Maryland, and by the
Grand Masters of Pennsylvania and Virginia, then applied his instruments to the
Stone, and after handing them for the same purpose to tbe other Grand Masters,
and receiving their favorable report, pronounced it to be " well formed, true
and trusty." ^ The Grand Chaplain invoked the benediction upon the success
of the enterprise, the prosperity of the City, and the future life of the venerable
man who had assisted in laying the Stone. The ceremony was concluded in
the nsual manner, by pouring wine and oil, and scattering corn, upon the Stone,
with -d, correspondent invocation and response, followed by the grand Masonic
honors. The following is the Inscription : " TTiia Sione, presented by tho Stone Cutlers of
Baltimore, in commemoration of the commencement of the Baltimore and Ohio
Mailroad, was here placed on the Fourth of July, 182S, by the Grand Lodge of
Maryland, assisted by Charlea Carroll of Carrollton, the last surviving Signer ofthe
Declaration of American Independence, and under tbe direction of the President
and Directors of the Railroad Company." On each side of the Stone was this
inscription: — "First Stone of the Baltimore and Ohio Eailboad."
In the cavity of the Stone was deposited a glass cylinder, hermetrioally sealed
containing a copy ofthe Charter ofthe Company, as granted and confirmed by the
States of Maryland, Virginia and Pennsylvania, — and the newspapers of tho day,
together with a scroll containing these words :
"This Stone Is deposited in commemoration ofthe commencement ofthe Baltimore
and Ohio Hailroad. A work of deep and vital interest to the American people.
Its accomplishment will confer the most important benefits upon this nation, by
facilitating its commerce, diffusing and extending its social intercourse, and per
petuating ^Ac happy Union of theee Confederated .States. The first general meeting
of the citizens of Baltimore to confer upon the adoption of proper measures for
undertaking this magnificent work, was on the second day of February, 1827. An

4:0 EAMBLES IN THE PATH OF THE STEAM HOESE.
Papers deposited in the' stone.
act of Incorporation, by the State of Maryland, was granted February 28th, 1827,
and was confirmed by the State of Virginia, March Sth, 1827. Stock was subscribed,
to provide funds for its execution, April 1st, 1827. The first Board of Directors was
elected April 28, 1827. The Company was orgamzed 24th April, 1827. An exami
nation of the country was commenced under tbe direction of Lieutenant Colonel
Stephen H. Long and Captain William G. McNeill, United States Topographical
Engineers, and William Howard, United States Civil Engineer, assisted hy Lieu
tenants Barney, Trimble, and Dillahunty, of the United States Artillery, and Mr.
Harrison, July 2d, 1827. The actual surveys to determine the route, were begun
by the same officers, with the additional assistance of Lieutenants Cook, Gwynn,
Hazzard, Fessenden and Thompson, and Mr. Guion, November 20th, 1827. The
Charter of the Company was confirmed by the State of Pennsylvania, February 22d,
1828. The State of Maryland became a, Stockholder in the Company, by sub
scribing for half a million dollars of its stock, March 6th, 1829. And the construc
tion of the Road waa commenced July ith, 1828, under the management of the
following named Board of Directors :
Philip Evan Thomas, President, Isaac McKim, Talbot Jones,
Charles Carroll of Carrollton, George Brown, Treasurer, William Steuart,
M'illiam Patterson, William Lorman, Solomon Etting,
Eobert Oliver, George Hoffman, Patrick Macauley.
Alexander Brown, John B. Morris,
" The Engineers, and Assistant Engineers, in the service of the Company, are : —
Philip Evan Thomas, President, Lieutenant Colonel Stephen Ilarryman Long,
Jonathan Knight, Board of Engineers. Captain William Gibbs lIcNeill, U. S.
Topographical Engineer. Lieutenants William Cook, Joshua Barney, Walter
Gwynn, Isaac Trimble, Eichard Edward Hazzard, John N. Dillahunty, of the U. S.
Artillery. Casper Willis Wever, Superintendent of Construction."
A National Salute was then fired by the Artillery, stationed on a neighboring
hill to the north.
The Deputation of Hatters then presented a beautiful beaver hat to Mr. Carroll
and another of like beauty to General Smith, both made by Mr. Joseph Branson, at
the request of the association. Mr. Branson was attended by Messrs. George Eon-ers
and W. Leaman, and the Committee of Arrangements. The Weavers and Tailors,
likewise presented to Mr. Carroll a coat made on the way. The Engineers' Eeport
hound in the most splendid manner, was then presented to him by the Book Binders
who, through Mr. J. J. Harrod, made him an address in tho following words :
"Revered Sire and Patriot— 'Do the favor to accept from the Book Binders of the
City of Baltimore, this Copy of the Engineers' Report of the Baltimore and Ohio
Eailroad Surveys, as a small tribute of their profound respect for your amiable
character and patriotic services.
More than half a century has elapsed since you recorded your name on the
memorable charter of our country's independence : An instrument which surprised
the civilized world by the novelty of its sublime maxims on the interesting subject of
Human Freedom.
And now, this fifty-second Anniversary of American Independence finds you in
the plain, but dignified char.ictor of a private citizen, mingling with your fellow-

EAMBLES IN THE FATH OF THK STEAM HORSE. 41

Tho Protossiuu.

citizens, and by their unanimous wish, sustaining a conspicuous part in commencing
the magnificent enterprise oi * The Baltimore and Ohio Jiuilroad,' which, when
completed, will, doubtless, materially subserve, to an immense extent^ the com
mercial interests of this prosperous and spreading empire.
We cannot forbear to unite our voices with those of the great multitude that
surrounds you, in expressing the high sense of admiration we entertain, whilst
contemplating these two acts of your life; and in invoking for your welfare tho
perpetual blessings aud protection of an overruling Providence."
A deputation was now received from Capt. Gardner, of the ship Vnion, inviting
Mr. Carroll and the Directors of the Kailroad Company, to visit tbe ship. They
complied with this request, accompanied by General Smith, the Grand Murshdl and
his aids, and partook of refreshments on board of thia miniature vessel. After
leaving her, Mr. Carroll visited the Cars of the different Trades, and was received
and cheered by them with the utmost enthusiasm. During the whole ceremony, tho
venerable patriot preserved a vivacity and spirit remarkable indeed at his advanced
age. The ceremonies on the ground were concluded about twelve o'clock, and the pro
cession being formed again, returned to town, by the indicated route, and was dis
missed in Baltimore street, at half past one o'clock.
The procession, on its return to the city, was headed by two handsome Cars from
the Union Manufacturing Company's Works, which added greatly to the interest of
the occasion. One of these huge carriages contained sixty, and the other forty-two
females, belonging to the above factory. Ou the sides of the cars, whieh were fan
cifully decorated by the females themselves, was painted " Union Factory." Messrs.
Joseph White and Kichard Partington rode in the ears as protectors. They sub
sequently passed through several ofthe streets.
Between four and five in the afternoon, the Knights Templar marched in proces-
eion from the Masonic Lodge, to the Globe Inn, where they dined in their encamp-
mentf a handsome pavlUion prepared in thc court of that Inn. A number of associ
ations dined together, with the usual ceremonies observed on these occasions, and
at night a display of Fire Works took place on Federal Hill, immediately opposite
the city. The day concluded with more decorum and quiet, than we remember to
have seen on any like occssion. — No small part of this is due to the happy arrange
ment, and superintendence of the Marshals of the day, who have given in tho result,
the best and most flattering evidence of their competence to the laborious and
delicate task assigned to them.
The Procession was headed by Captain Cox's troop, tbe First Baltimore Hussars.
The Pioneers with the implements of labor on their shoulders, followed next. Then
came the Ma^aonic Fraternity, decorated with the various insignia of their order;
the Junior Lodges in front, and the Grand Lodge of Maryland bringing up the
rear. In the ranks of the Grand Lodge were Officers of the Grand Lodges of Penn
sylvania and Virginia, who visited Baltimore for the special purpose of assisting in
the ceremonies of the day. The Grand Marshal of the day, Mr. Samuel Sterett,
followed, attended by his aids, Messrs. Henry Thompson, Samuel Moore and John
Thomas. In an elegant landaulet and four, were seated the venerable Charlea
Cirroll of Carrolton, the only surviving Signer of the Declaration of Independence,
and General Samuel Smith, Senator of Maryland in Congress. A barouche and

42 EAMBLES IN THE PATH OF THE STEAM HOESE.
The Procession. — Tlie Farmers.

four succeeded, in which were Col. U. S. Heath, the Orator of the day, Mr. William
Patterson, Hon. Andrew Stevenson, Speaker of the House of Eepresentatives of the
United States, and Governor Coles, of Indiana. Two other barouches followed, in
the first of which were seated Col. Greneir, aid to General La Fafayetto at the sur
render of Cornwallis, and General William McDonald ; and in the latter, Col. Thomas
Tennant and General Devereux. Then followed, on foot, in double files, the
Directors of the Baltimore and Ohio Eail Eoad Company ; the Military and Civil
Engineers ofthe Company; the Order of Cincinnati, and Soldiers ofthe Eevolution.
A Band of Music came next; and then followed, in order, the several Associations,
Trades, Ac, as here described :
Farmers and Planters. — At the head of this body, on horseback, and in double
files, were seen twenty four aged and respectable Farmers, corresponding Tvith the
number of the States of the Union. One of these carried a banner on which was
inscribed, — " The wilderness and the solitary place shall he glad, and the desert shall
rejoice and llossom as the rose." Then followed u. Stage or platform, bearing a
plough, guided by Gen. Tobias E. Stansbury, and driven by Mr. George Harryman.
In front the stage was ornamented with two living mulberry trees, bearing numbers
of the cocoon of the silk worm ; and in the rear were seen growing stalks of corn,
ic. On the right of the stage was displayed the Flag of the Union, and on the left
a staff surmounted by a Liberty Cap, on one side of which was the motto, " E
pluribus unum," and on the other, '* 'Where Liberty dwells, there is my country.''
In the centre of the stage wiis a banner with this motto, — " Our swords are beaten
into ploughshares, and our spears into pruning-hoolcs."
Then followed Colonel Nicholas M. Bosley, the Seedsman, on horse-back,
dressed in homespun. His shoulders were ornamented with epaulets of the
heads of timothy grass and wheat, and from his shoulders was suspended a bag
of grain, which he sowed as he passed along. In his' hand he held a banner with
this inscription, — "He who soiveth good seed shall reap abundantly." A second
Stage succeeded, on which was a Harrow, held hy Mr. John Scott. In front was a
flag with the motto, — " Paul may plant, and Apollos water, but God giveth. the in
crease." A third Stage followed, containing sheaves of wheat and rye, and
farmers engaged in the business of harvesting. The Farmers on this stage were
Mr. William Jessop, reaper ; Mr. Lee Tipton, cradler ; and Mr. Nicholas Gatch,
raker and binder. The banner contained the following motto. — "Behold the day is
come. Put ye in the sickle and reap, fur the harvest is ripe." In the fourth were
seen Messrs. Elias Brown and James Turner, threshing wheat and rye. At the
other end were a wheat fan and a straw cutter, both of which were kept busily in
operation. Tho winnowers were Messrs. William Scharf and James W. M'CuUoch ;
the straw cutter was Mr. Upton Eeid ; the feeder, Mr. John J. Bayley ; and the
clearer. Master J^ohn H. Scharf. On the banner was inscribed this motto — " He
thresheth in hope, and is a partaker of his hope." Over the wheat fan was this
motto — "He ivill gather the wheat into his garner, and the chaff he will hum."
The fifth Stage closed the procession of the farmers. On it was a handsome apple
tree, with a living grape-vine growing among its branches. Under the tree was a
fine milch cow, with a person employed in milking. At one end of the stage was a
pen with pigs. Mr. Noah Underwood was on the stage engaged at the churn On
a banner ever the vine, was this motto — " Every man may sit under his own vine

RAMBLES IN" THE PATH OF THE STEAM HORSE. 43
Tlie Procopsion.— Millers, Baker.-s Victuallers, Tailors, Ac.
andfig tref, and none ahall make htm afraid.'* Over the cow floatoJ a banner with
this motto — " -1 land fowing with milk and honey.'' This stage was furnished and
arranged at the sole expense of Mr. Underwood.
ti\irdencr.t. — Tbis assoeiation to tho number of sixty or seventy, was preceded by
its banner, containing on one side an appropriate device to represent the antiquity of
the profession. The motto was, " God is "ur trust," On the reverse was a cornu-
copiiB, and the serpeot beguiling Eve. The members were oil clothed in white
jatkets, vests and pantaloons ; and each wore in his breast a bouquet of beautiful
flowers. Principal marshal, Kobert Dnwer,
JfilUra nnd Flour Inspectors. — At the head of this association was carried a
banner of white silk, containing on one side a representation of a mill, fall of
water, Ac. On the other, the representation of a crane, with two mill-stones sus
pended. M<->[to — " The Millers of Mil ryland.'* Each miller wore a silk badge on
his vest, with a device of the tools of his profession, and a sketch of a Railroad.
The marshals and banner-bearer were dressed in white, with blue sashes. Tho
Cart of the Flour Inspectors came next, in which were the furnace and branding
irons — the whole overshadowed by a beautiful oleander still in full bloom. The
Inspectors, in drab coats, white hats, vests and pantaloons broughtup the rear, each
having his scoop under his arm. The principal marshals of this body were David
Rickets and R. Purnell, S^ndard-bcarer James Powers, supported by William
Durham and Isaac Walmsley.
Bakera* — Two of the oldest bakers of Baltimore, Messrs. B. Struthoff and John
Soper, were in front of this association. Next came the master bakers, in sections
of five, with a sub-martial on the right of sections. — Then followed the banner,
borne by Mr. Geo. M. Blensineger; it represented a baker in the act of drawing
bread from the oven; motto — " Eqnal riyhta, and a persecuted branch ; approved
Feh, 21, 1S28." The bearer was flanked by the committee of arrangement, wearin.:;
blue sashes, peels, and Railroad badges. A band of music succeeded, flanked by
three loaf-bread and three biscuit bakers, each carrying a peel painted blue. The
journeymen and apprentices followed. The association was uniformly dressed in
white, and numbered from eighty to one hundred men. The principal mnrshal was
Mr. John McFerren, Jr. aided by the following sub-marshals — C. A. Medinger,
Fleetwood Francis, Fred. Klier, R. Care, Col. John Smith, Jr., Conrad Eeodemnn,
and Henry Finckman.
Victuallers.— This nlimerous association appeared in a uniform dress of white
roundabout, vest and pantaloons. A blue ribbon was passed over the right shoulder
and under the left arm of each member to which a Steel was attached. The aprons
were white, and the badge contained a likeness of Carroll of Carrollton. Tho
banner was carried by Mr. Thomas J. Rusk, supported by Mr. Wm. Blockley and
Mr. Harry Torner, one of whom bore a pole axe, and the other a cleaver. It con
tained the victuallers' coat of arms, surmounted by an Eagle bearing the
words, " Jidj 4, 1828." Beneath was the motto — "Our country's 2>rf^»perity —
Internal Improvements." Mr. Alexander Gould acted aa principal marshal, assisted
by Messrs. John Weir, John Rusk, James Elmore, Daniel Crooke, and Charles Myers.
Tailors. — A stage drawn by four bay horses, with drivers in fancy uniform, pre
ceded this association. Upon the stage, which was a neat representation ofa shop,
was Mr. Abraham Sellers, the master tailor, and six journeymen at work. This

44 RAMBLES IN THE PATH OF THE STEAM HORSE,
The Procession. — Blacksmiths, Machinists, Weaverf^ &c.
waa succeeded by the banner, representing Adam and Eve, sewing leaves together.
Below was the motto — '*And they tewed fy leaves together" On the other side was
the Tailors' coat of arms and motto. Then followed the members, uniformly dressed
in dark coats, white pantaloons, and white gloves. Around the neck of each was
suspended a badge of white ribbon, ornamented with a blue frisette, and containing
portraits of Washington and Charles Carroll of Carrollton. When the procession
had proceeded a short distance, a piece of shambray, woven at the Weavers' loom,
was sent to the Tailors, and by the latter made into a coat as the procession passed
along. Upon the ground it was presented by a deputation to Mr, Carroll. This
body was under the direction of four sub-marshals, viz,: Joshua Dryden, J. N.
Fury, Henry W. Tilyard, and James Joues.
Blacksmitlia and Whitesmiths. — First came the deputation from this body of
artisans, distinguished by blue ribbons, and bearing the implements with wbich
to commence the Road, viz : — a Pick, a Spade, a Stone-hammer and a, Trowel, all
specially made for the occasion. Immediately succeeding these, came the car or
stage, drawn by four grey horses, with a driver and assistant to each horse. The
car represented a Smith's-shop with furnace, bellows, Ac., in full operation. There
were four hands at work, viz. : Hugh Devallin, John Tensfield, John Burnes, and
Tully Wise. The master workmen of the shop were Mr. Jeremiah Warmingham
and Col. Henry Amy. On each side of the car was seen the motto — " United Sons of
Vulcan." The association of Blacksmiths followed, with the Apprentices in front —
each member wearing a white apron, ornamented with the device of an anvil, and
Hammer and hand. — A badge was also worn, containing the likeness of Charles
Carroll of Carrollton, and otherwise appropriately ornamented. The banner was
borne by a master workman; it contained the Blacksmiths' coat of arms — on one
side the motto, '* By Hammer and Hand all Arta do etand" on the reverse the motto
¦was, " American Manufacturea — Internal Improvement" The number of this body
was about one hundred and sixty, under command of Mr. William Baer, principal
marshal — aided by deputy marshals M. Mettee, Robert Buck, Robert Hitchcock and
Jesse Haslup.
Steam Engine Makera, Rollera of Copper and Iron, and Millwrighta. — The banner
which preceded this association contained various emblems, surmounted by an eagle
nearing this motto: We join like brothers, hand iu hand.
Called fcy the world a Millwright band
Underneath the emblems was this motto,
Millwrights do their work prepare ,
By water power, steam or air.
The members followed, clad with aprona and badges, containing appropriate
emblems. Weavera^ Bleachera, Dyera and Manufacturers of Cotton and Wool. — This was a
numerous association. In front was seen a stage drawn by four horses, on which
waa erected a Loom with weavers at work ; and a boy was winding bobbins. Mr.
A. M'Donald, (the weaver in the procession of 1809) waa superintendent of the
operativea. The stage was covered and handsomely festooned with white domestio
muslins, bordered with fringe and tassels of domestic manufacture. A company of

EAMBLES IN TIIE PATII OF THE STEAM IIOESE. 45

The ProcosFinn.— Cnrfcntors, T.umbor Morchnnti, Plnnc Jlnkors nnd Stone Cutters.

Weavers followed, dressed in a uniforra of white domestic jean trowsers, vest and
roundabout ; on the left breast of each was affixed a badge of light blue satin, with
an appropriate device and inscription. The banner came next, borne by a standard
bearer with two supporters in white dresses and blue sashes. It was surmounted
by a golden shuttle; and represented the Weavers' coat of arms, surmounted by an
Eagle bearing a scroll, with the inscription — " Te mere naked, and we clothed >/,:"
Beneath the arms was this inscription — " Eiicoumgr your Manufactures, they will
support Agriculture and Commerce, and produce real Independence." On the reverse
ofthe banner was painted a symbolic device, in the centre of which was a circle of
gold, surrounding this motto — " The Shullle, the Sheaf and the Ship.'' On tho right
ofthe circle, Britannia was represented by a female figure, in an attitude of grief —
the setting sun in the distance. On the left hand Columbia is represented by a
female figure, grasping a staff surmounted withthe liberty cap. She is stretching
forward to receive from the eagle the golden treasure which tbe latter is bearing
across the ocean from the Eastern to the Western hemisphere. Underneath is this
motto — "A wise and Just distribution of labor ond ils rewnvd is the foundation of
national prosperity." A numerous company of Weavers followed, wearing badges
on their breast. The whole was attended by sixteen sub-marshals.
Carpenters, Lumber Merchants and Plane ,\fakers. — This association was headed,
by Mr. John Mowton, as principal Marshal, followed by the Carpenters over fifty years
of age. After these, on a car drawn by four white horses, came the Temple, a very
beautiful Miniature structure, which excited general and very deserved admiration.
The Templo was a correct specimen of the Doric order of architecture, with porticos
on the east and west front, supported by four fluted columns. Tbe .ascent to the por
tico was by a flight of five steps. The exact dimensions of the Temple are — seven
feet eight inches front, seven feet five inches depth ; the height from the ground to the
top of the entablature, eight feet eleven inches, and to the top of the pediment, seven
feet one inch. The Temple was accompanied by the Building Committee, and the
hands employed in its construction, each bearing sorae implement of the trade. The
elegant banner of the association came next, borne by Mr. James Brown, and sup
ported by Thomas Hazzard and Thoraas Murril. In the foreground of the banner w.is
seen a Doric arcade, and a Eailroad depot, warehouses, <fec. Through the centre arch
of the arcade was seen the representation ofa Eailroad, and a locomotive engine ap
proaching the depot. On the arcade was tbis inscription, — "Railroad To the Ohio,
July i, 1828." A wreath of oak leaves ran round the borders of the banner, on the
fillet of which was this inscription, — "Puhlic prosperity, private good." On the reverse
was the Carpenters' coat of arms, with this motto, — " Jn cordia, sains et robur."
The staff of the Banner was surmounted by a beautiful Gothic architectural emblem
executed by Mr. James Curley. Immediately after, came the association with their
apprentices, all wearing appropriate badges. The whole was under the conduct of
a principal and sixteen sub-martials.
Stone-Cutters. — In the centre of » handsome car, drawn by four white horses,
with drivers in white, was a plinth, covered with green baize, on which was placed
the First Stone of the Baltimore and Ohio Eailroad. It was of marble, and on the
top was the following inscription : — This stone, presented by the Stone-Cutters of
Baltimore, in commemoration of the commencement of the Baltimore and Ohio
Eailroad, was here placed on the Fonrth of July, 1828, by the Grand Lodge of

46 EAMBLES IN THE PATH OF THE STEAM IIOESE.
The Procession. — Masons, Painters and Cabinet Makera.
Maryland, assisted by Charles Carroll of Carrollton, the last surviving Signer
of the Declaration of American Independence, and under the direction of the
President and Directors of ihe Railroad Company." On each side of the Stone
was this inscription : — First Stone of the Baltimore and Oliio Railroad." In the
centre of the Stone was a cavity, for the reception of the glass case containing the
Charter of the Company, newspapers of the day, &a. After the car was borne the
banner, representing a temple of the Tuscan order, surmounted hy an eagle hear
ing a scroll with this motto, — "Under my wings the Arts shall flourish. Under the
temple was inscribed, — " The Stone-Cutters of the City of Baltimore." The dress
of the members was a blue coat, white pantaloons, and !i handsomely decorated
apron of white satin. At the breast of each, an appropriate badge was worn. Prin
cipal marshal, Frederick Baughman, aided by sub-martials, Nicholas Hitzelberger,
H. B. Griffith, Alexander Gaddess, and Edward Mead. Principal standard-bearer,
Eobert St. J. Steuart, supported by six guards. The banner used in the procession
of 1809, was also displayed.
Masons and Bricklayers. — This association was distinguished by three Banners,
the principal one representing a house partly built, men at work, Ae. At the top
was the inscription : — "Masons and Bricldayers of Baltimore, united July 4, 1828."
Underneath was the motto, — " Liberty throughout the world." The members wore
aprons ornamented with the emblems of their profession; their badges had on them
a trowel, and a, Eepresentation of a Eailroad. At the head of the association was
Col. James Mosher as principal marshal, aided by Wm. Reside, E. Green, J.
Dickerson, E. Stansbury, J. Wolf, Wm. Davis, and J. Allen, as sub-marshals.
The bearers of the banners were Edward Frederick, John Eatteau, and Wm.
Townsend. Painters. — The car which preceded this association was designed and ornamented
with much taste. It was attended by six guards, the two first carrying pallet and
pencils, and the others ornamented brushes. On the car was placed a pyramid, on
which was inscribed the date of commencement of the Railroad, &c. A master
painter, Mr. L. O'Laughlin, was seated on the car, engaged in finishing a portrait, and
at the other end was a boy preparing colors. [We regret that we have not materials
for u more detailed description of the car.] The president and officers of the
association came next, each carrying a small staff; they were followed by the mem
bers, ail of whom were dressed in white jackets, vests aud pantaloons, wearing at
their breast the Carrollton badge. Ths elegant banner of the association was in
the centre, borne by a member, and supported by guards carrying pallets and pen
cils. It represented the Painters' coat of arms, with the motto, " Amor et obedien
tia." On the flank of each platoon, was a sub-martial, bearing an ornamented brush.
James M'Donald, principal marshal, and sub-marshals Johu Burns, M. Bolton,
William Sederberg.
Cabinet Makers. — The car or stage of the Cabinet Makers was ingeniously con
trived to represent a bedstead of curled maple. It was eight feet wide, and twelve
feet long, the bed-posts forming the upright sides of the oar. It had «, handsome
fancy head-board and cornice, with drapery of pink and blue, tastefully festooned,
and tester complete. On the car were seen a Cabinet Maker and Carver at work, the
the former engaged in finishing a patent rocker cradle. The members and apprentices
of the trade followed, each wearing a badge of white silk, on which was tbe im-

RAMBLES IN THE PATII OF THE STEAM HORSE. 47
The Procossicn.— Chair-Makers, Tanners, Cordwainers and Hattcra.

pression of a Grecian sofa. In tho centre was borne tho banner, representing a
cabinet, surmounted by this motto — " May there he union in our cahinet." The
whole was under the direction of John \Yilliams, principal marshal, and sub-mar
shals, James Williams, Robert Dutton, William M'Cnnlle, Samuel Bevan, William
Meeks, Lambert Thomas, AVm. M'Cohu, and Levin P. Clark. — Cabinet Maker on the
stage, Joshua Miller; Carver, William M'Graw. Tho cradle was finished and the
workmen rocked it on their way home.
Chair Makers and Ornamental Chair Painters. — The banner at the head of thia
association represented the Chair Makers' coat of arms, over which was a Windsor
chair, surmounted by wreaths of roses. The motto was, " ^n emblem ire display."
The members wore a highly ornamented white satin apron, emblematic ofthe trade
and a white sosh with appropriate devices. The principal marshal was Samuel
Mason, aided by four sub-marshals, George Arnold, AViUiam Chestnut, James S.
Carnighan, and John Sligars.
Tanners and Curriera. — Mr. Wm. Jenkins, as principal marshal, was at the head
of this numerous association, A handsome banner was borne in tbe centre,
containing the coat of arma ofthe trade, and the motto " Try what you will there's
nothing Uke Leather.*' Each member wore a light leather sash, ornamented at the
breast with a blue rose, encircling a brilliant spangle. Sub-marshals, R. H. Jones,
John Dillahunt, Thos. Sewell, Benjamin Comegys, Daniel Kalbfus, J. Joyce,
Thomas Watts.
Cordwainers. — At the head of the Cordwainers was carried a beautiful silk
banner with the coat of arms of the craft. Beneath was the motto, " Our country
right or wrong." On the reverse was a representation of St. Crispin and St.
Crispiana, witt the Latin motto, " Xi nulli, invert iture ordo.*' Then followed a
stage, drawn by four black horses, with blaek drivers dressed in white. Upon it
were two master workmen, two journeymen, and two apprentices, engaged at work,
upon a pair of green morocco slippers which were finished during the procession,
and presented to Mr. Carroll on the ground. The slippers were very neatly made,
and the linings were ornamented with a view of the Railroad. A pair of beautiful
white satin lady's shoes was also made during the procession. Tho numerous
association of Cordwainers now passed on, each member wearing a white apron
trimmed with blue ribbon, and stamped with the coat of arms. An appropriate
badge of white aatin waa also worn on the breast of each member. The master
workmen on the stage were — Jamea Ackland, on the part of the boot and shoe
makers, and John Wright on the part of the ladies' shoemakers. The whole was
under the direction of eight sub-marshals.
Hattera. — The Hatters were preceded by a handsome Stage, drawn by four horses.
It was decorated with flags, one of which bore the portrait of the founder of the
trade, M. Clement, who introduced the art into Paris in 1404. The car was the
representation of a complete hat factory, with hands busily employed in all the
various operations of the trade, viz : pulling, cutting, bowing, felting, napping,
blocking, finishing, and knocking down, when the work deserved it. The car waa
followed by Mesars. Cox and Clapp, who headed the association. Next followed a
banner, displaying on one side a Beaver, with the motto, " With the industry of the
Beaver, we maintain our rights.'' On the other was depicted an assortment of hats,
with the motto, " We assist each other." The banner was supported on either side

48 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Procession — Turners, Coopers, Saddlers, Coach-Makers.

by an elegant white hat, borne by boys. These hats were made, at the request of
the association, by Mr. Joseph Branson, the one designed for Charles Carroll of
CarroUton, the other for General Samuel Smith. The arrow surmounting the ban
ner, bore the inscription, " TFe cover all:" .nnd in accordance with this motto, the
Hatters not only "covered" him who by his wisdom declared us free, but also hira
who by his bravery defended and secured it to ns. Next followed the master Hat
ters, journeymen and apprentices, in number about two hundred, all wearing white
aprons and black morocco badges.
Turners and Machine Makers. — Upon a handsomely designed Stage drawn by four
horses, was erected an elegant lathe, with a turner and flier busily engaged at
work. The members all wore white aprons trimmed with blue, and ornamented
with appropriate devices; the motto upon the stage was — "By faith. I ohtain."
The badges were of white satin, with a device emblematic of the profession. This
association adopted a rather novel, but not unpleasing mode of testifying their satis
faction upon the occasion, a place being allotted on the stage to a Piper, wbo
performed -,.¦ nuraber of national airs, Ac. Marshals, Conrad Keller and Sarauel
.lohnston. The workmen on the stage were Henry T. Diffenderffer, turner; John P.
Earheart, filer; James Arnold, piper; William Dawson, chopper.
Coopers. — A Stage drawn by six black horses, was arranged so as to represent a
complete Cooper's shop, containing a master workman, four journeymen, and a boy,
all busily engaged at work. The banner, carried by Charles Miller, contained the
representation of a barrel in the flrst truss, with a man at work on it. The motto
was — " Wood to wood, and neatly bound.
The neatest art that ever was found."
Immediately succeeding the stage came the -three marshals, John Durham,
Eobert Taylor, and Eobinson Woolen. These were followed hy about 160 or 170
of the profession, with aprons and badges appropriate to the occasion.
Saddlers and Harness Makers. — This association was preceded by four beautiful
horses, each led by a groom clad in the Arabian costume. The two first horses
were caparisoned with elegant Saddles and Bridles, and the latter two witb sets of
Harness of the finest workmanship. The two marshals, Messrs. Edward Jenkins
and Philip Uhler, followed; tbey were succeeded by the members, wearing an ap
propriate badge. Tbe banner was of white silk, containing the Saddlers' coat of
arms, and motto — '* Holdfast — ride snre." Beneath was the date, " July 4, 1828."
Coach-Makers, Coach-Trimmers, Coach-Painters, and Wheelwrights. — This asso
ciation was headed by a very elegant Barouche, of B.iltimore make, drawn by four
beautiful grey horses, with postilions in rich blue livery. Mr. Joseph Eaverson,
principal marshal to the association, rode in the barouche. The association fol
lowed, having in their centre two banners with the coat of arms of their profession.
The first was borne by Jaraes DeBaufre, supported by Alexander Chase and George
Craft. The second, wbich was the banner used in 1809, was borne by George
Bartol, supported by John Howser, Sr. and Alex. Boyd. The sub-marshals were
Thomas D. Greene, Samuel H. Howser, Williara Peers, Philip Trusil and William
Dashiell. Cedar Coopers. — At the head of this association was a Stage drawn by four horses.

RAMBLES IN THE PATH OF THE STEAM HORSE. 49
The Procession — Copper-Smiths, Vrintors.

eighteen foet long and eight wide, tastefully ornamented with cedar bushes. A
master workman and several journeymen were upon it, employed in making tubs,
baskets, Ac. Among the articles finished in the course of tho procession was a
Barrel Churn, in which waa made a quantity of butter. Tho raembers wore white
aprons, ornamented with a cedar tree, churn and tub j the motto, " Frery iuh
atands on ita aim bottom." Thia body was under tbe conduct of two sub-marshals,
viz. : William HaU and William Bayner, The workman on the stage were, John T,
Robertson, master; George Zimmerman, Jacob Barrickman, Leonard Waddle, and
two boys; Captuin S. H. Moore, churning. The Ceilar Coopers made two churns,
two tubs and two buckets — churned five gallons cream, ate the butter, drank tho
butter-milk, &c., &c.
Coppcr-Smitha, Brass- Founders, and Tin-Plate Workers. — A neatplatform or stage
nine feet wide and seventeen feet long, drawn by four horses, preceded this associa
tion. Upon it were seen two Copper-Smiths, each making a still; two Brass-
Founders, one of whom was turning a pair of andirons, and the other finishing a
set of stair-rods; and two Tin-Plate Workers, one employed in making wash-basins,
and the other in making tin tumblers, which be threw to the spectators as tho pro
cession passed. Tn the centre ofthe association was borne a handsomely decorated
white silk banner, with a coat of arms emblematic of tho three difi'erent branches.
Upon the front the motto was, " God ia the only Fonndvr." The apron worn by
the Copper-Smitha was decorated with the representation ofa still, and their badge
with a hammer. Tho aprons of the Brass-Foundera were distinguished by abell,
and their badges by a file. Upon the aprons ofthe Tin-Plate Workers, was the
representation of an urn and two tumblers, and upon their badges, thatof a mallet.
This association numbered upwards of one hundred. Marshals: Joseph W. Stewart^
John Potter, Ebenezer Hubball, J. Wampler. The workmen on the stage were
George Wilson, master, George Foss, Francis Elder, S. Shinneman, Daniel, Stall,
William Ives, George Meyer and ahoy.
Printera. — The Printers (for the following description of whose decorations wo
are indebted to the polite attention of Mr. Niles) had a highly finished and fully
furnished car, sixteen feet long and nine wide, drawn by four very stout and hand
some bay horses. Tbe wheels were concealed by white cloth suspended from the
car, relieved by rich festoons of glazed blue muslin. The posts and railing were
tastefully ornamented with oak leaves, (devoted to civic purposes,) wreathed with
flowers. In the front were portraits of Washington and Franklin; on the right
side, of Jefferson, Carroll and Howard ; on the left, of Decatttr, Perry, and Armi-
atend~B\\ good paintings, and kindly loaned for the occasion. The following
mottoes were painted on the railing — in the front and rear, " Printing" — on the left,
** The Art preservative of all Arta;'' — on the right, " Truth is a victor without
violence;*^ — on the front base, '* Tlie atanding place of Archimedes, from whence to
move the moral world ;'' — on the rear base, " We appeal to reason." On the car was
placed an improved iron printing press, (richly decorated and surmounted by an
eagle,) with its hank, &c., two standi with cases and type, a half hogshead of claret,
labelled "Summer ink," and a hogshead marked " Washing wnter," with specimens
of type from the much improved foundry of Mr. Spalding, and the new and vigorous
establishment of Mr. Carter, both of this city. The following persons were on the
car: Hezekiah Niles, ^^ employer ; Thomas Murphy, /oreman ; Peter Edes, ^roo/-
5

50 EAMBLES IN THE PATH OF THE STEAM HOESE-
The Procession. — Printers and Book Binders.
reader; Eobert Neilson, compositor ; Abraham Lefever and John F. Cook, pressmen ;
E. Mosher, yZy; and two fine youths, dressed as Mercuries, va. tight flesh-colorod
clothing, with winged helmets, with two small boys, grandsons of Messrs. Edes and
Niles ; and Thomas Barrett, steward of the chapel, to whose zeal and attention tho
association is much indebted. John D. Toy was cashier and cleric. The body of
the craft was under charge of W. W. Moore, B. K. Deaver and John N. Millington,
marshals, and the great standard, placed in the centre, was borne alternately by
Messrs. HoUiday, Clayton and Abbott. The association, including the apprentices,
amounted to about ninty persons. On the standard was painted a press — over
which a spread eagle, bearing a scroll — "Franklin our guide ;" near the bottom the
r&g\i\a,r moito, " Printing the art preservative of all arts." The Mercuries excited
much attentlbn. With long poles they distributed the Declaration of Independence,
aitd an ode, printed during the procession, to ladies at the windows of the houses, or
cast them among the mighty mass of population which filled the side walks. After
Mr. Morris had delivered the address on behalf of the Eailroad Company, they,
escorted by two Marshals, proceeded to the pavilion, and in the presence of the
venerable and delighted Carroll, having presented thc compliments of Mr. Niles, on
behalf of the Printers' Association, requested of Mr. Morris a copy of the address,
that it might be immediately published, wa^ spread among the people. Itwas
politely handed to the Mercuries, and, in about an hour afterwards, the same mes
sengers returned, and delivered to Mr. Carroll and Mr. Morris printed copies of the
address, with the respects of the craft. One of the Mercuries was also despatched
to the valued and venerable commander of the Union, Admiral Gardner, with a
glass of wine, who received it and drank with Mr. Niles, the head employer of the
Printers, each standing in his place. Previous to the movement of the procession,
when the Printers' car was passing east, to take its station in line. Captain Kelly,
first officer of the Union, hailed with " Whence cam.€ you ?" Mr. Niles replied,
" From Port Publie Spirit." " 'Where hound ?" " To Port Independence." "'What
news ?" " Carroll ia about to lay another corner-stone." On which copies of the
Declaration of Independence were thrown into the ship, and the officers and crew,
with the whole body of seamen, Ac, gave three hearty cheers, which were cordially
returned. As the whole happened without previous concert, the effect was highly
interesting to the parties. And on the return of the procession to the city, the
Printers would have accompanied their friends, the Shipwrights, Boat-Builders, Rig
gers, Seamen, Ac, to the Point, had not their car been squabbled, and shown
indications of going into pie. It was therefore halted near the Centre Market, and
the model of the frigate, the boat and the ship passed, the association being silent
and uncovered— when three cheers were given by the craft, theywere returned with
great interest by the other party. It may be remarked that, on all occasions of
this kind, the Seamen and Printers have heen hearty friends; and, after the lapse
of nineteen years, it is worthy of note, that, as in 1809, Captain Gardner commanded
the ship — so Mr. Niles presided over the stage the Printers exhibited.
Book Binders. — In front of the Book-Binders, was borne by eight apprentices, a
Stage, upon which were laid two books — one a beautiful hound ledger, and the
other the Reportof the Engineers of the Baltimore and Ohio Rail Road Company.
The latter book was splendidly bound in morocco, and flnished in a style which
would do credit to any country. On one cover was the following inscription —

RAMBLES IN THE PATH OF THE STEAM HORSE. 51
Tho Proeession. — Watchmakers and Ship Carpcntira.
** Preeented by the Book Binders of Baltimore to Charles Carroll of Carrollton, on
(fie 4(A /li/y, 1S28,"— and on tho other, the name — " Hon. Charlea CiinoU." After
the procession arrived on the ground, the latter book was prc^jentcd to Mr. Carroll
by Mr. John J. Harrod, accompanied with an address, wbieh will bo found in
another part of this description. While on parade, the Book Binders resolved
unanimously, that an apron and badge bo presented to ^Ir. Skinner, for the purpose
of being transmitted to General LaFayette.
Watch-Makers, Jeicellcm, Sih-er-Smitha and Engravcra, — At the head of this
association was Col. Standish Barry, as principal marshal. He was fullowed by
Col. Peter Little, our representative in Congress, supported by Capt. John Lynch,
and Mr. James Ninde. Then fullowed a banner used in the procession of 1809,
borne by Andrew E. Warner. The device was a figure of Time, with this inscrip
tion: ^' I transmit thee to posterity." Below thia figure, on the right hand side, was
seen a Gold Urn : on the left, one of Silver; in the centre of the whole was seen a
Clock; above the figure of Time was this inscription: Carried by Captain Thomas
Warner in 1809." The banner was supported by a member from each branch, viz :
James C. Ninde, from the Watch-Makers ; George Webb, from the Jewellers; John
N. Green, from the Silver-Smiths; and AVilUam Bannerman, from the Engravers.
Next came an Octagonal Pyramid, borne on the shoulders of assistants, in the front
of which was placed a splendid clock. Around the base, and on tho seeond tier of
the pyramid, were placed superb specimens of richly chased silver-ware, auch as
tea and coffee-pots, bowls, goblets, &c., all the production of the Silver-Smiths of
Baltimore. On the upper tier were placed rich specimens of jewelry, as chains.
seals, and a variety of valuable trinkets, so arranged as to display that branch of
American manufacture to the best advantage. The pyramid was surmounted by a
large silver urn, richly chased and burnished. This beautiful piece of workmanship
weighed about 120 ounces, and we are pleased to say, was also made in Baltimore.
The association followed in the following order: Watch-Makers, Jewellers, Silver-
Smiths, Engravers. The sub-marshals were William G. Cook, Samuel Kirk, John
M. Johannes, John Lynch and J. H. Warfield, The silver-waro was loaned for the
occasion by the maker, Mr. Samuel Kirk; and tbe jewelry by Mr. Wm. G. Cook.
Glass Cutters. — This association, headed by Mr. Henry Tingle, numbered about
fourteen members. Each of these bore in his hand a piece of Baltimore cut-glass,
the beauty and richness of which elicited general admiration.
Ship CarpenterSf Ship Joinera, Block and Pump Makers. — Messrs. Wm, Price and
George Gardner, two of the oldest Shipwrights, rode in a barouche at the head of
this body of artisans. Immediately after came the large and elegant banner,
representing a ship on the stocks, ready for launching. Above was tho American
eagle with extended wings, bearing in a scroll the name of the ship, " Charles
Carroll of CarroUton." Four platoons of Shipwrights with their assistant marshals
followed; and after these, on a car drawn by six horses, an elegantly finished model
representing the frame of a sixty-four gun ship, the Baltimore, decorated with
flags. The remainder of the body brought up the rear. The members all wore
blue sashes ornamented with the device of Noah's Ark, and the Railroad, The
whole was under the conduct of marshals James Beacham, Samuel Trimble, William
Gardner and James Price,
Boat' Builders. — On a stage drawn by two horses, was the model of u, boat in

52 EAMBLES IN THE PATH OF THE STEAM HOESE.
The Procession — Kope-makers, Sea-captains, Seamen, Etc.

frame, very handsomely finished ; on her stern the name Ohio was inscribed. The
dress of the members was uniformly a dark coat, white pantaloons and vest, and
black cravat. The badge was formed by a white satin sash suspended from the
neck, containining on one side a representation of the Eailroad, &.C., and on the
other, portraits of Washington and Carroll of Carrollton, and the arms of the
Union. Appended to the badge was the representation of a boat in frame, with
this motto — ** A ship afloat requires a boat."
Rope-makers. — In front of this trade was a stage drawn by four horses, upon
which was an apparatus for making rope, and five or six hands employed in its
manufacture, which was performed with much dexterity. Master workman, James
Neale. The Riggers, Sail-makers, and Pilots — came next in order, the former distin
guished by their white frocks. Chief marshal, Mr. John Jillard.
Ship-captains, Mates, and Seamen. — This association of our fellow-citizens came
next, preceded by the elegant " Ship Union," completely rigged and found for her
voyage of discovery. Perhaps no single object in the whole of this novel and
splendid procession, attracted more attention, or afforded greater satisfaction than
this beautiful ship, with her sails set, colors flying, and crew bustling about at the
orders of her officers, and the shrill whistle of her boatswain. The Union is about
twenty-seven feet long, and six feet beam ; her colors, as we have already men
tioned, were of silk, and made for the occasion by the ladies of the Point. Besides
these, the Union carried three flags with the following mottoes : at the fore, " DonH
give up the ship;'' atthe main, "Free trade and sailor's rights;" at the mizen,
" Success to the Railroad." Her crew was composed entirely of masters of
vessels, (with the exception of the steward, a boy,) and were as follows : Timothy
Gardner, raaster; Matthew Kelly, 1st officer; William H. Conckling, 2d officer;
George F. De La Eoche, 3d officer ; Wm. Baartsoheer, boatswain ; William Phillips,
Michael McDonald, John A. Conklin, Eichard Edwards, James McGuire, Eay S.
Clark, seamen ; Edward Carrington, steward ; B. W. R. Sink, pilot. The seamen
were all dressed alike in proper costume, and the jolly dogs seemed so happy iu
their voyage, that the smiles of the ladies and the cheers of the men greeted them
on all sides as they sailed along. After the ship came the Masters, Mates and
Seamen on foot, and in their rear several carriages with aged Masters of the port.
At the commencement of the procession, when the venerable Carroll was passing
along the line, and had come opposite to the ship Union, riding at anchor in frout
of this ofiice, he was saluted on all hands with three hearty cheers. After he had
passed, the following dialogue took place between Mr. Henry Thompson, aid to the
Grand Marshal, and Captain Gardner of the Union, which was listened to with
much interest hy a large concourse of people. Aid. — Ship ahoy ! Capt. ff. — Hollo !
Aid. — What is the name of that ship, and by whom commanded ? Capt. ff. — The
Union, Captain Gardner. Aid. — From whence came you, and where bound?
Capt. ff. — From Baltimore, bound to the Ohio. Aid, — How will yau get over the
mountains ? Capt. ff. — We've engaged a passage by the Eailroad. The question
now came from the Ship : — What fleet is that ahead ? Aid. — The Eailroad
Pioneers, oommanded by Admiral Carroll. Ship. — We'll try and overhaul them !
Aid. — I wish you success — a good voyage to you. The Union was accordingly
soon after got underway, and succeeded in overhauling the Pioneers on the Eail
road ground.

EAMBLES IN THE PATH OF THE STEAM HOESE. 53

The Procession — Draymen, Juvonilo .\s(;oriations.

The following ^oiijr was sung by the Crew of the Union whilst Charles Carroll of
Carrollton was breaking ground :
TcKE— fliitf to the Chi^f.
Hail to tho road wbich triumphant commences.
Still do^or to unite tho East and tho West;
Hail to tho hope in our vision tbat glances.
With prosperous commer\-c again to be blest ;
Cheer, loudly cheer, thc patriot sago.
Who first of all tugs in spito ofhis age;
Then cheerily together our efforts uniting.
Let'.': help this great work in advancing.
0 dear and glorious be the day,
Which causes all this grand display :
0 long remember'd may it be.
Through Baltimore's prosperity.
Draymen. — This association was headed hy Mr. John M'Allistcr, the oldest
member. In front was a horse and dray — upon the latter » pipe, handsomely
painted, upon each head of which was inscribed — *' Commerce, the supporter of all
nations." The American flag, displayed from a staff planted in front of the pipe,
surmounted the whole. The members were all in their shirt sleeves, with white
vests, aprons, and pantaloons; and each wore at his left breast, a. beautiful blue
silk badge, containing a representation of the Eailroad, and the following
inscriptions : — " The ceremony of breaking the ground, performed by the venerable
Charles Carroll of Carrollton, in his 92d year — the only surviving Signer of the
Declaration of Independence. In commemoration of laying the foundation stone
ofthe Baltimore and Ohio Railroad, July 4, 1S28."
Captain Walter's fine band of music now followed, and then came the
Juvenile Associations, in the following order, under the conduct of Joseph
Branson, chief marshal.
Jefferson Association. — L. C. M'Phail, principal marshal; deputy marshal and
standard-bearers in white, with blue sashes and appropriate badges. Members
seventy in number, with bine coats, white vests and pantaloons, and blue sashes
and appropriate badges. The first banner represented the Genius of Liberty,
bearing in her hand a scroll on which was inscribed the works of Jefferson, viz. :
The Declaration af Independence, X'oles on Virtjinia, Ac. The whole festooned
with the star spangled banner ; motto, " Great and Glorious Day." The second
banner represented the tomb of Jefferson, surrounded by wreaths of laurel and
cypress. Juvenile Jackson ^ssoctad'on.— Distinguished hy a banner with tho title ofthe
association, and containing the representation of two comucopioe, with this motto,
"Industry the meana, Plenty the result." David Lefevre, principal marshal.
Standard-bearer and marshals in white, with blue sashes and badges emblematic
of the Eailroad. Members about seventy in number, dressed in blue coats, white
vests and pantaloons. Two other handsome banners were borne in the ranks of
this association.
Franklin Association. — William Kimmel, marshal ; deputy marshals and standard-
bearers in white, with blue sashes and white badges containing likenesses of Ben-
5*

54 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Road commenced to EUicott's Mills.

jamin Franklin and Charles Carroll of Carrollton. Upon the banner was a portrait
of Benjamin Franklin ; on the reverse, an eagle with a scroll, on which was
inscribed — "Franklin Association, July i, 1828." Members in black jackets, white
pantaloons and blue sashes, about seventy in number.
Carrollton Association. — Thomas J. Brown, marshal; deputy marshals and
standard-bearers in white, with white sashes, and badges hearing the likeness of
Mr. Carroll. The members were sixty-five in number, dressed in black jackets,
white pjintaloons, blue sashes, and Carrollton badges. On their banner was the
name of " Carroll," surrounded by a wreath and rays of glory.
Schools. — Associated under the charge of Mr. Deuboer, decorated with badges
and breast-knots. They were distinguished by a banner on which were displayed .
the letters of the Alphabet, and this motto —
" Large streams from little fountains flow.
Tall oaks from little acorns grow."
Clinton Association. — J. E. Baxley, marshal; deputy marshals and standard
bearers in white, with white sashes bearing the likeness of Carroll of Carrollton.
Members, sixty in number, dressed in black jackets, white vests and pantaloons,
and blue sashes. Their standard bore a wreath of cypress and laurel, surrounding
the word " Gratitude." It was supported on one side by the secretary, bearing a
spade, emblamatic of Clinton's exertions in behalf of Canals, and on the other hy
the treasurer bearing the Declaration of Independence, printed on white satin.
Washington Association. — James Law, marshal. This association was composed
of -a large number of young men between the ages of eighteen and twenty-three
years, dressed in blue coats, white vests and pantaloons, blue sashes decorated with
white badges on which were the portraits of Washington and Carroll. On the
principal banner was depicted the portrait of him who was " First in war, first in
peace, and first in the hearts ofhis countrymen," surrounded by rays of glory. The
other banner was that borne on the occasion ofthe visit of La Fayette, in 1824.
After the Juvenile Associations, came the Mayor and City Council, and the officers
of the Corporation. To these succeeded citizens on horseback and in carrriages,
and Captain Kennedy's troop of horse closed this long and magnificent line of
procession. A few days after this stupendous and magnificent celebration, the line
from the corner-stone to EUicott's Mills, a distance of nearly fourteen
miles, was put under contract, and immediately commenced. A portion
of the road was ready for the rails in the ensuing October ; and in twenty
months from the organization of the company, an additional section, em
bracing that between EUicott's Mills and the Porks of the Patapsco, some
twelve miles, was placed under contract, making the whole line, thus far,
over twenty-three miles in length.
The capital of the company, at this time, we have already stated, was
four millions of dollars. As the enterprise was the first of the kind ever

EAMBLES IN THE PATII OF THE STEAM HOESE.

Memorial to Congress.

set on foot in the United States, and the proposed road of such great
length and stupendous character, it could not be regarded as a merely
local work ; but was, in many respects, so far nalional as to havo de
served the aid of the United jStatcs. Railroads were an untried experi
ment, and a vast amount of capital would necessarily havo to be expended
before complete success could be hoped for. And its the whole country
would be immensely benefitted by the early completion and success of
the work, which might be and was very generally regarded as a great
experimental test, it was no more than proper that Congress should have
the privilege of contributing to its construction. This was allowed by
the charter of the company, and the opportunity of extending' its aid was
presented — the subject having been brought before that body in an able
memorial from the Board of Directors, dated the 28th J.inuary, as follows :
" The memorial of the President and Directors of the Baltimore and
Ohio Railroad Company, respectfully represents. That your memorialists
are engaged in the construction of a Railroad, with at least two sets of
tracks, from the City of Baltimore to the Ohio River, the entire expense
of which, according to the best information founded on similar works in
Europe, and the experience already acquired here, will not exceed twenty
thousand dollars per mile, and will involve a total expenditure of between
six and seven millions of dollars. Of this sum, one, million of dollars
has been subscribed by the State of Maryland and the City of Baltimore,
and three millions of dollars have been obtained by individual subscrip
tions ; constituting together a capital of four million of dollars.
The entire district between Baltimore and the Ohio River has been
carefully examined by competent officers of the United States Corps of
Topographical Engineers, detailed for this service ; and it having been
most satisfactorily ascertained that the immediate country affords so great
facilities for the construction of the proposed road, as to render its com
pletion not only certainly practicable, but far less difficult than was at
first supposed ; surveys for the actual location of the Eastern division
were accordingly undertaken immediately, and about twenty-five miles
ofthe line are now under contract, and in a rapid progress of completion.
At the time your memorialists embarked in the enterprise, they did
not hesitate to believe that so enlightened a body as the Congress of the

56 EAMBLES IN THE PATH OF THE STEAM HOESE.
Memorial to Congress, — ^Dispute with the Canal Company.
United States could fully appreciate the vast importance of the under
taking, whether considered in reference to its social, its commercial, or
its political influence upon our country ; provision was therefore made in
the Charter of the Company for receiving a subscription on the part of
the United States.
The numerous railroads which have been constructed in Europe, the
immense advantages which have resulted from them, and the progressive
extension of them, both in England and on the Continent, as well as the
efforts to introduce them into different parts of our own coimtry, all
assure us of the growing confidence in their value and importance, and
indeed leave no doubt of their efficiency in securing a safe, economical
and expeditious intercourse between districts remote from each other,
particularly over an undulating and uneven surface.
Believing, as your memorialists do, that every section of our country
has a deep and vital interest in this great enterprise, and that the counte
nance and support of the national legislature would essentially promote
its early and successful completion, they respectfuUy ask the attention of
Congress to the subject, and confidently hope that a subscription on the
part of the United States to the stock of the company 'will be deemed for
the interest of the nation."
A bill had been drawn up and passed in the Senate, appropriating a
million of dollars agreeably to the suggestion of the memorialists ; but
in the House of Representatives no action had been taken until the
ensuing session of 1829, when, through the exertions of the President of
the Chesapeake and Ohio Canal, who was a member of that body, and
Chairman of the Committee on Roads and Improvements, the measure
was defeated.
The third annual report of the President and Directors was made on
the 12th October, 1829. The controversy with the Canal Company con
tinued unsettled, and became more serious and perverse. That Company
had obtained an injunction from the County Court of Washington, re
straining the further proceedings of the board in obtaining titles of land
over which the railroad had been already located. This was followed by
an injunction obtained by the Railroad Company from the High Court of
Chancery, restraining the Canal Company from taking any steps in the

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 57
Road flnished to EUicott's Mills.— The Soiling car, Oaron do Krudener.
construction of the canal, which might render unavailing a decision in
fiivor ofthe road on the first injunction. As the owner in fee of the pass
of the Potomac River through the Catoctin Mountain, at tho Point of
Rocks, tho board of Directors still continued to prosecute their railway at
that place ; when a second injunction was obtained, restraining them from
constructing their road at aU, anywhere within tho limits of Frederick
County, notwithstanding the greater part of it, in that county, could
never affect the canal in the least.
The flrst division of the road was completed in June, 1830, and passen
gers and freight were daUy transported between ElUcott's Mills and
Baltimore — horses constituting the moving power. For a long time, not
withstanding the use of horse-power, the railroad was regarded as a great
novelty; and the people of Baltimore, with their wives, sisters, or friends,
patronized it very extensively. A ride to EUicott's Mills by railroad was
a daily or weekly amusement ; and that interesting viUage became
exceedingly popular 'with aU classes of people. The number of cars
provided by the company proved entirely inadequate to the trade, both
for passengers and merchandize ; and although but one track had been
finished, the receipts for the first four months showed an aggregate of over
twenty thousand dollars.
There having been no fixed mode of propulsion adopted by the company
during the first year of its operation, for the future, various plans had
been proposed to supersede horse-power. Among others, the distin
guished President of the road had constructed, as an experiment, a sail
ing car, caUed the .^Eolus, which attracted no little attention. The fame
of the road was such, that many persons from the surrounding country
visited Baltimore to enjoy a " ride on the raU," and to inspect its principles
and mechanism. Among these, was the distinguished Baron de Krudener,
the then resident Minister from Russia, who made an excursion in the
raUway car, managing the sail himself. The trip, he declared, afforded
him a great deal of satisfaction ; and he remarked that " he would send his
suite from Washington to enjoy sailing on the railroad." Mr. Thomas,
the President ofthe Company, shortly after caused a model sailing-car to
be constructed, fitted with Winan's friction wheels, which he presented
to him, with the official reports that had been published by the com-

58 EAMBLES IN THE PATH OP THE STEAM HOESE.
The Baron de Krudener. — Ross Winans.
pany, to be forwarded to the Emperor. Upon their reception, the follow
ing acknowledgment was received : " Washington, March %th, 1830.
" Sir : — I shall have great pleasure in submitting to His Imperial
Majesty, the model of a railroad oar, and the documents which accompa
nied the letter you did me the honor of addressing me, on the SOth
February last.
" The nature and importance of the great undertaking to which you
have devoted your time and exertions, cannot fail of giving a high degree
of interest to the different documents relating to its origin and progress,
and I do not doubt but that His Majesty will flnd them, as well as the
ingeniously improved principle on which the railroad car is constructed,
deserving of attention.
" In terminating this letter, I avail myself with pleasure, of the oppor
tunity thus afforded me, to tender you my sincere thanks for the polite
attentions of which I have individually been the object on your part, as
that of the other gentlemen connected with the direction of the company
over which you preside, and I request you to accept in their name and
your own, the assurances of my high consideration.
" I have the honor to remain,
" Your obedient servant, " KRUDENER."
" To PmLip E. TnoMAS, Esq., President," &c., ic.
A few days after the receipt of this letter, another was presented to
Mr. Thomas, introducing to him a deputation of scientiflc men, who had
been appointed by the Emperor to visit this country, and who proceeded
to a minute examination of the railroad and its machinery. Upon their
return to Russia, the information they communicated of the railroad and
and its appurtenances, led to the appointment of another delegation to
prosecute further inquiries on the subject ; which was subsequently fol
lowed by an invitation to Ross Winans, Esq., who had been closely
identified with the road, and especially its machinery department, to
superintend the construction of machinery for the extensive railway
system contemplated by the Emperor. The success of these magnificent
works of Mr. Winans, is a sufficient confirmation of the superiority of

EAMBLES IN THE PATII OF THE STEAM HOESE. 59

Tho road flnished to tho Point of Kocks.— Washington Ilrnnch.

American mechanical genius, in the rapid pi'osres.i mado in tho improve
ment of the various departments of the railway ; nnd there can be no
doubt but that its early introduction into Russia was suggested or stimu
lated in consequence of the visit and subsequent disclosures made to his
court by the inteUigent Baron de Krudener.
Seventy-three miles of the railroad were completed, and equipped with
moving machinery, in AprU, 183. — thus presenting an unbroken line
from Baltimore to the Point of Rocks, on the Potomac ; including three
miles branching from the Jlonacacy bridge to the city of Frederick. At
this time, the rail-bars were laid on cubical stone blocks, as represented
in the annexed figure, except iu those places where stone could not
readily be obtained, when wooden
sleepers were substituted. Some
twenty-two miles from Baltimore,
the dividing ridge of the waters of
the Patapsco and the Potomac, was
overcome by four inclined planes,
two on e.ich side, upon which it was
intended to use stationary power ; but Eall-way bars on cubical stono blocks.
before the business of the road had sufficiently increased to justify and
require the necessary expenditures fur this purpose, the track of tho road
was changed to its present location, and the inclined planes thereby
superseded. Arrived at the Point of Rocks, the unadjusted difliculty with the C.iral
Company interfered with the further progress of the road, and there was
little prospect of an early settlement. In the meantime, the Railroad
Company, thus forestaUed, for a time, turned their attention in another
direction. A charter to extend their road to Washington City was ob
tained, in 1831, and the route was at once surveyed and the preliminary
arrangements proceeded with. Jonathan Knight, Esq., chief engineer
of the road, appointed Benj. H. Latrobe, Esq., his subsequent distin
guished successor, and Mr. Henry J. R.omsey, as his principal assistants
on the Washington Road, under whose auspices the surveys, levellings,
drawings and calculations incident to the location of the route were
prosecuted.

60 EAMBLES IN THE PATH OF THE STEAM HOESE.
Premium offered for Locomotives.
The operations of the first five months of the main road showed a net
revenue of thirty-one thousand five hundred dollars, against an expendi
ture of not quite eleven thousand dollars. The revenue was principally
derived from passengers, and considering that the work of the road was
performed exclusively with horses, the result was regarded as favorable,
and as unmistakably indicating its future success when properly equipped
with cars, and locomotive steam power. With an earnest desire to enlist
the inventive genius of the country in this direction, the directors
addresed themselves to the public in the following card, dated January
4, 1831 :
" The Baltimore and Ohio Railroad Company being desirous of
obtaining a supply of Locomotive Engines of American manufacture,
adapted to their road, the President and Directors hereby give publio
notice, that they will pay the sum of four thousand dollars for the most
approved engine which shall be delivered for trial upon the road on or
before the 1st of June, 1831 ; and that they will also pay three thousand
five hundred dollars for the engine which shall be adjudged the next
best and be delivered as aforesaid, subject to the following conditions,
to wit. : —
1. The engine must burn coke or coal, and must consume its own
smoke. 2. The engine, when in operation, must not exceed three and one-
half tons weight, and must, on a level road, be capable of drawing day
by day, fifteen tons, inclusive of the weight of the wagons, fifteen miles
per hour. The Company to furnish wagons of Winans' construction,
the friction of which will not exceed five pounds to the ton.
3. In deciding on the relative advantages of the several engines, the
Company will take into consideration their respective weights, power and
durability, and all other things being equal, wiU adjudge a preference to
the engine weighing the least.
4. The flanges are to run on the inside of the rails. The form of the
cone and flanges, and the tread of the wheels must be such as are now in
USB' on the road. If the working parts are so connected as to work with
the adhesion of all the four wheels, then all the wheels shall be of equal
diameter, not to exceed three feet, but if the connection be such as to work

EAMBLES IN THE PATH OF THE STEAM HOESE. 61
Premium oUored for LooomotlTos.
with the adhesion of two wheels only, then those two wheels may have a
diameter not exceeding four feet, and the other two wheels shall be two
and a half feet in diameter, and shall work with Winans' friction wheels,
which last wiU be furnished upon application to the Company. Tho
flanges to be four feet seven and a half inches apart from outside to
outside. The wheels to be coupled four feet from centre to centre, in
order to suit curves of short radius.
5. The pressure of the steam not to exceed one hundred pounds to
the square inch, and as less pressure will be preferred, the Company in
deciding on the advantages of the several engines will take into con
sideration their relative degrees of pressure. The Company wiU be at
liberty to put the boiler, fire tube, cylinder, &c., to the test of a
pressure of water not exceeding three times the pressure of the steam
intended to be worked, without being answerable for any damage the
machine may receive in consequence of such test.
6. There must be two safety valves, one of which must be completely
out of reach or control of the engine man, and neither of which must be
fastened down while the engine is working.
7. The engine and boiler must be supported on springs, and rest on
four wheels, and the height from the ground to the tup of the chimney
must not exceed twelve feet.
8. There must be a mercurial gauge affixed to the machine with an
index rod, showing the steam pressure above fifty pounds per square inch,
and constructed to blow out at ono hundred and twenty pounds.
9. The engines which may appear to offer the greatest advantages
wiU be subjected to the performance of thirty days' regular work
on the road ; at the end of which time, if they shall have proved
durable, and continue to be capable of performing agreeably to their
first exhibition, as aforesaid, they will be received and paid for as here
stipulated. The Railroad Company will provide and furnish a tender, and supply
of water and fuel, for trial. Persons desirous of examining the road, or
of obtaining more minute information, are invited to address themselves
to the President of the Company. The least radius of curvature of the
road is four hundred feet. Competitors who arrive with their engines
6

62 EAMBLES TS THE PATH OF THE STEAM HOESE.
ImproTement iu car wheels. — Phineas Davis.

before the first of June, will be allowed to make experiments on the
road previous to that day."
In the annual, report of the President, for 1831, it is remarked that, by
" the many improvements made in the application of moving power, an
immense reduction in the cost of transportation has been effected."
Amongst the most valuable of these improvements, " the combined cylin
drical and conical car-wheel, invented by the chief engineer of the road,
Mr. Knight, have been found of the utmost importance by the facilities
they afford in turning curves. By the aid of this highly valuable improve
ment, every doubt is removed of our being able to employ locomotive
engines, upon the Baltimore and Ohio Railroad. This discovery is the
more important to us, inasmuch as, from the surface of the country
over which our route must be conducted, numerous curves in the track
will be unavoidable; and the great advantage of this form of wheels, con
sists in their so readily accommodating themselves to the degrees
of curvature upon the road, that there scarcely appears to be any
preceptible obstacle to the passage of the cars over them, greater than on
a straight line." Previous to this important discovery it was regarded as
a, settled principle that no railway car would travel safely on a curve of
much less radius than one thousand feet, while with these wheels,
they traversed curves of four hundred feet radius at a high speed. As it
was afterwards found that this wheel wore the inner edges of the rails
very rapidly, it has since been materially modified to prevent that result.
Agreeably to the invitation ofthe President and Directors, three locomo
tive engines were introduced upon the road, in the summerof 1831, of which
only one proved to be successful, according to the stipulations of the Com
pany. This was the Yorlc, having been erected in the village of that name,
in Pennsylvania, situate some fifty miles north of Baltimore. This engine
was erected by Phineas Davis, (a very ingenious and worthy man, who
subsequently met with an accident which proved fatal, while experiment
ing with his machinery,) of the firm of Davis & Gardiner, and after un
dergoing some slight modifications, was found capable of conveying
fifteen tons, at the rate of fifteen miles per hour, on a level portion of the
road. It was employed for a considerable length of time, between Balti
more and EUicott's Mills, and generally performed the trip in one hour.

EAMBLES IN THE PATH OF THE STEAM HOESE.

63

First Locomotive.— Tho York.— The Best Friend.

The York.— First Locomotive on the Bait, and Ohio E. R.

with four cars, being a
gross weight of fourteen
tons. The engine, it will
be observed, was mount
ed on four wheels, of
thirty inches diameter, ^'
like those of the common
cars ; and the velocity
was obtained by means
of gearing with a spur
wheel and pillion, on one
of the axles of the road-
wheels. The entire weight
was but three and a
half tons, and it not
unfrequently attained a. speed, ranging from twenty to thirty mUes per
hour. It passed over curves with much facility, overcoming those of
four hundred feet radius, the shortest on the road, at the rate of fifteen
miles per hour. The fuel used was anthracite coal, which is said to have
answered the purpose very well ; but the lightness of the machine pre
vented it from drawing very heavy loads, over ascending grades. The
line of railway from Charleston, (S. C.) to Hamburg, one hundred and
fifty miles in length, was finished in 1833, upon which was introduced a
locomotive with wooden wheels, with wrought iron tires. It was callecUrthe
Best Friend; and blew up after a brief career, from the wreck of which
another machine was afterwards constructed with cast iron wheels. This
was called the Phoenix. Previously to this the crank axle had been used ;
but in the reconstruction of the engine the straight axle, with outside
connections, and also, wrought iron tires on the cast-iron driving wheels,
had been introduced. This locomotive has been very generally supposed
to have been the first erected in this country ; but such, it may
be seen by the dates, is not the fact. Whatever credit may attach
to the fact, the Baltimore and Ohio railroad is entitled to the priority
in this, as well as in many other important features of the railway
and its progressive improvement.

64 EAMBLES IN THE PATH OF THE STEAM HOESE.
Results of experience.^-The Railway University.
The success of this locomotive stimulated experiments in this branch
of the mechanic arts ; and in the following year half a dozen parties had
appeared in the field. Mr. Davis, in that year, introduced another from
his shops, embodying some new features in its construction, and of much
greater weight than the other. This was called the Atlantic, and was, in
every respect, successful.
In the construction of the railroad from Baltimore to the Point of Rocks,
every mode suggested up to that time by science or experience had been
practically tested ; and the company was thus continually exposed to
drains upon its revenue to ascertain by actual experiment, the most
approved and economical plan of structure and equipment. In this re
spect, indeed, it has been of great service to the whole country in
enabling subsequent railroad lines to avail themselves of the benefits of
its experience. Thus the granite and iron rail ; the wood and iron on
stone blocks ; the wood and iron on wooden sleepers, supported by
broken stones ; the same supported by longitudinal ground-sills, in place
of broken stones ; the log rails, formed of trunks of trees, worked to a
level surface on one side to receive the iron, and supported by wooden
sleepers ; and the wrought iron rails of the English mode — all had been
tried, and as early as 1832, constituted different sections of the road.
The American Railroad Journal of 1835, in speaking of this Company,
very correctly observes : " It will not be saying too much, we are sure,
to denominate them the Railroad University of the United States.
They have labored long, at great cost, and with a diligence which is
worthy of all praise in the cause, and what is equally to their credit,
they have published annually the results of their experiments, and
distributed their reports with a liberal hand, that the world might be
cautioned by their errors and instructed by their discoveries. Their
reports have in truth gone forth as a test-book, and their road and work
shops have been a lecture-room to thousands who are now practising and
improving upon their experience. This country owes to the enterprise,
public spirit and perseverance of the citizens of Baltimore, a debt of
gratitude of no ordinary magnitude, as will be seen from the President's
report in relation to their improvements upon and performances with
their locomotive engines when compared with the performances of the

EAMBLES IN THE PATII OF THE STEAM HORSE. 65

Diffloulty between tho Railroad and Canal as to right of way.

most powerful engines in Europe, or rather in imagination, in 1S29, only
six years ago."
In January, 1S32, the Court of Appeals decided the cases of injunction
obtained by the Canal Corapany against the Railroad Company, to
prevent tho latter from appropriating or using land for the road, until the
former should have located its work between the Point of Rocks and
Harper's Ferry. The Canal Company asserted a prior and paramount
right of way through that region, and to that effect the Court of Appeals
decided in their favor. The progress of the railroad wiis thus arrested,
and it was understood that the available space in the district to be
pre-occupied by the canal, was either too narrow to permit the parallel
passage of both works, or would, at least, be used by the Ciinal Company
for the canal at its usual extreme breadth, and thus would, unavoidably,
exclude the railroad. This decision of the court being final, left but four
alternatives to the Railroad Company : — First, to procure, if practicable,
the permission of the Canal Company, for the joint construction of the
two works ftom the Point of Rocks to Harper's Ferry, from which place
various routes were open to the railroad. Second, to construct the
railroad alongside of the canal, upon such site as might remain un
occupied, after the right of choice had been exercised by the Canal
Company. Third, to cross the Potomac river, at the Point of Rocks, and
ascend the southern or Yirginia shore ; and Fourth, to tunnel through
the mountain spurs.
Various propositions of settlement passed between the Companies : but
nothing, apparently, could be accomplished to harmonize their conflicting
interests. The Legislature finaUy interfered. They appointed a com
mittee to examine the mountain pass at the Point of Rocks, and ascertain
whether it was practicable to locate both lines through it, without serious
detriment to each other ; the result of which was a conviction that, with
proper economy of the room, and with but slight additional expense, the
thing was entirely feasible. The Railroad offered to pay the additional
expense to which the Canal might be exposed in yielding sufficient room
for its passage ; but that Company refused its assent. In this emergency
Mr. C. P. Mayer, ofthe Senate, introduced a plan, which was adopted in
both branches of the Legislature, which finally brought about a satis-
6*

66 EAMBLES IN THE PATH OF THE STEAM HOESE.

Committee of Compromise appointed by the Legislature.

factory adjustment. Mr. Mayer's proposition consisted in the appoint
ment of a committee from each House, whose duty it should be to hear
both sides of the case, and, after collecting all the data possible under the
circumstances, to report a plan of compromise. This committee on the
part of the Senate, consisted of Messrs. Mayer, Pigman and Emory ; and
on the part of the House, of Messrs. Pratt, Dudley, Harding, Duvall, (of
Anne Arundel,) Miller, NichoUs, and Harris. The two committees met
and organized as one body ; the Canal being represented by its President,
Mr. Mercer ; and the Railroad by Mr. Latrobe, their able counsellor.
After a patient hearing of the case, the committee adopted the following
report, viz ;
"The majority of the Committee appointed by the Senate to join a
Committee of the House of Delegates, in relation to the conflicting plans
of operations of the Chesapeake and Ohio Canal Company, and the
Baltimore and Ohio Railroad Company, report that, under a sense of the
peculiar urgency and moment of the task confided to them, the committee
proceeded to the investigation of the circumstances and coraparison of
views connected with the great object desired to be effected.
The Coraraittee was impressed with the deep interest of Maryland in
both these distinguished enterprises, and the relation to each in which
her patronage had placed her. They were mindful, not only of the
immediate pecuniary interest of the state, springing from her investment
in these undertakings, but also of the publio good, and of the large
accession to the general prosperity and welfare to be ultimately achieved
by them. Thc Committe bore too in raind that the two Companies had
gone through a vexed and protracted litigation, w^hich, under the decision
of our own Supreme Court, ended in the conclusive exposition of the
Canal Company's powers, and exhibited that corporation as invested,
under the sanction of these sovereign authorities, with privileges para
mount and exclusive, and fortified by a three-fold legislative compact.
The rights ofthe Canal Company thus judiciaUy and inviolably defined,
gave that corporation a commanding position, which, while it controlled
the progress of the Railroad, was on the other hand unassailable by any
legal process, and not to be affected by the dictation of any of the
legislative powers, to whose joint auspices it owed its being. Such, as

EAMBLES IN THE PATH OF THE STEAM HOUSE. 67

Plan of adjustment nrommonded by the Commltteo.

declared by our highest court of judicature, are the rights to be appealed
and the interest which must yield, before a passage can be opened for
the railroad to its essential points of termination, and before its utility
and resources can so augment as to retrieve the sacrifices it has already
undergone, and restore the great interests of the state and the stock
holders, now almost paralyzed by this collision.
No accommodation for tho Railroad being, therefore, practicable by any
absolute exaction of the state, consistently with the dignity of the law,
and therefore the dignity of the State, a conciliatory arrangement was the
only course left to the Committee, and that arrrangement the undersigned
beUeved should assume as a principle, that the Canal Company's privi
leges were effectively her property, and that any surrender or relaxation of
them was fairly a subject for her consideration, and as fairly might be a
subject for difference of opinion, but to be reconciled and decided only by
dispassionate conference.
In a concern of asserted and vested right, and discretional action, such
as the relations of the two Companies presented, at a crisis in the affairs
of the railroad so vital, caUed to an issue which deeply involved the great
stake of the State and of a large number of enterprising citizens, the
undersigned could not approach a treaty for adjustment under any excite
ment of supposed offence to the dignity of Maryland in the disappointment
of her wishes by the Canal Company.
With those views, and in this temper were received the proposals of
arrangement made to the Committee by the Piesident of the Canal Com
pany ; and a scheme of compromise has been finally fixed upon between
the majorities of the Committee and the President, which wiU, it is confi
dently believed, be sanctioned readily by both corporations.
The provisions of this adjustment are embodied in a bill agreed upon
by the joint Committee, and has been reported by the Committee on the
part of the House of Delegates, to that body. The undersigned would,
however, briefly present a suramary of the terms :
1.— The Canal Corapany assents to the joint construction with tho
Canal, of the Railroad through the passes of the Point of Rocks to
Harper's Ferry.
2.— When the RaUroad shall be completed to that point, the State

68 EAMBLES IN THE PATH OF THE STEAM HOESE.

Plan of adjustment recommended by the Committee.

shall subscribe for twenty-five hundred shares of the stock of the Canal
Company. 3. — The Canal Corapany is to be allowed to sell the water powers of
the Canal under the conditions of the grant made by Virginia of the like
privilege, and with the further conditions that the mill-seats that may be
disposed of, shall not be used for grist mills.
4. — The Railroad Company is to be allowed to begin the construction
of the road at the Point of Rocks at any tirae after the tenth day of May.
The Canal Company binds itself to graduate the Railroad through the
passes of the Point of Rocks for one hundred thousand dollars : and will
bear the expense of any additional cost of graduation. The width of the
Canal is to be maintained at fifty feet ; but if the road be impracticable
at any points in the passes with that width, the width may be contracted
to forty feet, if the coinmissioners, hereafter to be mentioned, shall
deem that necessary. The Canal Company, however, within a limited
time itself may graduate the Railroad, preserving a greater width
for the Canal than forty feet, if it shall differ in opinion with the
Comraissioners. 5. — The Railroad is to have a breadth of not less than twenty feet
through the passes of the Point of Rocks, and a curvature of not less than
four hundred feet radius ; and, where it deviates from a horizontal line,
an elevation not exceeding thirty feet to a mile.
6. — To deterraine questions as to the construction of the road between
the Companies, a Board of Commissioners is to be created, forraed of
three engineers, one chosen by the Canal Company, one by the Railroad
Corapany, and another by the President of the United States. These
Commissioners, too, are to determine the amount of damages payable by
the Railroad Corapany to the Canal Company for any interruption
during the construction and in consequence of it, of the use of any part
of the Canal. Under the direction of the Commissioners, a fence is to
be erected between the two works sufficient to secure the horses used on
the Canal from accidents from the passage of the locomotive engine. The
undersigned adopted this arrangement under a persuasion that on an ami
cable adjustment alone of the differences depended the value and prosperity
of the Railroad ; and that the aid which the terms of compromise extended

__

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 69

Plan of adjustment recommended by tho Committee.

to the Canal, could be afforded the more consistently aud appropriately,
as it would promote materiaUy the completion of the work to a productive
point in its intended course, and would thus improve the interest already
held by the State in the Canal. It is to be considered that the resources
thus furnished to the Canal Company are not a mere bounty to that cor
poration, but devoted, as they are to be, to the construction of the Canal,
an equivalent is assured to the State in the growth of the work and the
proportional increase of its income. If, however, the release of the Rail
road from its suspension were the only consideration, it would, it is
believed, amply compensate every disadvantage from the increased invest
ment which the State by any possibility could ultimately encounter. It
is judicious surely to adventure a sum comparatively small, with the
aa.snred prospect of rescuing from jeopardy interests involving vast
amounts, and prospects of incalculable and perraanent advantage to the
public. By adopting the arrangement, we conduct the Railroad to a
point of easy junction with the Winchester Railroad, running through
the fertile and populous VaUey of Virginia, which, with its abundant pro
ducts, will be tributary to the prosperity of not only the Winchester, but
the Ohio Railroad also. In the natural and convenient progress, too, of
the latter road, after thus meeting that of Virginia, we may with confident
anticipation trace it to its ultimate destination in the extrerae West, with
the accumulated comraerce and revenue that will thus be diverted to the
East and into this State. The Canal, too, will by this additional invest
ment, be advanced toward a region of mineral and agricultural product,
seeking the convenience of its transportation, and bringing an income for
the expenditures of the Canal. And it is not hazarding, it is believed, too
much, to say that the augmented income from the extension of the Canal
and Railroad now to be secured will, notwithstanding all the interme
diate delays of construction, at the close of a year hence, yield more than
enough to meet the interests of the outlay for the additional stock.
The undersigned are thus convinced that the arrangement detailed
is highly advantageous in itself, and for the ulterior objects it will effect.
An adjustment has been long and anxiously desired. The parties have
been long and ardently contending for the vantage ground for their great
enterprises. They, and the State of Maryland herself, materially con-

70 EAMBLES IN THE PATH OF TIIE STEAM HOESE.
The compromise accepted. — Difficulty ended.

cerned in their fortunes, may be congratulated upon the opportunity now
proffered of harmonizing the views of those two important and energetin
corporations, and of speeding each of them upon a useful and unimpeded
course." This report, signed by Messrs. Mayer and Pigman, was followed by a
bill, embodying the features of the compromise, which finally passed both
Houses, and received the exeoutive sanction on the 22d Maroh, 1833. It
may be proper to remark, that instead of a subscription for twenty-five
hundred shares of stock to the Canal, being made by the State, that
extent of subscription the law authorises the Railroad Company to make.
The Railroad, upon the completion of the road to Harper's Ferry, paid
the Canal Company the sum of two hundred and sixty-six thousand dol
lars for all claims originating under this compromise, and so ended the
affair. The Canal Company commenced the construction of both improve
ments in May, 1833, and in December of the year following, the Railroad
was opened for business to Harper's Ferry, — eighty-one miles from
Baltimore. In September, 1832, by way of experiment, steel springs were intro
duced on the locomotive York, and were found to answer so well that they
were afterwards placed on the freight and passenger cars. The road, in its
early and imperfect structure, was necessarily rough, and the springs
assisted very much in maintaining an easy motion, and diminishing the
jar consequent upon curvatures and disjointures of the rail. In applying
them to the burthen cars, it was ascertained that they allowed a material
increase in the burthen, without involving a pro rata destruction of the
rail, or without requiring increase of motive power. The difference in
the cost of locomotive-power and horse-power was ascertained to be
seventeen dollars per day in favor of" the former ; the locomotive costing
sixteen doUars per day, while the same work with horses would cost
thirty-three dollars per day — raaking the saving, by the forraer, something
like five hundred dollars per month. The motive power of the road, up
to the month of July, 1834, consisted of but three engines, viz.: the Toi-k,
the Atlantic, and the Franklin. Upon the extension of the road to
Harper's Ferry, an iraportant accession was raade, both in number and
capacity — four additional and larger machines having been introduced,

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 71

Mount Clare workslioi a. — Ei-ht-wheoled wis.

all of them of American manufacture, and two of them the production of
Charles Reeder, a Baltimore machinist — the Conipany having uniformly
declined importing those of English manufacture, under a conviction that
they were neither adapted to the use of anthracite coal, nor to the curva
tures which occurred on their line of road.
The growing trade of the road, and its rapid increase of rolling stock,
induced the Company in 1833, to commence the erection of shops of their
own, at Mount Clare, for the manufacture and repair of their machinery
— considerable difficulty having been sometimes occasioned in securing
repairs by contract, as exigencies required. The step was an important
one, both as regards economy and convenience, and these splendid work
shops have been enlarged, from time to time, until their present capacity
has been attained. Ten acres of the land upon which these shops aro
situated, were presented to the Company by the late James CarroU, Esq..
to which eleven acres were subsequently added by purchase, as required
by the increased business of the Company.
Until 1834, the cars used upon this road, as indeed upon all others in
operation at this time, were of the original four-wheeled kind — the pas
senger cars being very little larger than stage coaches. Mr. George
Brown, the Treasurer, and one of the indefatigable originators and stead
fast friends of the road, had given his attention to the expediency of their
enlargement, and in conjunction with Mr. Ross Winans, cars of larger
dimensions and much greater capacity were soon introduced. Thence
followed the eight-wheel car, now in such general use, both for passen
gers and freight — their use, indeed, for passengers, being now universal.
Our previous sketch will convey an idea of the appearance of passenger
trains before the enlargement ofthe cars. The locomotive, too, it will be
observed, was a singular-looking machine, and in rainy weather espe
cially, was any thing else than desirable to the engineer, compelled
To bear
The pelting brunt of the tempestuous night,
With half.sbut eyes, and pucker'd cheeks, and teeth
Presented bare against the storm.
The Legislature of Maryland had passed three different acts, in refer
ence to the Washington Branch road, before that work was actually
undertaken. The road, it was thought, would prove immensely profitable,

72 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Washington Branch Road. — Royalty to the State.

and, without advancing money to assist in its erection, the State insisted
upon coming in for a large share of the profits. This act was so absurd
that it was not accepted ; when, in the foUowing year, 1832, another was
passed, which, stUl reserving a prospective interest for the State, in
case the road should prove profitable, allowed the Baltimore and Ohio
Railroad to subscribe for the stock not taken by individuals within a
given period, to do which the company was permitted to raise money on a
pledge of their property. There was a clause, however, which allowed the
company only eight years for dividends ; after that time the stock in the
Washington Branch was to be consolidated with the common stock of the
main stem, and not to be counted as a separate item. This act was again
suffered to becorae inoperative ; when, in the next year, the third and
final one was passed. By this act the Legislature subscribed directly for
five hundred thousand dollars worth of the stock, on condition that one
million should first be subscribed by others, and requiring, in addition, one-
fifth of the gross passage money to be to the State as a bonus ! Although
this feature ofthe aot was most discreditable tothe liberality of the State,
it was plain that nothing better could be obtained, and the company
concluded to accept it. They were authorised to subscribe for all the
stock necessary, beyond the State's share, to coraplete the road ; to raise
the money for which, a loan was created upon pledge of the company's
property in the raain stem. The whole road was finished in 1835, a little
over two years after its commenceraent. It is about twenty-eight miles
in length, frora the Relay House, where it separates from the main stem,
and thirty-six railes frora Baltimore. There are few roads in the United
States upon which the amount of travel is greater ; and notwithstanding
it might be materially increased by lower rates of fare, it has always paid
a very handsome profit — especially to the State, who thus exacts a sraall
sura from every individual passing over her territory. The State, how
ever, has lately reduced the amount of her royalty, and the rate ^f fare
over the road is now comparatively reasonable.
Mr. Thomas, the able and indefatigable president of the company, after
seeing his favorite enterprise elevated frora the position of an uncertain
experiraent to one of substantial reality — after following its progress, in
corapany with his original associate, Mr. Brown, step by step, until its

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 73

Retirement of President Thomas. — Election of tho lion. Louis McLane.

completion to Harper's Ferry and AVashington City ; and demonstrating
its great commercial and social value, was compelled, at length, on
account of impaired health and the duties of his private affairs, to resign
the presidency of the road, which he held from the day of its commence
ment. His associates in the Board of Directors, after expressing their
profound regret at his withdrawal, unanimously Resolved, That the most
unfeigned and cordial thanks of this Board are due to Mr. Thomas for
the long, faithful and valuable services rendered by him to this Company
— services which none but those associated with him in the prosecution
of this most arduous work are capable of appreciating, and rendered at
an expense of private interest, which it is difficult to calculate, but which
must be well understood by this community : and of health which has
been sacrificed by close and continuous application to the business of the
Company. On the comraencement of this work, of which he has been in
fact, the father and projector, every thing connected with its construction
was new, crude and doubtful, with little to guide the way, and that
derived from distant and uncertain sources ; now such has been the
increase of information and experience acquired under his auspices and
direction, as to ensure the completion and success of the undertaking, if
prosecuted with the same zeal, assiduity and integrity which have ever
marked his course.
Resolved, further. That this Board, in taking leave of Mr. Thomas as
their president, cannot omit the opportunity of tendering to him their
respectful acknowledgments of the uniform, correct, urbane and friendly
conduct, which has characterised his deportment during the time of their
official intercourse, and of expressing to him their best wishes for the
speedy restoration of his health, and for his future prosperity.
Upon Mr. Thomas' retirement, the chair was temporarily occupied by
Joseph W. Patterson, Esq., who was afterwards succeeded by the election
ofthe Hon. Louis McLane. Mr. McLane could not have assumed the
responsible duties of the post at a more inauspicious time. It was found
that, in the westward extension of the road, the time aUowed for the occu
pation of any part of the territory of Virginia, had expired in the month
of July, 1837 ; and it became necessary, before proceeding with the work,
to obtain a renewal of the charter in that State.

74 EAMBLES IN THE PATH OF THE STEAM HOESE.

Right of way through Virginia. — New difiiculties.

In the meantime, however, new interests, less favorable to the extension
of the work through that State, had arisen, and that which, at an earlier
day, might have been coraparatively easy of accomplishment, had then
become a task of great difficulty. A law was finally passed extending
the tirae for completing the work five years ; but it deprived the Com
pany of the option of selecting between the routes in the State of Mary
land and those in the State of Virginia, between Harper's Ferry and
Cumberland; and made it ah express condition, that the road should
pass into Virginia at Harper's Ferry, be thence constructed through that
State to about five and a half miles below Curaberland, and that Wheeling
should be made one of the termini. The law also authorised an addi
tional subscription of one million fifty-eight thousand four hundred and
twenty dollars upon the part of the State — being two-fifths of the esti
mated cost of so much of the road as was required to be made in Vir
ginia, between Harper's Ferry and Cumberland.
The validity of the act depended upon the acceptance by the stock
holders, including the State of Maryland ; and independently of the other
consequences involved in the condition, it first became necessary to ascer
tain the practicability of crossing at Harper's Ferry. The crossing at
that point could only be effected by occupying a part of the government
property, or about six miles of the Winchester and Potomac Railroad,
and neither could be used without the voluntary assent of the respective
proprietors. Immediately after the passage of the law, negotiations were commenced
both with the proper authorities of the United States, and with the Win
chester and Potomac Company. With the latter they resulted unfavor
ably ; but with the former the board were more successful, and an
arrangement was concluded with the Secretary of War, by 'which per
mission to occupy the necessary parts of the public property was granted.
Consequent upon this arrangeraent a raeeting of the stockholders was
regularly convened on the 13th day of November, 1838.
The city of Wheeling had always been regarded as an alraost indispen
sable termination of the road ; and formed a principal induceraent with
the State of Maryland and the city of Baltimore in contributing their aid
to the completion of the work. Indeed, without a reliance upon the trade

EAMBLES IN TUE PATII OF TUE STEAM HOESE. 75

Tho Virginia law accepted. — Extension of the road from Harper's Ferry.

from that point, it is not to be supposed that the city could have been
prevailed upon to afford the liberal assistance which the Conipany had
received from that quarter. In fact, therefore, it could not be expected
that an object so essential to the success of the enterprise would be relin
quished. There were other considerations, however, which appeared to give a
decided preference to the occupation of the Virginia territory between
Harper's Ferry and Cun^erland. Among these the trade of the fertile
valleys bordering on the tributaries of the Potomac River ; the avoidance
of any collision with the Canal, then so far advanced in its construction,
and of other works projected as rivals both to the improvements aud
trade of Maryland, and the vastly greater cheapness of the work through
the State of Virginia, were the most prorainent.
Believing that by assenting to the provisions of the Virginia act, they
would not only adopt the shortest and cheapest route, but best subserve
the interests of the State and city, and of the stockholders generally, the
meeting, with the concurrence of the representatives of the stock of the
State of Maryland and of the city of Baltimore, accepted the law.
The route of the road between Harper's Ferry and Curaberland having
been thus definitively determined, it became the duty of the board
proraptly to carry out the decision. Accordingly, companies of engineers
adequate to the location of the entire line from Harper's Ferry to Cumber
land were promptly organized, with instructions to prepare the road
for contracts early in the spring. Similar corps were also employed in
locating the road from Wheeling towards the Pennsylvania line, with
instructions to the sarae effect ; but were recalled the foUowing year on
aocount of the embarrassed condition of the financial affairs of the country,
which caUed for the utmost precaution and economy in the affairs of the
Corapany. At this time the means of the Company consisted of three
millions subscribed by the State of Maryland ; three millions by the city
of Baltimore ; one million fifty-eight thousand four hundred and twenty
from the State of Virginia ; and one million of dollars from the city of
WheeUng — raaking a total of eight million three hundred and fifty-eight
thousand four hundred and twenty dollars for the western extension of
the road, through Virginia, from Harper's Ferry.

76 EAMBLES IN THE PATH OF THE STEAM HOESE.
The State subscription — Embarrassment of the money market.

Nearly the whole line between Harper's Ferry and Cumberland was
placed under contract in the month of September, 1839 ; but during the
memorable difficulties in the money raarket at that period, and under the
uncertainty of advantageously disposing of the state and city stock,
given to the Company for its subscriptions, it was the policy of the board
to circumscribe the work of the contractors, and submit to a moderate
but steady prosecution of their enterprise, rather than by advancing too
rapidly, to incur the necessity of sacrificing the ugeans at their comraand.
The Maryland subscription of three millions was payable to the Company
in money to be raised frora the sale of currency bonds, bearing six per
cent, interest. These bonds were directed to be offered for sale first in
Europe before they could be sold elsewhere, and in order to provide for
the interest for a period of three years, could only be sold at a net premium
of twenty per cent. These terms proving irapracticable, and there being
reason to believe, from the representations of one of the States' commis
sioners in England, that sterling bonds were better adapted to, and would
be more saleable in the European market, the legislature substituted in
lieu of the old currency bonds, sterling bonds, having an interest of five
per cent., payable, principal and interest, in London. In order to provide
for the interest for three years, an amount of bonds equal to three million
two hundred thousand dollars was issued, and delivered directly to the
Corapany in payment of the States' subscription, the Corapany giving the
requisite guarantee for the punctual payraent ofthe interest.
Independently of the adaptation ofthe bonds tothe European market, it
was obvious, from inquiries made in New York and Philadelphia, that they
could not be advantageously disposed of in the United States ; and, at
the request of the board, the President was induced to proceed to Europe,
there to make such arrangements as he should deem best for their final
disposition. By the time these bonds could be prepared and forwarded to London,
a very unfavourable change had taken place in the European market.
Araerican securities had accuraulated there in an unprecedented quantity,
and a general depression had taken place in their value. Many causes
conspired to weaken confidence in American credit; the efforts of the
Bank of England to render money scarce and of greater value, also, raade

EAMBLES IN THE PATH OF THE STEAM HOESE. 77

Mr. MoLano in Europe. — Fledge of Maryland bonds.

operations in American stocks still more difficult ; but the sales of
Maryland sterling bonds, of a like character, in small amounts and at
reduced prices, and the universal knowledge that there would be forced
sales of similar bonds, at even less rates, rendered a sale of any portion
of those belonging to the Railroad Company, unless at prices prejudicial
to the credit of the State, and ruinous to the interests of the Company,
absolutely impossible.
" According to the present law," says Mr. McLane, in his report to
the stockholders, in 1840, "the subscription ofthe State of Virginia will
not be available until the corapletion of the road ; and it is therefore
apparent that, under existing circurastances, the chief reliance of the
Corapany raust be upon the subscriptions by the city of Baltimore and
the State of Maryland."
The former is made expressly upon the condition " that the whole
sum shall be exclusively applied to the prosecution of the work in an
unbroken line from Harper's Ferry, or such point near that place, as
shaU be selected, from which the extension shall be made." The sub
scription is payable to the company in money, in instalraents not
exceeding one miUion doUars in any one year. It is also made the duty
of the commissioners of flnance to borrow the sura necessary to raeet the
payments by means of city stock created for that purpose, and at their
last session ^the city councils levied a direct tax in order to pay the
interest upon the instalments ofthe first year."
" Up to the present time," continues the report, " the only payments
on account of the city subscription have been made by loans frora the
banks of Baltimore procured at the instance of the Company, upon a
pledge of city stock furnished for that purpose by the commissioners of
finance ; and it is believed that the work may be carried on another
month by the sarae means. The subscription on the part of the State
was originally payable to the Company in money, by the Treasurer, to
be raised from the sale of currency bonds, bearing an interest of six per
cent. These bonds, however, were directed to be offered for sale, first in
Europe, before they could be sold elsewhere ; and in order to provide
for the interest, consulting not more the interests of the company, than
thc credit of the State, so necessary to the prosecution of all her public
7*

78 EAMBLES IN THE PATH OP THE STEAM HOESE.
Advances from the Messrs. Baring. — Issue of certificates.

enterprises, the president declined disposing of any portion of the bonds
committed to hira, at the prices established by other sales ; and frora
the same motives, deeraed it advisable to place thera in a train of sale,
when circurastances should render it expedient — securing in the mean
time, — First, the advance of such amount of capital as the future
necessities of the Company were likely to require-; and Second, such an
agency as would exert the greatest influence, in sustaining the credit of
the securities, and in the event of sale, be most likely to obtain the best
price. Such an arrangeraent, notwithstanding the high value of raoney
in England, and the liability of other bonds of the State to be sold at
reduced prices, the president succeeded in making with the house of
Messrs. Baring, Brothers ds Co., of London. It was optional with the
Company, from their view of their necessities to accept the advances ;
and, previous to its disposition abroad, there was nothing to prevent a
sale of the stock in the United States, should an opportunity offer for
that purpose.
The necessity of using the advances, of which the company had the
option from the house in London, could only arise from a continued
depression in the money market, or from an inability on the part of the
city of Baltimore to pay her subscription.
It was obvious, however, that unless some disposition could be made
of the stock created for the purpose, the city of Baltimore would not be
able to comply with her engagements, and, therefore, the board felt
called upon to assist, by any legitimate means in their power, to render
the stock imraediately available.
For this purpose, the board deterrained to offer the contractors and pro
prietors of lands, in payment for their work, and the right of way, certifi
cates, authorizing the transfer at par of the six per cent, stock of the city
of Baltimore, whenever presented in suras of one hundred dollars, or
upwards ; and such certificates were readily accepted by the contractors
and others, resulting in loss to no one except the railroad company itself,
in consequence of receiving the orders in payraent of revenue, which
amounted, however, to a mere trifle, — nine thousand dollars.
To give entire confidence in these certificates, the requisite amount of
city stock was received by the Company, simultaneously with the issue,

L_

EAMBLES IN THE PATU OF THE STEAM HOESE. 79

Mr. MfLane's financial policy.— Tho road finis;hed to Hancock.

in payraent of so mueh of the subscription, on the part of the city, and
was imraediately vested in two commissioners, in trust, for tho holders of
the certificates ; which, in form, were orders upon the commissioners to
transfer the stock when deraanded in the proper amounts.
" In the success of this expedient," says Mr. MoLane, " will be found
the means of prosecuting this great enterprise, with which the prosperity
of the City and State is intimately interwoven by the sale of the city stock
at its par value ; of maintaining the State bonds coraraitted to the
Corapany, and so far as their management can effect it, the credit of the
State itself, upon the secure basis on which they have been placed ; and,
amid difficulties destructive of almost every other enterprise, of pressing
forward to corapletion, that which the whole coramunity is so impatiently
awaiting." Notwithstanding the extr.aordinary financial depression which attended
the period during which the extension of the road, between Harper's
Ferry and Cumberland, was prosecuted, it continued to be urged forward,
frora day to d.ay, and without the necessity of resorting to a loan. The
President of the road was found fully equal to every emergency, and his
statesman-like capacities carried the enterprise triumphantly through one
of the gloomiest epochs ever known in its history, or, indeed, that of the
whole country. As early as the first day of June, in 1842, the Railroad
was opened for travel and transportation to a point opposite the town of
Hancock, being a distance of nearly forty-two railes frora Harper's Ferry ;
while the remainder of the road, thence to Curaberland, was nearly ready
for the reception of the rails.
The contract made by jNIessrs. Baring, Brothers & Co., for the iron
rails, comprehended the entire quantity sufficient to finish the work to
Cumberland, and the price of which, that house consented to advance,
with the right to be reimbursed from the sale of the State bonds deposited
with them by the Company. In the course of the winter of 1841, how
ever, it becarae obvious that, in consequence of the failure by the State to
provide for the interest upon its other engageraents, the bonds belonging
to this Corapany could not be relied upon, unless at a ruinous sacrifice,
as a means of reimbursing their advances ; and the Messrs. Baring
declined delivering any more iron than had already been sent forward.

80 EAMBLES IN THE PATH OF THE STEAM HOESE.
Depreciation of Maryland credit. — Contracts for iron.
unless the means of payment could in some other manner be provided
for. The serious injury necessarily consequent upon a suspension of the
work at the point which it had then reached, and the heavy loss which
would have attended a sacrifice of the bonds in payment of the iron
already furnished, made it no less the duty than the interest of the
company to provide another and more satisfactory mode of payment.
An anangement was accordingly concluded, by which, in consideration
of an engagement by the Company to pay for the whole quantity of iron
in annual instalments of $50,000, and interest semi-annually, the Messrs.
Baring agreed to execute the contract in full, and also to surrender the
option of selling the State bonds below the Company's limits, so long as
the annual payments should be punctually made. By this arrangement
the Company not only obtained a credit of seven years for the cost of the
iron, but by their ability punctually to comply with their engagementf,
preserved the bonds of the State from any sacrifice, and they may now
be reserved without risk as a fund for future operations. Under this
arrangement the remainder of the iron sufficient to finish the road to
Cumberland carae duly to hand, and in two raonths thereafter, the whole
line, ninety-seven miles in length, from Harper's Ferry to Curaberland,
was in operation, with additional equipments of cars and locomotives —
the latter weighing over fourteen tons each, and of the most approved
structure that had yet been introduced.

The bridge-rail. End view of bridge-rail.
The superstructure of the track thus finished consists of a wooden
undersill and string-piece, with cross-ties and blocks between them — the
whole fastened together with wooden pins. The iron rail is of the bridge
form, weighing fifty-one pounds to the yard, or eighty tons to the mile,
with cast-iron chairs at the ends and in the middle of the bars, which are
held flrmly down to the string-piece by screw bolts at the ends, and hook-

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 81

The Road extended to Cumberland.- New tUlUcultles In tho way.

headed spikes at intermediate distances. The whole rests on u bed of
broken stone, ono foot deep, which protects tho track from the effects of
rains and frosts, and adds in every way to its strength and stability.
The road thus finished and in operation to Cumberland, the expediency
of its further extension westward, to its original contemplated termina
tion on the Ohio river, was again discussed, and a host of difficulties,
touching the right of way and as to tbe terminating point, again pre
sented themselves with even greater force than ever. The time allowed
by the State of Virginia to complete the road in her territory was again
about to expire ; the time specified by Pennsylvania for the occupation
of her territory had already expired, but a new road, called the Connell-
ville line, had been adopted, to connect Cumberland with Pittsburgh,
the responsibility of building which devolved solely upon Maryland
interests ; while the city of Wheeling continued, of course, to watch her
interests with jealous solicitude.
After repeated applications, the Legislature of Virginia, in 1847,
finally renewed the grant of right of way through that State for twelve
years, upon condition that the road should be extended to tbe city of
Wheeling, -without touching the Ohio river at a point lower down than
the mouth of Fish creek, and, according to the agreement with that city,
the option of extending the road by the latter point was absolute. By
the acceptance of this law, and confirming the agreement with the city
of Wheeling, the Company considered that they had not only consulted
the interests of the several companies engaged in constructing tbe northern
and central Ohio lines, but ensured a connection of both with tbeir own
road. In 1847, a corps of engineers, under direction of Mr. B. H. Latrobe,
entered the field once more, with the final object of locating the road ;
and thus, after ten years of delay, resulting from the impracticable legis-
l.ation of Virginia, Pennsylvania, and Maryland herself, through all of
which States the roail was intended to pass, the Company saw the ground,
and the only ground open to them, and determined to push the road for
ward at all hazards.
The last report of Mr. McLane for tbe year 1848, details at length the
pecuniary difficulties of the Company, the necessity for a still further

82 EAMBLES IN THE PATH OF THE STEAM HOESE.
Resignation of Mr. McLane. — Credit of the Company.
increase of the motive power of the road to the amount of two hundred
and forty thousand three hundred and forty-eight dollars, and rendering
it impossible that a dividend in money could be paid during that year
on the capital stock. The Board had also deeraed it necessary to proceed
with the reconstruction of the old, imperfect, and worn-out road ; to
change the original and defective location of the track east of the Mono-
•caoy, and to extend a branch road to Locust Point, on the south side of
the basin at Baltimore, on which the transportation, not intended for
distribution in the city, might be done by steam to the water's edge, and
much of the horse power in the streets be saved, and other serious incon
veniences avoided.
In the following year, Mr. MoLane tendered his resignation, and
Thomas Swann, Esq., became his successor.
On the resignation of Mr. McLane, the railroad found itself but with
few friends in either the State or City in which the project had originated.
That able officer had labored assiduously, but the delay in its prosecu
tion, although altogether beyond the control of the Company, had been
so great, that a wide-spread distrust appeared to have taken hold of the
publio mind.
Added to the difficulties with which the future seemed to abound,
divisions had arisen araong the people, as to the practicability of a con
nection with the Ohio river at the point which had been secured by the
charter of 1847 ; and in consequence of the feverish state into which the
coraraunity had been thrown by the various eleraents of discord which
had been perraitted to spring up, the credit of the Company had greatly
suffered, and its stock was selling at twenty-eight dollars for one hundred
dollars paid in.
At this critical juncture, " with a credit almost exhausted, its few
reraaining friends scattered and disheartened, a coraraunity overtaxed,
and an opposition rendered forraidable by the honesty of the convictions
under which they acted," Mr. Swann was elected its President.
That he should have consented to accept the office under these multi
plied difficulties, when a successful adrainistration seeraed at best proble
matical, was an evidence, not only of that decision of character which
marked his subsequent course, but of a confidence in his own resources.

EAJIBLES IN THE PATH OF THE STEA:\[ IIOESE. 83

Proposed withdrawal of the Stato bonds. — Intorccsslnn of Mr. Swann.

and a sagacity penetrating the " shadows, clouds and darkness" of the
future, which the event has justified and raanifested.
During the winter of 1847, Mr. Swann visited Annapolis, as a
member of a select committee of the board appointed to co-operate
with the President in securing the extension of the road. The Leg
islature being in session, an effort to change the directory, and with
it, the whole policy of the Company, was anticipated, and he was
urged to defend the Company against the expected attack. The strug
gle soon came on, and after a most strenuous contest, terminated in the
defeat of those who were endeavoring to effect a change in its adminis
tration. The raost important service rendered by Mr. Swann during that peril
ous winter, was, however, the defeat of a plan, then agitated, to withdraw
the three million two hundred thousand dollars of bonds which had been
subscribed by the State of Maryland to aid in the prosecution of the
work. The then President ofthe Company, in one of his official papers,
had thrown out an intimation looking to the withdrawal of the State's
subscription, which induced the Committee of Ways and Means in the
House of Delegates, to enquire on what terms a separation of the State
and Company could be effected, and the bonds withdrawn. The subject
was one of momentous importance, and excited the solicitude of the
friends of the enterprise. It required the most delicate management on
the part .of Mr. Swann, who, while representing the Company as a mem
ber of a committee, was corapelled to resist, with all his ability and
influence, the suggestion of the President, (whose warm friend he had
always been) contemplating a withdrawal of the patronage which had
been extended by the State, and the relinquishment of the three million
two hundred thousand dollars of bonds, upon which he had relied as the
only resource with which to press the work to a successful completion.
But for the disinterested position occupied by him, and the confidenco of
the Legislature in the uprightness of his intentions, and his devotion to
all the great interests involved, notwithstanding the ability with which
he enforced his views, the bonds, in all probability, would have been for
ever lost to the Company, and thus, deprived of the means of reinstating
its credit and regaining the public confidence, the road would have been

84 EAMBLES IN THE PATH OF THE STEAM HOESE.
Competition of Alexandria and Richmond, and of PMladelphia and New York.
left without even the prospect of an early extension beyond the then
terminus at Curaberland.
Prior to the retirement of Mr. McLane, Mr. Swann had visited Rich
mond, to ascertain whether it would be practicable to effect some modifi
cation of the law of 1847, the present Virginia charter of the Company,
then pending in the General Asserably of that State. This visit disclosed
a state of things which induced him to urge the stockholders promptly
to accept the charter, should it pass the legislature in any available
form. The city of Richmond and the town of Alexandria, the latter but
recently annexed to the Commonwealth, were watching with jealousy
every movement which tended to a relaxation of the restrictive policy
which had so long characterised the legislation of Virginia ; and as such,
they regarded the giving permission to a road having its terminus beyond
her borders, to cross her territory. Although he clearly perceived that the
people of Western Virginia, could not long submit to a sacrifice of their
interests by an unnatural effort of another portion of the state to impose
illiberal restrictions upon trade and travel, he could not 'disregard the
energetic efforts, then making by Pennsylvania and New York, to snatch
frora the city of Baltimore the decided advantages she possesses iri her
nearer proxiraity to the commercial centres of the great West. This made
it imperative that no more time should be lost in efforts not likely to be
immediately successful, to accomplish what might be properly deemed
more advantageous, but must be accompanied by results disastrous to the
commercial prosperity ofthe State of Maryland owing to the delay which
would necessarily ensue. But, in addition to these considerations, he
appears to have taken a sagacious view of the true poUcy of the city of
Baltimore, in her efforts to maintain a successful competition with other
sea-board cities. In an address to the citizens of Baltimore, in 1852, he
observed :
It is known to most of those present, that the primary cause which for so many
years delayed the completion of the Baltimore and Ohio Railroad, was the import
ance uniformly attached to a terminus suflSoiently far south to secure to tho city of
Baltimore the shortest and most direct connection with the commercial centres of the
great West. Many points had been indicated in the original effort to obtain the
most eligible line. Parkersburg was the preferred point, but Middle Island creek
and Fishing creek were severally named, as holding out inducements which it
might be desirable for the Company to embrace, in the failure of other and more

EAMBLES IN THE PATH OF THE STEAM HORSE, 85

The proposed western tomiiniw. — Parkersburg nnd Wbeullng.

desirable arrangements. There were strong reasons why tbo Company should
adhere to their southern preference. Thoy saw that it would give them the shortest
and most direct lino to Cincinnati, remove them from the rivalry of tbeir more
northern competitors and enable them to command, without a rival, tbo trade of
southern Ohio, Kentucky, and the States likely to be attracted by a road pointing
to an extreme southern terminus.
While I am free to admit the wisdom of the policy herein indicated, in the then
state of railroad improvement in this country, there were considerations entitled to
weight, which have never lost their influence with my mind.
The map of the St-ate of Ohio developes an extent and range of territory almost
without a parallel in any other State of tbis Union. But apart from this, the State
of Ohio presents attractions, north and south, which place the two grand divisions,
into which sbe is separated, upon distinct and independent bases. Thus it will be
apparent that a road terminating at Parkersburg, while it would afford tbe shortest
and most direct Hne of communication between the city of Baltimore, and St. Louis
in tbe far West, developing a country of the greatest value to the oity of Baltimore,
and opening up a region beyond the limits of that State, of vast extent and fertility
BJid looking to Baltimore as its market, the snme attraction would not apply to tho
rich table lands within the influence ofthe lakes. It has been confidently asserted,
that the agricultural products of a belt of eome sixty miles along the fortieth parallel
comprising an acre less than one-third of the State of Ohio, would exceed those of
the entire residue of the state put together.
If, therefore, the connection with the southern division of the State of Ohio was
indispensable, as aflFordrng a shorter and more direct communication with Cincinnati
and more distant points west, it was mainly important, that tho position of
Wheeling and the advantages of the projected line through Belmont, Guernsey,
Muskingum and Licking, and the connties bordering on the Central Road of Ohio,
should not be underrated or lost sight of.
If the question had been referred to me originally, as to the line of polioy,
which would have been most advantageous to the oity of Baltimore, ber finances
being equal to so grand an enterprise, I should have urged the importance of the
two great arms connecting with the Ohio river, the one at Wheeling and thc other
at Parkersburg, as now laid down upon tho map accompanying the annual report of
the Baltimore and Ohio Railroad Company.
At Wheeling, you have the control of an immense agricultural district. It is
true, that at this point you may have active and serious rivalries to contend with.
At Pittsburg, these rivalries wouldhave been still more formidable and overwhelming.
But in any event, your climate, the advantages of your position, the integrity of
your line of road, the attachment of the travelling public to a leading thoroughfare
which for so many years has been patronised as the great mail-route betweeu the
West and the seat of the Federal Government, will give full employment to this
important arm. At Wheeling, you will hold out inducements which your northern
rivals cannot be expected to command in equal proportion. The cheapness of your
tonnage operations will throw the weight into the scale of the Company, and the
vast travel destined always to concentrate at this point, will seek the seat of the
Federal Govemment, and even, to some extent, the cities north of you, by means
of this road.

86 EAMBLKS IN THE PATH OF THE STEAM HORSE.
Importance of the Wheeling and Parkersburg routes compared.
Wheeling then, gentlemen, is a most important terminus for this road. I
should never have been disposed at any time to forego its advantages. A great
population is destined to spring up there. She is likely to become the heart of a
system of roads, which has been created by our contact with the river at that point.
ou could not have commanded the northern trade and resources of Ohio at any
moro southern terminus.
The same general reasoning will apply to Parkersburg. For the convenience
and accommodation of the southern trade of Ohio and the States south of her, a
terminus at the city of Wheeling would have held out no temptation. Wheeling
could not have controlled it. It would have sought its market at some more practi
cable and convenient point.
I view these two important lines, then, diverging from the common trunk at
Three Forks, as wholly independent of each other : calculated to command a trade
and develope a country, distinct and independent in its physical advantages.
There is no rivalry between them. Their termini on the Ohio river are nearly one
hundred miles apart, and it would he better for the city of Baltimore if the distance
was even double what it is here stated, since it will be at once seen, that the policy
of the Baltimore and Ohio Railroad Company is to render productive as wide a
range as possible, and this can be done most successfully, by stretching her arms
so far apart, as to enable her to compass the object to the fullest extent.
It has always occurred to me, gentlemen, as probable, that scarcely a year
would elapse, after the completion of any road to the Ohio river, whether the point
of intersection he north or south, before a double track will be found indispensable
to accommodate the trade. The construction of the two great arms, as now
proposed, from the point of divergence at Three Porks, would afford, virtually, a
double track for the present, with prospective advantages far greater than could be
anticipated from a single line of road, and would require a corresponding double
track on the main trunk. By laying down a parallel track on the road as now
located to the city of Wheeling, you intersect the same local trade, and terminate
at the same comraon point. Your power to draw trade would he the same as now
exists. Tou would hold out no increased attraction, and develope no new resources.
But by extending your second track to a point nearly one hundred miles south,
you present a vastly more encouraging prospect. Both tracks will then be inde
pendent of each other, not only in the local attraction which they may exercise, but
in the more expanded results to which you are looking beyond the Ohio and
Mississippi vallies. In tbe construction of the Parkersburg road, you are in fact
laying down a second track, and the time may come — indeed, gentlemen, I believe
it not to be very remote — when you will not only be compelled to increase your
facilities in tho direction of Parkersburg and Wheeling, by the addition of double
tracks upon both lines, but to quadruple your capacity upon the main stem between
Baltimore and Three Porks, which must result as a necessary consequence ; thus
presenting the grandest highway which the trade of this country has yet created,
with four parallel roads stretching a distance of nearly three hundred miles from
this city to the point of divergence ; and your two great arms, with like facilities,
drawing within your embrace the trade of the great West, whether its attraction
be north or south. Gentlemen, this is no idle speculation. It is one of those
results which I think I can see as clearly marked in the future, as the destiny of

EAMBLES IN THE PATH OF THE STEAM HORSE. 87

Tho Parkersburg road originated by Mr. Swann.

this great Republic, whoso genius and progressive enterprise it would tend to
illustrate and adorn."
Although the address from which the extracts above are made, was
not delivered until 18.32, it doubtless embodies views entertained by Mr.
Swann as early as 1847, and to which many of his subsequent movements
may be traced. His whole course as President of the Company of whicii
we are endeavouring to present a concise narrative, the countenancje and
encouragement he uniformly gave to the long continued efforts to obtain
the charter of the Northwestern A'irginia (Parkersburg) Eailroad Com
pany, his acceptance of its Presidency, and the financial arrangements
indispensable to its prompt construction, originally proposed by him, and
so successfully raatured under his immediate supervision, while at tho
same time he was indefatigable in his efforts to complete the Wheeling
road, are strong indications, that in recommending the acceptance of the
Virginia act of 1847, he looked to more extended connections and combi
nations than a single terminus on the Ohio river would afford.
During that year, in company with President McLane and a committee
of the Stockholders, he visited Wheeling, to procure the consent of that
city to some modifications of the aot to which we have just referred. It
was well known to those who acted with him on that occasion, that his
untiring efforts to effect a satisfactory compromise, were influenced by
the confident expectation, that but a short period would elapse before
another arm of the Railroad would extend to the mouth of the Little Kan
awha, and thus accomplish raore than the earlier friends of the work
could have anticipated. Firra and decided convictions and prompt and
determined action, are characteristics of Mr. Swann ; and with the views
he entertained, he could not do otherwise than urge the Corapany to avail
themselves of the opportunity then presented, to carry into effect a part
of the extended plan, which he believed would in time be fully accom
plished. As an apt illustration of these characteristics, and a fine speci
men of that earnestness and singleness of purpose which marks all his
public addresses, and which have so frequently enabled him to convert a
reluctant or hesitating public acquiescence into active encouragement and
co-operation, we subjoin the conclusion of an address " To the Citizens of
Baltimore," prepared by him in October, 1848, as chairman of a commitee.

88 RAMBLES IN THE PATH OF THE STEAM HOESE.
Eloquent appeal to Baltimore. — Action urged.
" appointed to co-operate with the President in the extension of the
road west," announcing the fixed purpose of the Company to enter
upon the vigorous prosecution of the work from Cumberland to
Wheeling. " The Company are now prepared to enter upon the prosecution of their
road in good earnest. With the hearty co-operation of all the great inte
rests involved, they feel entire confidence in their ability to meet the
public expectation. The accomplishment of this plan is one of the great
enterprises of the age, and no man can encounter its labors, without the
cordial support of all those who are likely to share its benefits. The
city of Baltimore has now reached a crisis, when delay would be as
fatal as the total loss of the enterprise. Philadelphia, who has been
anxiously watching the progress of this road, in the hope that Pittsburg
and not Wheeling would have been its ultiraate destination, is now waking
up to a sense of her impending danger, and moving on to her connection
with the West, in the expectation that by prompt efforts, she raay frustrate
those western improvements, which have uniforraly indicated a preference
for a more southern point. With prospects, at best gloomy in view of the
greater advantages of the city of Baltimore, by the route contemplated
in the law and compromise with Wheeling, she is already marshalling
her resources, and taking steps towards the early accomplishment of her
task. To those who would delay this work, or rest content with its pres
ent terminus at Cumberland, it presents matter for the gravest considera
tion. Such a connection as the one proposed by the city of Philadelphia,
in the a;bsence of the shorter and more direct route to Baltimore, will not
only cut off from your road its present and greatest source of revenue,
but must bring ruin, wide-spread ruin, upon the city of Baltimore, from
which no power on earth will be adequate hereafter to redeem her. Her
doom will be sealed. Her working classes will be struck down, in the
midst of advantages which nature has thrown in our way, and which, by
a contracted policy at home, we have suffered others to come in and
appropriate to themselves. The subject is too vital to be treated with
indifference. If we falter now — if from the interference of our own state,
or any other cause, we should be retarded in the accomplishment of our
work — the destiny of the city of Baltiraore will be irrevocably fixed, her

RAMBLES IN THE PATH OF TIIE STEAM IIOESE. 89
Mr. Swann's financial polioy. — Sale of Maryland bonds.

great interests will be prostrated, and all her most cherished plans of
future advancement will be forever blasted."
This paper was signed by Thomas Swann, Samuel Hoffman, and John
Hopkins, on the part of the Stockholders ; Jacob G. Davis and T. Parker
Scott, on the part of the City of Baltimore, and William Cooke and George
Brown on the part of the State of Jlaryland. It bears the raarks of care
ful preparation ; and its enlarged and comprehensive views deservedly
attracted the attention of those to whom it was addressed.
The services Mr. Swann had rendered during his comparatively brief
connection with the Company, as one of its directors, his intimate acquain-
fcince with its affairs, and the administrative talent he had manifested, as
well as his confidence, not merely in the eventual success of the great
enterprise, but in the ability of the Corapany to accomplish it with the
resources it might command, within a period not unreasonably protracted,
indicated him as the proper successor of Mr. McLane, when that distin
guished statesman retired from the presidency. Mr. Swann entered upon
the discharge of the duties of that responsible ofiSce in October, 1848, and
immediately directed his attention to the state of the finances of the Com
pany. It devolved on him to devise the plans by which he might hope to
coraplete a work, the aggregate cost of which could not bo expected to
fall below seven millions of dollars. At that tirae, Baltimore was labor
ing under a heavy weight of taxation, brought upon her by her works of
internal iraproveraent, from which no return had yet heen realized. She
had reached a point at which it was certain she could not safely pause,
while no way seeraed open to her farther progress. The only available
means of the company consisted of §3,200,000 of sterling bonds, loaned
by the State of Maryland ; but her credit abroad was such as to render it
extremely doubtful, whether any part of these could be disposed of on
terms that would justify the coramencement of the work.
The favorite plan of Mr. Swann appears to have been, to connect the
Company with sorae influential house abroad, to whom its situation,
resources and prospects, could be minutely explained, and who might
thus be induced to become interested in its success ; and, if this was
accomplished, could aid in making the securities held by the Corapany
available, and thus enable it to prosecute its work with some degree of

90 EAMBLES IN THE PATH OP THE STEAM HORSE.
The road located west of Cumherland.
vigor. He accordingly promptly communicated with a number pf leading
houses abroad, including Messrs. Peabody, and Baring, Brothers & Co.
the issue of which was a continued connection with the latter house, and
a sale of two hundred thousand pounds sterling of the Maryland bonds.
In the twenty-fourth annual report, Mr. Swann thus speaks of this
transaction :
" The result of this correspondence, continued through a period ot
many months, and involving a thorough exposition, of the affairs of the
Company and the State of Maryland, was an absolute sale of two hundred
thousand pounds, to the Messrs. Baring, on terms equal to the rate then
prevailing for limited amounts in the home market, and beyond what
could have been safely anticipated at any former period."
" The effect of this sale, at a time when the road was about to be let to
contractors, was immediately felt in the large reduction upon the
estimates of the engineer, consequent upon the confidence inspired by a
full treasury, in the ability of the Company to prosecute their work with
out interruption. But the priraary benefit expected to result, was the
identification of a powerful house with the credit of the State of Maryland,
in a market where her securities had felt the shock of a temporary
suspension, and its effect upon the large amount of sterling bonds re
maining to be disposed of, in the hands of the Company, at some future
period." The outstanding debt of the Corapany having been paid off, and the
means for recoraraencing the work west of Cumberland secured ; the
letting was immediately advertised, and a portion of the line placed
under contract.
Prior to his retirement, Mr. McLane, deemed it prudent, preparatory
to the final location of the route between Cumberland and the Ohio river,
to call to the aid of his Chief Engineer, the best talent and raost enlarged
experience the country afforded. The gentleman selected were Messrs.
Jonathan Knight, and John Childe, Civil Engineers of the highest profes
sional reputation, and the points at which difficulties were apprehended
were carefully exarained by them, in corapany with Mr. Latrobe. The
route recoramended by that gentleman, being that over which the road
has been since constructed, received the fullest approbation of his able

EAMBLES IN THE PATH OF THE STEAM HORSE. 9i

Tho Railroad and Canal again. — Practicability of high grades.

coadjutors. The roport on the flual location, prepared by Mr. Latrobe,
was signed by Messrs. Kniglit, and Childe, and hiraself. It was drawn
up with signal ability, and its statements and arguments were so clear
aud convincing, that the board had uo alternative but acquiescence in the
recommendation of so talented a commission.
Pending these movements preparatory to commencing operations on
the extended line, Mr. Swann was compelled to encounter difiiculties, which
it was apprehended would greatly retard the progress of his operations.
The right of w.iy through the town of Cumberland bad been secured,
after considerable negotiation, but the right of prior location along thc
Xorth Branch of the Potomac, was claimed to be vested in the Chesapeake
and Ohio Canal Company, as assignees of the old Potomac Company,
whose charter dated as far back as 17S4.
The state of feeling existing betvveen the two corporations up to the period
of Mr. Swann's appointment, furnished but few grounds for hope that tho
Canal Company would relinquish any of its privileges, from a desire to
facilitate the progress of the Railroad. Mr. Swann, however, had entered
upon his administration without having permitted himself to be impli
cated in former differences, and then, as at all times, free from prejudices,
and the able head of the Canal Company, looking to the interest of tho
whole State, and forgetting what was past, did not hesitate to express his
desire to cultivate the most friendly relations with the Railroad Company.
Under the man.igement of two such officers, the difficulties which at firsi
appeared so formidable, were speedily removed. An examination of the
route was promptly ordered by the President of the Canal Company, and
the Railroad again advanced towards its western terminus.
But the erabarrassments which had continued to obstruct the progress
ofthe work, did not end with the letting of the road. After the line had
been placed under contract, attempts were made to destroy the credit of
the company, by attacks of the most wanton and reckless character. The
activity and perseverance of the enemies of the road were such, that the
president found it necessary to reply to the raost serious of their charges.
In a special communication to the board. In refutation of assertions of
the impractibility of working a grade of one hundred and sixteen feet to
the mile, Mr. Swann said :

92 RAMBLES IN THE PATH OF THE STEAM HORSE,
First annual report of Mr. Swann.

" It is well known that the extreme grade upon the Eckhart road, west
of Cumberland, is one hundred and thirty-five feet. This road has been
worked by this Company for three years, and in the year ending October
1st, 1848, there were brought over it, sixty-one thousand four hundred
and twenty-two tons of coal and iron. The engines eraployed were
twenty-two tons weight. The descending trains consisted, generally,
of from twenty to thirty cars. This road has been worked with entire
safety at all seasons, both winter and summer. In the coal regions of
the Schuylkill and Lehigh, in Pennsylvania, there are roads safely
worked by locomotive power, with grades as high as one hundred and
forty feet. But in England the example is still more to the point. On
the extension of the Great Western railway, the principal line of trans
portation for all the south-west of England to London and the north, a
grade of one hundred and forty-one feet occurs, and has been worked
without the aid of assistant power, with entire success, for two years.
On another branch of the Great Western Railway, not yet completed,
called the Wilts, Somerset and Weymouth Railway, there is a grade of
one in forty-seven. On the Birminghara and Gloucester Railroad,
which has been in operation eight years, about twenty miles from
Birraingham, is a grade of one in thirty-seven and a half. These roads,
says the Engineer, on whose authority this statement is made, have
received the sanction of the government Inspector General of Railways.
On the Caledonian Railway, from Carlisle to Glasgow, a raain line of
communication with the north, is a plane of eight miles, of one in
seventy-five." The first annual report of the directors, after Mr. Swann's appoint
ment, was prepared by hira, and subraitted on the 8th of October, 1849.
The stockholders are congratulated on the removal of all the obstacles
which had previously obstructed the progress of the Corapany, including
the difficulties anticipated from the priorities of the Chesapeake and Ohio
Canal Company. He inforras them that he had succeeded in effecting a
sale of two hundred thousand pounds of the Maryland bonds to Messrs.
Baring, Brothers & Co., on terms entirely satisfactory, and that means
were thus provided to place the line in the hands of contractors. He
reraarks, that " in all their arrangeraents for the extension of the road.

RAMBLES IN THE PATH OF THE STEAM HOESE. 93
Advantages of tho geographical position of Baltimore.
the board have not permitted themselves to doubt that it was tho earnest
desire and settled purpose of the stockholders, and of this community, to
coraplete it in the shortest practicable tirae ; and a plan will bo submitted
at an early day, detailing the resources which this Company may be
expected to command in furtherance of so desirable an object." We add
the closing paragraph of this report :
" The city of Baltimore, coraraanding one of the finest harbors on the
seaboard, and possessing advantages of climate not to be met with at any
other point ; defying the competition of any of her northern rivals, from
her close proximity to the trade of the West, and offering an outlet to her
exports at all tiraes free and unobstructed, may well be supposed to
stand in a position second to no other city. With the Baltimore and
Ohio Railroad on the one hand, pouring into her lap the products of
Ohio, Indiana, Illinois, Missouri, Tennessee, Kentucky, and the extended
valley of the Mississippi ; and the Baltimore and Susquehanna road, with
a continuous line to Harrisburg, placing her in closer connection with
Pittsburg, by twenty-three miles, than Philadelphia, by her own centr.al
line, and offering the strongest temptation to such of the trade and travel
as may be drawn from its greater northern attractions, at Cleveland or
any other point, she may well claim, with these works accomplished, to
have placed herself beyond the reach of future contingencies. Iler
systera of intemal improvements will be complete. If nature has been
lavish of her gifts, the wisdora and enterprise of her citizens will not
have been wanting in the most liberal efforts to make them available
nnder the wise policy which has been adopted."
But Mr. Swann did not confine his efforts to influence favorably the
public mind, to this recital of the adv.antages Baltimore possesses in her
relative position. Five days afterwards, at the first meeting of the new
Board, he laid before thera his memorable address, " On the importance
of an early completion of their road to the Ohio river," promised in the
annual report. He presented it as the result of his most careful and
deliberate examination of the affairs of the Corapany, and nearly every
paragraph discloses how deeply his own mind had become impressed by
the importance of imraediate action upon the policy he developes and
advocates, if the progress of Baltimore and her commercial prosperity

94 EAMBLES IN THE PATH OF THE STEAM HORSE.

Mr. Swann's addresu in favor of the western extension of the road.
was 'to be onward. The passage we extract from the opening portion of
this document, was well calculated to excite the interest of those to
whora it was addressed, and to secure their attentive consideration of the
facts, statistics and arguments about to be presented, while it reveals the
anxious solicitude of the writer to promote the prosperity, not only of the
Company over which he presided, but of the great coraraunity of which
he was a member. He had no fear that to effect the great object in view
the energies and ability of Baltimore could be overtasked, but deprecated
the evils he deemed inseparable from delay. To enforce these views, to
convince those most interested that their resources were equal to the
emergency, and to urge them to the necessary exertion, the address had
been prepared ; and we are not alone in the opinion, th.at the opening of
the road to the Ohio river at the beginning of the last year, was greatly
owing to the effect it produced upon the public raind.
" It has seemed to me, gentlemen, in view of the critical position of
the city of Baltiraore, that whatever is proposed to be done towards
securing the original object and purposes of this enterprise, should be
done promptly and without farther delay. The anxiety of the great
interests west of the Ohio river, to open a continuous line of coramuni
cation with sorae available point on the seaboard, is daily becoming more
and more apparent, in the plans which are being projected and the efforts
now making to form a junction with this road. These interests once in
raotion cannot be induced to pause. To suppose that the active and
restless spirit of our western people can be lulled into inactivity by
deferred prospects, however flattering, when so raany rivals are in the
field striving for the mastery, with all the attractions of overweening
capital, would be to under-estimate the progressive character of that popu
lation. The leading cities of the seaboard are already in motion. They
cannot shut their eyes to the value of the stake for which they are so
eagerly contending. Their roads are gradually extending towards points
where, by prompt action, it is hoped to overcome the obstacles which
nature has interposed, and entice frora its legitimate market a trade which
nothing but inactivity and indifference on the part of our own citizens can
drive beyond the attraction of the city of Baltimore.
It may be well for us to consider, whether therfisk is not too great for

RAMBLES IN THE PATII OP THE STEAM HOESE. 95

Mr. Swann's address in favor of tho western oxtonsion ofthe road.

US to stand quietly by, and see the current diverted from its natural
channel, in the hope that at some future day we may repair the injury,
and win back the prize which a too tardy policy had permitted to pass
into other hands. The avenues of trade when once established often
become fixed and permanent, whatever original difficulties it may have
been necessary to surmount in the effort to raake them available.
* * * * The city of Baltimore is in no situation to
pause. Her policy, long since established, cannot now be abandoned.
The large amount of capital already embarked in the finished road from
Baltimore to Curaberland, would but faintly express the loss which must
be entailed upon this community by a failure to carry out the original
plan of the projectors of this work. Seven millions of capital, in itself so
important to the stockholders and this community, might be many tiraes
multiplied before we should begin to approximate the effect upon the city
of Baltimore, and the depreciation of her property, in the absence of a
direct connection with the trade of the West, and the diversion to other
channels of those boundless resources on which we havo so long depended
as our natural birthright, and which are already exciting the ambition of
so many and formidable rivals."
The address then mentions what had been already done towards
completing the work west of Cumberland, by placing under contract the
entire line to the Monongahela river ; reviews the estimates previously
presented, and considers the present prospective and financial condition
of the Company. Revised estimates of the cost of completion, prepared
by the Chief Engineer at the request of the President, are then presented
and examined, and finally it is asked, " What, then, is the ability of the
company to provide the requisite funds 1" Facts and arguments in favor
of this ability are adduced, and after the presentation of various conside
rations designed to stiraulate all concerned to the most vigorous exertions
to secure the grand result, the address concludes as follows :
" The completion of a stupendous work, binding together two grand
extremities of our Union, and promising so largely to the future advance
ment of the city of Baltiraore, in every department of her industrial
pursuits, and indirectly to the whole State of Maryland, might well excite
the ambition of all classes and interests, having an eye to our common

96 EAMBLES IN THE PATH OP TIIE STEAM HOESE.
The road ordered to be placed under contract to the Ohio.
welfare and prosperity. Under whatever auspices it may be pressed to
completion, it will ever stand as an enduring monuraent of the wisdom
and foresight of its early projectors, and an honor to the State of Mary
land, as well as those enterprising citizens by whose capital and public
spirit it may be brought to a successful termination."
It will be perceived that the affairs of the Company, as well as the great
interests dependent on the success of the enterprise, had reached a crisis
in which determined action of some kind had become indispensable. To
have stopped short of the Ohio river, even with the avowed intention of
resuming operations at a future period, might, and in all probability
would have proved fatal in its consequences. On the other hand, the
large expenditure which raust necessarily be incurred, would, after what
had been already done, inevitably prove a severe tax upon the coramunity
frora whose resources a large portion of the raeans raust be derived, and
a failure fully to accomplish what it was proposed to undertake, after a
large additional expenditure had been made, even if occasioned by events
it was then impossible to foresee, would be doubly disastrous. There
was difficulty, if not danger, in either alternative, and under these cir
cumstances, the Board might well hesitate to adopt the recoraraendation
of their President. But they did not hesitate. When the reading of the
address was concluded, Mr. George Brown, one of the oldest directors,
who had acted efficiently with the projectors of the enterprise, and remains
to this time one of its firmest, raost active and valuable friends, rose in
his place, his voice and raanner giving evidence that he deeply felt the
grave responsibility he was about to assume, and moved that the Chief
Engineer be directed " to put the whole line to the Ohio river under contract
as speedily as practicable," and his motion was unanimously adopted ! It is
to this well-timed act, that Baltimore owes much of her present and will
owe much of her future prosperity, and there is no room to doubt that
the boldness of the President in proposing, and the ability with which
he advocated it, and showed its feasibility, procured its adoption by the
Board and its ratification by the publio voice.
In January, 1850, notice was given by the city of Wheeling, that it
was her intention, at the proper time, to contest by judicial proceedings
the right claimed by the corapany to construct their road by way of the

EAMBLES IN THE PATH OF THE STEAM HOESE. 97
Controversy with tho dty of Wheeling.
mouth of Fish Creek, and to apply to the Legislature of Virginia to facili
tate such proceedings. The subject was accordingly brought before that
body and referred to its Comniittee on Roads and Internal Navigation,
and Mr. Swann, in the midst of his arduous labours at home, was re
quired to proceed to Richmond, to represent the interests of the Company.
The city of Wheeling was represented by Charles W. Russell, Esq., who
was instructed to apply to the General Asserably for some legislative
measure, looking to her protection against the alleged violation of the
Act of March, 1847. The contest that ensued was of great importance to
the Corapany, and threatened a delay, the consequences of which might
prove greatly injurious to their interests. Mr. Swann appeared before
the Committee in person; and by the frank and candid manner in which
he presented the conduct and views of the Corapany, largely contributed
towards a fair and impartial understanding of the whole case, and its
flnal decision in Coraraittee.
We cannot refrain from presenting the closing reraarks of Mr. Swann,
in his speech before the Coraraittee, in reply to the representative of
Wheeling, in which he nobly vindicates the Company and himself against
aspersions which had been cast upon them. The whole extract is highly
characteristic, and illustrates the appreciation of moral principle and the
regard for public interests, by which the administration of all similar
corporations should be governed.
Mr. Russell, in his letter of January 4th, styles this Company a "corporation
of trade." Whatever of disparagement is meant to be conveyed by the able repre
sentative of Wheeling, it will not be denied that its influenee is already being felt
in a vast and growing section of your State. It is a trade wbich is destined to give
activity to your population, to open your forests to the uses of successful labor, and
to impart value to your hitherto neglected lands. This " corporation of trade" is
about to expend four millions of dollars within the limits of your State, in laying
open its locked up treasures ; and to disburse nn annual outlay of more than one
million in all future time. In anticipation of the benefits likely to result from this
great work, your lands in the west and northwest, are beginning to assume a fixed
value, and that which was a few years ago little more than an unprofitable waste, is
now attracting the notice of the capitalist
That portion of the State of Virginia lying beyond the mountains, and washed
on its western borders by the Ohio river, is not surpassed in its natural capabilities,
by any region of similar extent in this country. Its claims to the public patronage
cannot be resisted. Roads must he projected, connecting every important point
between the city of Wheeling and the Little Kanawha, with the stem of this road.

98 BAMBLES.IK THE PATH OF THE STEAM HOESE,
Address before the Virginia legislative committee.
Nor will a policy thus liberal, result in injury to any of the interests involved. Trade
will flow in at every outlet. The mighty West will find employment for every avenue
wbich may be opened to her embrace, and no one line of communication will have
reason to complain of the want of proper encouragement by tbe interference or
rivalry of another.
My connection with this Company has been of short duration, but I trust I have
not labored in vain, in placing it beyond the reproach which Mr. Russell insinuates,
when he speaks of ' its conscience as a metaphysical entity, and Wheeling as having
solicited in a manner that scarcely became her, mere justice from a, corporation of
trade/ I have yet to learn on what occasion, since my direction of its affairs,
"Wheeling haa ever found it necessary to approach this Company in a manner not
agreeable to her sense of pridej nor can I admit that justice has been denied her in
the determination of tbis Company to adhere to the law of 1847, and the contract with
that city. I can recognise no difference between the obligations of a corporation
and an individual. The same moral principle regulates both, and the company
which could shield itself under its corporate irresponsibility, in perpetrating fraud
or injustice, would subject itself to censure far more criminal, than has been
gratuitously cast upon us in the letter of Mr. Russell. In my administration
of its affairs, I have sought to place this Company upon high and impregnable
¦ground. Its policy has been open and undisguised J its affairs bave been exposed to the
inspection of all; its transactions with individuals and the public, have been con
ducted with the strictest eye to justice.
In representing the claims of tbis Company, I do not feel that I am addressing
myself to strangers, or that I am advocating the cause of a foreign corporation. Tbe
BaUimore and Ohio Railroad is a Virginia work. Of the six millions of dollars about
to be expended in its construction, four millions will be confined to the limits of
your own State, contributing to the development of its resources, and tbe wants of
your citizens. It was a source of no small satisfaction to me, that while carrying
outthe views of the stockholders of this road, and building up a city on tbe sea
board, to whicb the whole Soutb was already closely allied by natural as well as
political relationship, and destined to become still more so in the events of tbe
future, I was identifying my bumble name with an enterprise whicb was likely to
contribute so largely to the prosperity of a State, to which I was connected by the
ties of birth and early association. I desired to see her, in common with the State
of Maryland, participate in tbe benefits wbich were certain to flow from a prompt
connection with the trade ofthe West. The cities ofthe North were already exult
ing in the delay which bad marked our previous efforts. A stream of trade and
travel from the centre of Ohio, was seeking an outlet in the far North, the great
West was becoming impatient under the policy which had so long retarded a union
with those interests.
You are invoked now to arrest this great work j to unsettle all that has been
dnne, and' to expose this Company to a protracted litigation. Tbe Company feel
entirely secure in the position wbich they claim to occupy; and do not believe that
it can be ultiraately affected by any aet of legislation; but they would implore your
Committee, in view of the great interests involved, in whieh your own State, as well
ns the stockholders of this road, participate so largely, to leave unprejudiced by any

RAMBLES IN TUE TATH OF TIIE STKAM HORSE. 99

Address before a general meeting ofthe stookholUere.

recommendation to the General Assembly, tho rights under which they have been
induced to enter upon tho construction of tlioir work.''
On the first of May, ISOO, Mr. S\Y;ina called a genLM-;il meeting of the stockholders,
at which, in an address of considerable length, he detailed the proceedings before
the Legislature of Virginia, where he had been actively engaged during tho winter.
This paper, wbich was published by order of the stockholders, is full of interest, and
as part of the history of the road will be found worthy of perusal. At its close, ho
remarks as follows :
" It bas been impossible for me, Mr. Chairman, to notice with any moro metboH,
the views presented in the argument of the representative of Wheeling, and hia
efforts to underrate the character of this Cumpiiny. I owe an apology, perhaps, for
the occasional latitude of remark, in which I have felt obliged to indulge, in refer
ence to matters of apparently trivi:\l importance, but which from their bearing upon
tbe issues involved in the pending controversy, could not be permitted tu pa^s
without some comment. In my endeavors to justify the policy of the Company since
ray connection with its affairs, I have been influenced by a sense of what was due
to its credit and reputation. Tbe success of u corporation like this, raust greatly
depend upon its open and undisguised policy, in its transactions with individuals
and the public. Its power to make dividends results from an honest and upright
administration of its affairs, and its character for justice and fair dealing, should be
preserved beyond reproach, as an essential part of tbat capital which is to enure to
the benefit of those by whora it has been created.
But we are told that the construction of this great work by the adopted route of the
Company, will be attended with ruin, absolute ruin, to the city of Wheeling, and the
certain extinguishment of all her prospects of future wealth and aggrandisement.
Is this really so?
For years past this Company bas been looking to a connection with the Ohio
river. Any one who will examine the map of the St;ite of Ohio, with her projected
improvements, will see at a glance the northern tendency of that imraense trade, which
has 80 long been awaiting an outlet to sorae convenient raarket on the seaboard.
The connections which have been formed with the lakes, and the line now in pro
gress of construction from Cleveland to Pittsburg, connecting with tbe central Penn
sylvania improvement at that point, adraonish us that no tirae is to he lost. With
the BaUiraore and Ohio Railroad unfinished, when the improvements now in progress
shall have been completed and brought into use, we may well feel that we have
cause for alarra. It cannot be doubted that the city of Baltimore is the natural
market for a large share of the trade of that productive region. The interests of
both central and southern Ohio, look to us as their nearest and most convenient
market; but they have been so long retarded, that until this road was announced
to be let to contractors in the spring of last year, no steps had been taken towards
an early connection ; and they contented themselves with relying upon lateral roads
falling in with tbe general current which had set in towards the lakes.
But if such a state of things is known to exist in Ohio, how stands the city of
Wheeling, without the advantages whicb she expects to derive from her connection
with the Baltimore and Ohio Railroad? Suppose the Central Pennsylvania line,
now in progress of construction, to be corapleted, what will be its effect upon h(jr?
It is a well-known fact, that even now, witb her free enjoyment of the resources

100 EAMBLES m THE PATH OF THE STEAM HOESE.
Controversy with the city of Wheeling.
of the Ohio river, the drain of that great highway is towards the North. The active
trade passing up and down that river, finds comparatively no attraction at Wheeling.
She opens her arms in vain to entice it to her shores. It is true, that in low water,
when the navigation is obstructed, and a communication with Pittsburg cut off, she
is permitted to enjoy a temporary exemption from this destructive rivalry ; hut even
this advantage is likely to be interfered with, by a bold conception of Mr. Elleb
which proposes to regulate the varying current of the Ohio river, by mingling
with its flow the contents of vast reservoirs to he collected for that purpose.
With the Central Pennsylvania road completed, then, and this road unfinished,
Wheeling would hardly exist as a city. Her supplies would be out off, her
population would diminish ; her manufactories would cease to operate. She
would be a "city without commerce,' a city of 'bricks and mortar,' and the grass
would grow in her streets.
Can it be, then, that ruin is to result from this great improvement, whether it
enter the ravine of the Ohio river by Fish or Grave creek ? Let us suppose the
western lines to form a junction with this road at the mouth of Fish creek, would
the condition of Wheeling be that of a ruined city? Where would he the attraction
of such a road connecting with a great market on the seaboard' to tbe descending
trade of the Ohio river, whose first point of contact would be at Wheeling? Where
the influenee it would exercise over that portion of the State of Ohio, which would
be intersected by a line through Cadiz, to Coshocton, which we are informed is now
in progress of formation ? Where the temptation it wonld hold out to the rich and
fertile country contiguous to that city, and tributary to this road, whenever its ter
minus shall have been reached ? Is this ruin ? Compared with the picture I have
before presented, is it not a prospect for which she has just cause to be thankful?
Wheeling might not grow with the rapidity of New York, under such a policy; but
her advantages would be those of few cities within the limits of the State from
which she claims to have asked so little.
The representative of Wheeling speaks of the encouragement about to be held out
to a rival city at the mouth of Fish creek. When he reflects that the relative posi
tion and advantages of that point have already suffered by a provision of the charter
which prescribes the same amount of charge for the commercial facilities afforded
by this road in its connection with the sea-board, as that paid hy Wheeling, twenty-
two miles more distant, he can hardly insist now upon a farther and still more
onerous restriction. Does the State of Virginia object to the multiplication of her
cities ? Is it not the policy of a wise government to bnild up towns, and to foster
whatever else may promote enterprise and contribute to tbe general prosperity ?
But we are told that the effect of a city at the mouth of Fish creek, will be to destroy
Wheeling, paralyze her own energy in the contest, and encourage a rival to over
shadow both, on the opposite bank of the river, within the limits of Ohio. By what
lights of experience or law of trade he has reached this conclusion, I confess myself
unable to conjecture. That family feuds are usually the most bitter and deadly,
I am ready enough to believe ; hut the creation of a city opposite the mouth of Fish
creek, with a river intercepting her communication with the road, is a contingency
too remote and improbable even for mere speculation. It may he, when this road
shall have been completed to Wheeling as its terminus, and the Cadiz and Central
lines converge at a point opposite that city, with the facilities which her bridge

RAMBLES IN THE PATH OF THE STEAM HORSE. 101

Controversy with tho city of Wbeoling.

affords, tho Ohio city, which tbe gentleman so earnestly deprecates, may prove
something more than a mere creation of fancy.
I cannot undertake, Mr. Chairman, to examine in detail the views of the repre
sentative of Wheeling as to wbat he considers the policy of tbe State of Virginia, in
projecting her systera of internal improvements. 1 regret tbat there should be
so wide a difference between us. That the settled policy of the State is interfered
with by the extension of thia road, or any route within the contemplation of the
charter, I cEinnot admit. The trade and travel likely to be attracted to the city of
Baltiraore, can never bo made to subserve the purposes of Vriginia in any other than
tb© incidental mode contemplated by the extension of this road. Any attempt on
her part to force it, by legislation or otherwise, to ber own cities, would be worse
than useless. Her power to intersect the Ohio river at an extreme southern limit,
gives to the State of Virginia tbe control of a region of country, which belongs as
appropriately to her, as the trade of southern and middle Ohio points to a more
northern latitude. It is no purpose of mine to advocate indifference on her part to
tbe claims of her own cities. It is ber sacred and incumbent duty to protect her
soil by a wise and enlightened public policy. But if, by unnecessary restrictions, tbe
trade which looks to Baltimore, as its best and nearest market, be driven farther
north, as it cannot fail to be, what gain is it to the State of Virginia, that she has
deprived us of its benefits, wbere they are known to exist beyond the reach of any
interest of ber own ? Are not her sympathies as strong with us as witb Philadelphia
or any other northern rival?
Why should Virginia permit this great work to be retarded? Is tbe city of
Wheeling the only interest involved in its prompt and speedy prosecution? Where
is the enterprise within hei limits tbat promises the same results to ber citizens?
Of the fourteen millions of capital absorbed by this work, more than u. moiety
will be incorporated with her own soil. Look at the effect upon that portion of her,
population already sharing the benefits ofthe finished line from Cumberland to Bal
timore. The prospective advantages of this road to the city of Wheeling, dwindle
into insignificance, compared with what may be anticipated by other and more
expanded interests, with which the State of Virginia is not less closely identified.
It would be difficult to estimate tbe loss which has already accrued to tbe West
and Northwest by the delay which hns attended the prosecution of this work. What
would have been tbe situation of that portion of the State of Virginia, at this time,
if ten years ago, this road had penetrated tbat fertile region ? How much would it
have paid into the public treasury in taxes upon increased capital ? What would
have been the population ? What the multiplication of her towns and villages ?
Let those who know the resources of the country, and bave watched tbe march
of similar enterprises, answer the question.
Where the appeal, then, was so urgent to press this road on, to give to Virginia
the benefit of its commercial facilities, and to advance its own just claims and the
interests of those connected with it, how could she be expected to act upon an ex
ception taken by Wheeling, whose only effect would have been to subserve tbe
exclusive policy of that city, without the slightest benefit to the State at large ?
Besides the considerations to which I have adverted, appealing so strongly to
the justice of tbe legislature, there were obligations of a more general character,
which could not be entirely overlooked. The important step of letting this work to
9*

102 EAMBLES IN THE PATH OF THE STEAM HORSE.

Controversy with the city of Wheeling.

contractors bad excited hopes in the great West; public meetings had been called,
companies bad been organised, and preparations made upon the faith of this move
ment to form a junction with the Ohio river at an early day. If disappointed
again, after so many years of delay and anxious expectation, the injury migbt have
been irreparable ; tbese great interests might bave relaxed their efforts, retired in
despair, and abandoned all prospect of realising results whicb tbey bad at last
believed to be within their gras-p.
When we look at the wbole manner in which this proceeding against the Com
pany has been conducted on the part of Wheeling, who will say that we had not
some claim to a dispassionate bearing? Softened as tbe remarks of her representa
tive would seem to have been in his printed speech — the result, no doubt, of bis
calmer and more deliberate reflection — there is still enough to satisfy every candid
mind that the claim attempted to be set up, was one in which too much of prejudice
and feeling had been suffered to predominate. I could scarcely realise, when
viewing the florid picture with which he entertained the committee on the first day
of his argument, that I had been the presiding officer of a Company which had
uniformly proved itself so utterly destitute of all moral responsibility ; convicted of
*bad faith,' * persisting in wrong,' perpetrating a 'violation of soleran compacts,
of sacred justice;' 'haughtily repelling' those who had approached her in respect
ful terms, and threatening tbem with * her displeasure,' 'repudiating* her con
tracts; 'hedging herself round to escape detection;' 'tying the hands of Wheel
ing by a quibble, and defying the authority of Virginia by a usurpation.' And
what proof did he bring in support of all tbis formidable array? Refer to his
argument; examine in detail his views ofthe law; his elaborate effort to break
down the professional reputation of the Company's engineer; his remarks upon
the 'settled policy and cherished purpose' of the State, whieh Wheeling herself
had been the first to disregard by her agreement with tbe Company; his charge of
bad faith, and his effort to prove it. I say examine all this calmly and without
prejudice. Was it to be imputed as a crime that the Company eould not consent to
substitute the theories of Mr. Ellet for the instrumental surveys and estimates of
their engineer, cautiously and deliberately made, according to the terms and letter
of the law ? Suppose Mr. Ellet had been right, did such a result subject us to the
censure and reproach cast upon us by tbe representative of Wheeling? Would not
his case have inspired more confidence, bad be contented himself witb presenting
it upon its merits, and refrained from all remarks calculated to excite prejudice
against a corporation which had been summoned to appear before a committee of
the Legislature at his invitation, and which asked no more than the courtesy wbich
she bad a right to claim at the hands of a generous adversary ?
How far, Mr. Chairman, the city of Wheeling has succeeded in accomplishing
what her representative asked at the hands of the Legislature, will be seen by
reference to the various measures wbich were presented from time to time, and
urged by her advocates, and the one finally proposed as a substitute bythe member
frora Ohio county, and acceded to by the friends of tbis Company.
The law now offered for acceptance is one to which this Company can make no
reasonable objection. In its passage the State of Virginia has acted witb the
utmost fairness and impartiality, and whatever may be tbe rights of tbe Company
under the Act of 1847, the stockholders should not hesitate to submit cheerfully to

RAMBLES IX THE PATH OF THE STEAM HORSE. 103

CoutroTcTsy ended. — Grave creek route selected.

the plan of compromise recommended by the State. This Company desires no
advantage of the City of Wheeling. They have endeavoured to discharge in good
faith the obligations imposed by law and the agreement with that city. They havo
entire confidence in what has been done; hut if, as is contended, tbey have been
misled by their engineers (which thoy seo no reason to believe) I am satisfied that
no stockholder present would hesitate to abide tbe decision of a board constituted
and appointed as the one proposed in the present law.
If error has been committed, this Company can have no motive to persist in
wrong, or to take any step which the law does not sanction. They must disavow
any other feeling or influence in the decision of this question, than what has arisen
from an earne:?t desire to do justice. As to myself, personally, I have known no
bias, unless it has been to promote the wishes of Wheeling, and to secure to her a
prompt connection with the western roads; and I have entirely mistaken the
character of the Chief Engineer, if I could suppose him capable of committing a
deliberate fraud upon the law, or falling into the gross and unpardonable error
which has been charged in the report of Mr. Ellet.
With these views, I would most respectfully recommend to the stockholders tho
prompt acceptance of the law."
While awaiting the decision of the arbitrators, appointed under the Act
of the Yirginia Legislature, Mr. Swann placed under contract the whole
remaining portion of the works with the exception of the thirty miles
involved in the controversy ; and iu the autumn of 1850, the Grave Creek
route having been announced as the final decision of the arbitrators, that
portion was also let. Upwards of five thousand men, and one thousand
horses, were now actively employed upon the line of this great work,
and the cost of the construction very soon reached the enormous sum
of two hundred thousand dollars per month. The last battle in the
long and protracted series had been fought, and the route so long
and contested doomed to every species of embarrassment, was now
finally established.
The termination of the controversy with the city of Wheeling, gave
increased activity to the operations of the Company, and demanded from
the officers, in every department of the service, corresponding exertions.
Never, in the history of similar enterprises in this country, was a greater
degree of enterprise, energy and perseverance manifested. From end to
end, the line was crowded with operatives, cutting their way through a
region of primeval wildness, until then seldom trodden by the foot of
civilized man. The lofty and rugged summits aud declivities of the
AUeghanies opened a way for their triumphal march. The roar of the
miner's blast reverberated from a thousand hills ; and huge masses of

104 RAMBLES IN THE PATH OF THE STEAM HORSE.
Road completed to Piedmont. — ^Remarks of Mr. Swann.
rock, torn from the repose of ages, and rushing down the ravines and
gorges, tearing and crashing as they went, were emblematic of the giant
struggle of art with nature every where in progress.
In June, 1851, the Company had announced their readiness to run their
trains to the Piedmont station, situated about twenty-eight miles beyond
Cumberland, in the heart of the great coal basin. At the celebration
which took place on the opening of the road to that point, Mr. Swann
addressed a large concourse of his fellow-citizens, including the Mayor,
and corporate authorities of the city of Baltimore, and other distinguished
personages, who had graced the Company by their attendance.
In his address at this celebration, Mr. Swann took occasion to call the
attention of the corporate authorities of Baltimore, to the important
bearing of the long contemplated Parkersburg Branch, for the construc
tion of which, under the name of the Northwestern Virginia Railroad,
a charter had been then recently obtained. A director of the Pennsyl
vania Railroad had stated in a public letter, that " this road would never be
made." Those who were present will vividly remember the indignant elo
quence with which Mr. Swann rebuked this impertinent and gratuitous as
sertion. The following extract from the newspaper report of his speech on
that occasion, has, perhaps, preserved the words of this rebuke, but of course
fails to give the tone, manner, and action, by which their utterance was
accompanied. " It is known to you that the legislature of Virginia, at its last session,
passed a law incorporating a Company to bring you in connection with
Parkersburg, on the Ohio river, a point at which for twelve years this
Company had been fruitlessly striving to reach — and from thence, with a
road extending through Cincinnati to St. Louis, in the far West. This,
gentlemen, is the greatest Railroad charter that has ever emanated from a
legislative body. To the people of Northwestern Virginia, the city of
Baltimore, aud the Baltimore and Ohio Railroad Company, its advantages
cannot be over-estimated. Its withering efiect upon rival interests is
already beginning to show itself, in the spasmodic efiforts that are now being
made in certain quarters to arrest its progress, I have seen it publicly
proclaimed by a prominent member of the board of directors of the
Pennsylvania Central road, that this road never would be built. By

RAMBLES IN THE PATH OP THE STEAM HORSE. 105
The northwestern Virginia road. — Importinouco rebuked.

what authority does he undertake to speak for the city of Baltimore ?
Gentlemen, I am not over sanguine in my temperament ; I am not apt
to anticipate results ; but I feel justified iu saying, that when tliis great
Northwestern charter shall be presented to our people ; when Baltimore,
shall be called upon for her contributions to carry it out ; it will excite a
more wide-spread interest, it will insure a more liberal and united sup
port, than any work which has engaged the attention of her citizens since
the origin of her present system of internal improvements."
This passage waa received by those present with " loud and continued
cheering," and doubtless with other efibrts of the distinguished speaker,
contributed largely towards placing the Parkersburg road on a financial
footing, that ensures its speedy construction, and nullifies the prophecy of
the impertinent Pennsylvania director. The city council, on the return of
its members to Baltimore, passed resolutions directing an application to
be made to the Legislature of Jlaryland for authority to extend the aid of
the city to the Northwestern Virginia Railroad Company, to the amount
of one million five hundred thousand dollars. The authority was granted,
and was exercised by a guaranty of the bonds of that company for the
sum just mentioned, as part of a plan devised by Mr. Swann, by which
three million of dollars of available means are provided at the outset for
the construction of a railroad, estimated to cost three million five hundred
thousand doUars. Recent developments abundantly show that Mr.
Swann did not overrate the importance of that road to the city of Balti
more, and the sale of two million five hundred thousand dollars, of six
per cent, bonds, the additional million being guaranteed by the Baltimore
and Ohio Railroad Company, and made convertible, principally in the city
of New York, at par, pending a stringency in the money market aud
while it was literally crowded with similar securities, shows that he has
been able to inspire others with his own confidence, in the success of that
great enterprise, and is additional evidence of the abilitiy which has
uniformly characterised his financial operations.
In October of the same year, Mr. Swann made his third report ou the
condition and prospects of the Company, being the twenty-fifth annual
report of the board to the stockholders since its organization. He
announces that since the opening of the road to Piedmont, the second

106 RAMBLES IN THE PATH OF THE STEAM HORSE.
Enormous monthly expenditures.
division, extending beyond Oakland in the Glades, a distance of twenty-
five miles, had been passed ; that the Cheat river would be reached about
the first of the ensuing December, and Fairmount, ou the Monongahela
river, between that period and the first of May.
During the year covered by this report, the operations of the Company
had been so extended as to call into exercise all the skill of the president,
to guard agaiust embarrassment and delay, and the subject of the
finances necessarily engrossed a large share of his attention. The
monthly expenditures for construction alone, as already stated, had
reached the sum of two hundred thousand dollars, and the cost of operating
the road and increasing its facilities, swelled the amount to be provided
monthly to an aggregate of three hundred thousand dollars. It became
the duty of Mr. Swann, not only to provide immediately the means of
meeting this enormous expenditure, but so to digest his plans as to pre
vent any injury to the credit of the Company, which up to that time
had been well maintained.
On the third of January preceding, the residue of the sterling bonds of
the State of Maryland were disposed of, netting the company very
nearly two millions of dollars. Mr. Swann's anxiety to eff'ect this sale
was heightened by an apprehension that a reaction might take place in
the monetary affairs of the country, which, without this provision, would
seriously delay the prosecution of the work. It was evident, that in the
event of such a crisis, the banks aud private capitalists of the city of
Baltimore could aflford no adequate relief, the monthly expenditure being
nearly equal to the whole capital of some of the former. The proceeds of
these bonds were diminished by more than one-half at the date of the
report, and in the meanwhile a fearful reaction in the condition of the.
money market had occurred, as anticipated by him, and nothing but the
timely caution which had induced the sale of the whole ofthe bonds sX the
time it was eff'ected, could have averted the embarrassments whieh must
have ensued under a more temporising policy.
As the autumn approached, it became evident that arrangements must
be made for a further supply of capital to meet the engagements of the
Company and continue the vigorous prosecution of the work. On the
first of September, there being a balance of some 1700,000 of the coupon

RAMBLES IN THE PATH OF THE STEAM HORSE. 107

Sale of coupon bonds. — A suspension averted.

bonds still on hand, an eff'ort was made to dispose of them at some
satisfactory rate, but with no better success than had attended a similar
attempt some months previously. The money pressure still continuing,
it became palpably evident, that a crisis in the afi'airs of the Company
and the absolute suspension of the work could be prevented only by au
extraordinary effort. In this emergency, with the certainty that unless
means were sooner provided the expiration of three months would
terminate the ability of the Company to continue the construction of the
road, Mr. Swann met the Committee of Finance and apprised them of
the situation of affairs, and the necessity of a most determined effort to
realise the residue of the coupon bonds, in order to complete the road to
the Monongahela river, and thus beconie entitled to the half million
subscription of the city of Wheeling. The occasion was oue of the deepest
interest. The danger was imminent, but was met by the head of the
Company with his characteristic firmness, and the course he proposed to
adopt was sanctioned by the committee. After repeated advertisements
and other unsuccessful efforts, Mr. Swann at length procured an offer for
the whole of the bonds at eighty per cent. In the then state of the money
market, the temptation of so low a rate was absolutely indispensable to
induce capitalists to change their securities and bring their money to
Baltimore, to be invested in the bonds of a Company, whose work could
hardly be expected to prove remunerative for a year or two. H.aving
received this offer, he promptly convened the board, and submitted it to
their consideratiou. Convinced that its acceptance would, iu all
probability ensure the completion of the work, and that, as it was the
best that could be procured, its rejection would as certainly result in an
indefinite postponement of operations, he did not hesitate strongly to
urge the former, and after a full aud lucid development of his views, he
waa authorised by the board to make the sale at the above rate. Nor was
he mistaken as to its effects upon the prospects of the Company and the
progress of the work. It has been recently referred to by one well
acquainted with the history of the Company and the condition of its
afi'airs at the time, as " the tuming point in the progress aud success of
the road." And yet no act of Mr. Swann's administration has been more
bitterly assailed than this. The nominal sacrifice was indeed great, and

108 RAMBLES IN THE PATH OF THE STEAM HORSE.
Financial course of the board indicated.
to those whose vision cannot penetrate the surface of affairs, may have
seemed enormous ; while to the more sagacious, at the time, and to all,
now, it is evident that however great the pecuniary loss, a suspension of
the work for even a few weeks would have resulted in a far greater loss
in dollars and cents, and would have been disastrous, if not ruinous, in
its effects upon the credit of the Company and their ability to resume
operations at a future period, and permanently injurious to the com
mercial prosperity of the city of Baltimore. It is precisely in such
circumstances that men with the firmness, decision and energy of Mr.
Swann are required — men who, confident that they are acting with
singleness of purpose, under the dictates of their best judgment, and
with a full knowledge of all the circumstances of the case, have the
independence and the boldness to encounter the obloquy of public
sentiment, until time, in its certain progress, has made apparent to all
the wisdom of their course and the uprightness of their intentions. In
the succeeding annual report, Mr. Swann thus vindicates himself and
those who had acted with him :
" The position of the Company at this critical juncture, made it
important that no timid or temporising policy should mark the pro
ceedings of the board, in the endeavor to place themselves in a position to
meet any contingency which was likely to arise. After a period of
unprecedented ease and abundance, the board found themselves, almost
without warning, in the midst of a financial crisis, with a family of more
than five thousand laborers and oue thousand horses to be provided for ;
their treasury rapidly growing weaker, and their monthly averages
largely exceeding two hundred thousand dollars. They had undertaken
a work of no common magnitude. The commercial existence of the city
of Baltimore, it was well known, depended on its prompt and successful
prosecution, and to have faltered at this critical juncture, at any hazard,
however remote, of endangering the great interests entrusted to their
charge, would have been to have deliberately invited the just censure of
those to whom they held themselves accountable.
With these views the board could not for a moment hesitate as to the
proper policy to be pursued. After repeated efforts to bring their bonds
to the favorable notice of capitalists, at home and abroad, they finally

RAMBLES IN THE PATII OF TIIE STEAM HORSE. 109
Financial course of tho board Indicated.
succeeded in negotiating a sale of the whole amount applicable to con
struction, at a limit of eighty per cent.
In reviewing the financial policy of this Company, there ia no mea
sure which, it is believed, has contributed more to its substantial aud
lasting benefit than the sale of the coupon bonds, at the time and under
the circumstances which attended that transaction.
The securities of this Company, sound as the board believed them to
be, could not claim, in the then unfinished state of the road, to stand upon
a better footing than those of the other works of a similar character ; aud
it is a source of pride rather than regret, that this Compauy should have
been called to account in any quarter, for supplying their wants upon
terms at least as advantageous as any similar work in this country, and
more so than a majority of those whose prospects were such as to give to
their securities the character of safe and permanent investments.
One of the consequences anticipated by the board, from the arrange
ment for the sale of the six per cent, coupon bonds, was its effect upon
any future negotiation in which the Company might find it convenient to
engage. Accordingly, on the 24th of March laat, proposals were issued
for a sale of the remaining §700,000 of the bonds, which had been esti
mated by the president in his report of October, for stocking the road.
The aggregate amount bid for under this call, was more than §3,300,000,
at rates ranging from eighty to ninety per cent. These bonds were sub
sequently awarded to the successful applicants, at an average of about
eighty-seven per cent.
Considering the state of the money market, in the relation which it
bore to the former sale, it will be seen that the first transaction compared
most favorably with the latter, and that both exhibited results in the
highest degree encouraging to the credit of the Company, and their
ability to bring their great work to a successful termination.
In the accomplishment of an enterprise of such fearful magnitude, it
haa been the policy of the Board to reduce their money wants, whenever
favorable opportunities occurred, without regard to fractional losses.
Tbe discount to which they might be exposed in the sale of five hundred
thousand or a million of bonds, was believed to represent but faintly the
more ruinous sacrifices to which they wonld have been subjected by the
10

110 RAMBLES IN THE PATH OF TIIE STEAM HORSE.
Opening of the road to Piedmont, Va.
delay of a single month, in the opening of their road, to say nothing of
the risk of a financial crisis, a total suspension of their work, and a
general withdrawal of the public confidence, consequent upon the post
poneraent of the prospect, which for so long a period has sustained this
board and the community in their untiring efforts to open a communica
tion with the resources of the great West."
The opening of the road to Fairmount, ou the Monongahela, took place
on the 22d of June, 1852. The proceedings on that occasion are full of
interest, and give evidence of an increasing confidence and enthusiasm
on the part of the public, inspired by the steady aud rapid progress of
the work. Mr. Swann's speech in reply to a complimentary toast, com
prises the best history we can give of the state of things at the time, —
briefly reviews the paat and anticipates the future. We therefore subjoin
copious extracts. Addressing the authorities and citizens of Baltimore,
who had just passed over the whole ofthe completed portion ofthe road,
he said :
" When I had the pleasure to participate with the municipal authori
ties of the city of Baltimore, on the occasion of the opening of the first
division of this road from Cumberland to Piedmont, in July last, I felt it
my duty to abstain from any public demonstration which might have
been construed into exultation on the part of those who had charge of
this work, in what had been accomplished up to that time.
Although, gentlemen, I had no desire to repress the feeling of pride
with which, as Marylanders, as Baltimoreans, you seemed to view the
boldness of the undertaking and the success which had attended its pro
gress, I could not banish from my view, in its vast aud terrific magnitude,
the unfinished liue of road over which you have passed this day — its
mountain summits, its heavy embankments, its tunnels, its bridges, and
all those stupendous physical developments which, while they filled you
with wonder and amazement, seemed almost to defy the power of man,
in the effort which was then making to render them subservient to your
wants. I did not feel, I repeat, with auch a proapect before me, that I had
any right to rejoice with you on that occaaion. The reaponsibility of a
mighty work waa upon me ; and I deemed it proper and becoming in all

R.V.MBLES IN THE PATH OF THE STEAM HORSE. Ill

Opening ofthe road to Piedmont, Ya. — Mr. Swann's speech.

those who were in any way connected with it, that thoy should await
quietly and patiently the more matured results of their labors.
That feeling of restraint, gentlemen, has in a measure passed away.
A brighter prospect is open before you. You are now well advanced in
your great march. After a year of financial embarrassment, in which the
whole country has more or less participated, and from which this Com
pany have emerged with renewed credit, with reinvigorated strength ;
after toils and difficulties in which your engineer corps (and I avail
myself of this occasion to make known my acknowledgments) have borne
themselves in a manner worthy the enterprise in which they are cm-
barked, you are now standing on the banks of tho Monongahela river.
You have reached the first tributary of that great valley to which your
atteution has been so long and anxiously directed. Yes, gentlemen, you
have taught the proud Alleghany to bow his head, aud the hitherto
undisturbed valleys of the wild and primitive region through which you
have passed, to re-echo the brilliant achievement you have this day accom
plished. If you will refer to the records of this Company, the reports of a very
late period will furnish confirmation of what I say. You will find the
point where you are now standing — the Monongahela river — the supposed
limit of the ability of this Company without some intermission iu its
labors, to complete its connection with the Ohio river. It was here that
the Company meant to take a breathing spell. It was deemed glory
enough for one effort to have formed your connection with this noble
river, without looking to the more cheering prospect beyond it. Wheu,
iu the address which I had the honor to make to the board in October,
1849, it was announced as the purpose of the Company to place the ex
tended line of road under contract from Cumberland to Wheeling, a dis
tauce of more than two hundred miles, at a cost of nearly seven millions
of capital, it waa viewed as little less than madness by a large class of
your community, and I may say, with a due share of allowance by all.
The agreement with the city of Wheeling in July, 1847, recognises the
probable necessity for constructing the road by sections, and the Monon
gahela river as a poiut where it would be likely to halt in its progress.
" But, gentlemen, the history of this Company for four years past

112 RAMBLES IN THE PATH OF THE STEAM HORSE.
The progress ofthe Koad. — State of the public sentiment.
abundantly shows, that its policy has not been one of procrastination.
We desire no breathing spell wheu the enemy is at your gates and almost
in your very camp. It is well known to many of those present, that
while discussions were still going on in your community as to the com
parative eligibility of the various termini on the Ohio river, which had
been indicated, discussions which had been continued for more than ten
years without profit or result, when it was well known that the law of
1847, the present Virginia charter of the Company, allowed no latitude in
the selection of a terminus, this Company had the entire line of their
great work under .contract and in active progress of construction, and
before it was finally determined by the publio whether it would be really
practicable to overcome a grade of one hundred and sixteen feet, another
of the bug-bears which threatened to retard your progress, the locomotive
was gently gliding over the mountain summits behind you, putting to
shame the faint hearts that would have shrunk from so bold and daring
an experiment. Gentlemen, this Company have pressed on in the face of
the most formidable embarrassments. They have as yet taken no step back
ward. They have promised to stand with you on the banks of the Ohio
river in January, 1853, and it remains to be seen whether they will keep
their pledge with the public.
So far, gentlemen, I have seen nothing to shake my confidence in
the results of the future. It is a source of unmingled satisfaction to
me, and it must be equally so to the members of the board who have
been associated with me, that some of those who have been most dis
trustful of the results of this great work, who have anticipated its
utter failure, are now urging the necessity of the largest equipments to
accommodate the trade that must flow in upon you, on the day of its
completion. There is a feverish anxiety prevading the public mind
upon this subject.
The discussion now going forward is no longer as to the practicability
of working high grades, nor as to the sufficiency of the credit of the
Company to supply the means to build their road, but as to their ability
by any preparation which it will be in their power to make, to provide
for the overwhelming trade thai is certain to be realised I Suoh a state of
things cannot fail to be gratifying to those who have lived through so

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 113

Eivalry of Philodclphia.— Superior position of Baltimore.

much of censure and disparagement, in their efforts to give to the city of
Baltimore the benefits of this great work.
But, gentlemen, if this board have been trusted in bringing your
road to its present advanced stage of maturity, we may hope to quiet any
unnecessary anxiety on this point. They have never lost sight of the
fact that the Baltimore and Ohio Railroad is to be the shortest connecting
link between the commercial centres of the great West and the Atlantic
seaboard. Their provision for trade hereafter must be made upon a
scale commensurate with the importance of such a line. You have now
au equipment almost equal to that ofthe Erie Railroad of New York, and
by the first of January next, or shortly thereafter, you will have a power,
in machinery and cars, greater, it is believed, than that of any other
railroad in this country, aud capable of yielding a return of more than
S4, 000,000 of revenue.
I am quite aware, gentlemen, that efforts are now making, both east
and west of the Ohio river, to counteract the influence of your great
work. Philadelphia, after ridiculing the idea of a terminus at the city
of Wheeling, is now urging upon her citizens, through her board of
trade, to stretch her strong arm to this same point. She is even looking
to a competition with yon at a more southem terminus. Her feverish
anxiety may well be inferred, when you see her embarking in such
desperate enterprises, at such an immense outlay of capital, when her
own favorite line to Pittsburg is yet incomplete and a borrower in the
market. It is true that a great deal may be accomplished by capital ;
but yon are indebted to nature for a position that cannot be interfered
with by arbitrary combinations. You have only to persevere in your
plans. The very restlessness on the part of your great rival, is the best
evidence of the apprehension which is felt in the strength of your position.
But if Philadelphia seeks to divide with you the trade of the central line
of Ohio at Wheeling, what is her situation at Parkersburgh, when the
Northwestern road shall be completed aud in connection with tbat point ?
You will have the shortest connecting Hnk between the east and west ;
you will have an advantage of nearly one hundred miles in distance. I
plant myself upon its capital, and defy any one to show that you will not
10*

114 RAMBLES IN THE PATH OP THE STEAM HORSE.
Commercial advantages of Baltimore. — Her future prospects.^
command facilities greater than any other existing or projected road,
between these two grand divisions of our tJnion.
We have heard it argued, that while these facilities would give to the
city of Baltimore the control of a heavy tonnage, they might not exercise
the same influence over travel ; that other roads would off'er greater
temptations. I can only say, gentlemen, that the producer who ships his
flour, his tobacco, his live stock, or any other products of his labor,
to the nearest market on the seaboard, will be very apt to follow it him
self, to see that justice is done him by those to whom it may be consigned.
We are too apt to assume that Baltimore is to continue what she now is
to some extent, a mere place of transit to more favored markets. If your
position is a good one, why should not your closer proximity to the west
build up a great market here — I mean an original market ?
You have advantages over any of your northern rivals. It is not
sufficient for them to show that they can connect with Cincinnati and
other western cities by their own lines, nearer than through the city of
Baltimore. Let them show how they stand as to distance, compared with
the market which you off'er them. This is the true issue, and if you can
present even equal facilites in your foreign and coastwise connections,
your triumph is complete. If you have no advantage in your climate, in
your geographical- position, in the very centre, as you are, of the states
bordering on the Atlantic seaboard, and your easy access to the ocean, it
would be useless to expend millions upon the great line of road in which
you are now embarked.
I do not purpose, gentlemen, to take up your time in discussing
the advantages of your geographical position. They are already too
well understood to require aid at my hands. A reference to the map
will furnish the best answer to all the attacks that have been made upon
you by your more jealous adversaries. While these assaults have been
going forward, your march has been steady and persevering. You have
been intimidated by no threats of rivalry. You have been controlled by
the single purpose of doing justice to yourselves, without regard to the
bolder pretensions of others, however threatening and formidable they
have been made to appear.
Gentlemen, the path of this Company, has not been without its

RAMBLES IN THE PATH OF THE STEAM HORSE. 115
Predictions of failure. — The Company in ** tight places."
embarrassments. We may truly say that we have battled every foot of
ground over which you have passed in reaching this point. How often
has it been proclaimed, that this great work would break down ; would
terminate ingloriously in the mountains, or among the rocks through
which you have so fearlessly cut your way. Your presence here to-night
has falsified predictions that were uttered with a boldness well calculated
to shake the faith of the most sanguine and confiding. Even before your
treasury was replenished bythe sale of your last bonds, it was proclaimed
that this Company would soon be in a ' tight place.'
Gentlemen, this thing of being in a ' tight place' is by no means new
to the members of the board with whom I have acted.
When an effort was made in the legislature of your own Stato to
change the direction of your road from its adopted terminus at Wheeling
to a raore northern one at Pittsburg, with which you were already con
nected by the Susquehanna road, in which both the State and city were
deeply involved — a policy which continued to be watched by Philadelphia
with the most intense anxiety up to the latest moment, and which, if it
had prevailed, would have raised a monument to her successful diplo
macy, more towering than the noble column that stands in your midst,
to herald the fame of that illustrious man who first conceived the idea
of uniting the waters of the Ohio and Chesapeake — I say, gentlemen,
when this effort was going forward — an honest effort it was, too — with
even doubtful prospects of success, this Company was in a 'tight place.'
When, in 1847, your road was about to be placed under contract, and
it was discovered for the first time that the left bank of the Potomac had
been pre-occupied by the Chesapeake and Ohio canal, and it waa impos
sible to move one single step without the consent of a Company with
whom you had for some time stood in relations of antagonism, you were
again in a ' tight place.'
When at a later period a party waa formed in your community to pro
claim the impracticability of working a grade of one hundred and sixteen
feet, and the credit of the Company was beginning to sympathise with
the general panic which had been created by so bold an assault, you were
in another ' tight place.'
Even as late, gentlemen, as the past winter, when a financial crisis

116 RAMBLES IN THE PATH OF THE STEAM HORSE.
The embarrassments and difficulties ofthe road reviewed.
had shut up the avenues of trade, and driven from circulation the ordi
nary supplies of capital ; when money was difficult to be procured at any
fair rate of interest, when your treasury was nearly exhausted, your
monthly disbursements exceeding two hundred thousand dollars, and
you had five thousand laborers upon the line of this road, to be cared for
and sustained, you were in such a place, gentlemen, as I would not desire
to occupy again, if it should be allowed me to live a thousand years.
You have been in ' tight places' at home and abroad ; in the legislature
of your own State, in the legislature of Virginia, among rival and con
flicting interests. But, gentlemen, you have contrived to emerge from
your troubles, formidable as they have been. You have passed unscathed
through the fiery ordeal ; and you are now standing, more confident than
ever, having more of the public sympathy than ever, upon the banks of
this beautiful river, with the lofty summits of the AUeghanies behind
you, and your iron arra stretching away to the far-off waters of the
Chesapeake. These embarrassments have at no time taken me by surprise ; they are
the concomitants of a bold and mighty undertaking ; they are incident to
all great works like the present, and I deem it no more than just to
myself to say here, in the presence of this distinguished company, that
had they been ten times more formidable than they have proved thus far,
I would rather have encountered the risk of verifying the predictions that
have been so confidently hazarded — of ' burying myself in the gorges of
the mountains' with which we have so triumphantly grappled — with the
ruins of this splendid work as the only monument to mark my connection
with the public affairs of your State and city, than I would have relaxed in
ane single effort to give to the State of Maryland the benefits of this great
National Highway! I say, gentlemen, that I would have gloried in the
ruins of this stupendous work, as a prouder inheritance to those who
came after me, than all the honor that would have been heaped upon
those who would have stood in the way of its successful prosecution.
Gentlemen, a few months now will bring you to the close of your labors,
and it will then be seen whose voice has been prophetic. I have indulged
in no extravagant speculations. I may not be connected with this work
when the matured fruits of your labors begin to flow in upou you. I

RAMBLES IN THE PATH OF THE STEAM HORSE. 117

The subscription of ^Tieellng. — Tho prospect,

trust, gentlemen, it will have passed into abler and more competent
hands. But it will always be a source of pride to me, greater than the
applause of senates, more to be courted than the renown of the battle
field, that my humble name should have been connected with an enter
prise to which the progress of internal improvements in this country
offers no parallel, and which is destined to dispense its blessings to the
present as well as future generations, not only in the State of Maryland,
but throughout the Union."
The subscription of the city of Wheeling stipulated for in the agree
ment of July, 1847, was now earned, the Company having complied with
all the required conditions ; and the amount being provided by a sale of
her bonds guaranteed by the State of Virginia, in the New York market,
added $500,000 to the available means of the Company.
The end was now near at hand. The threatening clouds which had
so long hovered over the prospects of the Compauy, were beginning to
disperse. The skepticism which had ridiculed the idea of a connection
with the Ohio, was now disposed to await the progress of events, and to
suppress its raven prophecies. Mr. Swann clearly saw that the final suc
cess of the great work, which had cost him so much toil and so much
anxiety, was even now beyond the reach of accident, and that to him
would belong the merit of having urged this stupendous enterprise
through a series of almost unparaUeled difficulties and embarrassments
to the desired consummation. The means to effect it had been provided,
the goal was in sight, the hour of triumph was at hand — a triumph such
as had not been surpassed in the progress of intemal improvements in
this or any other country.
" On the first day of January, 1853," said the Chief Engineer, Benjamin
H. Latrobe, Esq., in his speech at the celebration held at Wheeling to
commemorate the great event — " On the first day of January, 1853,
true to the time appointed two years before, the first passenger train from
Baltimore arrived upon the bank of Wheeling creek, in your city. There
was no contrivance of mine in this ; it was but the final consequence of a
series of exertions with but few parallels, perhaps, in the history of such
works. We did our best to accomplish it a month earlier — a week earlier
— a day earlier — all would not do. The Baltimore and Ohio Railroad was.

118 RAMBLES IN THE PATH OF THE STEAM HORSE.
The road finished to Wheeling.
it seems, to be finished on the first day of January, 1853, as promised ;
and it was so finished in fact." The celebration, however, did not take
place until the 12th, on which day a distinguished company, including
the Governors of Virginia and Maryland, and many members of the legis
latures of both States, who had been conveyed in the cars of the Company
to Wheeling, were formally received by the authorities of that place ;
which ceremony was succeeded by a dinner provided by the liberality of
the citizens. On both occasions, speeches were delivered by the distin
guished guests and their entertainers. Mr. Swann replied to the welcome
of the Mayor, but spoke at greater length in the evening, responding to
a complimentary toast, which was received by the company with the
most hearty and enthusiastic applause. He rapidly reviewed the history
of the work, and spoke eloquently of the prospects its completion opened
to Baltimore. Our limits forbid us to quote largely from this speech, and
there is less occasion to do so, as that history and the views and feelings
of the speaker throughout its progress, have been given at greater length
in the previous pages. In the common estimation, this will doubtless be
considered his true hour of triumph ; and the feelings with which he must
have regarded the actual passage of trains of cars to Wheeling, amid the
acclamations of his distinguished auditory, cannot be described, nor even
adequately conceived, except by those, and they are very few, who have
been placed in similar situations. He had commenced his task under
circumstances pregnant with discouragement rather than hope ; he had
steadily pursued it, notwithstanding most formidable difficulties and ob
stacles, which compelled him frequently to change his plans, but never
his purpose ; and now the task was accomplished, his great labor was
completed. Well and properly might he have indulged in exultation, but
there is little of it in his speech. So strong had been his faith in the
result, so settled his conviction of the eventual success of a project which
united so many interests, and so well founded his confidence in the plans
and combinations he had matured from time to time, that he was more
likely to view its ultimate as the necessary consequence of preceding
events, than as the happy termination of a doubtful project, as it probably
appeared to many. For these, exultation would be the appropriate ex
pression of their hardly expected gratification ; but his was of those deep

RAMBLES IN THE PATH OF THE STEAM HORSE. 119
The rood finished to Wheeling.
and intense feelings we are seldom desirous of exposing to the world,
because they are so peculiarly our own, that they cannot be appreciated
by others. While Mr. Swann had been prompt on every proper ocoasion to
acknowledge the valuable co-operation and assistance of others, yet all
will admit that his responsibilities were different in kind as well as
greater in degree. His appreciation of the triumph, for such it truly
was, must therefore have differed as widely from theirs, and there were
very few, if any, who could enter into or fully sympathise with his
feelings. But, iu fact, this was not his hour of triumph, or was but its
prolongation. Those who have attentively read the long extract from his
speech at Fairmount, will be disposed to believe that he regarded, and
more properly, that epoch as the accomplishment of the task ho had vol
untarily undertaken. It is true that many miles of road remained
to be constructed, but the moral diffieulties that had so long stood in
his pathway and obstructed his progress to the goal, the view of which
they could never obstruct, had yielded one by one to his indomitable
energy and perseverance, until no more remained. The waters of the Ches
apeake and Ohio, were then, in point of fact, united, and what had been
but expectation, had become certainty. Had he been doomed to perish
then, overcome by the anxieties and labors of his position, his fame was
assured, and the monument which is destined to perpetuate it would still
have been, most emphatically, his monument, by whomsoever completed.
We have alluded to Mr. Swann's readiness to do justice to those who
were associated with him in his labors. We have been reluctantly
compeUed to omit several passages of this kind, occurring in the reports
and addresses from which we have quoted. To show that the praise
bestowed on these occasions was heartily and not grudgingly given, and
as characteristic of the man, we subjoin the following passages from his
speech at WheeUng :
" In 1842 this road was extended to the town of Cumberland, in the
state of Maryland, under the auspices of my immediate predecessor,
(Hon. Louis McLane,) after a delay of many years, and under embarrass
ments, which I shall not pause here to enumerate. I deem it due, how
ever, to that eminent man to say, that he labored always with a single
eye to the advancement of the important interests entrusted to his charge,

120 RAMBLES IN THE PATH OF THE STEAM HORSE.
The road finished. — Mr, Swann and his official associates.
and the ultimate success of an enterprise, which he deemed not unworthy
the distinguished reputation he brought into the administration of its
affairs."

I have said that I have no more of merit than is shared by every
member of this board, whp have been associated with me in the manage
ment of this road. It is with pride I say here, that during my whole
connection with this Company, there has been no single occasion where
any division has taken place in our councils. In a board of thirty
gentlemen, differences of opinion might be expected to arise ; but it has
never been our misfortune to present a divided frout, in any measure
which it was our purpose to accomplish."
To the Chief Engineer (Benjamin H. Latrobe, Esq.,) I should not
feel that I had done my duty, if I did not return my acknowledgments.
At times, when I would have sunk under the embarrassments with
which I have been surrounded ; when I could have sought the uttermost
parts of the earth that I might be at rest ; that gentleman has sustained
me by his support, and often furnished me with the weapons, by which
I have been enabled successfully to combat the fierce assailants by whom
our path has been obstructed. I make this acknowledgment in justice
to an officer, whose unpretending modesty has been surpassed only by
his purity as a man, and his skill and genius as a professional engineer.
To the subordinate officers of the Company, one and all, I feel under
obligations which it gives me pleasure to recognise in this public
manner." Previously to the opening of the road to Wheeling, the grounds now
occupied as the iuner station of the Company at Baltimore had been
purchased, and contracts had been made for the engines aud cars
necessary to operate the extended line. The estimate of the general
superintendent was based upon a revenue of $4,000,000, and the power
and stock necessary to accommodate the trade expected at the Ohio
river, was to be provided ou a scale of corresponding magnitude. The
expenditures on account of construction had not ceased, and more than a
million of dollars being required to meet the demands anticipated from
this source, Mr. Swann deemed it prudent to resort to the temporary

RAMBLES IN THE PATH OF THE STEAM HORSE. 121
Provision for the trade of tho road. — Roalgofttlon of Mr. Swann.
obligations of the Company, falling due in one, two and three years.
This course was strongly urged by the consideration that iu the event of
a failure of the revenue to meet these obligations, they could be funded
from time to time with greater facility, and upon more advantageous
terms, than when the road was still unfinished and many pressing
demands were to be met. His views of the policy of the Company were
fully explained in the financial statement he presented to the board on
the eve of his retirement from the presidency.
The time for that event had now arrived. Mr. Swann had never pro
posed to retain the presidency beyond the completion of the road to the
Ohio river, and his friends and those associated with him were well aware
of his intention to retire at that time. Accordingly, at a meeting of the
board held ou the 13th of April, 1853, he requested Mr. George Brown
to take the chair, aud leaving in the hands of the secretary, a communi
cation addressed to the board, which we here subjoin, retired from the
room. " Gentlemen, in accepting the oflSce of president of this Company, moro than
four years ago, I announced to the board, that my services could not be extended
beyond the period when an uninterrupted line of communication would be opened
from the Chesapeake to the Ohio.
From that time to the present I have been discharging the duties which have
devolved upon me, as your presiding officer, to the almost total neglect of every
other claim upon my time. Stimulated by the magnitude and importance of the
undertaking, and its anticipated results to the City of Baltimore, and the State at
large, I have been encouraged to encounter the many sacrifices, both of a domestic
and pecuniary character, which the situation has imposed.
While there was occasion for sacrifices on my part, I was willing to forego every
other consideration in the effort to make myself useful to the public. The period
has now arrived when these influences have ceased to operate, having remained
with you nntil the last obstacle has heen removed towards placing the whole line
of your great work from Baltimore to Wheeling in successful operation.
The duty of reorganizing and working the road must now devolve upon other
and more competent hands, and I have deemed it due to myself that I should tender
to yoa my resignation of this office.
In thus severing a connection which has existed since my appointment to this
place — a connection which has been marked by a unanimity seldom witnessed in
transactions of so complicated and varied a character — I cannot permit the oppor
tunity to pass without expressing my most sincere and grateful acknowledgments
for the uniform kindness and forbearance with which I have been supported by
every member of the board in all the leading measures of my administration; and
11

122 RAMBLES IN THE PATH OF THE STEAM HORSE.
Resignation of Mr. Swann. — Resolutions of the Board.
I would farther add, that without that cordial and nnited support, I should, on
more than one occasion, have sunk under the embarrassments with which I have
often found myself surrounded.
Assuring you, gentlemen, of my interest now and at all times in the success of
the great enterprise entrusted to your charge, and thanking you for your uniform
kindness, I remain, Ac., THOMAS SWANN."
The board accepted the resignation by passing the foUowing resolu
tion : " Resolved, That the board have learned with deep regret, by the
communication of the president just read, his determination to resign
the presidency of this Company ; but as they feel they have no right to
require of him any further services, after the faithful manner in which he
has already devoted himself to the Company, when it is his desire to be
relieved from the duties and labors of the office, they cannot refuse his
request, and therefore respectfully accept his resignation.''
By another resolution, a committee of three was appointed to commu
nicate to Mr. Swann the deep-felt thanks of the board for the able,
faithful, energetic and devoted manner in which he had administered the
affairs of the Company and accomplished the great enterprise in which
they had so long labored, and to express to him the sentiments of high
respect, regard and esteera entertained toward him by the members of
the board, and their sincere wishes for his continued prosperity and
happiness. The Committee, which consisted of Benjamin C. Howard, Columbus
O'Donnell and Henry S. Garrett, in their letter enclosing the resolutions,
say they " would but imperfectly discharge their duty, if they did not
add their individual and personal testimony to the great value of the
services which you have rendered the Company, while surrounded by
every species of difficulty, physical, political, and pecuniary. At length
the great object is accomplished. Man has triumphed over the mountains
whose lofty summits and deep chasms appeared to forbid every species
of transit. The little streams which meandered through the deep gorges
of the Alleghany, seemed to be the only moving things allowed by nature
to interrupt her profound silence, until human skill and boldness, under
your decisive management, pierced the hills and spanned the ravines.
* * * In looking back upou the history of the past four

RAMBLES IN THE PATH OF THE STEAM HORSE. 123

Mr. Swann's services. — Opinion. of Charles Ellet.
years, we find in every part of it, abundant evidences of your intelligence
and firmness."
No individual has over retired from a public position upon whom com
pliments were profusely showered with more sincerity and less of reser
vation. The enterprise with which he had been connected, had been
regarded, as it ever must be, as one of national importance. It was the
first railroad on an extensive scale that had been undertaken in this
country, and for many years the only one which proposed to unite the
east and west by scaling the formidable mountain barriers which, as it
were, previously hid them from each other. The experience derived
from the construction and working of this road, the improvements made
by those connected with it, or immediately interested in its success as an
experiment, for such it emphatically was for mauy years after its in
ception, and above all, the confident and unyielding perseverance with
which it had been generally prosecuted, had stimulated similar under
takings in various parts of the country, and its progress had been watched
with solicitude from every quarter. We could cite many tributes to Mr.
Swann's ability, energy, perseverance, boldness, and decision, uttered at
every period of his administration and emanating from every section of
the country, were it necessary to convince the reader of the public
appreciation of his eminent services. We content ourselves with the
following, from Charles Ellet, Esqr., an engineer of the highest profes
sional reputation. In a published letter, in which he urges Philadelphia
to push on the construction of the Hempfield Railroad, and assures her
that the Baltimore and Ohio Railroad would be completed to the Ohio
river at the appointed time, he says :
" That Company is moving now under an administration such as have
never before directed its progress. They have no traitor iu their board
to lull them into inactivity with the syren song. There is no need of
energy, or industry or preparation. Bold, eloquent and confident ; a
chaste and forcible writer ; a gentleman of open and unconcealed address,
their able and efficient president plans, resolves and acts. Sustained by
an engineer at once skilful, experienced, energetic and cautious, his
action is always direct and always successful. I know those people, for
I have encountered thera and measured their strength.''

124 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Board of Directors, on thc completion of tho road.
When it is remembered that Mr. Ellet was the engineer of Wheeling
during the prolonged controversy with that city, this appreciative testi
mony must be allowed the weight due to that of a well-informed, distin
guished and impartial witness.
We have thus endeavored to present a connected narrative of the
affairs of the Baltimore and Ohio Railroad Company, extending over a
period of some twenty-six years. We have sought to let the reports of
the Company and other official aud semi-official papers tell the tale, aud
as far as possible, in their own language ; our labors being principally
confined to compilation and condensation. We have necessarily omitted
much that would have contributed to enhance the public appreciation of
the eminent abilities that have, from the commencement, been enlisted
in the work ; having been constrained to confine the narrative to the
more prominent acts and results of its policy. The reader who has
attentively perused what we have been able to lay before him, will be
struck with the number and magnitude of the events which mark its
history. The names of the Directors, under whose auspices the Baltimore and
Ohio Railroad was completed, (among whom it will be observed that
George Brown, Esq., is the ouly one who, in that capacity, saw " the
beginning and the end,") are as follows :
Thomas Swann, President of the Company.
(Elected by the Board of Directors annually in October.)
Directors, on the part of ihe Stockholders.
Benjamin Deford, Fielding Lucas, Jr., Charles M. Keyser,
William McKim, James Swann, Edward Patterson,
Columbus O'Donnell, Johns Hopkins. Samuel W. Smith,
James H. Carter, John I. Donaldson, Nathan Tyson.
Representing the State of Maryland.
(Elected annually, in March, by the Board of Public Works.)
George Brown, William D. Bowie, Henry Garrett,
Benjamin C. Howard, A. B. Hanson, Peter Mowell.
Joshua Vansant, James J. Lawn, Daniel J. Foley,
Dr. Howard Kennedy,

RAMBLES IN THE PATII OF TIIE STEAM HORSE. 125

Election of WiUiam Q. Harris'tn, to tho Presidency of the Company.
Re2)res€nting thc City of Baltimore.
(Elected annually by tho City Council.)
Jacob G. Davies, *John H. Ehlen, 'John T. Farlow,
James A. Bruce. Wesley Starr, *Mendcs I. Cohen.
•Thomas 0. Sellers, J. J. Turner,
J. L Atkinson, Secretary and Treasurer of the Company.
(Elected by the Board of Direct* ts annuoUy.
The City Directors marked thus * being ineligible again, were replaced
in February, 1853, by the following gentlemen :
Hugh A. Cooper, Thomas H. Hellen,
John Hoffman, Cyrus Gault.
Upon the retirement of Mr. Swann, William G. Harrison, Esq., one of
the most influential and prominent merchants of Baltimore, was elected
to fill his place ; and has presided over its affairs up to the present
moraent. We have not the honor of an acquaintance with him, and
know little of the policy which now controls the management of the
road ; but we only assert what appears to be the universal opinion, that
the momentous and complex affairs of this great corporation, having in
its operations such a treraendous controUing influence over the whole
business aspect of the city and State, could not possibly have fallen into
abler and more trustworthy hands.
Having thus reviewed, at some length, though in a manner necessarily
incomplete, the main features and incidents comprising the remarkable,
eventful, and, indeed, romantic historical career of this iron-bound high
way, our limits admonish us that it ia time to turn our attention in
another direction. The reader, after having heard so much of the diffi
culties, adventures and " hair-breadth escapes" of the road, beginning
with its infancy, and accompanying it throughout its long journey to
mature age, is doubtless ready to hear something of its physical aspect
and features — something of the people, the country, the scenery, and the
resources that are now identified with its route. Whether such be his
desire or not, it is ours ; and we shall proceed, without further preUmi
nary, about our business. (What a relief to step down from the purely
historical and statistical— from the stiff, unbending matter-of-fact, to the
11*

126 RAMBLES IN THE PATH OP THE STEAM HORSE.
Washington — Spottswood. — Swann. — Road over the AUeghanies.
airy, light, breezy style of description ! Ah, we already feel relieved !
But this is a " long road to travel !")
One hundred years ago, come October, Governor Dinwiddie, of Virginia,
despatched a certain George Washington, gentleman, aged twenty-one,
on a mission to the French authorities and Indians on and about the Ohio
river. The commission was full of peril and difficulty, as well as momen
tous interest to Virginia and the neighboring colonies. The country
through which he was to pass, was an unbroken wilderness — the steps
of the adventurous white man had not yet ascended to the grassy glades
of the AUeghanies. Indeed, it was comparatively but a few years pre
viously — (some time about the year 1714, for the historian hath neglected
to " make a note" of the precise date) — that Governor Spottswood, at the
head ofa troop of horse, " overcome the Blue Ridge," which had always
been regarded as an almost impenetrable barrier to the progress of the
colonists in their westward course, and, as a natural result, the beautiful
and fertile valley beyond was discovered. In commemoration of this
event, the Governor received from the king of Great Britain the honors
of knighthood, accompanied with a miniature golden horse shoe, inscribed
with the words " Sie jurat transcendere montes" — vulgo, " Th'us he swears
to cross the mountains."
Whatever may be thought of the exploit nf Governor Spottswood, in
crossing the Blue Ridge — (which, we may as well remark as we go along,.
is the most eastern chain of elevation belonging to the Appalachian sys
tem of mountains, and forms what is generally termed the " back-bone''
of the respectable old Dominion,) it bears no comparison whatever with
that of young Washington. Instead of a few small ridges, he had a
series of lofty mountain ranges to overcome — the AUeghanies, towering
amid the frosty regions of the firmament, stretched out before his indomi
table gaze in all their primitive wildness and savage inhospitality.
Everything, in truth, opposed his progress ; the elements and seasons ;
the hills, the glades, the awful precipices and deep-worn chasms ; the
trees, the wild beasts of the forest, and, finally, fatigue and hunger ; —
but above all, and beyond all, the Indians themselves, then full flushed
with hostUe, bloody, and ever-defiant tomahawks ! And yet his journey,
every body knows, was terminated successfully ; while the record of its

RAMBLES IN THE PATH OF THE STEAM HORSE. 127

First road over the AUeghany Mountains.

incidents, subsequently published in England, formed the ground work
of the colonial war with the French and Indians.
The path thus cut out by the young surveyor of Virginia, afterwards
indicated tho course of the great national highway, between the waters of
the Chesapeake bay and the Ohio river ; and, almost parallel with this
once stupendous thoroughfare, is the iron-track of tlie Steam-Horse, now
affording the shortest and only complete connection (under the control of
one Company,) between the railway system east of the AUeghany moun
tains, and the more wonderful system of navigable streams and interior
railway communication— extending with extraordinary rapidity — west of
them. For crossing the Blue Ridge, old Governor Spottswood was
knighted by his grateful King ; and even Washington, in penetrating
the pathless wilderness, laid down the foundation for his subsequent
glorious, unparalleled, undying achievements ! Now, what should be
done with the man who has so recently, and with entire success, urged the
ponderous and mighty steam-horse over all these mountains; and has
thus, in point of fact, and in point of real boldness of purpose and stamina
of enterprise, far eclipsed every similar effort of modern times ? What
should be done with him ! We don't know ;— but let a grateful commu
nity keep a look out for him ; he deserves at any rate to be watched !
The labors of young Washington have been duly appreciated, and
entered upon the sacred page of the historian. Forts Frederick, Cum
berland, Necessity, Henry, and Du Quesne, are properly associated
directly or indirectly with his name ; while the roads he opeued through
the wildemess are still regarded and pointed out with patriotic interest.
Even the exploit of Spottswood, as we have shown, is duly recorded, and
no doubt very properly contributed to his posthumous glory. These
achievements being thus happily disposed of, it now remains for us,
with such assistance as pen and pencil can afford, to set forth, and
exhibit that other, and vastly greater achievement, viz., the Baltimore
and Ohio Railroad. Instead of having anything to do with ordnance
wagons, or provision trains, our sole attention will be required in coal,
freight, and passenger trains — in singing the glories of trade and traffic —
in displaying the prose, poetry, and scenery, of an iron-bound thorough
fare. We have no blood-stained forts, or breastsworks, or redoubts, to

128 RAMBLES IN THE PATH OF THE STEAM HORSE.
The proposed Camden street depot.
look after ; our business is mainly with bridges towering over deep
chasms, or spanning broad streams ; with dark and dismal tunnels
piercing the bowels of the mountains : and with stupendous station
houses, workshops, and depots. And now — speaking of depots — in the
language of the cabmen, " here you are !"
The Camden street depot has a front of three hundred and thirty feet,
occupying the whole space from Howard to Eutaw streets. In depth the
building extends about eleven hundred feet, to Lee street, including aud
crossing Conway and Barre streets, which are arched, so as not to destroy
its continuity. The whole surface of ground thus occupied and to be
covered exceeds three squares. The front, or main building, is designed
principaUy in the Norman School of architecture, of which the Smith
sonian Institute, at Washington, is a fine illustration. It is composed,
(or is to be composed,) of a corapact, light-blue sandstone, cut in oblong
blocks, and rough-dressed surface — thus giving an appearance not only of
imposing solidity and durability, but one of unequalled beauty, spirit, and
picturesqueness. The ground-plan of this immense structure will be sufficiently under
stood by the annexed illustration. The rear it will be observed, is forraed
by three iron tunnels, extending from the main building, over the entire
area to Lee street. The central tunnel, for the accommodation of the
passenger trains, is considerably wider and higher in the span than
either of the others, which are intended for the freight trains, viz. : that
on the left for the departing, and that on the right for the arriving trains.
Substantial platforms are erected all along these tunnels for the reception
of freight ; and the whole processes of unloading and loading, of re
ceiving, discharging, registering, and accounting for goods are admirably
provided for. The tunnels, it will be noticed, receive an ample supply
of light by means of sky-lights. Drays and wagons make their entree
and exit, from, both the streets, running under the arched tunnels, as
well as through the arched passages of the main building ; and ample
provision is made for receiving and depositing goods "without delay, con
fusion, or mistake. Indeed, nearly all the mistakes and delays incident
to the transmission of freight, are attributable rather to the want of
suitable accommodation for their shipment, than to the immediate neglect

RAMBLES IN TIIE PATH OF TIIE STEAM llORSK. lliO

Tho Proposod Camdon Strt'i-t Station.

¦M^.

RAMBLES IN THE PATH OF THE STEAM HORSE.

131

The proposed Camden street depot.

or incompetency of the agents employed. With the accommodations and
systematic arrangements of this stupendous depot, mistakes are not likely
to occur — in fact, witli due care aud attention, they will be impossible.
The second floor of the main building will contain spacious and elegant
apartments for the president of the Company, with au ante-room attached.
Communicating with the office of the president wiU be a large and

Ground plan of Camden street Depot.
I. Receiving Platform. IV. Track.
II. Distrihuting Platform. V. Side-walk.
III. Passenger Platform. e. Distrihuti&g Platform
f. Corner Drive.
g. Baggage Platform.
h. Baggage-car Track.
i. Inward Track. 8. Ladies' Private Room.

a. Side-walk.
h. Depot pavement
e. Dray Stand.
d. Receiving Platform.

VL Dray Stand.
VII. Howard street.
VIIL Eutaw street.
/. Outward Track.
k. Extra Track.
I. Passenger Platform.
m. Open Court Yard.

] . Transportation Room, 18 by 22.
2. OfSces, 18 by 22.
3. Gentlemen's closets.
4. Baggage Boom, 16 by 20.
5. Gentlemen's Parlor, 25 by 38.
6. General Reception Hall, 25 by 96.

9. Ladies' Parlor, 30 by 35.
10. Ticket Office, 10 by 25.
11. Entrance Hall, 28 by 30.
12. Ticket-clerk's office, 15 by 25.
13. Transportation Offioe, 22 by 25.

7. Entrance Hall, 28 hy 30.

14. Stairs. 15. Baggage Room, 16 by 20.

132 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Camden street depot.

beautiful saloon for the accommodation of the board of directors.
Besides these, there will be equally as complete and spacious apartments
for the secretary, treasurer, and book-keepers and clerks, all conveniently
accessible, one to the other. The third floor will be principally adapted
for the accommodation of the chief engineer, and his corps of assistants
aud draughtsmen, as well as numerous offices for the various coramittees
of the board of directors.
The whole design aud execution of this immense structure far exceed
anything of the kind with which we are acquainted, ou the Americau con
tinent ; and it is to be doubted whether it is surpassed by any in Europe.
The estimated cost-^— (for it is yet in an unfinished state,) is about five
hundred thousand dollars. Large as this sum may appear, we venture
to question whether any portion of the construction fund has been appro
priated to better or more permanent advantage. Its construction, aside
from other considerations, secures the immediate abatement of a tax for
horse-power, which, during the fiscal year of 1852, amounted to upwards
of 150,000, and would probably have been quadrupled after the opening
of the road to the Ohio river. Instead, therefore, of being hauled to the
Mount Clare station by horse-power, as formerly, we are hitched at once
to the locomotives, and passing it on the east, join the main railroad
several miles beyond, near the Carroll viaduct.
Mount Clare is situated in the south-western suburbs of Baltimore,
about one mile from the Camden street station. Numerous work-shops,
for the manufacture and repair of the running machinery of the road, are
located here, and employ hands varying in number from one thousand to
twelve hundred. There are now employed in the trade of the road at
least twenty-two hundred burthen cars, nearly all of eight wheels, and of
an average capacity of about eight tons each ; of these, about five hundred
are employed exclusively in the coal trade. This number will hereafter be
doubled and quadrupled under recent arrangements to accommodate this
vast and increasing trade. The number of passenger cars, — including
those running to Washington city, is about one hundred and sixty. All
these cars, with a few exceptions, have been produced at the Mount Clare
workshops ; while many of the locomotives, of which about oue hundred
and ten are employed on the road, have also been erected and finished

RAMBLES IN THE PATII OF THE STEAM HORSE. 133

RosB Winans. — Coal-burning locomotives.

here. Notwithstanding the vast mechanical capacity of these shops, it is
still insufficient to furui.sh any considerable amount of the motive power
required by the increasing trade of the road. During the last few yeai-s,
however, every locomotive engine introduced on the road has been of
Baltimore manufacture. Since 1850, Mr. Ross Winans has produced
from his extensive shops, no less than forty locomotive engines, for this
road alone. All of these engines are adapted for the consumption of
coal, and their running capacity is much greater than any other engines
on the road. Mr. Winans has, indeed, a well-earned reputation in
connection with the manufiictures of locomotives, — especially those
intended for the use of coal. It was, for many years, a difficult matter
to introduce coal economically, in the propulsion of the steam- horse. The
tremendous draft occasioned by the velocity of the engine, created a heat
so intense, that it materially injured the boiler and fire places, so that,
in time, new boilers had to be inserted and other repairs made. This
difficulty has been so far overcome, that his locomotives are now capable
of using any kind of coal, from the fat bituminous to the hardest
anthracite ; and it is probably a sufficient compliment to his exertions
and mechanical ingenuity to say, that they are used and preferred on
the Baltimore and Ohio Railroad, and the Reading Railroad of Penn
sylvania — two roads which are scarcely exceeded by any in the world
for the amount of their tonnage, and both employing coal, — the one a
hard anthr.icite, and the other partially bituminous. Mr. Winans ia now
engaged in filling au order of the BaUimore and Ohio Railroad Cumpany,
for twenty-five additional locomotives, besides a large number for various
other companies. Baltimore, in fact, now occupies the front rank in this
description of manufactures, and will no doubt maintain it with becoming
enterprise and spirit in the future.
The interior of some ofthe work-shops at Mount Clare, aa may well be
supposed, presents scenes of industry and activity extremely interesting
to behold. Afew minutes' observation in one ofthe principal locomotive
ahopa is, however, particularly interesting, as well as curious. You are,
at first, completely bewildered with the innumerable objects that meet the
eye — all iu active niotion, and all receiving their propelling force — we
mean, of course, the machinery — from a slender iron shaft which passes
12

134 RAMBLES IN THE PATH OF THE STEAM HORSE.
Mount Clare locomotive shops.
along the ceiling, in the centre of the long room, and, by means of leather
straps, distributing its power to similar shafts elsewhere. A huudred
different machines, performing every conceivable office, with unerring
regularity aud expedition, are thus kept in motion, or suspended at plea
sure. Every wheel, and cog, and shaft, and revolving strap or gearing,
gives out its peculiar sound, which, mingling with the ever varying clinks of
the hammer or gong-like mumblings of sheet-iron, the measured puffs of
the steam engine, and the continual rur-nir of its working parts, added
to the half-suppressed uzz-uzz of the immense driving wheel, as it revolves
with lightning-like velocity, produce a chorus, both loud and deep, and,
upon the whole, not devoid of harmony. Indeed, though we are by no
means " mechanical," these workshops have quite as much attraction for us,
occasionally, as the gilded and glittering concert-halls of Alboni and Grisi
— aud we could listen with much raore satisfaction to the performances of
Signor Steam-Engino and his nuraerous and powerful assistants, than to
the instrumental accorapaniraents which usually comprise a feature in
fashionable musical assemblers. But, to return to our sh»p . In the midst
of the " noise and confusion" — and, as if to add to it, you perceive hun
dreds of stalwart men, " with hard and sinewy hands," and with eyes
glistening brightly through their sooted faces, moving to and fro, some
wielding aloft the massive hammer, which, at every successive blow, sends
forth crackling sparks from the seething metal ; some, with muscles full
swollen, filing the britly steel, or riveting the prickly bolt, or sawing the
thick bar or rail ; others staightening or piercing the broad thick sheet-
iron, or with ponderous derrick, moving heavy bodies from place to place ;
— while further off", dimly seen through the interraediate smoke, the
blacksmiths stand around their blazing fires, nursing offerings for the
anvil's cold wrath. Clang, clang ! the massive anvils ring —
Clang, clang! a hundred hammers swing;
Like the thunder rattle ofa tropic sky
Tbe mighty blows still multiply;
Clang, clang!
Say, brothers of the dusky brow.
What aro your strong arms forging now ?

RAMHLES IX TUE PATH OF THE STKAM HOUSE. 1^5

Mount Clnro locomotivo bIiojip.

RAMBLES IN THE PATH OF THE STEAM HORSE. 137

Mount Clare locomotivo shops.

While contemplating these busy scenes, the eye seeks relief, and soon
rests, with peculiar sympathizing scrutiny, upon the Idcnmntives .seiittricd
around. They, having been in
jured in the " public service,"  , ^=,^^=,-7- ^ ^
are under mechanico-medical
treatment. Some have been
crippled in their running parts,
with the loss of a wheel or an .
axle, or what-not, — some are
seriously afflicted within, or, by
some imperfection, cannot pro-

Ross Wiuaos' locomotive shops.

perly consume their food ; — sorae have had a treacherous little ligament,
vessel, or boue broken ; — while others, alas! are reduced to mere wrecks,
with scarcely a smoke-pipe left to identify them. However, they all re
ceive careful attention, and the most hopeless case, after a time, comes
puffing and snorting out of the shop as strong, and sound, and swift aa
ever !
While the interior scenes of Mount Clare are thus inspiring, the out
door view is no leaa so. We have here, ranged on both sides the railroad,
a village of spacious workshops, some of them worthy of notice for their
architectural design and solidity of structure. The shops, occupying as
they do, an elevated position, cannot all be embraced in a single view ; —
but what with the numerous railway tracks, and trains arriving and
departing, and moving to and fro on the side-ings, the eye has more
objects before it than it can attend to.
Before leaving Mount Clare, we must beg to introduce the reader to
a specimen or two of the locomotives now used on this road. The first
is a passenger-locomotive,
with four driving-wheels,
builtwith a viewto swiftness,
as well as durability. While ^
they cannot draw very heavy J
burthens, they are capable of
running over the course with
the swiftness of the tempest.

rasscnger-locomotive.

138 RAMBLES IN THE PATH OF THE STEAM HORSE.
Passenger and freight locomotives.
The other specimen, is a freight-engine, having eight driving-wheels,
and adapted to the use of
coal. This fellow will pull
the load of four or five hun
dred horses. He is of
enormous weight — some of
them, we believe, reaching
Freight-locomotive. as high as thirty or forty
tons, or eveu more ;— but every wheel being a driver, the weight is dis
tributed so nicely as to do no more actual injury to the rail than if the
machine were one-half lighter, and the weight thrown on two or four
wheels, as in the case of the passenger-engine. These machines have
been brought to their present unprecedented capacity, strength and use
fulness, through the exertions and mechanical genius of Mr. Winans, their
manufacturer ; and the mere difference presented by their appearance
with the machines formerly in use, is sufficiently suggestive of the extra
ordinary progress made in all the ramifications and details ofthe railroad
business within the last ten years.
These enormous engines are employed principally in the transporta
tion of coal, and as they wind along the road with their long trains of
iron cars, they present a peculiarly unique and snake-like appearance.
The coal trade during the last few years, has increased very rapidly ;
and its increase in the future must be still greater. To accommodate
this trade, the railroad is the only certain reliance ; as, iu addition to the
scarcity of boats on the canal, its navigation is constantly exposed to
interruptions by freshets, which occasionally unsettles the arrangements
and plans of the trade in such manner as to seriously impair its useful
ness to the coal operators and consumers. The annexed sketch exhibits
the appearance of a coal-burning locomotive in active service, from which
a raore accurate idea of its capacities is afibrded. The coal cars are cora
posed entirely of iron, the box being of thick sheet-iron, with a hatch at
the bottom to empty the coal at pleasure. They carry about five tons each,
and on some of the levels of the roads, one huudred cars can be drawn
with facility. Fifty cars or thereabouts is the more customary train.
On the Reading Kailroad, in Pennsylvania, where there is a continued

RAMBLES IN THE PATH OF TIIE .STK.UI HORSE. 13!

Coal-burning loooniotlre and coal train.

and gradual descent
from the coal mines
to the city of Phila
delphia, AVinan's
locomotives invari
ably draw one hun
dred cars, making
an aggregate and
average tonnage of
near five hundred
tons of coal to
each train. A re
sult very nearly
similar may be at
tained on this road,
iu the proper grad
ing of the new
tr.ack now being
constructed. For the success
ful and economical
manageraent of a
road like this,
employing a considerable army of officers, agents and operatives, and
representing with its enormous rolling stock, machinery, buildings and
real est.ite, millions upon miUions of capital, a systematic course of
pohcy and mutual accountability become absolutely essential. The
talents of a miHtary chieftain, accustomed to the rigid discipline of the
field, with the skill, address, and intelligence of the financier and the
statesman, are required in the administration of its every day affairs.
Having already dwelt at sorae length upon the financial and general
administrative -pojj.^ ofthe road, we now propose to briefly inquire into
its more subordinate branches— its mechanical or working arrangements,
by which we may understand how its vast appliances and appointments
are enabled to work harmoniously to the benefit of the pubUc and the

Ooal-buriiiuij Lucomolivt aud Coal train.

'WiT'

140 RAMBLES IN THE PATH OF THE STEAM HORSE.
Eailway management. — Tucker, Swann, McLane, &c.
shareholders, and with the least possible amount of individual or local
danger, damage or loss.
No business can be successfully prosecuted, of which the collateral
details are neglected ; nor can a railway ever be profitable, however great
its trade, if the small things of its practical working parts are overlooked.
This is a great truth, and if more generally understood, would no doubt
furnish a reason for the comparative failure and unproductiveness of many
prominent railways in this country. In this particular, — indeed, iu any and
all particulars, the Baltimore and Ohio Railroad will compare favorably
with any on the globe. While its subordinate officers are masters of their
respective departments, its presiding officers, embracing such men as
McLane, Swann, and Thomas, brought into the administration of its
affairs an amount of strong, varied and practical ability, which places
them amongst the brightest intellects of the country. With the excep
tion of Mr. Tucker, the well-known head of the Reading Railroad, we
know of no individual railway manager in this country who affords even
a, fair comparison with some of the gentlemen whose fame is now identi
fied with this great thoroughfare of trade. Mr. McLane is widely dis
tinguished for his statesmanship ; but iu our opinion, he displayed more
ability as the president of this road, than he ever did in the councils of
the nation, or as its honored minister abroad. The truth is, a successful
railway-man cannot be otherwise than a useful statesman ; and we have
often thought, that could the government procure such men as John
Tucker, or Thomas Swann, or Mr. McLane at the head of the Post Office
department, or any other of the executive branches, the whole country
would be astonished and amazed at the efficiency which their peculiar
energy and talents would infuse into the operations of the public ser
vice. The idea of village lawyers and inexperienced theorists adminis
tering the duties of such posts, while railway companies secure the or'-
kind of talent adapted to their functions, must always strike the obser\er
with mortification and regret.
For the working management of the road, which is placed in the
charge of an 'officer called the General Superintendent, certain rules are
laid down for the guidance of every engineman, fireman, brakesman,
conductor, water aud station agent, or other person in any wise connected

RAMBLES IN THE PATH OF THE STEAM HORSE. 141
Kules for tho running of trains.

with the running of a train. Thus, every train and engine before start
ing, must be closely inspected, either by the cundut'tor or engineman, or
a person specially appointed for the purpose, and attesting the fact in
person at the time of starting. If the engineman of a t(inn:ij;e train
thinks any car unsafe to be run, he must have it off from his train at tho
first opportunity, unless overruled by the supervisor of trains, or foreman
of machinery, or an officer still higher in rank.
Everv train, of whatever kind, must be furnished with a bcU-cord
passing over the tops of the cars, and connecting the last car with the
bell on the engine or tender, for the alarm of the engine-man in case of
need ; and this cord must remain thus attached from the beginning of
each trip to its termination. AVhenever an extra car, with or without
loading, is sent behind a passenger train, a, man must always ride
thereon, with the bell-cord at his hand ; and when the regular brakeman
cannot do this, an extra man must be demanded by the conductor.
Every train and engine, when running, must be provided with a
red flag by day and a lantem at night, to be used as a signal, in giving
notice of danger or caution to any other train that may require it ; and
a brakeman or conductor of any train, must occupy the rear end of the
train, with such a fiag or lantern in his hand, that no time may be lost
in giving a signal, in case of the stoppage or delay of the train to any
other train that may approach. In this and other cases, requiring notice
to a train on the road, the person who gives the notice must proceed
till he meets the train, or reaches a point from whence his signal can
be clearly seen by the engineman of it, wheu yet full half a mile from
the point of danger.
A lantern must always be placed and remain at night (and by day in
the tunnels) on the rear of every train on the road — red wheu auch can
be procured. Every engine wheu running at night, must also show a
good bright light in front, and if without a train, in the rear also.
All road parties making local repairs, must place a red flag at suffioient
distance each way from them on the track to be seen by the engineman,
when he is at least three-quarters of a mile from the point of danger.
This is to be done whether the party expect a train or not — and the
Supervisors of road are strictly required to report at once all cases of

142 RAMBLES IN THE PATH OF THE STEAM HORSE.
Bules for the running of trains.
inattention to their flag, by the engineman of any train, with such par
ticulars as may be thought worthy of notice.
Although the provision and use of flags, as above, is made obligatory
on all — the absence of a flag in any caution given to an engineman, will
not justify his proceeding — but he must stop, as soon as possible, aud learn
the meaning of any eamest signal made on the road ; tiiere must be no
taking this or that for granted, and the disregard of such notice will be
reckoned a reason for discharge.
Conductors and brakemen of tonnage trains, excepting of empty coal
cars, must ride on the top of their cars that they may see better, and be
able to use as many brakes as possible.
Trains following each other must be kept one-half mile or more apart —
and no train may leave a station within five minutes of another, unless it
be for a short distance to a halting place, to enable another train to ob
taiu needed accommodation at the station, or for some like purpose.
Road repairers and station agents are required to report — every breach or
neglect of this rule, which may come to their notice, and to give all
practicable caution and assistance to their engineman for its observance.
Enginemeu running in the wake of other trains, are required to stop
and inquire ofteu enough to be sure of the distance at which they are
from trains in their advance. In taking sidings, they must pull in at the
switch first reached ; and in approaching all stations, they are required
to check their speed, so as to avoid all possibility of collision with trains
or cars occupying the track. All wooden and iron bridges must be passed
at half the usual speed. They must sound the whistle on tipproaching all
stations, switches and road crossings, and have their trains in perfect
control, especially at the turnpike crossings. Along all dangerous places,
or such as would render au accident very serious, trains must be confined
to half speed — as the Narrows of Harper's Ferry and Point of Rocks, the
Cheat river, and all high bridges or side-cuttings. Great care is espe
cially required at the crossing of the main stem of the road by the Wash
ington Branch, at the Patapsco viaduct. Main stem trains only must
whistle there, but the trains on both roads must run very slowly, the
Washington Branch trains from Baltimore coming to a dead halt before
reaching the crossing, unless the switchman at the viaduct signify by a

RAMBLES IN THE PATH OF THE STEAM UOKSE. 143
Rules fur tho running v( tralus.
known signal that the way is clear. Those from Washington reduce tlieir
speed to that of a walk, till the way is seen to be perfectly free tu allow
the crossing of the other track.
The general superintendent, in his circular instructions to subordinate
officers, agents and conductors, speaks as follows : " All persons iu tho
employ of the Company, are admonished that positive carefulness is
expected of them at all times ; and uo man ought to remain in the ser
vice, unless he is ready to comply with this requisition to the fullest
extent. In all cases of doubt, take the side of safety." He also calls
attention to the " necessity for entire sobriety and temperance to the
proper carrying out of this injunction of unceasing carefulness. Xo man
who uses intoxicating drinks at all can thus rely upon himself, or be
relied upon, and it is intended to deny employment, as far as is possible,
to all who use them. It is hoped, therefore, that those who desire to
remain in the service wiU avail themselves of this notice, and abstain
entirely from a habit which is full of evil to themselves as well as their
employers, and is now acknowledged to do no one any good."
The rule of long standing, aud of universal adoption, that no train
may leave a station before the time prescribed for it in the time table,
is literally enforced, without au exception of train, time, place or circum
stance. The clock at the ticket office, in Baltimore, is taken to be the standard
of time, and each passenger train conductor is required to regulate his
watch by that clock.
In order to %fford like facility to the enginemeu and to the conductors
of other trains, as weU as to all such as do not have regular opportunity
to examine the regulating clock, each passenger train conductor must
inspect the clocks which he has opportunity to see, notify the agents on
every outward trip of their error, if any ; and on his return to Baltimore
report the state of each clock as he found it, by entering it with the date
and his name, in a book in the ticket office. The agents at the several
stations must regulate their clocks accordingly. The clock at Mount
Clare is kept in conformity with the standard, by the agent at that sta
tion. The superviaora of trains superintend the regulation of clocks, and
report promptly to the master of transportation all apparent cases of

144 RAMBLES IN THE PATH OF THE STEAM HORSE.
Rules for the running of trains.
error or neglect. All enginemeu and conductors must wear good watches,
approved by the master of transportation, and correct them daily by the
facilities thus afforded them.
Where two tracks are in use, the engineman is required to keep to the
right, unless otherwise specially provided for. Where the same track
must be used in common, the trains are classed, as to priority of right, as
follows : — First, all passenger trains ; Second, EUicott's Mills, tonnage,
coal and stock trains. Between trains of the same class, going in oppo
site directions, the following rules are enjoined : One hour's advantage
shall be given to eastward bound trains over those of the same class going
westward ; thus, when an eastward bound train arrives promptly at the
regular meeting point, aud the other does noi arrive, the former may pro
ceed ou its time, and have the prior right to the track, until it shall, by
losing time, become iwo hours late, when it shall stop and give the track to
the other train — (provided only that the Frederick train shall wait its
hour for the day passenger train.)
If the westward bound train gets first to the meeting place, it shall
wait its hour, and then proceed ; having, in its turn, a prior claim to the
track — uutil, by losing time, it shall become two hours late, when it must
lie by aud give the track to the other train — (provided, that the westward
bound Cumberland train will not wait its hour for the Frederick train
east.) Neither the eastern nor the western train, however, when short
of the meeting place, and proceeding, upon finding the other two hours
late, shall go beyond the meeting place, without a m^n far ahead with a
flag or lantern.
Several trains running in company are called a convoy, and their num
ber must always be announced on a list carried by the foremost train, in
order to avoid verbal messages, which may, in no case, be sent to a train,
and will not be acted on for the purpose of affecting its movement or
management. Parties are required to write their notices or messages, so
as to admit of but one meaning, and an exact copy must always be kept.
They must also be sent by special messengers, who shall have no other
duty to perform in connection with its delivery — at least in all cases
where an omission would be likely to endanger other trains. Trains in a
convoy are numbered in succession — the largest number in the lead ; and

EAMBLES IX THE PATH OF THE STEAJI HORSE, 145

Rules for the running of trains.

the number appropriated to each wiU, as soon as the fixtures can be pre
pared, be exhibited conspicuously on the engine for the information of
road repairers and others who cannot see the written list. Tlio last train
of a convoy will thus always carry the Xo. 1. In case one or more of
the engines in a convoy should be disabled and compelled to return for
repairs, they must fall in on the time table of tlie next trains bound east
or west, as the case may be.
Jl red flag carried on a train or engine conspicuously, indicates that
another of the same class is to follow, and is entitled to the same privileges.
A yellow flag thus carried indicates a train foUowing, but as an extra,
to be shunned by other extras, and looked out for by road repairers — but
to be so run as to avoid regular trains.
When these flags are carried at night they are placed in a strong light
so as to be certainly seen by all whora it raay concern, and at all times
the engineman and fireman of the train carrying them, must be careful
to direct every one's attention to them.
All extra trains, including what are called ballast and distributing trains,
must be run so as to avoid interference with the regular trains, and those
of the nature of burthen trains may not exceed a speed of fifteen miles per
hour, and may run thus fast, or over ten miles per hour, only when drawn
by a third or fourth class engine. Such trains may, in very urgent cases
only, follow regular trains, of the same clasa, to a meeting place of other
traina, provided they do not delay the latter, so as to derange thera, and
that the red flag be sent forward on the leading train, as above men
tioned. In making stations independently, to meet regular trains, they
must always have fifteen minutes spare time, or lie back.
To guard against collisions or surprises between ballast trains and
other extras, an intelligent and faithful man must be stationed always,
with a red flag at each end of the daily range of every ballast train, occu
pying so conspicuous a position as to be able to warn any other train
effectually against danger.
Between such signal men this train is considered as privileged against
extra trains or engines, unless previously a clear understanding be had
in the presence of an intelligent witness, between the two conductors, of
the iime and direction in which such extras are to be run — or unless a
13

146 RAMBLES IN THE PATH OF THE STEAM HORSE.
Rules for the running of trains.
written notice shall be sent by the hand of a special messenger, charged
with no other duty, on a regular train.
It is the duty of the ballast train conductor, however, each time that
he leaves either end of his course, to leave with his flag man a written
statement of the hour and minute at which he starts, and the earliest
moment at which he will leave the other end on his return ; and such
record shall be strictly observed as if it were a part of the time-table
prescribed by authority to the ballast train — so that in case the time
should allow an unexpected engine or extra train to pass over the course
in safety, it may do so, using extreme care, aud thus avoid a vexatious
delay. It is rendered the duty of the supervisor of track, aud of the supervisor
of trains, to see that the rules are fully carried out, and the master of
road furnishes the ballast train conductors with ruled slates, to facilitate
the record above required, which must be examined by the conductor of
any extra which wishes to avail of it.
Enginemeu are prohibited from allowing any one to ride upon their
engine or tender, with the following exceptions, not exceeding two at any
oue time ; the supervisor of engines ; the supervisor of trains ; the road
supervisors on urgent occasions ; the master of road, aud hia assistant ;
the conductor of a passenger train ou duty ; the master of machinery,
his assistant or foreman ; the master of transportation or his assistant ;
aud any officer of higher rank in the company's service.
Oue sharp blast of the steam-whistle always indicates the readiness of
the engineman to start his train, it is also a signal to take off the brakes
after they have been applied. Tuio sharp blasts, in quick succession, is
the signal to apply the brakes, and conductors and brakemen, on hearing
it, exert themselves vigorously, avoiding the loss of tirae caused by looking
to see what is the matter, in cases where the signal is unexpected. This
signal repeated, indicates unusual call for the use of the brakes, and must
be followed by the greatest exertions of the conductor and brakemen to
apply as many as possible. A continuous blast of the whistle is the
signal for the approach of road crossings, stations and curves.
The engineman, while on duty, is subject to the orders of the con
ductor of the train ; wheu at either end of his trip, to those of the station

RAMBLES IN THE PATH OF THE STEAM HORSE. 147
Rules for the running of trains.
agent, wheu not on road duty, to those of master of machinery, or his
foreman, at Mount Clare, Martinsburg, Cumberland, Piedmont, or Wheel
ing, aud is held at all times responsible for the condition and appearance
of his engine and tender.
It is enjoined upon the engineman to conform strictly to the speed
prescribed by the time-tables, whether there be a train behind him or not.
In respect to speed, he is held directly and wholly responsible at all
times. It is a particular part of the engitieman's duty to sound his
whistles in turning abrupt curves, and iu approaching road crossings,
switches, water and other stations. Switches, water aud other stations
must always be approached at such speed as will enable him, on dis
covering a switch out of place, a train or any obstruction On the track,
to bring his engine promptly to a halt, without risk' or injury to the cars
in the train ; and whenever it is necessary to do so, the whistle must be
sharply sounded as a signal to the conductor to put down the brakes. Ilo
is also particularly required to regard the red flag of the men engaged
on the repairs of the road, as a signal to approach with extreme caution.
Also, to stop and learn the meaning of all earnest signals, taking nothing
for granted.
Great caution is required in regulating trains at stations or stopping
places, to avoid violence to the cars.
Whenever it becomes necessary to run backwards, the fireman, brake-
man or conductor must be on the lookout in the most careful manner.
The engineman is required to keep himself supplied with such tools
and duplicate parts as experience may have shown to be necessary in
guarding agaiust detention on the road from slight derangements. He
is also required to make a rigid examination of his engine at all water
stations and stopping places, and to report promptly, on his arrival, to
the master of machinery, or foreman of the shop, all defects in the
engine that may have been made manifest during the trip.
Extreme caution is required, at all times, to avoid throwing off from the
engine, fire in any shape — such as cotton waste burning, or cinders, aud
especially is the drawing off the fire on the road, where the cinders can
not be watched or extinguished, strictly prohibited.
The condition of the spark arresters are examined thoroughly during

148 RAMBLES IN THE PATH OP THE STEAM HORSE.
Rules for the running of trains.
every trip, and at the end of it, and if they be found defective, and
scatter fire, the engine must be laid by at once, till repaired, as well on
the road as elsewhere.
The duties of conductors are extremely varied and responsible. He will,
on no account, st.art a train on its trip, without having been previously
instructed to do so by the station agent. But it is distinctly understood
that, from the moment of the starting of the train, the entire responsibilty
of its condition devolves upon him. He is required to make a rigid ex
amination, at all stopping places, and watering stations, into the condition
of the wheels, axles, boxes, brakes, locks, and fastenings of the cars in
his train — to see that the journals of the axles are weU oiled or greased,
aud to keep himself constantly provided with a screw-wrench, spare
coupling-bars, pins, chains, and a good supply of oils, grease, salt, &c.
He is expected to keep up a friendly and harmonious intercourse with the
engineman ; but should occasion require it, no false delicacy is to intimi
date him from reporting any want of co-operation on the part of that or
any other individual, to the master of transportation.
It is a very important part of the conductor's duty — (those of tonnage
trains,)to take a memorandum ofthe wants of the several station agents,
and to attend strictly to the removal of empty cars from sidings, where
they are not wanted, to the stations where they are wanted. It is also,
necessary that tiraber trucks, and other cars used in the transportation
of materials for repairs, be collected when empty, aud returned with the
least possible delay to the points where they are to be again loaded.
The conductor is held responsible to report all breaches of rule, on the
part of the engineman of his train — particularly excessive speed — or
want of care in approaching switches, water aud other stations, or bridges.
In the delivery of way tonnage, at the several stations along the line
of the road, when it may be impossible, from the accidental absence of
the agent or consignee, to obtain the necessary receipt for the same, the
way conductor will call the attention of the engineman and fireman to
the number and condition of packages left at the station, and note their
names as witnesses, to the correct delivery, on the manifest.
It is required to be constantly kept in mind by the conductor, that
nothing wUl justify tho risk ofa collision between two trains confined to

RAMBLES IN THE PATH OF THE STEAM HOUSE. 149

Rules for the running of trains.

the use of the same track — and it is positively enjoined upon him not to
leave a siding if there is any reasonable expectation of meeting another
train before he could reach the next switch. If a tonnage train is com
pelled to come to a halt, or to more at an unusually slow rale, and it is
known to the conductor that an engine is approaching on the same track,
he will send the fireman or brakeman some distance in the rear, or in
advance, as the case may be, to give notice of his position. The neglect
of this rule has been the cause of many collisions that would otherwise
have been avoided.
The conductor always, on the arrival of his train at the end of his trip,
before leaving the station, delivers his manifests, and makes a report in
writing to the station agent, of the transportation effected during the trip
— designating particularly the amount and description of tonnage con
veyed by him from one station to another ; the number of cars, if any,
which may have been left for want of motive power ; and the number and
description of empty cars wanted by the second-class station agents. He
also reports all accidents, and especially those which may have caused
detention to his train.
The way tonnage conductor sees that all articles to be taken from or
to a station, are, previously to being loaded, entered correctly upon the
" Way Manifest," which he carries with him.
Especial vigilance and care are enjoined upon the conductor in the
examination of the cars of his train, and more particularly in regard to
their breaks and couplings, before commencing the ascent of heavy
grades ; while, before descending, the examination must be repeated, and
the fireman required to attend a brake until the train reaches the foot of
the heavy grade. They are expressly prohibited from permitting persons,
not actually in the service of the Company, to ride on their trains. They
are required to pay proper attention to all stock and animals transported
upon the road, and especially to see that they do not suffer for want of
water ; and if the train is detained for any length of time on any part of
the road, and the weather be inclement, he shall, where it is practicable,
provide shelter for them, and especially for horses, which are more liable
to injury from exposure. He raust take care that the doors of the cars
are always kept shut and locked, whether they be loaded or empty, as he
Vi*

150 RAMBLES IN THE PATH OF THE STEAM HORSE.
Rules for the running of trains.
is held individually responsible for any loss or damage that may occur by
his neglect. He will also see that all articles are left in their proper
positions after he has passed or used them. His proper station, while
the train is in motion, is on the last car ofthe train. This is implicitly
required of him. In backing a train, he must station himself on the top
of the hindmost house-car, or in a positiou so conspicuous as to perceive
the first sight of danger, and to give immediate signal of it to the fireman
stationed on the top of the tender.
The conductor is required to report immediately to the master of trans
portation any neglect of duty he may observe in the supervisors of repairs,
or their men, that the proper representations may be made to the geueral
superintendent. No car will be received from any third class station, or
private siding, unless accompanied by a slip, or bill of lading, giving the
names of the consignor or consignees ; also, a description of contents and
number of car.
Way tonnage conductors must make a report daily, in writing, on
reaching the end of their trip, of all cars that may be standing along the
line of road, and their destination, in order to enable the station agent, or
supervisor of trains, to assign motive power sufficient for their removal to
points where needed.
Conductors must report theraselves daily, and be ready for duty not
less than half an hour before the tirae specified, which tirae must be em
ployed in examining their train, brakes, &c., and no train shall start
unless the rope is properly attached, aud the lamps in good order. The
rope, flag and lamps, when lost, to be suppUed by the person losing the
same — the amount to be deducted from the wages due at the end of the
month. It is the imperative duty of the way conductors to see that all goods
forwarded from either extremity of the road, to stations on the line, are
correctly delivered and receipted for by the agents ; and the commodi
ties forwarded from one station to another, are correctly entered by the
agent on the way manifest, at the point of departure.
Way manifests are issued daily from the several first class stations,
viz : Baltimore, EUicotts' Mills, (to Baltiraore) frora Frederick, Harper's
Ferry, Martinsburg, Cumberland, Wheeling, &c., addressed to the

RAMBLES IN THE PATU OF THE STEAM HORSE. 151
Rules for the Running of trains.
agent next beyond the range of stations which they severally embrace.
Upon these are entered by the way agents, (or by the conductor, if
from LL point where there is no agent,) all commodities which may be
ready for tran.«portation to the several points within their range, select
ing always the manifest of shortest range embracing the point of deli-
livery. All manifests not previously delivered to the agent to whom
they are addressed, will be handed by one conductor to the next, in
person, so that no doubt may arise as to their transmission. They are
required to take care that they do not suffer mutilations, or get wet or
soiled. All manifests are immediately examined, checked, and recorded
by the agents to whom addressed, .and then forwarded by passenger train
to the master of transportation at Baltimore. It is the duty of way
conductors to report promptly all cases where agents are not present to
receipt in person for goods consigned to their respective stations, or to
enter on the way manifest such articles as they may have to forward to
other stations on the Une ; also, that they do not sign their names before
identifying the goods. They must pay particular attention to materials
sent from place to place for the Company's use ; always taking care that
a proper manifest accompanies them, and delivering them exactly
according to it.
In order to guard against mistakes and the misrepresentations of some
who claim to ride free, as the Company's employees, in the passenger
and burthen trains, conductors must require written free passes to be
returned to the master of transportation as follows : For clerks, from the
master of transportation ; for supervisors not on their own division, from
the road master or hia assistant ; for road laborers, from their supervi
sors ; for enginemeu, firemen, tonnage conductors or brakemen, from the
master of transportation, the master of machinery, or the supervisor of
trains ; for mechanics employed in the shops, or on bridges or other
structures, from the head of their particular department.
In giving aU such passes, regard is had strictly to the question whether
the person to use it is actuaUy iu the service of the Company, or is
going to or returning from work in said service— and in all other cases
passes must emanate from the president, chief engineer, general super
intendent, or master of transportation ; and conductors wiU exact them.

152 RAMBLES IN THE PATH OF THE STEAM HORSE.
Rules for the running of passenger trains.
or the fare, from every person whatsoever, except only the directors and
officers known to be exempted from them by the nature of their official
duty — and occasionally officers of high rank from other roads, to whom
the courtesy of the Company is constantly extended. All passes from
the maohinery, road, and transportation departments must be returued
at once to the office of such department, and a list handed in to the mas
ter of transportation. No such passes are good after forty-eight hours
from date.
The duties of passenger train conductors are of a higher grade than
those of tonnage trains, and much more responsible in their character.
He must, as an essential requirement, carry a first rate watch, always set
to the true Camden street time. He must be on duty before his passen
gers begin to muster, to see that his cars are all in order, early enough
to get others if any be not so — that the water cans are well supplied —
the lamps freshly filled aud trimmed, with new wicks — that the couplings
are as they should be, &c. In the interval of lying over, it is his duty to
attend personally to the cleansing and repair of the cars he is next to
use. He must meet his passengers on the platform and see that they are
all aeated, taking care to anticipate a demand for extra cara, but pre
venting the monopoly of two seats by one person, in any instance ; to be
always in a thoroughly good humor, and polite to every one he meets ; to be
cleanly and tidy about his person, in all respects aud habited as a gen
tleman. When ou the way, to repeat all the courteous attentions as far
as practicable. On arrival, or before, to see that his passengers under
stand all arrangements made at the station for their comfort, especially
as to coaches, omnibuses, the " through car" in Baltimore, meals, and
baggage-wagons for the conveyance of baggage. Also, to provide these
facilities for all who may need his aid, especially ladies ; — to attend to
the proper, prompt and correct delivery of all letters, manifests, or other
papers and materials for the Company's use, which may be scut by his
train. In examining his train, he must see that all necessary tools for
relief in case of a break down are ou board, aud in good order ; to light
the lamps before passing through long tunnels, as well as at night ; to
see that passengers obey the rules against standing on platforms, and
putting their feet on seats, &c. ; to see that passengers first occupying a

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 153
Rules for tho running of passenger trains.
seat are given the prior claim to it, until they voluntarily shift to another;
to notify all passengers in season of all stoppages, and of arrangements
for meals, and other accommodations ; to keep newsboys and other an
noyances out of the cars ; to report himself to the station agent when
going on duty, and to leave duty at the end of trip, only with the express
assent of the agent there. He will see that uo train be started or run
with any passenger on the platforms, under any circumstances what
ever, but there must be room provided for all in the cars. lie must
anticipate and carry out this order. Whenever ou duty, he must wear
his badge conspicuously, so that strangers may be at no loss in address
ing themselves for information and assistance, aud to require his baggage
master and brakeman to do the same.
In making stoppages, by the way, to be prompt and rapid, but quiet
aud careful — not noisy — using the bell-cord only to stop and start by ;
and seeing th.at passengers are not careless or inattentive to danger
taking care always that the stations are announced in the cars clearly
and intelligibly, by themselves and their brakemen.
He must report promptly to the master of transportation and the local
agent where his trip terminates, whatever affects the success of the trains
— the usual returns of passengers and way money, and a correct table of
his actual running, for comparison with the time tables.
The baggage master is required to report himself for duty as early as
required to do so by the local agent or conductor, and ou arrival at the
end of his trip, leave only at the express assent of the local agent there.
Whenever ou duty, to wear his badge conspicuously, so that every one
may know his office at once. To receive, check, handle and dispose of
baggage, carefully asking its destination, so that it may be promptly and
correctly deUvered ou arrival there. To be perfectly good humored and
civil to all, and even when passengers are otherwise, to conciliate them by
every means in his power ; to let no one go away displeased, if it be possible
to avoid it. Wheu baggage is missing, to take a memorandum of every
thing relating to it, and send immediate word along the liue, besides
searching personally for it ou the very first opportunity ; also, to report
the case immediately to his conductor.
In order to avoid the wrong delivery of baggage, he is required to keep

154 RAMBLES IN THE PATH OF THE STEAM HORSE.
Rulel for the running of passenger trains.

a record ofit by the checks, and such other marks as will identify it, and
of the place of its actual delivery. A penalty will be imposed ou the
baggage master for the loss of baggage, such as the geueral superintend
ent shall, from time to time, consider necessary to prevent negligence.
When off regular duty, he must aid in cleaning the cars, and putting
everything in good running order for the next trip, including the car
lamps and water cans, which are especially entrusted to him. He must
also aid the conductor iu every way possible — attending the brakes, calling
out the names of stations, &c.
In case of break-down, or any occasion where baggage is necessarily
left in the baggage car, its custody will be incumbent on the baggage
master on duty at the time, until he is specially relieved by the con
ductor or a local agent where the car is in waiting, by the substitution
of another baggage master or watchman in his place.
So far as the duties of the officers of railway trains throws'them into
intercourse with each other, with passengers or the public, it cannot be
too strongly irapressed, that real politeness should never be lost sight of.
It is, indeed, too coraraon on all railroads for the officers and employees
to treat the public as if there was an opposing interest always inter
vening; and this feeling begets a want of kindly manners, if not an abso
lute rudeness, which is alike injurious to the Company and discreditable
to the individual. Most of the officers of this road have been in its ser
vice for many years, — some of them, indeed, from the day of its com
mencement, a quarter of a century ago ; and while they are thoroughly
conversant with their respective duties, discharge them with a graceful
ness and ability which are sure to win the respect of those having inter
course and business relations with the management. The dulness, annoy
ances, and fatigues of travel are thus materially relieved by the delicate
attentions, politeness and prompt attention to their business of the agents
and conductors of the road. We have never met, on any road, more
kindly treatment and respectful consideration than from the various offi
cers and employees, high and low, of this great line.
In setting out upon our journey, we pass along, for some distance, on
the margin of the river, and join the old road neai- the Carroll viaduct, a
beautiful structure of dressed stone, having a span of some eighty feet

RAMBLES IN TIIE PATH OP THE STEAM HORSE. 155

Rules for tlic running of passenger trains.

Cros.':inp— The Relay Iloupe.
over Gwynn's Falls. Near it, is the deep cut, which presented such nn
unexpected obstacle in the construction of the road, but which was over
come by the prompt advance of the private means of some of the Direct
ors of the road. A lateral road conducts coal cars to the wharf, where
extensive accommodations are provided for this important and rapidly
increasing trade. The cars are so constructed that their contents can be
discharged in a very speedy way — the bottom resting on locks or hatches,
which, when opened, allows the coal to fall out en masse.
The country in the vicinity of Baltimore does not appear to be very
productive, though with a little attention it might be rendered so. Tho
soil is clayey, with gentle elevations aud marshy flats, rendering drain
age a matter of first importance. There are many fine residences scat
tered within a distance of a few miles around the city, and the pre
sumption is, that they are but the temporary homes of their owners,
who are, most likely, engressed more with the affairs of the city than
the country.
The time is certainly not far distant when, under careful and judicious
treatment, these lands will be brought to a state of fertility corresponding,
in some measure, with their close proximity to a populous and Ai.st
advancing city.

156 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Relay House. — The Thomas viaduct.

The Thomas viaduct on the Patapsco.
Eight miles from Baltimore we reach the Relay House, so named in
 consequence of its having been
3^=-^ 3- the spot, in the early history
of the road, where the trains
of cars between Baltimore and
EUicott's Mills, changed their
horses. The Relay House is
a genteel inn, and it is the
point from which the Railroad
to Washington city branches
off from the main stem, — the
latter entering the valley of
the Patapsco river, and fol
lowing it to its head waters,
aud the former crossing it
over one of the most magnifi
cent stone viaducts in the
United States. It is properly
named the Thomas viaduct.
Top view of the Thomas -viaduct, and the obelisk jn honor of the first President
of the road. The large granite obelisk at the northern extremity of the
viaduct, between the two railways, was erected by Mr. John McCartney,

EAMBLES IN THE PATH OF THE STEAM HORSE.

157

Tho Thomas viaduot. — The Washington branch.

View from tho Daui

the contractor, who constructed the viaduct, and was intended to per
petuate his connection with the work, as well as that of the original
projectors and directors of the road. The shaft is pyrimidal in form,
some fifteen feet in height, and rests on a broad base of granite. On
each of the four sides are suitable inscriptions ; but some of them have
been so much worn aa to be already _=^~=?
iUegible. The whole is enclosed by a
strong iron railing.
The view from below the viaduct is
truly splendid. The banks of the river
are very high and steep, with a narrow
alluvial bottom along the water's edge,
which is over-grown with trees and
bushes. Above is a mill-dam, over
which the transparent waters corae
tum.bUng down, and swirl among the
rocks in fretful humor ; but become gradually more quiet and placid
as they proceed onward to the bay. At the mill-dam, we have a view
of the granite obeUsk, which sepa
rates the branch road from the main
stem. To obtain an idea of the
height and grandeur of the structure,
however, we must approach it at a
nearer point. Here we realize the
height of the massive arches, and
discover the singular beauty of the
structure, as a work of art. The stone
are all of granite, very handsomely
dressed around the outer edges, with
a rough, unhewn projection in the
centre of each block. The viaduct has
eight arches, each about sixty feet
chord, and elevated some sixty feet
above the level of the stream. Its total . „ ^ . v. v..
length is seven hundred feet. Itwas designed by Benj. H. Latrobe, Esq.
14

*C'

Kear view

158 RAMBLES IN THE PATH OF THE STEAM HOESE.
ElUcott's Mills.
and, at the time of its erection, was the longest if not the handsomest
structure of the kind in the United States.
The Relay House and EUicott's MiUs, six miles further up the river,
are much frequented during the summer months, by the citizens of Balti
more, who fiud iu the country air, the amusement of fishing and hunting,
and the romantic scenery of the Patapsco, ample remuneration for an
occasional visit. The frequent arrival and departure of trains, gives the
station an aspect of great bustle, life, and activity ; and the lines of the
poet have direct application ;
First, the shrill whistle, then the distant roar.
The ascending cloud of steam, the gleaming brass,
The mighty moving arm ; and on amain
The mass comes thundering, like an avalanche o'er,
The quaking earth ; a thousand faces pass —
A moment, and are gone, like whirlwind sprites,
.Scarce seen ; so much the roaring speed benights
All sense and recognition for a while;
A little space, a minute, and a mile !
Then look again, how swift it journeys on;
Away, away, along the horizon
Like drifted cloud, to its determined place ;
Power, speed, and distance, melting into space !
EUicott's Mills has been identified with the Railroad from the day of
its commencement, and for a long time constituted its western terminus.
It is a very flourishing borough, containing a population of some five
thousand, and situated in the midst of an extensive, productive, and
populous agricultural district. The stately edifice situated on the summit
of the hill, and too far off to be distinctly represented iu the engraving,
is the well-known Boarding School for Young Ladies, conducted under
the auspices of Mrs. Pearce. The situation, it may be inferred, is delight
ful and healthy. Lower down is au equally, handsome structure, which
is occupied as a private residence. Nearer the street, the Court-house
may be observed ; while directly above the Railroad is the Patapsco
Bank. The Frederick turnpike, which traverses the centre of the town,
constitutes the principal street. It passes between the range of buildings
in the foreground, crosses the covered wooden bridge over the Patapsco,
and passes under the Railroad at the stone .arches in front of Brown's

RAMBLES IX THE PATU OF TUE STEAM HORSE. l.jO

EUicott's Mills.

RAMBLES IN THE PATU OF THE STEAM HOUSE. 161

Ellicolfs Mills.

Hotel, and thence ascends a ravine,
on both sides of which are situated
the main buildings of the place.
The town, thus nestled between
high rolling hills, cannot be seen
very distinctly from any one point,
and it is much larger than might
be inferred from the sketch which
we present.
A few yards above the depot, the
Railroad, in winding along the foot
of the hiU, is conducted through an
excavation of hard granite rock,
which has an extremely picturesque
effect. The wall on the hill side is
probably from seventy to eighty
feet in perpendicular height; while.

Tarpeian Rock, EUicott's MiUs.

on the opposite side of the Railroad, a stupendous mass is left standing,
some sixty feet in height and probably thirty feet in diameter, which, it
will be observed, overhangs the road.
The labor of cutting out a passage for
the road must have been a serious
undertaking, since the effort was
deemed worthy of record, like the
laws of Moses, on the surface of the
wall rock. The scene, however, in
connection with surrounding objects, /I
is agreeable ; and uo oue will hesitate
to do Mr. Fresh the compliment of
reading his inscription. We have I'i
gone to the trouble and expense of jI
displaying it, exactly as it appears on
the rock, some twenty feet above the
Railroad. Indeed, the little inscrip
tion which thus associates his name with the early struggles of the
14*

Inscription on the rock.

162 RAMBLES IN THE PATH OF THE STEAM HORSE.
Scenery and trade of the Patapsco.
Baltimore and Ohio Railroad, is creditable alike to his personal energy,
his good taste, and his patriotic feelings, both as a " man and an
individual." It proves conclusively, that he was one of the earliest
railroad contractors — (now constituting a large and very respectable
body of our fellow-citizens,) iu the United States ; that he was em
ployed and successfully executed a heavy piece of work on the first
line of Railroad ever projected on this side of the Atlantic ; and that, in
short, and " in point of fact," as it was the first, it is also the greatest
public work of the kind ever completed, no matter whether we regard its
trade and properties, or its triumphs over natural or unnatural obstacles.
All honor then, aud health and happiness to the toiling thousands who
have filled their spades or sunk the drill into the stubborn rock, to
make way for the mighty steam-horse !
The magnificent water-power afforded by the Patapsco, has rendered
EUicott's Mills the seat of very extensive operations in flour, cotton,
woollen, iron, and other mauufactures. The river is navigable to a point
about three-quarters of a mile below the Belay House ; above, for many
miles, and, indeed, very nearly to its fountain-head — which is in Carroll
county, not a thousand miles from Mason and Dixon's line — its banks
are strewn with these splendid industrial establishments, employing
thousands of operatives, of both sexes, aud giving vigor to the whole sur
rounding neighborhood. The river, which has a narrow bed, and a
pretty regular though a considerable fall, is hemmed in by steep hUls,
varying in height from one to three hundred feet. Occasionally a savage
rocky bluff peeps out through the profuse foliage which fringes its banks ;
while its alluvial deposits are invariably covered with trees, of great
variety of kind, age, and proportion. The most beautiful of these, in our
opinion, is the sycamore, which is often found of gigantic size. Its scaly
shaft, clean milk-white limbs, reared high above or projecting through
the foliage of other trees, (for it seldom stands " solitary and alone,")
give it a most beautiful appearance, which contrasts singularly with the
gnarled oak, the tough hickory, the rough bark of the chesnut, or that of
the ever-pealing, fringy, and more genuine water-maple. The squirrel
essays in vain to ascend its slippery sides ; and it is probably the only
tree entirely sacred from " creeping things." Among the smaller trees

RAMBLES IN THE PATH OF THE STEAM HORSE. 163

Scenery of thc Patapsco.

are the paw-paw and persimmon. Ah ! when we passed along here one
summery day last winter, and fell upon a small grove of the persimmon,
then full-laden with its ripened fruit, it was like meeting a verdant isle
in the watery waste ! Standing, as they did, close to the water's edge,
and, like all the other trees, entirely shorn of leaves, we could not make
out, at first sight, the exact character of the tre°. What proved to be per
simmons, appeared, a few rods off, to our puzzled view, like hickory nuts ;
but then the tree itaelf bore no resemblance to that substantial and
esteemed citizen of the forest. We resolved to solve this mystery. Giving
the first tree we encountered a vigorous shake, as if to demand whether
it was hickory or not, the answer came down persimmon ! Oh, but we
made a meal of them with more than common appetite ; while, emulating
the thrift which, a long time ago, distinguished another pilgrim, who had
A pocket for his wheat, and a pocket for his rye,
And a tin-cup by his side to drink when he was dry,
we carried off, in our knapsack, a small supply for ordinary consumption
on the way. We regard the persimmon with special favor ; it is a
benevolent tree. When all the others have yielded their fruit, and
banished their leaves, it alone hordes its stores for the poor weather-
beaten wayfarer. If you seek its fruit in the fall, your mouth will not
speak its praise ; — but go in winter, when other trees are poor indeed,
and you will receive. Therefore we wish to be " writ down" as a friend
of the persimmon, and we hope societies may be organized, among other
things contemplated in the " good time coming," to establish it systema
tically and plentifully along the way side !
We all might do good.
Whether lowly or great —
For the deed is not guaged
By the purse or estate;
If it he but a cnp
Of cold water that's given,
Like the widow's two mites.
It is something for heaven !
The scenery of the Patapsco, without being particularly striking, is
nevertheless extremely pleasant and inspiring, and much ia contributed
to it by the busy and cheerful aspect of the numerous factories. Many
of these exhibit the marks of age, and iu their architectur.al features, bear

164 RAMBLES IN THE PATH OF THE STEAM HORSE.
Proposed branch road^om Elysyille to Canton.

Un on Cotton Factories

the unique stamp
ofa generation now
passing out of the
door of time. The
annexed sketch,
which represents
the Union Cotton
Mills, a short dis
tance above EUi
cott's MiUs, will
enable the reader
to form an estimate
of the local effect
of such establish
ments generally, iu the valley of this interesting river. During the
summer, a pleasanter retreat from the dust aud heat of the city could
scarcely be fouud anywhere : while a mere ride over the railroad, amid
the shade of the trees and the cool of the breeze, would form an incident,
" worthy of note," among the happy events which characterise the life of
a " city pale face."
It will be observed, by reference to the map, that from Baltimore +o
Elysville, the course of the Railroad is singularly circuitous. By a
straight line, the distance between the two points is only about fourteen
miles ; whereas, via the Railroad, it is very nearly twenty. Some dis
satisfaction has been felt at the location of the road in the valley of the
Patapsco, though we are certain that it could not, or should not reflect in
the slightest degree, upon the judgment or motives of the original pro
jectors of the road. For what appeared to be the most feasible route, aU
things considered, a quarter of a century ago, may naturally enough wear
a different aspect now. It has lately been proposed, however, to build a
branch road, running from Elysville to that portion of Baltimore known
as Canton, principally for the accommodation of the coal trade. The
proposed road, according to the estimates ofthe survey, would cost about
twenty-three thousand six hundred and fifty-seven doUars and forty-
eight cents per mUe, or three hundred and sixty- five thousand one

EAMBLES IN THE PATH OF THE STEAM HORSE. 165

Estimated cost of tho proposed Canton branch.
  i 

hundred and forty doUars and eighty-one cents for the entire gradua
tion, masonry, and superstructure — (the distance being about fifteen
miles.) At the existing prices of iron — (and the rates are too high
to last long — like Captain Scott's coon, "they must come down!") the
cost of laying a single track is estimated at ten thousand doUars per mile,
or one hundred and fifty thousand dollars for the whole distance ; 
which would make the road cost, in all, thirty-four t^^ousand three hun
dred and forty-two dollars and seventy-two cents per mile, or five
hundred and fifteen thousand one hundred and forty dollars and
eighty cents, for the whole, duly prepared for the locomotive. This
however, is exclusive of the cost of right of way, which would probably
be inconsiderable. The practicability of such a road, it strikes us, can
very readily be recognized. The coal trade is going to grow, and it will
grow annually, with extraordinary rapidity ; but it raust be provided for,
and it ought to be done in season. We have some comments to make on
this subject, which shall be reserved for the proper place ; in the mean
time, we will only remark that, in our opinion, the coal region of the
Alleghany will constitute one of the leading features of the future great
ness and prosperity of Baltimore, and that, if her citizens are wise, they
will adopt direct measures to concentrate the whole trade at one spot, and
erect and equip wharves, and trestle-works, and lateral roads in such
manner that a hundred vessels, if necessary, may obtain their supplies
with the faciUty and expedition corresponding with the high importance
of the trade.
At the Elysville Factory, (a large and handsome stone building,) at a
circuitous bend, the Railroad crosses the river upou a viaduct of three
timber arches, each of one hundred and ten feet span, and almost imme
diately recrosses it upon one of two arches, and one hundred and fifty
feet span. Thence it follows the windings of the beautiful stream to the
Forks, twenty-five miles from Baltiraore, where, by a deep cut through a
narrow neck, it turns the western branch of the river, and thus crosses its
former channel twice without a bridge. Passing the Marriottsville lime-
atone quarries, the road then crosses the Patapsco by an iron bridge, of fifty
feet span, and dashes through a sharp spur of the hill by a tunnel of four
hundred feet long, in mica-slate rock, which forms a substantial roof, with-

-jfA.-

166 RAMBLES IN THE PATH OF THE STEAM HORSE.
Sykesville. — Mineral formation.
out artificial support. There are, along here, some very flne specimens of
mica — large transparent sheets, which can be split in seams thinner than
tissue paper. For a mile or two beyond this, the road runs along pretty
meadow lands, but soon re-enters a crooked gorge, which it follows with
many diversions of the stream from its original bed, as far as Sykesville.
" Sykesy" is very snugly situated at an opening in the valley, and shows its
mill and cotton factory to advantage. If the village has fair play, it will
grow, and expand, and finally become a borough with corporate functions,
justices of the
^-T~= ~ _ peace, and all
that, and all
that. Sykes
ville, it may
not be general
ly known, (but
when known,
"people will be
very apt to sus
pect it !") is sit
uated in the
midst of a very
extensive and
interesting mineral region.
The characteristic ore is copper;* but those of iron, lead, chrome and other

\^.^

Sykesville.

* Native Cojjper, like most of the native metals, crystalises in the octahedral sys
tem ; hut perfect crystals are seldom. met with. It occurs sometimes in very large
masses, but most frequently in branching and leaf-like forms, scattered among the
vein stone, or penetrating it ; and the surface of these ramifications is often thinly
coated with green carbonate of copper, or tarnished with a brown color. In general,
it is very nearly pure copper, and has the color, hardness, and malleability of the
refined metal, as we are accustomed to see it ; — sometimes it contains a minute
proportion of silver. Lake Superior is probably the most extensive region in the
world for the production of native copper. In some parts of that country, the cop
per is penetrated by threads of pure silver, and grains of the same metal are scat
tered through it — a circumstance which has, we believe, never heen observed else
where. Its softness and ready volubility in every kind of acid, and in ammonia.

RAMBLES IN THE PATH OF TUE STEAM HORSE. 107
Mineral formation. — Coiipororcs.

valuable substances have been found, and are mined, at different places,
¦with more or less success. The geological character of this region is that
of the primary formation, and consists of gneiss, mica-slate, and their
varieties, with occasional granite dykes on the south, specimens of which
we saw in the extensive quarries at EUicott's Mills. Farther north com
mences what is called the middle-secondary or transition formation, com
prising the unconformable new red-sandstone, with its soft red and brown
shales, bands of conglomerate, ridges of trap, and, occasionally, large
deposits of limestone. This region, though it is not laid down as such on
any map with avhich we are acquainted, is a continuous range, rising, at
some places, to a considerable elevation, and running parallel with the
general course of the Appalachian chain of mountains, of which it is the
most southern outlier. It may be observed in Fairfax county, Virginia,
running very nearly due north, and crossing the Potomac at and above
the falls ; entering Montgomery and Frederick in a course somewhat
distinguish copper from the few metallic minerals whieh at all resemble it. Copper
is one of the metals that has been known and worked from the earliest period; —
alloyed with tin, its hardness is much increased, and this alloy formed the various
kinds of bronze of which weapons, knives, and other tools and implements were
manufactured by the former inhabitants of both the old and tbe new continent. Axes
and knives from the tombs of tbe ancient Peruvians and Mexicans ; chisels found in
tbe quarries of Egypt, and Roman and Gaulish swords of great antiquity, have been
analysed, and found to contain from seventy to ninety-five per cent, of copper alloyed
with tin. In tbe old shafts of Lake Superior, tools and implements, as well as tbe
distinct marks of previous workings, have been found, which can only be attributed
to a race far anterior to the modern period of mankind. * * ? Ruby Copper
— {Red oxyde of Copper.) *'Thia substance is of a fine crimson color, sometimes
almost black, witb vitreous lustre, ranging from semi-transparent to nearly opaque.
It is brittle, and about as bard as fluorspar, with a specific gravity of 5.6. It is often
intermixed with native copper, but seldom with the other ores of this metal. Tile
ore is a variety wbich is intermixed witb oxyde of iron and other impurities, and
forms thin flattish raasses, something like dark colored tiles. * * » Black
Oxyde of Copper^ which is more oxydated tban the preceding species, occurs in the
form of a fine black powder, or in small masses of an earthy texture, with some other
copper ores. Both tbis and tbe ruby copper are easily reduced on charcoal to metallic
copper. * * * Sulphureta of Copper. — There are several combinations of
sulphur with copper, some of which are valuable ores. Copper glance, or vitreous
copper ore, has a dark steel-gray color, and when freshly broken, a perfectly metaUic
lustre; but the exterior is often black and dull. It is most generally found in
masses without any regular form, or filling small veins. This is the richest of all
the sulphureta of copper, afi'or ling seventy-five per ctnt. of mctol, and being, in

168 RAMBLES IN THE PATH OP THE STEAM HORSE.
Mineral formation. — Copper ores.
north-east, it enters Carroll, and passing on through Adams and York
counties in Pennsylvania, crosses the Susquehanna and forms an eleva
tion, or a series of elevations, called the Mine Ridge. This ridge was
thus named in consequence of mining operations prosecuted upon it as
early as 1736 — at one point the mineral being copper and nickel ore, and
at the other, (the Pequea silver mine,) an exceedingly rich argentiferous
galena. Both these mines were stopped during the revolutionary war,
in consequence of that event ; and both have been lately cleaned out, and
are again being successfully worked. The Mine Ridge divides Chester
from Lancaster county, and thence pursues its course along the southern
line of Berks, enters Montgomery, and the counties of Lehigh and North
ampton, crosses the Delaware near Easton, and rises in Schooley's moun
tain, in New Jersey. Continuing a course north-east, it enters the State
of New York between the sources of the Walkill and Passaic rivers ; and
extending in broken ridges through the south-east part of Orange county,
forms the celebrated Highlands at and near West Point. It here con
tinues its course, separating Putnam from Duchess county, and then,

general, very free from any other. It has been met with in some of the Cornish
mines of Great Britain; but only in small quantity; in the Ural mountains, how
ever, it is an object of extensive search, occuring there in nodules of various sizes,
disseminated in veins of clay and gravel. * * * 'Variegated Copper Ore. —
This was long considered to be the same substance as copper pyrites, of which the
surface was tarnished ; but it differs from it in containing less iron and sulphur, and
affording about sixty per cent, of copper, while the pyrites does not yield more than
thirty-three or thirty-four per cent. It is also softer than the latter, and the color
much redder ; and it is less easily fusible than copper glance. * ^ Copper Pyrites
( Yellow Copper Ore,) is the most abundant of the English Copper mines. Its color
is that of brass, and its lustre perfectly metallic and shining, particularly when fresh
broken. It is easily scratched by a, knife, differing, in this character, from iron
pyrites, whieh are much harder. Groups of small crystals are often sprinkled over
other substances, as quartz, calospar, fluorspar, galena and blende. When pure,
copper pyrites consist of sulphur 35.87, copper 3-4.40, and iron 30.47. Copper pyrites
form veins in granite, slate, and other rocks, sometimes filling them entirely, some
times distributed in irregular masses, varying in size, and occasionally weighing
some hundreds of pounds. » » » Gray Copper Ore.— The composition of this
ore varies exceedingly in different localities; but it still presents nearly the same
appearance— a light gray, metallic substance. It consists principally of sulphuret
of copper, antimony and iron ; with arsenic, zinc or silver, and sometimes with all
these metals, in greater or less quantities. [Varley's Mineralogy.]

RAMBLES IN THE PATH OF THE STEAM HORSE. 169

Mining operations in Now York, New Jorsey, PennsylTanfa, and Maryland.
inflecting to the north, and forming the separating ridge between the
waters ofthe Hudson and Housatonic rivers, stretches through the eastern
part of Duchess, Columbia and Rensselaer counties. Along the two
latter, however, the ridge forms, in reality, the separating boundary
between New York and Massachusetts; and, entering the south-west
angle of Vermont, continues through that State, under the name of the
Green Mountains, into Lower Canada.
This ridge varies in width, as well as in elevation ; but its physical
characteristics are as well developed, throughout its entire length, as any
other similar range of the Appalachian S3stem. At some places, it is
thirty miles, or more, in breadth ; at others, probably not over three or
four ; while the highest of its most prorainent ridges varies frora two
hundred to one thousand feet. In New York, copper is being mined
with unusual success, at several places ; in New Jersey, the mines have
obtained more celebrity from the fluctuations of their stock, than from
the amount of mineral raised — the object having been, not to make
money by working the mines, but by speculations on tlie stock. Some
individuals, of course, have " realized " handsomely ; but there are those
who significantly shrug their shoulders at the mere idea of copper ! In
Pennsylvani.i, along the Schuylkill river, there are several copper mines in
operation ; and we believe they are doing very well. Along the Mine
Ridge, in Lancaster County, as before stated, several openings have lately
been made, and operations commenced. In Adams county the copper
formation appears to be prolific, and we believe it is being mined at
several points. Crossing " Mason and Dixon's line,'' we find operations
going on in various parts of Frederick and Carroll counties, and, from the
present high rates of copper, and the probabilities of successful work
ings, a good deal of attention has lately been directed to this quarter of
the region. Already have several promising veins been opened, yielding
ore of the best quality ; and, as these are followed, the most flattering
results maybe anticipated. One of the mines of George Patterson, Esq.,
near Sykesville — called the Springfield — has now a shaft of sorae two
hundred feet in depth, from which gangways have been driven to the
distance of a hundred feet all the way in good copper ore, yielding about
twenty per cent, of metal, and promising to pay handsomely for the
15

170 RAMBLES IN THE PATH OP THE STEAM HORSE.
Mineral formation. — Cobalt.
outLiy. The Carroll mine, which is also on land of Mr. Patterson, has a
shaft of over one hundred feet in depth, and gives fair promise of abund
ance of mineral. The workings until recently were confined to the
sinking of the shafl, and arranging adits for draining the mine. The
Mineral Hill mine, on the same vein, some six miles north, is said to be a
promising operation, from which a considerable quantity of ore has
already been obtained. An adit has been driven about four hundred feci
on the vein, which yields flne bunches of ore containing cobalt,* a raineral
very rare and extremely valuable. The prospect for cobalt is very flattering.
On this vein a shaft has been sunk two hundred feet, mostly on copper ore,
yielding from twenty to twenty-five per cent., and strongly impregnated
with cobalt, which increases its per centage as the shaft descends. The
proprietor, in view of its high promise, is working the mine on the most
approved principles ; the shaft is seven by ten feet, and will be ex-
^ Sulphttret of Cobalt (^Cobalt Pyrites,) is a metallic mineral ofa light gray color,
breaking with a fine granular fracture, which has been found massive, and, more .
rarely, crystallised in octahedrons, in Sweden. It is composed of forty-three per
cent, of cobalt, forty-one of sulphur, and a small quantity of copper and iron. . .
Cobalt Glance. — [Cohaltine ; Silver white cobalt.) This ore occurs in small distinct
crystals, which are white, with a faint tinge of red, a perfectly metallic lustre, and
considerable brilliancy. It crystallises in the same forms as iron pyrites. Cobalt
glance, however, may be distinguished by its color, and greater specific gravity=
6.29, and being more brittle. It consists of cobalt thirty-three, sulphur twenty,
arsenic forty-three, and iron two parts. On heating it by the blow-pipe, it gives off
arsenical fumes, which is not the case with the above named ore ; but both sub
stances communicate an intense blue to borax or any other flux. This result is
characteristic of all the ores of cobalt. It may further be distinguished from iron
pyrites and arsenical pyrites by giving a rose-colored solution in nitric acid. Cobalt
glance is found in greater quantity in Norway and Sweden tban in any other
country, and is there intermixed, as in Maryland, with copper pyrites. From this
ore is prepared a great part of the smalt, and other cobalt blues used in the potteries,
and for other kinds of painting. It is first converted into a silicated oxyde, called
zaffre, by calcining the ore, in order to volatise both the sulphur and arsenic, and
then heating it with about twice its weight of flint, reduced to a. fine powder. In
this state it is generally sent to England and other European markets, where smalt
is prepared from it by remelting the zaffre, with a proper quantity o{ glass, or glass
and potash ; this compound, while in a state of fusion, is poured into cold water,
which causes it to break into small angular pieces, like gravel ; this is now ground,
washed and separated into smalt of different degrees of fineness. Besides its use in
painting on porcelain and with oil, a great deal of this color is consumed in giving
a blue tinge to paper, muslin, calico, etc.

RAMBLES IN THE PATH OF THE STEAM HORSE. l7l

Mining operations in Maryland.

tended to a depth of three hundred feet before the levels are regularly
¦worked. There is very little water to impede operations — though this
may be owing to some dislocation or fault of the strata. About six miles
further north, is the Patapsco copper mine, worked by a company of
Philadelphians. The ore is also very rich, and like the former, is
strongly impregnated with cobalt. They are sinking the shaft to cut the
vein lower down. Near Liberty, in Frederick county, the prospect for
copper is said to be very fair. The old Liberty mine has yielded largely
of copper from time to time, both before and since the revolution. The
celebrated financier and patriot, Robert Morris, owned a tract of copper
land in this region, which he appears to have valued very highly. The
mineral deposit occupies a large area, and the shafl of tho Liberty has
been sunk over one hundred and seventy-five feet, — while it is drained
by an adit one-third of a mile in length. There is a large vein of copper
in the bottom of the shafl, and several thousand dollars worth are said
to be in sight. This mine, however, is not worked at present ; but will
probably not long remain idle with the present inquiry for copper in the
market. One mile east of this mine, is the Dolly Hide mine, situated on
the farm of Col. Cole. This mine presents a most extraordinary surface
development, far beyond anything of similar character outside of the
Lake Superior region. The vein has been opened some eight hundred
feet in length, and yields a large amount of rich bronze ore, which is
worth, when free from gangue, about sixty per cent. The mine, therefore,
will in all probability be worked with a very considerable profit. The vein
at present, is about five feet wide, and there is a working breast of over
thirty feet. The water is pumped out by an iron pump of nine inch bore,
worked by a water-wheel, and the shaft is about eighty feet deep, to be
sunk still deeper. Should the vein, in its downward pitch, prove as rich
as it has thus far proved to be, it will rank amongst the most valuable
and productive mines in the world. Masses have been raised of a ton
weight, containing fifty per cent, of pure metal ; while many stones
have been found nearer the surface, and with very nearly the same per
centage of metal, weighing from one to four hundred pounds. The
copper 'obtained in this region is generally sent to Baltimore, where
there are extensive smelting works.

172 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Frederick Talley. — The Monacacy.

We have heard of no discoveries of lead ore in this quarter, but it is at
least probable that this valuable mineral, like the copper and iron,
extends throughout the entire length of the formation previously described.
In the vicinity of Phoenixville, in Pennsylvania, and at various other
places, it is now mined, in some cases, with success and profit ; the lead
apparently occupying the sarae beds as the copper.
The Railroad, after leaving Sykesville, encounters some rough cutting
through numerous projecting knolls of hard rock, after which it again
emerges upon a comparatively open country. After passing one or
two rocky hills at Hood's Mill, it leaves the granite formation and
enters upon the gentle slopes of the slate hills, among which the river
meanders until we reach the foot of Parr's ridge, which divides the
waters on its northern and southern sides. The road formerly crossed
this ridge by means of inclined planes ; but its location was subse
quently changed to the present route, and the planes thus superseded.
The steepest of these planes had an inclination at the rate of three
hundred and sixty feet per mile, and all of them were ascended by means
of horse-power.
From the summit of the ridge at the Mount Airy station, forty-four
miles from Baltimore, is a noble view westward across the Frederick
Valley, and as far as the Catoctin mountain, some fifteen miles distant.
The road thence descends the valley of Bush creek, a stream of
moderate curves and gentle slopes, with a few exceptions, where it
breaks th'-cugh some ranges of trap rocks, which interpose themselves
among the Eo''ter shales. The Monrovia and Ijamsville stations, both
unimportant, are passed
,_,;;: --_- - "riSSi-iij ^' *lils creek. The slates
terminate at the Monacacy
river, and the prevailing
limestone of the Frede
rick Valley commences.
That river is crossed by
a fine bridge of three tim
ber spans, one hundred
and ten feet each, and

Monacacy Brii^ge.

RAMBLES IX TIIE P.VTII OF TIIE STEAM HORSE. 173
Thc C tv of Kr.-'.iTi.-k.

¦Illll iA>'i:''i',
fl,!"'', H' '

Vy'

RAMBLES IN THE PATH OF THE STEAM HORSE.

175

The City of Frederick.

elevated about forty feet above its bed. It is very substantially built,
and presents an exceedingly neat appearance.
At this bridge a branch railroad, three miles in length, extends to
the city of Frederick, the seat of justice for Frederick county. This
place, in point of population, is the third largest in the state, taking
rank next to Cumber- =_t?^^~^ J^"=~^--^.
land ; though in actual
wealth, if not in com
mercial importance, it
takes precedence of it.
It is an old town, con-
temporoneous with the
settlement of the state ;
and being situated in
the midst of a rich and
populous agricultural
region, it enjoys the Frederick Female Seminay.
most substantial elements of prosperity. The population at this time, is
about seven thousand. It is well supplied with schools and academies,
among which is the well known Female Seminary of Mr. Winchester,
one of the flnest institutions of learning for young ladies in this country ;
and the citizens are distinguished for their intelligence and high moral
tone. The manufacturing interests of the place are small, in comparison
with the wealth of the citizens ; — nevertheless it produces a considerable
amount of iron, paper, wool, ropes, flour, etc., most of which finds a
a market in the immediate
county. Flour, of course, is
largely produced, and consti
tutes the principal article of
its trade with Baltimore.
The town itself is handsomely
situated, and the houses neat
ly built ; being principally of
brick, and arranged in streets
which intersect each other at

Entrance to the Ceoietery.

176 RAMBLES IN THE PATH OF THE STEAM HORSE.
The cemetry. — Breccia marble.
right angles ; though there is no feature in it calculated to arrest par
ticular attention. Among the more recent improvements, is the appro
priation of a beautifully situated piece of ground, in the suburbs of the
city, for the purposes of a public cemetery. The entrance to it, which
has been but recently erected and embellished, is very handsome, and the
whole will hereafter comprise one of the finest features of the city, and
bind many hearts to it with more than common interest in the future.
Oft let me range the gloomy aisles alone
Sad luxury ! to vulgar minds unknown.
Along the walls where speaking marbles show
What worthies form the hallow'd mould below ;
Proud names, who once the reins of empire held, —
In arms who triumph'd, or in arts excell'd;
Chiefs grac'd with soars, and prodigal of blood ;
Stern patriots who for sacred freedom stood;
Just men, by whom impartial laws were given;
And saints who tjiught, and led the way to heaven.
In this county, in the vicinity of the Potomac, is a large deposit of the
calcareous conglomerate or Breccia marble, of which the pillars in the
House of Representatives at Washington,' are fine specimens. This
marble outcrops at various points in the formation in which it lies, and
it is singular that so little attention has been paid to its value. It is
said to be difficult to dress and polish ; but however this may be, it is
certain that no description of marble can be more beautiful. It is
composed of pebble-stones cemented together, and when polished, affords
all the colors of the rainbow
From Monacacy, the road having escaped from the winding valleys to
which it has thus far been confined, bounds away over the beautiful
champaign country lying between that river and the Catoctin mountains.
This rolling region of rich limestone land may be termed the garden of the
state ; and its annual yield of golden treasure is second to none, of
similar extent, in the Union. The celebrated Manor of Carrollton was
situated in the bosom of this prolific district. The Railroad, in passing
through it, for upwards of eleven miles, consists of long straight stretches
and fine sweeping curves, and lies near the gently rolling surface of the
ground, with little cutting or filling.
In passing over this district, approaching the Potomac river, we strike

RAMBLES IN THE PATH OF THE STEAM HORSE.

Point of Rocks. — CatocUu Pass.

Point of Rocks.

the celebrated Point of Rocks, which, in the controversy with the Canal
Company, so long retarded the progress of the Railroad at this place.
The Point of Rocks is formed by
the bold profile of the Catoctin
mountain, against the base of
which the Potomac river dashes
along ; the mountain towering high
up on the opposite Virginia shore, „
and forming the other barrier of iji
the rocky pass. Here, sixty-nine ;^
miles from Baltimore, the Canal
and Railroad, — then, as now, rival
improvements, owing each other
no thanks for favors received ! —
met, side by side, and while they
were carrying on their " muss," a
little village sprang up on the banks of the river, over which, as may be
seen in the sketch, there is a splendid bridge, something like three-quarters
of a mile in length. The Railroad turns the promontory by an abrupt
curve, and the track is partly cut out of the rocky precipice on the right,
and partly supported on the inner side of the Canal, on the left, by a stone
wall of considerable length. The two works had little room to spare, and
it is not so astonishing after all, that they should have insisted on their
respective rights
of way. Two
miles further up
another high
cliff occurs, ac
companied b y
more excavation
and walling. —
The scenery all
along is pecu
liarly wild and
unique — at one

Grotesque Point, Catoctin

178 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Catoctm Pass.— Harper's Ferry.

point especially, the rocks have been worn down insuch a way that
large masses are strewn around in the most curious and eccentric
positions. See the leaning projections near the summit — they look
as if about to tumble down the side of the hill ; while the mass lying
lower down, and peeping over the precipice, as if to see what is trans
piring on the Railroad, is really in a very precarious situation. The
locomotive, however, comes puffing along, as if it wasn't at all
alarmed. For some distance, after passing this singular knob, the ground
becomes comparatively smooth, and the Railroad, leaving the immediate
margin of the river solely to the canal, runs along the base of the
gently sloping hills, passing the villages of Berlin and Knoxville, and
reaching the Weverton Factories, in the pass of the South mountain.
Here, again, the road traverses the foot of a lofty precipice for the greater
part of the distance of three miles, — the last of which is immediately
under the frightful cliffs of Elk mountain, which forms the north side
of this wild, curious, and celebrated pass. The ride, all the way from
Baltimore, is more than interesting to the traveller ; it is exciting and
inspiring. Singing through the forests,
Battling over ridges,
Shooting under arches.
Rambling over bridges, —
"Whizzing past the mountains,
Buzzing over the vale, —
Dear me ! isn't it fine,
Biding on the rail !
This is Harper's Ferry. Prof. Lyell made a mistake when he said that
it " had been over-praised." He would have changed his opinion, had he
remained long enough to examine all its points of attraction ; for we
know, from experience, that a hasty and casual glance will create only a
mistaken idea of the scenery, as a whole. There is nothing terrible in
it — nothing overwhelming or astounding, nothing to arrest immediate
admiration ; — but, ah ! when you come leisurely to examine, you find that
there is grandeur in it ; — there is the serene majesty of nature — there is
that which touches the soul, and soothes it in calm contemplation !
Probably the first object, in point of celebrity, though not in real
natural interest, that claims the attention of the stranger, is " Jefferson's

RAMBLES IN THE PATH OF THE STEA.M HORSE. 17i>

Ilarpor's Ferry. — Jefferson's Rock.

JelTerson^s Rock from the Street
Rock." This is situated on an eminence overlooking and immediately
in the rear of the village. The easiest way of ascending the hill is by a
flight of steps, cut in the solid rock, from the principal street ; or by
following the street a square or two, you will find yourself at the foot of
the hills, with Jefferson's Rock, lying some four hundred feet, almost
perpendicular, above you. Immediately in front is a quarry, from which
a large amount of fine flag-stones for paving has been extracted. The
rock constituting this hill, is of sedimentary formation, and affords a very
perfect parallel fracture. Immense masses of rock project from the sur
face, and having been split and fractured by the all-destroying hand of
Tirae, have, in some instances, been dropped from their original positions,
and been made to occupy such as circumstances would allow. Thus, a
huge square mass, weighing hundreds of tons, may be found wedged in,
or held, by projecting arms of very unequal size, while, between the
assemblage, wide fissures may be observed, showing the slow but certain
movement of the body, and its final destination further down the hill.
The surface of the hill is thus literally strewn with huge masses of rock,
lying in this perilous position ; but so gradual and imperceptible is their
decomposition, that it may be ages hence before their complete overthrow
is effected.
The hill, at this particular spot, is so steep, that it is very difficult as
well as hazardous to ascend. As we reach the summit, the mass called

180 RAMBLES IN THE PATH OF THE STEAM HORSE.

Harper's Ferry. — Jefferson's Rock.

Jefferson's Rock forms the principal object of interest. The stratification
of the original rock, as it emerges from the ground, near the summit of
the hill, has a dip of some forty degrees south-east. The action of rain
and frost, and the weather in general, is such, that the surface is con
stantly pealing off, while, occa
sionally, new fissures occur, by
which immense bodies are de
tached. The hill was at one
period nearly twice its pre
sent height and dimensions. The
large block in the annexed sketch
constituted originally a portion of
Jefferson's Rock from the hui-side. the main bed, and, during the
hundreds of years it has been thus separated, its position has not mate
rially changed. The rocks on top of it were first detached, and every
successive year they have parted with more or less of the mud and sand
of which they are all composed. There are in this group no less than
five or six distinct pieces of rook,— and the whole assemblage appears
ready, at any moment, to march down the precipice ; and woe to the
humble tenements " down below " if ever it does ! The main rock no
doubt originally laid flat, as its stratification indicates ; but the debris
dashed against it on the opposite side, by rains and melting snow, has
not only removed a large portion of the earthy-foundation upon which it
rested, but has also worn away a portion of the lower side of the rock
itself, which is now reared some ten feet in the air. It thus forms a roof
sufficiently large to shelter a " large and respectable" democratic county
meeting, of the true Jeffersonian stamp — including the honorable presi
dent, twelve vice-presidents, six secretaries, and a host of eloquent and
patriotic " orators ;" while the "committee on resolutions" could very
conveniently retire to the large crevice adjacent, which is also roofed by
stone, and in which, it is intimated, the great Apostle himself "took
down" some of his celebrated " notes in answer to a foreigner of dis
tinction." Let us now adjourn our investigations to the romantic cedar tree,
which, though rough and stunted, benevolently spreads forth its branches

RAMBLES IN THE PATH OF THE STEAM HORSE. 181
Harper's Ferry — Jefferson's Rock.
that the sun nor the " winds of heaven " may not visit our faces too
roughly. It appears to have a proper appreciation of its office, for it
directs the largest
portion of its foliage
immediately over
the rock upon which
Jefferson carved his
name. The tree is
therefore democratic
in its appearance —
and democratic in Jefferson's Rock, near view.
its tendencies ; — but to conform to the modern school, it might more
properly be hickory. However, when you stand under it, contemplating
the scene before you, it says plainly, in the popular vernacular of " ole
Virginny " see-dar .' and your eye immediately rests on Jefferson's rock.
This, indeed, is a very curious thing — (we allude to the rock, but the
tree is curious too) and we cannot but regret that the engraver should
have failed to bring out the strong features of the sketch. If our pen
proves as dull as his graver, there will be horrid work all around and
about this rock, — which, we may as well continue, rests upon the
larger one referred to, and indicated in the previous sketch. It is
probably about twelve feet square, on the top, by five feet in thickness.
Its shape, however, is very irregular. It will be observed that it lies
directly over the fissure which detached the larger rock below, and that,
very nearly in the centre, it supports another rock, also of very irregular
shape, except the top, which is perfectly flat. This rock is supported in
equilibrium in a very singular manner, and it is this which constitutes its
most interesting feature. Broad and massive at the top, it rests on a
rock less than one-fourth its size and weight ; and this, in turn, instead
of laying flat, is nicely poised on its rear. The whole thing looks very
much like a huge tortoise bearing a heavy incumbrance on his back !
The top stone was, originally, much larger. The slab on the right, leaning
against the main rock, is the portion upon which Mr. Jefferson inscribed
his name. During the fierce political excitements of 1798, between the
federal and democratic parties, a fool-hardy captain, aspiring to fame
16

182 RAMBLES IN THE PATH OF THE STEAM HORSE.
Harper's Ferry. — The Blue Ridge.
which he probably was unable to win with his sword, hurled the apex
from its ancient place, and thus removed the name which, in spite of
him, will forever give celebrity to the spot I The captain, it is said, was
assisted in this daring exploit by four or five of his command.
Nearly the entire surface of all these rocks, we need scarcely say, after
the example of Jefferson, is scored with names — names, and initials, and
dates, of all sorts. So numerous, indeed, are they, in certain places, that
it would puzzle one to find room for another, unless satisfied to carve it
in some out-of-the-way corner.
Our next business is on the opposite side of the Shanandoah. Paying
the clever collector the sixpence which he requires for the privilege of
walking across the bridge, we find ourselves at the foot of the Blue Ridge,
which here rises in awful cliffs twelve or thirteen hundred feet above the
river. The scene, immediately on emerging from the bridge, is inesti
mably wild and picturesque. The side of tlie hill, from the bottom very
nearly to the summit, is thickly strewn with huge blocks of rock, which
appear to have been poured down from the overhanging cliffs in one
tremendous torrent ! At certain spots, they are piled upon each other
in the greatest possible irregularity, to the depth of twelve or fifteen feet ;
while the descending rains drain the mass pretty thoroughly of sand and
mud, and compel vegetable matter to exert its utmost strength to establish
a " local habitation." Toward the summit, however, more soil is retained,
and the whole ridge is consequently clothed in foliage, through which
the rocks rear their grey peaks in triumph.
Further down the river we have an object of much more than ordinary
interest. A series of rocky walls rise from the side of the Ridge at an
elevation of some five hundred feet from the river, and then rear numerous
eccentric towers some five hundred feet more, in a line very nearly
perpendicular. The summit of the ridge is thus walled for several
hundred yards, on both sides of which are deep n.arrow valleys through
which the rain is conducted. Like that just mentioned, both these
valleys or chasms are strewn with immense quantities of stone, which
have been detached and violently hurled from their parent beds above.
Standing out, isolated and alone, some twelve or fifteen feet from the
main body of rock, is the great natural tower called Chimney Rock. The

RAMBLES IN THE PATH OF THE STEAM HOKSE. 188

IIarpcr'8 Forry.— Chimney Rock.

¦mt

^" ?;. ¦;^ ]

. V. -...¦-<- 1

-s*.-..-^ -^

Chimney Kock, Harper's Ferry.
above sketch was made from the wall behind, which is some twenty
feet high, and probably six hundred feet above the river. The tower, we
should judge to be at least sixty feet in height, and the sketch is a
perfect representation ofit as seen from this point. Some sixty yards to

184 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Blue Ridge. — Chimney Kock.
the right, nearer the river, the base upon which the rock stands, may also
be seen, and from the bottom of which to the top of the tower, the height
is at least one hundred feet perpendicular ! In approaching this curious
object, and closely scrutinising it in connection with the surrounding
scenery, one is absolutely fatigued with the emotions it creates ! Admi
ration — fear — astonishment — pleasure — all come and go, and leave you
bewildered and tired with the scene. It looks as if it could not possibly
stand another day, and yet, has stood for ages ! How singular it looks I
How, " in the name of all the gods at once," did it attain this unique —
this grotesque appearance ! — could it have been designed ? — or was it acci
dental ? Now let us know how it occurred — give us an idea of the agency
by which these wonderful physical phenomena were brought about. We
will : and that too, in the language of no less a man than Jefferson.
"The passage of the Potomac through the Blue Ridge — says he — is,
perhaps, one of the most stupendous scenes in nature. Yoa stand on a
very high point of land ;^-on your right comes np the Shenandoah, having
ranged along the foot of the mountain an hundred miles to seek
a vent ; — on your left approaches the Potomac in quest of a passage
also. In the moment of their junction, they rush together against the
mountain, rend it asunder, and pass off to the sea. The first glance of
this scene hurries our senses into the opinion that this earth has been
created in time ; that the mountains were forraed first ; that the rivers
began to flow afterwards ; that in this place particularly they have been
dammed up by the Blue Ridge of mountains, and have formed an ocean
which filled the whole valley ; that, continuing to rise, they have at
length broken over at this spot, and have torn the mountain down from
its summit to its base. The piles of rock on each hand, but particularly
on the Shenandoah ; the evident marks of their disrupture and avulsion
from their beds by the most powerful agents of nature, corroborate the
impression. But the distant finishing which nature has given to the
picture is of a very different character. It is a true contrast to the fore
ground. It is as placid and delightful as that is wild and tremendous.
For the mountain being cloven asunder, she presents to your eye, through
the cleft, a small catch of smooth blue horizon, at an infinite distance in
the plain country, inviting you, as it were, from the riot and tumult

RAMBLES IN" THE FATH OF THE STEAM HORSE. 185
The pasiingo of the Potomac through tho Blue Ridge.
roaring around, to pass through the breach and participate of tho calm
below. Here the eye ultimately composes itself; and that way, too, the
road (and Railroad and Canal!) happens actually to lead. You cross
the Potomac above the junction, pass along its side through the base of
the mountain for three miles, its terrible precipices hanging in fragments
over you, and, within about twenty miles, reach Fredericktown, and the
fine country round that. This scene is worth a voyage across ihe Ailaniic.
Yet here, as in the neighborhood of tho Natural Bridge, are people who
have passed their lives within half a dozen miles, and have never been to
survey these monuments of a war between rivers and mountains, which
must have shaken the earth itself to its centre."*
* The reflections I was led into, on viewing this passage of the Potomac through
the Blue Ridge were, that this country must have suffered some violent convulsion,
and that the face of it must have been changed from what it probably was some
centuries ago; that the broken and ragged faces of tbe mountain on each side the
L'iver, the tremendous rocks which are left with one end fixed in the precipice, and
the other jutting out, and, seemingly, ready to fall for want of support, the bed of the
river for several miles below obstructed and filled with the loose stones carried from
this mound : in short, every thing on which you cast your eye evidently demonstrates
a disrupture and breach in the mountain, and that, before this happened, what is now
a fruitful vale was formerly a great lake or collection of water, which possibly might
have here formed a mighty cascade, or had its vent to the ocean hy the Susque
hanna, where the Blue Ridge seems to terminate. Besides this, there are other
parts of this country which bear evident traces ofa like convulsion. From the hest
accounts I have been able to obtain, the place where the Delaware river flows through
the Kittatiny Mountain, (which is a continuation of what is called the North Moun
tain,) was not its original course, hut that It passed through what is now called *' the
wind-gap," a place several miles to the westward, and about an hundred feet higher
than tbe present bed of the river. This wind-gap is about a mile broad — (situated in
Lehigh county,) and the stones in it are such as seem to have been washed for ages by
water running over them. Should this have been the case, there must have been
a large lake behind that mountain, and by some uncommon swell in the waters,
or by some convulsion of nature, the river must have opened its way through a
different part of the mountain, and meeting there with less obstruction, carried
away with it the opposing mounds of earth, and deluged the country below with
the immense collection of waters to whieh this new passage gave vent. There
are still remaining, and daily discovered, innumerable instances of such a deluge
on both sides of the river, after it passed the hills above the falls of Trenton, and
reached the champaign. Ou the New Jersey side, which is flatter than the
Pennsylvania side, all the country below Crosswick hills seems to have been
overflowed to the distance of from ten to fifteen miles back from the river,
and to have acquired a new soil by the earth and clay brought down and mixed
with the native land. The spot on which Philadelphia stands, evidently appears to
16*

186 RAMBLES IN" THE PATH OF THE STEAM HORSE,

Chimney Rock and the Blue Ridge.

4

Chimney Rock, from the Potomac Bridge.
The annexed sketch exhibits the Chimney Rock, and the bluffs above
it, as seen from the Kailroad bridge,— a distance of several hundred yards.
The rocks are a species of sandstone, of a peculiarly dull grey aspect
and profusely overgrown with moss and creeping furze. These sometimes

he made ground. The different strata which they pass in digging for water, the
acorns, leaves, and sometimes branches which are found about twenty feet below
the surface, all seem to demonstrate this. I am informed that, at Yorktown, in Vir
ginia, on the bank of the York river, there are different strata of shells and earth
one above another, which seem to point out that the country there has undergone
several changes, that the sea has, for a succession of ages, occupied the place where
dry land now appears, and that the ground has been suddenly raised at various

RAMBLES IN THE PATH OF THE STEAM HORSE. 187
Harper's Ferry. — Profllo Ro?k.
grow to enormous size, and are of most beautiful appearance — ranging in
color from a dark to n very delicate green. There is another kind of
moss or fuzz, peculiar to all rocks, but which here attains extraordinary
proportions. It originates from the water which exudes from the rocks,
and forras into thin skins, black and fuzzy, like velvet, on the outside, and
smooth and red on the inner surface. "We selected several pieces upwards
of twelve inches in length by six in breadth, having, apparently, the body,
as they had every appearance, in their damp state, of dressed calf-skin.
On the Jlaryland side of the Potomac, we have, in addition to the
characteristic natural scenery, a very interesting and unique study. The
eye, surveying the rocks overhanging the Potomac, is often arrested by
the singular conformation they bear to particular objects ; and ranging
slowly from above the bridge, on the right, on towards the left, it soon recog
nizes what appears very much like a human figure. First is the hair, whicii
is plainly indicated ; then the forehead, and the structure of the head,
which is excellent ; then you see the eye, the nose, the mouth, and the
chin ; then the neck, and, as if to assure you of the reality, the neck-tie,
of a brovm color; then comes the shoulders, upon which you recognize
epaulettes, and, finally, you see before you the undoubted likeness of a
human figure, standing in a calm, but determined and dignified attitude !
This, is, in our opinion, one of the most curious objects to be found any
where. The figure is of such colossal proportions, that it requires some
periods What a change would it make in the country below should the mountains
at Niagara, by any accident, be cleft asunder, and u passage suddenly opened to
drain off the waters of Erie and the Upper Lakes I While ruminating on these
subjects, I have often been hurried away by fancy, and led to imagine that what is
now the bay of Mexico was once a champaign country, and that from the point or
cape of Florida, there was a continued range of mountains through Cuba, Hispaniola,
Porto Rico, Martinique, Guadaloupe, Barbadoes and Trinidad, till it reached the
coast of America, and formed the shores which bounded the ocean and guarded the
country behind ; that by some convulsion or shock of nature, the sea had broken
through these mounds, and deluged that vast plain, till it reached the foot of the
Andes ; that being there heaped up by the trade-winds, always blowing from one
quarter, it had found Its way back, as it continues to do, through the gulf between
Florida and Cuba, carrying with it the loam and sand it may have scooped from the
country it had occupied, part of which it may have deposited on the shores of North
America, and with part formed the banks of Newfoundland. But these are only the
visions of fancy. — [Jefferson, in hia Notes on 'Virginia.]

188 RAMBLES IN THE PATH OF THE STEAM HOESE.

Harper's Ferry.— Profile Kock.

ll
1 *¦

>"35 ^-"f-f' ^,# &
7 4t •-

"r

f'fj

J^ 1

•¦if, -f ' ; -'M..

Profile Rock, Harper's Ferry.
moments to trace it ; but as you gradually catch each feature, and mark
its relative proportion and effect with the others, you are irresistibly
surprised and delighted with the picture. The expression — the spirit of
the work, is positively grand ! There are few sculptors now living who
could carve in the rooks anything like the general ensemble of this magnifi
cent design. The figure is often compared with that of Washington, and,
as far as expression is concerned, there may be some similarity; — but the
features themselves are entirely different. The attitude, the features, and
the expression are all, in our opinion, those which are given to Napoleon
in the popular prints of the day. It is, in fact, a colossal figure of the
renowned chieftain, as he is ordinarily exhibited to " the million," and
he appears ,here to be wrapt in contemplation of the land which produced,

RAMBLES IN THE PATH OF THE STEAM HORSE. 189

The Blue Ridgo.— Oriiws.

as the greatest and noblest performance of which any country is capable,
a Washington! The summit of the Blue Ridge, we have remarked, is clothed with trees
and bushes, of every imaginable shape, size, and kind. In climbing its
rugged sides, as we had frequent occasion to do while making our
sketches, we met the " dead carcass" of a crow. Poor fellow 1 — how came
you to lose your life ? we " inwardly" inquired, — when, lo I another laid in
our path, and, looking up, still another, hanging in the forks of a tree 1
Turning our eye around, to see into the cause of this sad affair, we dis
covered a fifth carcass, and near it a live crow, but so crippled and weak
that he vainly endeavored to go away. There had evidently been enacted
here some damnable tragedy — there had been, we were satisfied, some
foul play. We noticed, and called the attention of our frightened artist
to the fact, that the head of the carcass was invariably wanting ! As we
continued the ascent, the number of dead crows increased, until we could
count them by dozens. In every instance the head, and the head only,
was missing. We were surprised — " in point of fact," we felt somewhat
alarmed, when our companion made his learned suggestion that it was
the work of a wild-cat, or a panther, or some such-like blood-thirsty
citizen of the mountain 1 We concluded, upon the whole, that a speedy
retreat was desirable ; and therefore directed our course for another
quarter. Arrived at the precipice overlooking the Chimney Rock, the
dusk of evening began to mingle with the light, and warned us to descend.
Looking around, we beheld swarms of crows sailing over the summit of
the Ridge, and making for the woodlands around which we stood. There
was no limit to the number — they came in thousands and thousands, and
miUions — as far off as the eye could penetrate, nothing could be seen but
crows ; while now, above our heads, they were flying around, and caw
ing, and making the most grotesque manceuvres imaginable. It was a
queer scene, and we enjoyed it until darkness " did appear." The woods
became literally alive with them, and their conversation was as animated
as a Woman's Rights Convention. We soon ascertained the cause which
produced so many dead crows — three cents a-head did ii I The County
Commissioners, in view of the injury these birds do to the grain fields of
the farmer, pay three cents for every crow's head that is offered them !

190 RAMBLES IN THE PATH OF THE STEAM HOESE.
Harper's Ferry. — United States Armory.
A fortune could be realized if any one man could secure half the heads
that were so loud in their rejoicings over our head on the evening in
question. The rascals were then, no doubt, recounting some of the day's
exploits in the adjacent grain-fields, while others were probably discuss
ing the civil and diplomatic policy generally of Crow-a,tia,, in view of the
hostile attacks nightly made upon them ! Let us have a song :
" On the limb of an oak sat a jolly old crow,
And chatted away loith glee — with glee /
As he saw tho old farmer go out to sow ;
And he cried, " It is all /or me — for mei
Look, look, how he scatters his seed around.
He is wonderful kind to the poor — the poor I
If he'd empty it down in a pile on the ground,
I could flnd it much better, Pm sure — I'm sure !
I've learned all the tricks of this wonderful man,
Who has such a regard for the crow— the crow.
That he lays out his grounds in a regular plan,
And covers his corn in a row — a row 1
He must have a very great fancy for me ;
He tries to entrap me enough — enough ;
But I measure the distance as well as he.
And when he comes near, Pm off — I'm off!''
Harper's Ferry occupies a narrow belt of land winding around what is
called Camp Hill, and a portion of the main village has even extended
upou the side of it. This beltis washed by the Potomac and Shenandoah
rivers, which are united in their passage through the Blue Ridge. The
largest portion of the village is along the Shenandoah, and extends
upwards of a mile from the Potomac. A considerable village, called
Bolivar, is situated on the highland, about a mile in the rear of the
principal town. The total population is estimated at about five thousand.
The town derives its principal support from the United States Armory
located here, in which generally three or four hundred men are employed. «
There are, however, several factories and workshops conducted on indi
vidual account. The property of the town is mostly owned by the
Government, whose works are driven by water-power supplied by the
Potomac. The principal workshops are situated along the margin of that

RAMBLES IN TUE PATH OF TIIE STKAM HOESE. 19]

Ilarpor'fl Ferry.

RAMBLES IN THE PATH OF TIIE STEAJt HOESE. 193
Harper's Forry. — Tho Ghctapeako and Ohio Canul,
river, and appear to be in admirable condition. All the muskets, bayo
nets, and accoutrements required for tho military service of tho United
States are manufactured in these shops, in connection with those at
Springfield, Mass. The total expenditures for tho support of tho Harper's
Ferry Armory, for the year 1852, amounted to S16'],145, of which
$60,979 were for repairs and improvements. There were manufacturod,
during the same year 13,400 percussion muskets ; 3,227 percussion rifles ;
2,501 ball screws; 26,963 wipers; 30,152 screw drivers; 1,873 spring
vices ; and 237 bullet moulds. The history of the rausket is interesting —
for, from the moment of its origin, it is identified with the history of
nations. Its whole and sole career is and ever will be characterised by
blood and death ! How many wretched creatures has its loud report
summoned to eternity — how many thousands and millions lisivo " sur
rendered" at its flash 1 But, then, it has made heroes, and saved
nations; — it has " conquered" peace and protected religion and virtue ;
— but still it has killed, and its sole ofice is to destroy. We think we
must agree with the poetess, that
One single leaflet from the tree of peace,
Borne dove-like through thewaste and warring earth.
Is better pass-port at the gate of heaven.
Harper's Ferry is situated two hundred feet above the Potomac, at
Washington city, from which it is distant fifty-seven miles ; from
Baltimore, by railway, eighty-one miles ; and from Winchester (in the
beautiful valley of Virginia,) thirty miles, with which place it is also
connected by railway. The Chesapeake and Ohio Canal, commencing at
Georgetown and Washington, passes along the Potomac, on the opposite
side, to the borough of Cumberland, at the foot of the Alleghany raoun
tain. This was one of the first canals ever projected in the United
States, but it was only finally completed to Cumberland a few years ago.
It is a noble improvement, and like the Baltimore and Ohio Railroad,
has probably overcome more serious obstacles than any similar work
of modern times. The section at this particular point, was especially
stupendous, difficult, and expensive. The canal on the river side, has a
high wall for many miles, and at one point passes through a tunnel,
arched with brick, and nearly one mile in length. This work alone cost
17

194: EAMBLES IN THE PATH OF THB STEAM HOESE.
The Boatman's horn.
some seven hundred thousand dollars. If spared by freshets, the work
will no doubt ultimately pay, notwithstanding the high cost of its
erection. It is a cheering and pleasant scene to see the boats passing
along on one side, and the powerful steam-horse on the other ; but there
is far more sentiment in the mellow tones of the boatman's horn than
the shrill whistle of the locomotive ; we never hear it, in fact, without
recalling the lines of General Butler :
0, Boatman ! wind that horn again.
For never did the list'ning air.
Upon its joyous hosom hear
So wild, so soft, so sweet a strain !
What though thy notes are sad and few,
By every simple boatman blown.
Yet is each pulse to nature true.
And melody in every tone.
How oft in boyhood's joyous day.
Unmindful of the lapsing hours,
I've loitered on my homeward way
By wild Ohio's hrink of flowers,
While some lone boatman from the deck
Poured his soft numbers to that tide,
As if to charm from storm and wreck
The boat where all his fortunes ride !
Delighted Nature drank the sound.
Enchanted Echo bore it round
In whispers soft and softer still.
From hill to plain and plain to hill.
Till e'en the thoughtless, frolic hoy,
Elate with hope and wild with joy,
Who gamhoU'd by the river's side.
And sported with the fretting tide,
Felt something new pervade his breast,
Change his light step, repress his jest.
Bent o'er the flood his eager ear
To catch the sounds far off, yet dear —
Drank the sweet draught, hut knew not why
The tear of rapture filled his eye.
And can he now, to manhood grown,
TeU why those notes, simple and lone
As on the ravished ear they fell.
Bound every sense in magic spell ?
There is a tide of feeling given
To all on earth, its fountain heaven,

RAMBLES IN THE PATII OF TIIE STEAJI HORSE. 195

The Canal and tho Tlailrnail. — RiUtimoro.

Beginning with tho dewy flower.
Just op'd in Flurn's vernal bower —
Rising creation*!? orders through
AVith louder murmur, brighter hue —
That tide is sympathy! its ebb and flow
Gives life its hues, its joy and woe.
Music, the master-spirit that can move
Its waves to war, or lull them into luve —
Can cheer the sinking sailor 'mid the wave.
And hid the soldier on ! nor fear the grave —
Inspire the fainting pilgrim on his road.
And elevate his soul to claim his God.
Then, boatman ! wind that horn again !
Though much of sorrow mark its strain,
Yet are its notes to sorrow dear ;
What though they wake fond memory's tear!
Tears are sad memory's sacred feast.
And rapture oft her chosen guest.
The Chesapeake and Ohio Canal, as the name of the work implies,
was originally intended to connect those waters via the Putoraac, and
Monongahela, at Pittsburg. From this point another canal was to run
to Lake Erie, via the Ohio, Big Beaver, and either the Oiiyohoga or
Grand River. The work was not pushed with the activity which might
h.ive been expected ; and in the meantime, the improvement systems of
jS'ew York and Pennsylvania had been coraraenced, and rival routes
were thus opened. Many persons entertained little hope of ever seeing
the work- completed ; and with the view of rivalling the canal systems of
neighboring States, with its greater swiftness and reliability through all
the seasons of the year, the Baltimore and Ohio Railroad was set on foot ;
and we venture to assert that, had all parties at once rallied round it, and
concentrated their capital and energies on this single work, instead of
frittering them away on others of a more local character, Baltimore
would, at this day, occupy a commercial importance, very little if at
all inferior to that of New York, the proud " metropolis," of the nation !
But the "tables are turned" now: Baltiraore has extended her iron arm
beyond the AUeghanies ; she has built the only continuous road, under one
charter, uniting the great West with the Atlantic slopes of the East ; and
she must therefore become the heart, as her road forras the great artery,
of the trade of the two regions of country separated by the mountain

196 RAMBLES IN THE PATH OF THE STEAM HOESE.
Harper's Ferry bridge.
chains of the Alleghany. Let Baltimore hold her peace henceforth —
there is nothing to make her afraid any longer ! " There is a good time
coming, boys ! Wait a little longer !"
Little more remains to be said of this place. It may well be supposed
that the Railroad, as well as the Canal, found considerable difliculty in
edging their way around the cliffs and precipices, which wall the
Potomac. It was desirable to continue the Railroad track on the Mary
land side of the river ; but the requirements of the State of Virginia,
who has subscribed largely and liberally to the capital of the Company,
as well as the ancient opposition of the Chesapeake and Ohio Canal,
who had secured prior right of way, left no other alternative for the
Railroad but to cross the river, which it does by means of a magniflcent
covered bridge. The bridge is over nine hundred feet in length, and,
on approaching the Virginia shore, divides into two branches, one
of which connects with the Winchester and Potomac Railroad, follow
ing the Shenandoah, while the other, making a sharp curvature,
conducts the main stem to the eastern side of Harper's Ferry, on the
Potomac river. The buildings comprising the United States armory,
it will be seen, are stretched along the west bank of the Potomac.
By means of a dam in the river, nearly two miles further up, a
canal conducts the water, and furnishes the driving power of the
works — the canal being situated between the precipitous hill and the
range of buildings on the right. Between the two ranges of buildings
is a narrow street, by which access is had to the various workshops,
offices and store-houses, comprising the military establishment. Now,
a more formidable obstacle, if possible, was here presented to the
passage of the Railroad, than that on the opposite side of the river.
On the Shenandoah side, equally as contracted, was the Winchester
and Potoraac Railroad ; rendering it almost impossible to secure room
for another track, with sufficient width to accommodate even the
local trade of the town ; — while on the Potomac side, there was no
room without going into the river. The consent of the War Depart
ment was finally obtained, to run the road along the margin of the
Potomac, in the rear of the arsenal shops ; and this was accomplished
by the erection of a high massive stone wall, upwards of one mile in

RAMBLES IN THE PATH OF THE STEAM HORSE. 197

Tho Blue Rid-c— Tho Peaks of Otter.

length, with numerous stone pillars, upon which the railroad ig sub
stantially erected on timber trestling, floored with heavy plank. The
height of the roadway above the water is some thirty or more feet ; and
the whole aspect of the improvement, whilo it involved an enorraous
expense, is only in keeping with all the surrounding objects, the peculiar
situation, and unique characteristics ofthe place. The Winchester branch
of this viaduct, we should have reraarked, is built entirely of iron, and
is supported by one huge span. It is after the design of Mr. Bollman,
who has contributed some of tbe finest specimens in this depart
ment of art, to be found any where on the globe. The bridge,
besides accommodating the railway, is also used for the passage of
carriages and horses. Considered as a whole, it is not so remarkable
for its length, or proportions, as it is for its peculiar situation and
unique structure — the two ends if it being curved in opposite directions,
and bifercated at the western extremity.
The Blue Ridge traverses the middle of Virginia in a course south-west
by north-east. Rising amid the head waters of the Chattanochee river,
in Georgia, it traverses the Carolinas, and enters Yirginia in the county
of Patrick, which it divides from Grayson. It is cut down in Roanoke
county to give an outlet to the Roanoke river ; and again, in Rockbridge,
to pass the waters of James river. Further north, in Augusta county,
rise the waters of the Shenandoah, which, unable to find an outlet, runs
parallel with the mountain, until, uniting its strength with the Potomac,
the two overcome it at Harper's Ferry. The Blue Ridge, from the
Tadkin river in North Carolina to the river Susquehanna in Pennsyl
vania, always forms the division-lines of the counties along which it
passes. Its height is irregular, averaging about one thousand feet ; it
breaks off, in one instance, into conical peaks rising to the height of four
thousand two hundred feet above the plain, or flve thousand three hun
dred and seven feet above the level of the ocean, which is more than a
mile in height I * These are the celebrated Peaks of Otter, a few miles
* A writer in the Southern Literary Messenger, gives the following description
of his visit to the summit of one of these peaks : — '* After riding about a mile and a
quarter, we came to the point beyond which horses cannot he taken, and dismounting,
we commenced the ascent on foot. The way was very steep, and the day so warm
17*

198 RAMBLES IN THB PATH OF THE STEAM HORSE.
The Blue Eidge. — The Natural Bridge.
from which, in the adjacent county of Rockbridge, is the great Natural
Bridge, which, as a curiosity of physical nature, deserves to take prece
dence of Niagara itself — first, because of the great rarity of such scenes
iu comparison with water-falls ; secondly, because of its much greater
height ; and thirdly, because of the greater phenomenon of its structure
throughout. " It is on the ascent of a hill," says Mr. Jefferson, in his
Notes, " which seems to have been cloven through its length by some
great convulsion. The fissure, just at the bridge, is by some admeasure
ments, two hundred and seventy feet deep, by others only two hundred
and five. It is about forty-five feet wide at the bottom, and ninety feet
at the top ; this, of course, determines the length of the bridge, and its
height from the water. Its breadth in the middle is about sixty feet,
but more at the ends, and the thickness ofthe mass, at the summit ofthe
arch, about forty feet. A part of this thickness is constituted by a coat
¦of earth, which gives growth to many large trees. The residue, with the
hill on both sides, is one solid rock of limestone. The arch approaches
that we had to halt often to take breath. As we approached the summit, the trees
were all of a stumpish growth, and twisted and guarded by the stones of that high
region. There were, also, a, few blackberry bushes, bearing their fruit long after
the season had passed below. A few minutes longer brought us to where the trees
ceased to grow; but a huge mass of rocks, piled wildly on the top of each other,
finished the termination of the peak. Our path lay for some distance around the
base of it, and under the overhanging battlements; and rather descending for
awhile until it led to a part of the pile, which could, with some effort, be scaled.
There was no ladder, nor any artificial steps ; and the only means of ascent was by
climbing over the successive rocks. We now, however, stood upon the wild platform
of one of nature's most magnificent observatories — isolated, and, apparently, above
all things else terrestrial and looking down upon, aud over, a beautiful, variegated,
and, at the same time, grand, wild, wonderful, and, almost, boundless panorama!
Indeed, it was literally boundless ; for there was a considerable haze resting upon
some parts of the "world below," so that in the distant horizon, the earth and sky
seemed insensibly to mingle with each other. I had been there before. I remem
ber, when a boy — of little more than eleven years old, to have heen taken to that
spot, and how my unpracticed nerves forsook me at the awful sublimity of the
scene; on this day it was as new as ever — as wild, wonderful, and sublime, as if I
had never before looked from those isolated rocks, or stood on that lofty summit. On
one side, towards eastern Virginia, lay a comparatively level country, in the distance
bearing a strong resemblance to the ocean; on the other hand, were ranges of high
mountains, interspersed with cultivated spots, and then terminating in piles of
mountains, following in successive ranges, until theywere also lost in the blue haze.

EAMBLES IN THE PATH OF TUE STEAM HOBSE. 199
Tho Natural Bridge.— Tho I'oakB otOttor.

the semi-elliptical form ; but the larger axis of the ellipsis, which would
be the cord of the arch, is many times longer than the transverse.
Though the sides of tbis bridge arc provided in some parts with a para
pet of fixed rooks, yet few meu have resolution to walk to thom and look
over into the abyss. Y'ou involuntarily fall on your hands and feet,
creep to the parapet, and peep over it. Looking down from this height
about a minute, gave me a violent headache. If the view from the top
be painful and intolerable, that frora below is delightful in an equal
extreme. It is impossible for the cmotiuns arising from the sublime, to be
felt beyond what they are here : so beautiful an arch, so elevated, so light,
and springing, as it were, up to heaven, — the rapture of the spectator is
really indescribable ! The fissure continuing narrow, deep, and straight
for a considerable distance above and bolow the bridge, opens a short but
very pleasing view of the North mountain, on one side, and the Blue
Ridge, on the other — at the distance, each of them, of about five miles."
This bridge is in the county of Rockbridge, to which it has given name,
Above and below, the AUeghanies and the Blue Ridge ran off in long linea ; some
times reUeved hy knolls and peaks, and in one place making a graceful curve, and
then again running off in a different line of direction. Very near us stood the
rounded top of the other peak, looking like a sullen sentinel, for its neighhor. We
paused In silence for a time. We were there almost cut off from the world below,
standing where it was fearful even to look down. There was almost a sense of pain
at the stillness which reigned around. We could hear the fiapping of the wings of
the hawks and buzzards, as they seemed to he gathering a new impetus after sailing
through one of their circles in the air below us. * * * Myself and companions
had, some time hefore, gotten on different rocks, that we might not interrupt each
other in our contemplations. I could not refrain, however, from eaying to one of them,
' what little things we are ! — how factitious our ideas of what is extensive in terri
tory and distance!' A splendid estate was about the size I could step over! I could
look away down the valley of Yirginia, and trace the country, and, in imagination,
the stage-coach, as it slowly wound its way, day and night, for successive days, to
reach the termination of what I could now throw my eye over in a minute I I was
impressively reminded of the extreme littleness with which these things of earth
would all appear, when the tie of life which binds us here, is broken, and we shall
be able to look back, and down, upon them from another world. The scene and
place are well calculated to excite such thoughts. It is said that the eccentric John
Randolph once spent the night on these elevated rocks, attended by no one but his
servant; and that when, in the morning, he witnessed the sun rising over the
majestic scene, he turned to his servant, and impressively charged him, 'never to
believe any one who said there was no God !' "

200 RAMBLES IN THE PATH OF THE STEAM HORSE.
Weyer's cave. — Madison's cave.
and affords a public and commodious passage over a valley, which cannot
be crossed elsewhere for a considerable distance. The stream passing
under it is called Cedar creek — one of the branches of James river.
In the county next adjoining (Augusta), we have objects quite as
curious and magnificent, if that were possible, as the Natural Bridge.
At the head waters of the Shenandoah, which takes its rise in this
county, is situated Weyer's cave, and a short distance from it Madison's
cave, both well-known for their extraordinary structure and romantic
appearance. " Weyer's cave," says an intelligent English writer, " is
one of the great natural wonders of this new world ; and for its eminence
in its own class, deserves to be ranked with the Natural Bridge and
Niagara, while it is far less known than either. Its dimensions, by the
most direct course, are more than sixteen hundred feet, and by the more
winding paths, twice that length; and its objects are remarkable for
their variety, formation, and beauty. In both respects it will compare,
without injury to itself, with the celebrated grotto of Antiparas. For
myself, I acknowledge the spectacle to have been most interesting ; but
to be so, it must be illuminated, as on this occasion. I had thought that
this circumstance might give to the whole a toyish effect ; but the effect
of two or three thousand lights in these immense caverns is only such as
to reveal the objects, without disturbing the solemn and sublime obscurity
which sleeps on everything. Scarcely any scenes can awaken so many
passions at once, and so deeply ; — curiosity, apprehension, terror, sur
prise, admiration and delight, by turns and together, arrest and possess
you. If the interesting and the awful are the elements of the sublime,
here sublimity reigns, as in her own domain, in darkness, silence, and
sleeps profound."
Madison's cave is in a hill of about two hundred feet perpendicular
height, the ascent of which, on one side, is so steep, that you may pitch
a biscuit from its summit into the river which washes its base. The
entrance of the cave is on this side, about two-thirds of the way up. " It
extends into the earth,'' says Mr. Jefferson, (who gives an eye-draught
of its course and windings) " about three hundred feet, branching into
subordinate caverns, sometimes ascending a little, but more generally
descending, and at length terminates, in two different places, at basins

RAMBLES IN THE PATH OF THE STEAM HORSE. 201
Oavorns. — Tho Blowing cave.
of water of unknown extent, and which I should judge to be nearly on a
level with the water of the river ; however, I do not think they aro
formed by refluent water from that, because they are never turbid ;
because they do not rise and fall in correspondence with that in times of
flood or drought ; and because the water is always cool. It is probably
one of the many reservoirs with whieh tlie interior parts of the earth are
supposed to abound, and which yield supplies to the fountains of water,
distinguished from others only by its being accessible. The vault of
this cave is of solid limestone, from twenty to forty or flfty feet high,
through which water is continually percolating. This, trickling down
the sides of the cave, has incrusted them over in the form of elegant
drapery ; and dripping from the top of the vault, generates on that, and
on the base below, stalactites of a conical form, some of which have met
and formed massive columns."
There is in Weyer's cave, before referred to, a beautiful concretion,
occupying, like a statue, very nearly the centre of one of its principal
saloons, and which is named after Washington, from its supposed resem
blance. The whole cave, however, is filled with those projections,
figures, and novel formations, which the excited imagination at once
turns into resemblances of one kind or another. The general effect of all
limestone caverns — and they seldom occur in any other formations — is
most beautiful and gaudy ; sometimes all the colors of the rainbow are
elaborated in a particular place, while nothing can be finer than the pure
milky whiteness of the stalactitic accumulations. In the county of
Page, lying along the Blue Ridge, and in the county of Frederick, further
north, towards the Potomac, there are caverns of a similar character with
the above, also in the limestone, and which would no doubt prove equally
as large, if thoroughly explored. Mr. Jefferson speaks of a cavern,
situated in the Panther Gap, which emits constantly a current of air, of
such force as to keep the weeds prostrate to the distance of sixty feet
before it. This current is strongest in dry frosty weather, and weakest
during long spells of rain. Regular inspirations and expirations of air,
by caverns and fissures, have been probably enough accounted for, by
supposing them combined with intermittent fountains ; as they must, of
course, inhale air while their reservoirs are emptying themselves, and

202 RAMBLES IN THE PATH OF THE STEAM HORSE.
Lord Fairfax. — George Washington.
again emit it while they are filling. But a constant issue of air, only
varying its force as the weather is drier or damper, will require a new
hypothesis. This cave, from the air issuing from it, is very properly
termed the Blowing cave.
In the north-west portion of Augusta county, we have another speci
men of rocks, similar to the Chimney Rook of Harper's Ferry. They
stand in the alluvial margin of a small stream near the Augusta Springs,
and attain a height of some fifty feet or more. In their formation, they
bear some resemblance to the palisades of the Hudson river, but are
more regular in their stratification, which is arranged in huge masses of
workmanship, with occasional projections like the cornices of Gothic
architecture, in a state of dilapidation.
The county of Clarke is interesting principally for its reminiscences of
Washington, who, it will be remembered, while a youth of sixteen, was
employed by Lord Fairfax to survey his extensive landed estate, now
comprising no less than twenty-one counties of Virginia, and which
originally included all the land between the waters of the Potomac and
the Rappahannock, as well as an immense body between the Blue Ridge
and the Alleghany. While thus engaged, Washington often frequented
the valley ofthe Shenandoah, where Lord Fairfax subsequently took up
his permanent abode. A log house, which has lately fallen into ruin,
and which stood near the village of Berryville, where the brave General
Daniel Morgan long resided, is described as having been occupied by
young Washington, when returning to and from his surveying expedi
tions. The attic room, which was about twelve feet square, was occupied
by him as an office and place of deposite for his surveying instruments
as well as for lodgings. The room was lathed and plastered, and con
tained a single window in the gable end ; at the other end carfie up a
rude pair of stairs. The lower portion of the house, it would appear,
was occupied as a spring-house, as a beautiful fount of water gushed out
from the rocks in one corner of it.
At the very time of the Congress of Aix-la-Chapelle, the woods of Virginia
sheltered the youthful George Washington, the son of a widow. Born by the side
of the Potomac, beneath the roof ofa Westmoreland farmer, almost from infancy
his lot had been the lot of an orphan. No academy had welcomed him to its shades

RAMBLES IN THE PATH OF THE STEAM HORSE. 203
Tho Cumborland or Virgiuia viilU-y.
no college crowned him with its honors : to road, to write, to cipher — these had
been his degrees in knowledge. Aud now at sixteen yoai-s of a;;e, in quest of an
honest maintenance, encountering intolerable toil : cheered onward by being able to
write to a schoolboy friend, *' Dear Richard, a doubloon is my constant gain every
day, and sometimes six pistoles;'' " himself his own cook, having no spit but a
forked stick, no plate but n large chip ;" roaming over spurs of the AUeghanies, nnd
along the bonks ofthe Shenandoah : alive to nature, aud sometimes "spending Ihe
best of the day io admiring the trees and richness of thc land :'' among skin-clad
savages, with their scalps and rattles, or uncouth emigrants "tbat would never
speak English ;" rarely sleeping in a bed ; holding a l>ear-skin a splendid couch;
glad of a resting-place fur the night upon a little hay, straw, or fodder, and often
camping in the forests, where the plaee nearest the fire was a happy luxury ; — this
stripling surveyor in the woods, with no companion but his unlettered associates,
and no implements of science but his comitass and chain, contrasted strangely with
the imperial magnificence of the Congress of Aix-la-Chapelle. And yot God had
selected not Kaunitz, nor Newcastle, not a monarch of the house of Hapsburg, nor
of Hanover, but the Virginia stripling, to give an impulse to human affairs, and,
as far as events can depend upon an individual, had placed tbe rights and the
destinies of countless mUlions in the keeping ofthe widow's son. — [Bancroft.
The Blue Ridge, after traversing the centre of Yirginia, runs into
Maryland, where it separates Frederick from Washington county, and
thence enters Pennsylvania, where, wheeling due east, it crosses the
Susquehanna river at Conewago Falls, below Middletown, and thence,
assuming the name of Conewago hills, separates Lebanon from Lancaster
county, and strays on in detached mounds and knobs through Berks,
Lehigh and Northampton. Here, interrupted by the Delaware river, it
rises in New Jersey, in Sussex county, then passes into New Tork, and
finally terminates in the Shawangunk, on the west side of the Hudson
river, and amongst the branches of the Walkill. Throughout its entire
length the Blue Ridge runs very nearly parallel with what is called the
North Mountain in Yirginia, and the Blue or Kittatinny Mountain in
Pennsylvania. The region of country between these two mountains is
distinguished, in Pennsylvania, as the Cumberland Valley, and in A'ir-
ginia, as the Valley of Virginia. As it comprises one uninterrupted
valley from the Helston to the Delaware, and crosses no less than four or five
states, in all of which its leading features are preserved ; we think it should
be known by a uniform name, as for instance, the Valley of the Blue Ridge.
The valley of the Blue Ridge is one of the richest and most productive
agricultural districts in the United States. In addition to the decom-

204 EAMBLES IN THE PATH OP THB STEAM HOESE.
Scenery and fertility of the Blue Ridge valley.
posing debris and vegetable matter which are constantly supplied by the
adjacent mountains throughout its whole length, it teems with numerous
and often extensive beds of limestone, and is watered by a thousand
pleasant streams. The climate, too, is genial, and of that temperate
character which best sustains the health of man, as well as the domestio
animals. Indeed, the valley is but one continued garden, cultivated on
a grand and extensive scale, and peopled by a class of thrifty and sub
stantial citizens. The scenery will compare favorably with any in ihe
world ! It presents a perfect panorama of the wonderful, the rich, the
awful, the sublime and the picturesque ! Rich agricultural scenes ;
rivers meandering through green fields, and banks fringed with verdure ;
natural bridges ; cascades ; curious towers ; high mountain peaks ; im
pressive water-gaps ; magnificent caverns — these, in varied succession,
are all met with in this glorious valley 1 Well could the King of Great
Britain afford to knight Gov. Spottswood for having crossed the Blue
Ridge and discovered this beautiful belt of country. The " enterprise "
itself, was trifling, but the " discovery" was great.
The staple agricultural productions of Virginia and Maryland are
wheat and tobacco.* That portion of both States east of the Blue Ridge
is particularly adapted for the growth of tobacco, while the portion west
* The editor of the ffoosier City Journal, published in Indianapolis, la., has lately
volunteered an able defence of tobacco. " Excepting slavery and liquor," says he,
"nothing has ever been so violently and universally abused, as tobacco. From
King James the First to Horace Greeley, nobody has written about it that has not
written against it. Calhoun was the avowed apologist of slavery ; Falstaff enters a
plea for "Sherrie-sack;" Talfourd, "old Port," and Eedi, the Italian poet, for
" liquor " generally ; — but nobody has a word to say for that weed which, Indian
legends say, a goddess produced, and which, history says, a hero first used. Every
body uses it, but nobody defends it. Charles Lamb tried his hand at a sort of
poetical apology, but the poetry was bad and the defence worse. Have chewers,
smokers, and snuffers lost all spirit, that no one can open his mouth for the great
tooth-cleaner, the health-giver, heart-softener, sociability-maker, — the great reflec
tion and cogitation-promoter, and acquaintance-maker ? Is there no one ? We
'spose not.
Tfe use tobacco ! Half the great men ofthe nation use it. Henry Clay, (glorious
old patriot !) snuffed, chewed, and smoked. So did John Quincy Adams— and so
do we I Tobacco cures the tooth-ache, (just ask any smoker if it don't ;) and there
are those who allege that it wUl oure corns. Eobinson Crusoe, when he got sick,
chewed it, smoked it, and drank a decoction of it in rum, and, of course, got well !

RAMBLES IN THE PATH OF THE STEAM IIOESE. 205
Tobacco. — Detonco of tobacco.
of it is equally as well calculated for wheat, rye, corn, oats, potatoes, etc.
Fruit is raised in all parts of both States, except on the higher levels of
the AUeghanies. The mountain region is well adapted to wool growing,
to the raising of cattle, and to all the details of grazing, generally. Tho

Every wit at Wills' Coffee House, from Dryden to Sadwell, smoked. The Scotch
all snuff; and they are remarkable for acuteness, Ihe subtlety of their metaphysics,
and the rigidity of their righteousness. Tobacco is a promoter of metaphysics and
morals. The Germans smoke ; and they excel the world in the extent and minute
ness of their biblical and classical research, their persevering application, nnd their
speculative philosophy. Tobacco nourishes learning, speculation, and pcrseveronoe.
The French snuff and smoke; and they nre the leaders of tnste, and the fountain
of fashion; the best mathematicians, and the most skilful surgeons. Tobacco pro
duces refinement and elegance, profundity of reasoning, and extreme steadiness of
nerve. English sailors aU chew, and their honesty, courage, and generosity aro
proverbial. Tobacco causes the fuUest development of all the nobler feelings ;
Indians smoke, and they endure torture with more firmness than all tho stoics,
from Zeno to Cato. Tobacco infuses a lofty contempt of death. Americans chew,
smoke, and snuff, and they combine, by universal concession, all thc good qualities
of all other nations, and posscss, besides, an ingenuity and enterprise that none of
them have. This can only be attributed to the fact that tobacco grows here, nnd is
nsed in more shapes and more generally than anywhere else. An English king
wrote a " counterblast to tobacco." He hated it most cordially, and ho was the
firmest believer in the "jure divino" of all the kings, from William the Conqueror
to WUliam the Fourth. A belief in the divine right of kings, (a most slavish
doctrine,) and hatred of tobacco, always go together. Tbe English aristocr.icy
won't use it; they revile it as disgusting; say it is a plebean practice to use it.
Tobacco is tbe dread of aristocrats. It was the favorite electioneering tool of
Davy Crockett; and a "chaw" will conciliate one of tbe "unterrified " quicker than
anything else, except "red-eye." Tobacco is a democratic " institution." A dandy
will ask a poor tailor for a cigar-light, wealth wiU spit in the same box with poverty,
and dignity and dirt will sneeze alike, if they snuff. Tobacco is a leveller of dis
tinctions. Since the introduction of tobacco, science has improved, literature has been
generally diffused, and we have no doubt but that the whole system of inductive
philosophy owes its origin to this invaluable vegetable. Until about three hundred
years ago, the world had puzzled itself with the subleties of the schoolmen, the
chimeras of the alchemists, the absurdities of astrologers — they had educed nothing
practical, invented nothing useful. Sir Walter Raleigh introduced tobacco — then,
and not nntU then. Bacon conceived and published his system of philosophy, and
the world was many steps further in its progress. Experimental philosophy is a
result of tobacco.
It is said tbat it stunts the growth and injures the health ofthe unfortunate indi
viduals addicted to it. We have as extensive a development and as good health as
any man, and we use it habitually and from practice.
18

206 EAMBLES IN THE PATH OF THE STEAM HOESE.

Tobacco.— Smoking.— Sir Walter Kaleigh.

soil also is' admirably adapted for potatoes. The broad table-lands or
glades of the Alleghany will rank with the best soils of the country ;
well watered and alluvial, the soil is naturally strong, and susceptible of
the highest degree of cultivation. Tobacco, it is true, is raised to some
' extent between the Blue Ridge and the Alleghany, but its proper field
seems to be south-east of the mountain first mentioned, where, indeed, it
originated. It is the extensive cultivation of this crop which has given
to the State of Virginia, (and in some degree, Maryland, also) a distinct
and peculiar characteristic. From the settlement of Jamestown to the
present time, it has always comprised the leading item of her produc
tions. For many years, in the early history of the colony, tobacco formed
the circulating medium. Legislators were paid in tobacco ; taxes were
paid in tobacco ; and debts of every sort were payable in tobacco.
Scarcely anything was raised but tobacco, for tobacco bought corn from
the Indians.
Sir Walter Raleigh is generally supposed to have been the first person
wjio introduced tobacco into England. He returned from his expedition
to Virginia in 1585, and having learned from the Indians how to smoke
the weed, he took along with him specimens of both, and it is hard to tell
which excited the most " sensation " — the tobacco or the Indians them
selves. Sir Walter, it is well known, was a gentleman of taste and
fashion ; a gay, high-spirited, and splendid gallant — the very chap, of all
others of his time, to enjoy a good cigar or pipe, in a convivial "crowd,"
to the air of " sparkling and bright."
Floating away, like the fountain's spray.
Or the snow-white plume of a maiden.
Oar smoke-wreaths rise to the starlit skies,
With blissful fragrance laden.
Then smoke away till a golden ray
Lights up the dawn of the morrow
For a cheerful cigar, like a shield, will bar
The blows of care and sorrow.
The leaf burns bright, like the gems of light.
That flash in the braids of Beauty ;
It nerves each heart for the hero's part.
On the battle plain of duty.

EAMBLES IX THE PATH OF THE STEAM HORSE. 207

Tho cultivation of Tobacco.

In tho thoughtful gloom of his darken'd room.
Sits the child of song and story —
But his heart is light, for his pipe beams bright.
And his dreams are all of glory.
By the blazing flre sits the gray-haired sire,
And infant arms surround him.
And he smiles on all, in that quaint old hall,
While the smoke-curls float around him.
In the forests grand of our native land,
When the savoge conflict ended.
The pipe of peace brought a sweet release,
From toil and terror blended.
The dark eyed train of the maids of Spain,
'Xeath their arbor shades trip lightly.
And a gleaming cigar, like a new born star,
In the clasp of their Ups burns brightly.
It warms the soul like the blushing howl.
With its rose red burden streaming.
It drowns it in bliss, like the first warm kiss
From the lips with love buds teeming.
Then smoke away, tiU a golden ray
Lights up the dawn of tbe morrow.
For a gleaming cigar, like a shield, will bar
The bluws of care and sorrow.
The use of tobacco, at first, was confined to the higher classes, and the
whole quantity imported into England from all quarters, during the se\en
years previous to 1G22, did not exceed 1-10,000 pounds. Its use, however,
soon became pretty popular, and the annual crop of Maryland, Yirginia,
Kentucky, and Ohio now averages over 281,000 hogsheads .' Baltimore has
always been one of the principal tobacco markets of this country, and
with the facilities afforded by the Baltimore and Ohio Railroad, must
hereafter enjoy by far the largest portion of this trade, as well as the
largest portion of the wheat, corn, pork and flour trade, of the valley of
the Ohio. These constitute the great staple products of the West, and
nothing can prevent Baltimore, with her present relations to that interest
ing and prolific region, from securing the greatest portion of the trade
flowing from it.
The cultivation of tobacco forms a distinct branch of husbandry, and
requires a great deal more care aud attention, both in the • growing.

208 RAMBLES IN THB PATH OF THB STEAM HOESE.
The cultivation of Tobacco.
curing and manufacture, than any other crop. The plant, while
growing, has to be visited almost daily. It must be kept free from the
ravages ofthe worm, and the " suckers," to which the sap is always dis
posed to run, must be clipped off at the proper time. The plant, more
over, must be kept free from weeds, and the arability of the soil must be
stimulated by frequent hoeing or ploughing, even to a greater extent
than is required for corn or potatoes. The stalk generally attains a
height of from two to four feet, the best quality of tobacco being that
whose stalk and leaf are smallest. When the tobacco is sufficiently
matured, the stock is cut off near the ground, pins of wood about four
inches long are then driven into it, by which it is subsequently suspended
in an inverted position, from wooden beams, and under a cover to protect
it from the rain. Here it remains in a state but partially dry, when the
leaves are carefully stripped from the stalk, and collected in little bun
dles. If the leaf were suffered to become thoroughly dry, it would break
and crumble during the process of stripping ; while, if it became too
damp, it would moulder or mildew. The drying o£ tobacco, therefore,
becomes a matter of serious importance. It is generally dried in long,
narrow sheds, where the air is not entirely excluded, and where it is con
venient to hang it up, and afterwards to remove. When the leaf is
stripped from the stem, it is closely packed in hogsheads, and in that
way sent to market. There is, of course, a great variety of tobacco, and
different modes of manufacture are adopted ; but the processes of growing
it are pretty uniform, and equally adapted for all the various sorts.
Slavery and the cultivation of Tobacco. — The following interesting remarks relate
to the introduction of slaves, in connection with the cultivation of tobacco, and their
general influence on the character and condition of the citizens of Virginia. We
extract it from the Life of Jefferson, by Prof. Qeorge Tucker, of the University of
Virginia ; a work written with perspicuity and candor, and incidentally elucidating
important points in the civil and political history of the State.
"In 1744," says Prof. T., "at the period of the birth of Mr. Jefferson, the settle
ments had extended about two hmjjdred miles from the sea-coast, and, in the
northern part of the colony, had passed the Blue Ridge. The population was then
about two hundred thousand, of whom from a quarter to a third were slaves.
The cultivation of tobacco, and the introduction of slaves, have had a marked
influence upon the habits, character, and fortunes of tho country. The introduction
of tobacco, in England, about twenty years before the settlement of Jamestown, led
to a rapid extension of its use. A demand being thus created, and a heavy price

RAMBLES IN THE PATH OF TIIE STEAM IIOESE. 209

Tobneco and Slavery.

paid, encou aged the first settlers of Virginia to cultivate i, for a market, to the
neglect of other crops. It continued the sole article of export, and, from thc innde
quale supply of the precious mctnls, it became the general measure of value the
principal currency of tbe colony. In 1758, the quantity exported had increased to
about seventy million, of pounds, since which time tho product has somewhat
diminished. As this plant requires land of the greatest fertility, and its finersorts are produced
only in virgin soil, which it soon exhausts, its culture has been steadily advancing
westwardly, where fresh land is more abundant—leaving tho eastern region it has
impoverished principally to tho production of Indian corn, wheat, and other grain.
Its cultivation bas thus generally ceased in thc country below thc falls of thc great
rivers, and its progress to the west, the centre of the tobacco region, is now about
two hundred miles from the coast
The business of cultivating tobacco, nnd preparing it for market, requires such
continual attention, ond so much, and so many sorts of handling, as to allow to the
planter little time for any of the other useful processes of husbandry ; and thus the
management of his dairy and orchard, and the useful operations of manuring,
irrigation, and cultivating artificial grasses, are either conducted in a slovenly way,'
or neglected altogether. The tobacco district nowhere exhibits the samo external
face of verdure, or marks of rural comfort and taste, as are to be seen in those
counties in which its culture has been abandoned.
But the most serions consequence ofthe tobacco cultivation, is to bo found in the
increase of slaves; for though it did not occasion their first introdaction, it greatly
encouraged their importation for some time afterwards. It is to the spirit of com-
merce, which, in its undistinguished pursuit of gain, ministers to our vices no loes
than to onr necessary wants, that Virginia owes this portentous accession to her
population. A Dutch ship from the coast of Guinea entered James' River in 1620,
thirteen years after the first settlement of Jamestown, and sold twenty of her slaves
to the colonists.
The large profits which could be made from the labor of slaves, while tobacco sold
at three shillings steriing a pound, equal to about ten times its ordinary price now,
greatly encouraged their further importation, by giving to the planters the means of
purchasing, as weU as the inclination ; and the efl'eet wonld have been much greater,
if they had not been continuaUy supplied with the labor from the paupers, and'
sometimes, the convicts, who were brought from England and sold to the planters
for a term of years, to defray the expenses of their tiansportation.
This supply of English servants, together with the gradual fall in the price of
tobacco, bad so checked the importation of slaves, that in the year 1671, according
to an official communication from the governor. Sir WiUiam Berkeley, while the
whole population was but 40,000, the number of indented servants was 6,000, and
that of the slaves was bnt 2,000. The importations of the latter, he says, did not
exceed two or three cargoes in seven years, bnt that of servants, of whom, he says,
most were English, few Scotch, and fewer Irish, he estimates at 1,600 annually.
But in process of time, slave labor was fonnd preferable to that of indented white
servants, partly because the negro slave was more cheaply fed and clothed than the
laborers who were of the same race as the masters, but principally because they
were less able to escape from bondage, and were more easily retaken. The colonial
18'

210 RAMBLES IN THE PATH OF THE STEAM HORSE,
Tobacco and Slavery.
statute book afl'ords abundant evidence of the frequency and facility with which the
indented servants ran away from their masters ; and the extent of the mischief may
be inferred from the severity of its punishment. In 1642, runaway servants were
liable, for a second offence, to be branded on the cheek ; though fifteen years after
wards, the law was so far mitigated as to transfer this mark of ignomy to the shoulder.
In 1662, their term of service, which did not often exceed four or five years, might,
for the ofi'ence of running away, be prolonged, at the discretion of a magistrate, and
the master might superadd * moderate corporeal punishment.' In the following year,
this class of persons, prompted by the convicts who had been sent over after the
restoration of Charles the Second, formed a conspiracy of insurrection and murder.
which was discovered just in time to be defeated. Seven years afterwards, in 1670,
the governor and council took upon themselves to prohibit the further importation
of convicts, whom they call * jail birds ;' and they assign this conspiracy as one of
their motives for the order. The privilege, too, enjoyed by the servant, of complain
ing to the magistrate for the harsh treatment of his master, either as to food, clothing,
or punishment, formed, no doubt, a further ground of preference for slaves, who had
no such inconvenient rights.
Under the united influence of these circumstances, the number of negro slaves so
increased, that iu 1732, the legislature thought proper to discourage their further
importation, by a tax on each slave imported; and not to alarm the commercial
jealousy of England, the law, conforming to the notions of the age, formally pro
vided for what no mode of levying the tax could have prevented, that the duty
should be paid by the purchaser. This duty was at first five per cent, on the value
of the slave, but in a few years afterwards, (1740,) it was increased to ten per cent,
from wbich it was never reduced. It did not, however, prevent large importations,
for we find the number to have increased, in one hundred and nineteen years, in the
ratio of one to one hundred and forty-six; that is, from two thousand, in the year
1671, to two hundred and ninety-three thousand four hundred and twenty-seven, in
1790; whUe in the same period, the whites had increased only as one to twelve, or
from thirty-eight thousand, to four hundred and fifty-four thousand eigtt hundred
and eighty-one. In the forty years which have elapsed, from the first to the last
census, it is gratifying to perceive that the increase of the free population in Vir
ginia has been somewhat greater than that of the slaves, in the proportion of sixty-
three per cent to sixty, and that this comparative gain seems to be gradually
increasing. As Eastern Virginia is everywhere intersected by navigable rivers, which aro
skirted on either side by rich alluvial lands, the early settlers, whose plantations
were principally along the margins of the rivers, were able to carry on a direct inter
course with foreign countries, from their separate dwellings. Thus commerce, by
the very diffusion of its most iniportant natural facilities, did not here concentrate
in a few favorable spots, and foster the growth of towns, as in most of the other
colonies ; and at the beginning of the revolution, Williamsburg, the seat of govern
ment and the largest town iu Virginia, itself the most populous of the colonies, did
not contain two thousand inhabitants. But as the bees which form no hive, collect
no honey, the commerce, which was thus dispersed, accumulated no wealth. The
disadvantages of this dispersion were eventually perceived by the colonists, and
many efforts were made by the legislature to remedy the mischief by authorising

RAMBLES IN TIIE PATH OF THE STEAM HOKSE. 211
Tobacco and Slavery, — Uabits of the Planters.
the establishment of towns on selected sites, and giving speoial privileges and immu
nities to those who built, or those who resided on them. Their purpose was also
favored, and even stimulated by the government, from fiscal considerations. But
most of these legislative efforts failed, and none were very successful. Thus in 1680,
as many as twenty towns were authorised hy act of assembly, being one for each
county ; yet, at not more than three or four of the designated spots, is there even a
viUage remaining to attest the propriety of the selection.
There were, indeed, wanting in the colony, all the ordinary constituents of a large
town. Here were no manufactories to bring together and employ the ingenious and
industrious. The colonists, devoting themselves exclusively to agriculture, owned
no shipping, which might have induced them to congregate for the sake of carrying
on their foreign commerce to more advantage; here was no court, which, by its
splendor and amusements, might attract the gay, the voluptuous, and the rich : there
was not even a class of opulent landlords, to whom it is as easy to live on their
rents in town as in the country, and far more agreeable. Bat the very richest
planters all cultivated their own land with their own slaves j and while those lands
furnished most of the materials of a generous, and even profuse hospitaUty, they
could be consumed only where they were produced, and could neither be transported
to a distance, nor converted into money. The tobacco, which constituted the only
article of export, served to pay for the foreign luxuries which the planter required :
yet, with his social habits, it was barely sufficient for that purpose, and not a few of
the largest estates were deeply In debt to the Scotch or English merchants, who
carried on the whole commerce of the country. Nur was this system of credit more
eagerly sought by the improvident planter, than it was given by the thrifty and
sagacious trader; for it afforded to him, a sure pledge for the consignment of the
debtor's crop, on the sales of which, his fair perquisites amounted to a liberal profit,
and if he was disposed to abuse his trust, his gains were enormous. The merchants
were therefore ready to ship goods, and accept bills of exchauge on the credit of
future crops, while their factors in the colony took care in season, to make the debt
safe, by a mortgage on the lands and slaves of the planter. Some idea of the pecu
niary thraldom to which the Virginia planter was formerly subjected, may be formed
from the fact, that twice a year, at a general meeting of the merchants and factors
in Williamsburg, they settled the price of tobacco, the advance on the sterling cost
of goods, and the rate of exchange with England. It can scarcely he doubted that
the regulations were framed as much to the advantage of the merchants, as they
believed it practicable to execute. Yet it affords evidence of the sagacious modera
tion with which this deUcate duty was exercised, that it was not so abused as to
destroy itself.
This state of things exerted a decided influence on the manners and character of
the colonists, untrained to habits of business, and possessed of the means of hospi
tality. They were open-handed and open-hearted; fond of society, indulging in all
its pleasures, and practising all its courtesies. But these social virtues, also occa
sionally, ran into the kindred vices of love of show, haughtiness, sensuality — and
many of the wealthier class were to be seen seeking relief from the vacuity of idle
ness, not merely in the allowable pleasures of the chase and the turf, but in the
debasing ones of cock-fighcing, gaming, and drinking. Literature was neglected, or
cultivated by the smaU number who had been educated in England, rather as an

212 RAMBLES IN THE PATH OF THE STEAM HOESE.
Tobacco and Slavery.
accomplishment and a, mark of distinction, than for the substantial benefits it
confers. Let us not, however, overrate the extent of these consequences of slavery. If the
habitual exercise of authority, united to a want of steady occupation, deteriorated
the character of some, it seemed to givo a greater elevation of virtue to others.
Domestic slavery, in fact, places the master in a state of moral discipline, and,
according to the use he makes of it, is he made better or worse. If he exercises his
unrestricted power over the slave, in giving ready indulgence to his humors or
caprice — if he habitually yields to impulses of anger, and punishes whenever he is
disobeyed, or obeyed imperfectly, he is certainly the worse for the institution which
has thus afforded aliment to his evil propensities. But if, on the other hand, he has
been taught to curb these sallies of passion, or freaks of caprice, or has subjected
himself to a course of salutary restraint, he is continually strengthening himself in
the virtues of self-denial, forbearance, and moderation, and he is all the better for
the institution which has afforded so much occasion for the practice of those virtues.*
If, therefore, in a slave-holding country, we see some of the masters made irascible,
cruel, and tyrannical, we see many others as remarkable for their mildness, modera
tion, and self-command ; because, in truth, both the virtues of the one and the
vices of the other, are carried to the greater extreme by the self-same process of
habitual exercise."
In raising tobacco, it will readily be perceived that labor constitutes an
essential element. The manual labor is easy, and comparatively trifling,
but it requires constant attention. The labor, therefore, must be well
organized, and under the systematic control of the planter, otherwise, his
whole crop would be exposed to constant danger frora neglect. In the
early history of Virginia, the services of white men were sold by auction
to planters, for a specified term, to pay their passage from the mother
country. The same practice subsequently existed in Pennsylvania, and
other colonies, and the " redemptioners," as they were called, were bought
by speculators, and then peddled out amongst the farmers in the interior.
This was a species of slavery, however, which did not work very well,
and it was soon superseded all over the country, by negro slavery, in the
traffic of which the King of Great Britain himself participated. The first
lot of slaves ever sold to the colonists was brought by a Dutch ship in
1620. The colonists soon after earnestly and repeatedly protested against
the continuance of the trade, but it produced no effect. The traffic went

* The character of the Presidents which Virginia has furnished, may be appealed to, for a
coniirmation of this view ; and many living illustrations will readily present themselves to all
who have a personal knowledge of the Southern States.

EAMBLES IN THE P.\.TH OF TIIE STEAM HOESE. 213

A few words ou Slaverv.

on in all its horrid features, until the United States declared their inde
pendence of Great Britain. Had this not been done, the African slave
trade would, in all probability, still exist.
" The evil that men do lives after them." Slavery had been firmly
planted in the soil of Virginia, and its removal was impossible. It had
adopted itself into the agricultural, political, and general social economy
of the State — " it grew with its growth, and strengthened with ita
strength." That the colony would, upon the whole, and from the start,
have fared better without it, there can, we think, be little doubt ; but
that the colored race itself, is any the worse for it, we can hardly
believe. A great deal has of late been written on this subject — a great
deal too much indeed ; — a large amount of shallow philanthropy has
been wasted, and any amount of crazy fanaticism awakened, both north
and south of Mason & Dixon's line. Nor is it confined here ; large as
our country is, it is too small to contain all the Uncle Tom-toolerj which
has lately been set afloat in regard to the " poor colored man." It is not
our present purpose to consider, as affecting the commonwealth, whether
slavery is an evil or not. There is, among slaveholders themselves, a
difference of opinion on this point. It is at least probable, however, that
had Yirginia abolished slavery fifty or more years ago, her soil would, ere
this, have been overrun with a foreign population. The value of land
would thus have been increased ; but the value of the slaves would have
been lost ; while, at the same time, the general characteristics of her insti
tutions would have been changed, the social relations of her citizens
invaded, and the colored population itself reduced to the lowest depths of,
idleness, pauperism and crime. Kow, considering that the colored popu
lation is here, and has to be supported some way or other, whether slave
or free, it becomes a question of interest to determine which is prefera
ble. As slaves, every necessary want is provided for ; well fed, well
clad, they are relieved of all care, and enjoy to the fullest, the richest of
all blessings, contentment. In health, they are disciplined to industry,
virtue and sobriety ; — in sickness, they are humanely nursed, and sur
rounded by all the influences and consolations of Christianity. As free
men, they are stripped of political rights or privileges — without social
position, without reliable occupation, they have yet sufficient sensibility

214 EAMBLES IN THE PATH OF THE STEAM HORSE.
A few words on Slavery.
to feel the utter barrenness of their condition ; to realise that worst of
human pangs, the want of sympathising friends — the want of those to
care for ihem ; and thus, giving rein to all their grosser nature, they wan
der about in idleness, a common and dangerous foe to themselves and to
society ! Under these circumstances, we can scarcely look upon slavery
as an evil. We believe that the Africans, as a race, have been materially
benefitted by it ; and there is no reason why the white man should not
be, if the system is preserved free from outside interference, and conducted
on humane and christian principles. What was the condition of these
people two centuries ago ? and what is the condition, even now, of the
African in his native clime ? Did not the slave trade exist among them
in all its odious and heathenish horrors ? Have not millions upon mil
lions of treasure been expended in an effort to break up the trade, and
to christianise the miserable creatures ? And what has been accom
plished ? — the death of nearly all the missionaries sent out, and the con
version of one in a million! And what has been done here? In an
address before the General Assembly of the Presbyterian Church, which
met in Detroit a year or two since. Dr. Stiles maintains this proposition ;
" The men who dwell south of Mason & Dixon's line have done more to
convert the heathen than the whole world beside." " What," he asks,
" is the sum total of the membership of all the heathen Churches in the
world 1 By those best informed on this subject, the number is estimated
at something like two hundred thousand. Turn your eye once more to
the South, say nothing of the colored members of all the churches in the
State of Maryland, (and they are numerous,) nor of the Presbyterian
Churoh, nor of the Episcopal Church, nor of the Lutheran Church, nor
of certain branches of the Methodist and of the Baptist denominations,
in all the South. You will find enrolled upon their list ai colored mem
bers in the Methodist Church, one hundred and thirty-four thonsand, and
in the Baptist Church, one hundred and thirty thousand ; making a total
of two hundred and sixty-four thousand. Thus, sirs, a part of the
Southern Church holds up this day to the gaze of heaven and earth,
scores of thousands more of heathen fellow-men hoping in Christ through
their labors, than all the churches of the Free Soil of the world com
bined, have yet gathered to this mansion." Upon this basis he proceeds

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 215
Slaves nnd Slavrry.
with abundant evidence to reason that the " Southern Church has effected
"¦ vast amelioration in tlie social and religious condition ofthe slave."
But not only has their condition been vastly improved in a religious
point of view, but they have been benefitted in every other. Prof. Lyell,
in his Travels in the South, after mentioning the great numerical dis
proportion between the two races in the lower part of Georgia, says : —
" Throughout the upper country there is a large preponderance of Anglo
Saxons, and a little reflection will satisfy the reader how much the educa
tiou of a race — which starts originally from so low a stage of intellectual,
social, moral and spiritual development, as the African negro — must
depend, not on learning to read and write, but on the amount oi famil iar
intercourse which they enjoy with individuals of a more advanced race.
* * * Yet, even in this part of Georgia, the negroes are very far
from stationary, and each generation is acquiring habits of greater clean
liness, and propriety of behavior, while some are learning mechanical
arts, and every year many of them becoming converted to Christianity.
Go upon one of these old settled plantations, and you will frequently find
an old African grandsire, his son, and his son's son. View them side
by side, and you shall see what the slaveholder is gradually doing for his
slave." But enough of this ; our main object is not to discuss slavery, but to
point out some of the broad characteristics of the slaves themselves.
There is not, probably, on the face of the globe, a more thoroughly origi
nal class of human beings than the slaves of the South ; and, under
proper culture and restraint, there is a great deal in their nature to com
mand our respect and appreciation.
In all slave-holding States, the cook comprises one of the leading
characters iu every well-regulated " domestic estiiblishment." Her
physical features are pretty well depicted in the annexed sketch, which,
like that following, is copied from nature. Her professional capabilities
are universally recognized, and she wields a corresponding amount of
influence in the "kitchen cabinet," and more especially over the
"younger specimens of America." Occupying a responsible position, in
the duties of which she evinces even more pride than your artistio
Frenchman, she wears an austere and determined countenance, before

216 RAMBLES IN THE PATH OF THE STEAM HORSE.

Slaves and Slavery. — The Cook. — The Boot-black.

which every one is made to foel a
sense of insignificance, especially if
caught within the particular range
of her domain, where you are fully
impressed with the absolute power
of her sway. It is said that high
temper is an evidence of capacity ;
it is certainly true of the cook.
But he who has sat with extended
legs, around the groaning mahog
any, spread with the steaming fruits
of her skill, although he may have
dined at the St. Nicholas, can never
refuse her the admiration which she merits. She is not, to be sure,
scientific, nor can she tell you how she does things ; — but she does them,
and you know by the old rule, which tells us that " the proof of the
pudding is in the eating thereof," that she does them well. From her
"Johnny cake " up to her saddle of mountain venison, the same excellence
pervades her every effort, and the cook, therefore, in the varied privileges
of her superiority, is allowed unchecked to scald the pointer dogs, rap
the youthful skulls of peering dar
kies, and even pin the dish-cloth to
young master's coat, when he ventures
into the threshold of her province.
Our old friend here is a specimen,
and a good one, of the Virginia boot
black, now almost unknown in the
more travelled portions of the State,
There he sits, as in the engraving,
morning after morning, with a row
cf shining boots, — green tops, fair
tops, and rod tops — ranged before him
lilce soldiers upon dress parade ; while
near him a pile of the same useful articles of pedal wear, still dis
colored with yestord.aj 's mud, await the exercise of his skill.

The Hoot-hlack.

RAMBLES IN THE PATH OF THE STEAM HOESE. 217

Slaves and Slavery. — Tho Boot-black.

Like all old negroes, who have belonged to decayed families, there is a
touch of melancholy in his demeanor, and right solemnly does he dwell
upon the past. But what we wish especially to mention — as marking,
indeed, the whole class to which ho belongs— is the wonderful facility
with which he forms a true estimate of those with whom he may be brought
in contact. He is seldom in error, and you will try in vain to ring coun
terfeit coin upon him. The true old-fashioned gentleman — the passing
away of whoso race, none lament more than he — though thread-bare and
broken in fortune, is at once recognised by old Billy, and treated with
the most humble deference and respect ; while your fresh upstart, stand
ing in his flashy dress, and swelling with the pride of new-gotten wealth,
meets but cold civility at his hands, and always occasions some muttered
contrast with the " gentlemen" of former days, not especially flattering
to the vanity of " Young America." He requires from the other servants
not merely politeness, but respect ; and great is his indignation when
some grinning aproned boy addresses him impudently ; more than once
indeed, has the woolly pate of the youngster received a lesson in good
manners from the old man's brush. Sometimes he is in the vein of
soliloquizing, while he rubs and rubs away ; and as he picks up boot after
boot, knocks off the mud, applies the wet brush and then polishes them to
a mirror-like brightness, he gives a running commentary upon the
different owners, that, could you look into their breasts as they lie slum
bering in their beds, would surprise you by its singular accuracy. The
"gentleman" is his idea of human excellence ; hence the Yankee pedlar
need expect but little pains bestowed upon his Lynn brogans, and no
very flattering allusion to the " smartness" which is a p.art of his stock
in trade." The spry store-clerk may fare better, as old Billy, like the rest
of mankind, will sacrifice something to policy, and he knows whence
many a plug of pig-tail has come. The thread-bare schoolmaster has no
great reason to complain, but Billy brushes his well-worn shoes, as rich
men treat their poor kin, with a sort of compulsory complaisance. And
so with travelling dentist, and big-worded doctor, and pompous young
attorney, just located, and so through the whole range of treaders on boot
leather. Billy tries them by his standard, and hits them all — and truly.
But let some old gentleman of fair lineage and " fine old est.ate," per-
19

218 EAMBLES IN THE PATH OF THE STEAM HOESE.
Slaves and Slavery. — Xhe Dandy.
chance, drive up to the inn door ; one who still maintains nankeen shorts
and buff waistcoat — and our old friend is in his glory ! Bright and
brighter grow the stranger " Wellingtons," and as his brush flies from
instep to toe, and from toe to heel, many a half-uttered memory might
you catch of the " olden time," when the tavern was unknown, and
instead open doors and broad hearths and groaning boards, wooed the
weary traveller upon every hand ; when the village, which now holds
high its head in very pride of brick and mortar and glaring sign boards,
was but a mere convenience of post offioe, shop and store, for the uses of
the " landed gentry " around, and its few inhabitants, in the acknowledged
vulgarity of trade, their humble pliants.
Dandyism is not in itself an affectation, dependent upon exteriors, but
it is innate. Not perhaps amon_g rr^;3
the speoiments of the clubs and the
opera, is this to be seen — but among
the grinning, white-teethed sons of
Africa, on a holiday, in a slave
State, may you find the evidence.
The negro dandy is a natural one,
and he has this advantage over his
Broadway brother — he is inimitable.
His is genius born — not made up by
artful tailor, or rather, skilful artiste.
You may mark its evidences in the "^^ Dandy.
plait of his hair, the set of his cap, the tie of his cravat, and the tour
nure ofhis coat. His " distingue" style springs not from his dress, but
from the air of its wearer ; and is the same, whether he hangs«upon his
shoulders old master's long-tailed black, or some discarded rnonkey-jacket
of master's son, just from college. His " killing ways " are not without
their victims, and many a shiny-faced demoiselle of the milk-pail has
yielded to the innate power ofhis elegante-ism.
He is an honest dandy — he glories in his coxcombry — and openly
vaunts it to the world. The drawls and the affectations do not belong to
him, and even his laugh has survived his hebdomadal dressings. He is,
too, an independent dandy, and as, on the brightest of Sundays, he ties

EAMBLES IN THE PATH OF TIIE STEAM HOESE.

219

Slaves and Slavery. — Clirijitmas holidays.

on the flashiest of neck-cloths, he whistles away, utterly careless whether
his rival, Pompey, patronises the same style or affects the same knot.
yS'e cannot essay a description ofhis appearance when " brummelised"
for his humble pav6 — that belongs rather to the pencil than the pen ;
but, as we have introduced him, although hut briefly, we must not take
leave of him without giving hira the benefit of the opinion, that in the
originality, honesty and independence of his coxcombry, he has an
advantage over his bretiiren of the opera-house. If, therefore, dandyism
be a necessary phase of human life, for a genuine specimen, commend us
to the negro, on a holiday 1

Christmas PreEente
If the more serious duties of life could all be performed in a good-
humored spirit, there would be little cause for long-faced solemnity.
Why can't we make all our days, days of pleasantness ? Why cannot the
holiday spirit of the merry Christmas times, he extended to all the year,
so as to expand its broad-heartedness from a mere fortnight to a whole
twelve-month? Alas ! it is otherwise ordered, and, mayhap, for the best.

220 RAMBLES IN THE PATH OF THE STEAM HORSE.

Slaves and Slavery. — Christmas holidays.

Things go by contrasts ; and as the school-boy's Saturday would lose
all its charm, if you deprived him of the previous five days' labor, so, if
each day were a holiday, and all the world a " vanity fair," the very
excess of joyousness would breed sorrow.
Let us theu enjoy the good days as they come ; aud while we propor
tion our Christmas fires to the fierceness of the howling blast without,
we will take the more comfort in its happiness and its mirth, as we
reflect upon past troubles and think of future ills.-
But with all our philosophising, the light-hearted can best enter into
the spirit of Christmas. Those who carry the lightest pack of care, drop
it the more readily, and feel no burden or soreness.
Hence it is, that of the noisiest, most joyous, and seemingly hap
piest participators in the festivities of Christmas, are the negroes. The
period from Christmas on to the day after New Year, in many States, is
prescribed by law, as a time of holiday to them.
Eight merrily do they enjoy it, and it is pleasant to watch their grin
ing faces, and hear their loud haw-haws. No care is theirs ; no debts to
pay ; no creditors to watch ; no January-bills to haunt them like ghosts ;
nor tax gatherer nor sheriff to make them afraid ! In the pride of new
clothes, warm and thick ; in the fulness of good food, plenty and whole
some ; they fed no want. Merry Christmas to them all ! Would all the
world were as merry!
But the drollest and most touching Christmas scene, is on the planta
tion. The matronly mistress, knowing what they will all expect, has
made full preparation for the day. Placing herself behind a table, soon
after the breakfast, she has her gifts spread out before her. Soon the
throng approaches, old servants who, having faithfully served in their
day, now nurse themselves by warm hearths ; young girls just being
trained to usefulness ; little negroes of all ages — all throng aronnd, as
handkerchiefs, and combs, and cakes, with candies and sweetmeats, are
distributed. Smiles of satisfaction and thankfulness light up dark faces,
and, in the joy of the time, with many a wish for happy returns of the
happy day, leaving their mistress to rest from her pleasant duties, they
go off to cabin and to kitchen, to show their presents, and to boast of
that affectionate care which has not left them forgotten on this day.

EAMBLES IN THE PATH OF THE STEAM HORSE. 221

Slaves and Slavery. — Tho Mill Boy.

Nor is their's aZ? the pleasure; for to give to such as they is infinitely
"more blessed than to receive," and many a fair dame would not
exchange the feelings with which she officiates before her household, on
that bright morning, for all the tinselled gaiety of the ball-room, nor the
pride of silk and diamonds in the gayest scenes of fashion's brilliant
round.

The Mill Boy
Voltaire, we believe has said that man is compounded of the tiger and
the monkey ; and to a shrewd observer, the justness of the remark is
daily manifested. Whoever sees the weather-beaten face (surrounded with
its post work of whiskers) of one of our veterans, just returned from a
cruise or a campaign, without thinking of that noble-looking and terrible
animal — the Bengal tiger? Or who ever sees a beau in the intricate
agonies of the Polka, without perceiving unmistakeable evidence of the
monkey ? Some naturalists have supposed an animal called the Mill Boy,
found in large numbers in the Southem States, to be a variety of thc
monkey, — caught, curtailed, domesticated, and taught to carry corn to
19*

222 RAMBLES IN THE PATH OF THE STEAM HORSE.
Slaves and Slavery.— The Mill Boy.
and from the mill. The better founded opinion is, however, that he is
the connecting-link between the genus homo and the simice. It is urged,
in support of this latter opinion, that while he has many of the attributes,
physical and moral, peculiar to the monkey, he has the gift of speech,
which belongs to man alone ; and besides, if you let him alone, he will,
in the course of time, grow up into an intelligent, orderly and hard
working farm-hand — which none of the ape species were ever known to
do. This is consequently conclusive ofthe subject.
The mill-boy takes great pride and pleasure in the exercise of his func
tions, and generally contrives to take up as much time as possible in their
performance. Once astride of the grey mare, what a vista of pleasure
opens to him ! He's sure to make a day of it, whether the distance to the
mill is one mile or ten. On bare-back, with an empty or a full sack, as
the case may be, he trots off, grinning frora ear to ear, and showing the
whites of his eyes with delight. " Don't ride that ma' too fast," shouts
the overseer ; " No, sa !" " Look hea, boy," cries old Ceesar, " don't be
all day with dat meal ; mind now, we got no meal on de plantation."
" Yes, sa ;" and there's the last of him until dark. No truant school
boy is more apt at framing excuses than Jack, the mill-boy. " De corn
not ground — raa' got scared, and got away ;" and what not. The over
seer threatens to call over at the mill and compare notes with the miller,
but Jack laughs in his sleeve, for he knows he'll forget it as he has done
a hundred times before. Uncle Csesar looks vengeance. " Ye lyin'
varmint — I'll gin it to ye ; dis de second time I done missed my hoe-cake
on account of ye." Jack shies Csesar during the whole evening, for he
has had some " experience " of him before.
Jack's errands, however, are not always so lucky, especially if he hap
pens to meet some of his own kind at the mill. " As iron sharpeneth
iron,'' so the deviltries of one mill-boy stimulate the pranks of another,
until they pass all bounds of moderation and prudence. Jack's meal
bag tumbles off, and half its contents whiten the road — " Guem Deus vult
perdere prius dement." This alludes to Jack, not to the meal. Ah ! who
would have believed that smart Jack would have been caught thus ? He
rakes up the meal with his hands, makes up the deficiency with dirt, and
replaces it on the "grey ma', " who, unconscious of the catastrophe, is

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 223

Slaves and Slavery. — Tho Coon hunt.

quietly grazing near at hand. He rides homeward in subdued spirits,
calcul.ating the chances of an immediate discovery, and whether he will
get his licking that night or the next morning.

Ihe Coon Hunt.
It is a cool autumnal evening, and the pale moon has just rolled
up her golden disc from behind the wood, as big as a cart wheel, and
as round. The quaint old mansion and the white-washed cabins " all
in a row," grow more and more distinct. How quiet everything is ; the
day's work is over, and supper is over. The negroes, one by ono, are
sinking to sleep on three-legged stool or straw pallet, or nodding over
their pipes in the comfortable chimney corner. That stalwart, broad-
chested fellow there, asleep on a pile of corn shucks, with his head on a
half-finished mat, is Pompey, the Nimrod of the plantation. How he
enjoys that sleep — it seems almost a pity to wake him. " Halloo, Pomp.''
He rises slowly, and scratches his head with a bewildered look. " I say,
Pompey, what sort of a night would this be for a coon hunt?" He
springs up with an alacrity that makes the sliucks fly. " I's thinkin'

224 EAMBLES IN TIIE PATH OF THE STEAM HOESE.
Slaves and Slavery. — The Coon hunt.
bout dat very ting, massa. I's sayin' to myself, ' great night for coons,'
had a shower dis mornin' — ground kind a dampish, like — de scent lay
'mazin well." " But, Pompey, probably you're tired ; you've had a
hard day's work." "Well done, young massa — ha, haw ! eber hear of
a nigga bein' tired when you gwine coon huntin' — yah, yah !"
While Pompey makes his preparation, the whole quarter seems to be
aroused ; wooley heads of all ages and sizes throng into the kitchen,
accompanied by dogs in equal number and variety. Even old Caesar
makes his appearance, as busy and interested as the best of them, and
dealing out profusely, his orders and advice. " What ! Uncle Csesar,
you going with us, to-night? to climb, I suppose?" " Yah, ha ! young
massa a laughin' at dis old nigga, — eighty-four years old dis last April ;
fore I got dis rheumatiz, I was more spryer ; — ah ! young massa, I'se
kotch many a coon in my day." At this point, mill-boy Jack makes
his appearance, holding up his apology for trowsers with one hand, and
picking the straw out of his wool with the other. " Well, now ! what
fetch you here ? think you gwine along ? go off to bed 'fore I crack your
scull for you !" " Pomp, look here — don't you let dat bominable critter
go 'long, he'll fotch you bad luck !"
Pompey is now ready, with an empty bag and a keen axe on his shoul
der, and his stout drab coat buttoned up to his neck. Out of the wistful
rabble of negroes and dogs that fill the kitchen, he coolly selects four or
five of each species to accompany us, and orders the rest back to. their
places. The elected give us a round of joyous whoops, and begin a sort
of scampering dance, while an under chorus of whines and murmurs
expresses the disappointment of the rejected quadrupeds and bipeds.
Mill-boy Jack looks the picture of desolation, while old Cresar chuckles.
After a brisk and bracing walk of a mile, we enter a wood, when, with
a whoop that would have done credit to the best " locosnorter " in the
railroad company's service, Pompey starts the dogs. Our brisk pace is
exchanged for a slower movement. " Gin de dogs time — gin 'um time —
no hurry, boys." Presently we hear a bark, and at a great distance ; it
seems almost impossible they could have got so far, in so short a time ;
but Pompey's instinctive ear recognises each voice as they open, one
after another, in full chorus. " Dey's treed !" exclaim several voices.

EAMBLES IN THE PATH OK THE STEAM IIOESE. 225
Slaves and Slavery — Tbe Ctxiii hunt.
and away go the boys, at full speed, toward the dogs. " Come back, ye
fools." shouts Pompey ; — " don't move !" Pompey listens again, — " Dat's
no coon — dat's a 'possum !"
Now, your true coon-hunter dcspisc.i a " 'possum" — a poor waddling
creature that can neither fight nor run ; any boy can catch a " 'possum."
Pompey ruminates — " may-be young gemmen wouldn't care about seein'
us catch a 'possum ! No fun catchin' a 'possum ; but arter all, he makes
a 'raazin fine roast! Tink we better go over dat way, anyhow," — and
with this hint the party start off in a jog-trot to join the dogs. This
thing of scampering through a forest, by the uncertain light of the moon,
up to your knees in de.ad leaves, having your eyes poked out by twigs,
and your heels tripped up by stones and fallen limbs, is rather hard on n.
novice. I am, of course, left behind, and would be glad to stop awhile
and rest ; but I either he.ar or fancy I hear footsteps behind me ! Some
times I think I hear an animal panting 1 There ! — I see something
dodge behind a tree ! Our party are all ahead, I know ; an idea strikes
me ; good heavens ! it might be a bear — or a catamount ! I travel with
redoubled speed ; my knees begin to give way ; but here I am in the
neighborhood of the dogs ! " He's up dis tree," says one. " No, dat's
a knot ! — da' he is, — I see him," screams a shrill voice, which did not
belong to the party. "Who's dat? hah — what fotch j/ot* here ?" There,
in a spot of moonlight, in an agony between excitement at the sight of
the game, and fear of the consequences of his temerity, stands mill-boy
Jack ! I am glad that I said nothing about the catamount ! Pompey
quietly breaks off a twig, about five feet long, and fully an inch in
diameter at the butt, and Jack is about to pay dearly for his love of sport
and disobedience of orders. I interfere, however, and obtain a pardon
for the culprit and permission for him to finish the night with us. This
is no sooner pronounced than Jack mounts the tree like a squirrel, and
shakes down the 'possum, who is rescued from the dogs and bagged.
Away go thc dogs again, and we follow, as usual, at our leisure, discus
sing the chances of the hunt. Anon, we hear another bark, and this
time our leader promises a coon in earnest. Away we go again, in high
spirits. I fall behind, but hear no catamounts, for Jack is following
close on Pompey's heels. The dogs seem to bring up at a large tree, on

226 RAMBLES IN THE PATH OF THE STEAM HOESE.
Slaves and Slavery. — The Coon hunt.
the edge of the wood, and near the banks of a stream. There he is, sure
enough ; I see him distinctly on that limb near the top — see him moving
about; he would jump, but that there is no tree of sufficient size near
enough to induce the attempt. The tree must come down ; off go the
drap coats, and for the next twenty minutes, wood and dale resound with
the sturdy strokes of the axe and the exaggerated grunts of the boys, as
they make the chips fly for fifty feet around. All this time the coon is
moving uneasily about, from place to place, while the dogs, with low,
impatient whines and half-uttered barks, are wagging their tails and
licking their chops in intense anticipation. The blows thicken, — the
tree-top shakes and wavers ; — " Stand back— ^hold dem dogs !" Each
idle hand seizes a dog and draws him to a respectable distance from the
tree ; Jack and big Towzer have it up and down among the dead leaves.
The blows of the axe cease — an ominous crackling is heard ; — " Gwine
to fall toward de water," cries the oracular voice of Pompey. It cracks
and crackles — the majestic top sinks slowly — then faster — then a rushing
sound, and a thundering crash, like^ a volley of musquetry, accompanied
by a frantic yell of man and dog, as they rush into the quivering chevaux
de frise of limbs and twigs ! " Da' he cuttin' for de water," and Jack
makes a wild-cat leap, and lights upon the coon'half-way down the bank,
and down they roll — boy, raccoon and dogs,^ biting — screaming —
scratching— barking— all in one confused heap, to the water's edge. We
are not far behind ; Jack and the coon are separated, and the dogs are
playing their part of the game. " Fa' play — fa' play ! Take old Towzer
off — let de pup try him." The coon, now lying on his back, fights
desperately, and the pup, left to his own resources, with eyes, nose, and
chops bleeding, soon gives up the contest, and contents himself with
barking at a respectable distance. Bob-tail, the terrier, has no better
fortune, although he has better pluck ! Now let old Towzer at him — he
is a sage in experience— a very Nestor among coon dogs. He approaches
the animal quietly ; makes a feint at the tip of his tail, when the coon
springs up to seize him, and, quick as thought, Towzer has him by the
back of the neck ! He would soon be done for now, but Pompey, wish
ing to secure him alive, rescues him and puts him in the bag.
It's half-past twelve o'clock, and my knees begin to give w.ay under

RAMBLES IN THE PATH OF THE STKAM HORSE.

227

Slaves and Slavery. — Corn busking.

me, now that the excitement is over. We turn our steps homewards.
" What makes you teef chatter so, boy ? Look hea, if dey aint done
stripped him stark naked, ya, ya !" — and, in fact, between the dogs and
the coon. Jack had not a rag left but the worst half of a scanty shirt !
Pompey flings him his coat, with some sound admonitions, — and thus
ends the coon hunt.

Corn Husking.
In these go-aheadative and utilitarian days, the golden corn is shelled
by some Yankee-invented machine of iron. The full grains are not
thrown off frora the cob by horny hands, in the light of a glowing win
ter's fire, as in the good old primitive times, amid queer old songs .and
ringing Ethiopian haw-haws. Machinery has been death to the poetry
of Labor.
Even the few modern inventions which have overcome the prejudices
of the planter, have, within the last few years, wrought a wondrous
change. The negro himself has become soraething of a machine. He
does his work with an air of thought, as if he knew and cared for its

228 RAMBLES IN THE PATH OF THB STEAM HOESE.
Slaves and Slavery.— Com husking.
results, and alraost looks as if he were unfortunate enough to be con
cerned about the prices of corn or the rise and fall in wheat. But little
ofhis ancient jolliness is left to him, and but seldora do you hear his
morning song, as he rides the skew-ball horse to the plough, " left stand
ing in the furrow '' of yesterday.
Still there remains the husking, an almost solitary vestige of the olden
days, well worthy of preservation. It is a jolly tirae to all — from the
white-haired Uncle Caesar, down to the youthful Jack, whose single
garment flutters in the winter's wind.
Reader ! were you ever a hidden spectator of a Virginia husking ?
Did you ever stand behind a fodder-stack, in the barn yard, on a cold
December night, when the moon was at its full, and the very stars seemed
brightened by the frosty air ? Mark those little raountains of unhusked
corn, and the rival groups gathered around each. There is to be a fierce
contest, a most earnest rivalry. Observe the leaders, — you may readily
perceive thera. One is a six foot six inch perfectly black specimen of
humanity, thorough limbed, and well proportioned — that is Col. B's
Ned, a most famous husker. He leads the party near you.
By the foot of the other pile sits a bandy-legged little fellow, with long
arms, in which, were it lighter, you could see the muscles play, even
through his red " warmus." He has skinny hands and hard nails to his
fingers. He belongs to the plantation, is soraething of a character, and
is known every where in the neighborhood at the huskings, as Squire
X's Billy. Look how he watches his muscular rival, with as much of a
scornful curl, as his thick lips will adrait. You can almost hear him
muttering " What ! dat long-legged niggar husk agin old Billy ? Yah ! I
guess dis night '11 take de concete out o' him."
But now they coraraence — the two leaders slowly seize upon the long
ears, while their parties do the sarae — at it they go. Now comes the
song, each leading by turns, while their eager partizans take up the
chorus in full measure, until it rings out upon the frosty air and echoing
through the woods and over the fallow, stirs the chilled blood of old
Uncle Ned's, who in the comfortable helplessness of age, are roasting
their heels before broad hearths and roaring chimneys.

EAMBLES IN THE PATH OF TUE STEAM HOUSE. 229
Slaves and Slavery. — Coru huskiug.
Johney come down de hollow.
Oh, hoUow !
Johney come down de hollow,
Oh, hollow !
Be nigger-trader got me.
Oh, hollow !
Be speculator bought me,
Oh, hollow !
I'm sold for silver duUars,
Oh, hollow !
Boys, go catch de pony,
Oh, hollow !
Bring him round de corner.
Oh, hoUow !
I'm goin' away to Geogia.
Oh, hollow !
Boys, good bye, forever. Oh, hollow !
See how the overcoating of husks is thrown off ; look, at the piles of
golden corn rising higher and higher in the moonlight. No lack of song,
no rest for hands — louder and louder swells the chorus ; faster and faster
fly the shucks. Hurrah ! Old Billy ! " Go it Ned." " You needn't
think you got dis niggar yet." " Never mind, old bandy-legs, 'taint day
light yet." Then the laugh— the yell — the glistening teeth — the lighted
eye and the moving arms. What a scene !
Mr. Bryant, in his " Letters ofa Traveller," describing a corn-husking
scene of which he was a spectator, in South Carolina, says : " When the
work of the evening was over, the negroes adjourned to a spacious kitchen,
one of them took his place as musician, whistling, and beating time with
two sticks upon the floor. Several of the men came forward and executed
various dances, capering, prancing, and drumming with heel and toe
upon the floor, with astonishing agility and perseverance, though all of
them had performed their daily tasks, and had worked all the evening,
aud some had walked from four to seven miles to attend the corn-shuck
ing. From the dances a transition was made to a mock military parade,
a sort of burlesque of our militia trainings, in which the words of com
mand and the evolutions were extremely ludicrous. It became necessary
for the comraander to make a speech, and confessing his incapacity for
public speaking, he called on a huge black man named Toby, to address

230

EAMBLES IN THE PATH OF THE STEAM HOESE.

Slaves and Slavery — The Negro Preacher.

the company in his stead. Toby, a man of powerful frarae, six feet high,
his face ornaraented with a beard of fashionable cut, had hitherto stood
leaning against the wall, looking upon the frolic with an air of superiority.
He consented, came forward, deraanded a bit of paper to hold in his
hand, and harangued the soldiery. It was evident that Toby had listened
to stump-speeches in his day. He spoke of ' de majority of Sous Caro
lina,' ' de interests of de state,' ' de honor of ole Ba'nwell district,' and
these phrases he connected by various expletives and sounds, of which
we could make nothing. At length he began to falter, when the captain,
with admirable presence of mind, came to his relief, and interrupted and
closed the harangue with an hurrah for the company. Toby was allowed
by all the spectators, black and white, to have made an excellent speech."

The Negro Preacher.
Generally speaking, the people of the North may be said to be
divided into two classes in reference to their opinions upon the subject o
African slavery. The one class, judging from their observation of the
free colored population in their midst, regard all negroes as filthy, squalid,
and vicious ; while the other, carried away by the fanaticism and Uncle
Tom-foolery of the day, look upon them with a sickly sentimentality as
the victims of a cruel and hopeless tyranny. A brief residence at the
South would readily convince any candid mind of the great error of both
these opinions.
There are many incidents in the lives of southern slaves, which arouse

RAMBLES IN THE PATH OF THE STEAM HORSE. 231
Slaves and Slavery.— The Negro Preacher.
our kindliest feelings, and awaken a generous appreciation of the posi
tion in which their masters are placed. Among these we may raention
the negro assemblages for worship, always permitted and encouraged by
the masters.
It is no ordinary pleasure to a right-thinking man, to stand by the
windows of the humble room, in which the negroes of a neighborhood
gather on Sundays, and, unseen, mark the varied peculiarities of the
congregation, and listen to the quaint exhortations of the " Negro
Preacher." There is undoubtedly, food enough for merriment in the
scene ; yet, while the humorous may appreciate it most keenly, none but
the vulgar can fail to be impressed with its pathos and simplicity.
We are standing by an unsightly, yet comfortable cabin, on the edge
of a green wood. Look with me, through the casement. There, in a
rude pulpit, stands an old, grey-haired negro ; — his brow is wrinkled,
and the blackness of his closely-shaven face is boldly relieved by the
clerical neck-cloth of white. The melody of the opening hymn has died
away, and he is looking in a well-worn bible, through his round-eyed,
brass-rimmed spectacles, for his text. True, the book is upside-down,
but what matters that ; for in his heart is stored many a verse of scrip
tural teaching, gathered frora the Sunday readings of " old missis," or
the arabitious instruction of some bright-haired " young raaster."
In the meantime, let us glance at his audience. Here is the cleanly,
white -turbaned, respectable old nurse, who has held, mayhap, two
generations in her arms, and therefore feels that she has a right
to carry herself somewhat stately. Near her sits an aunt Phillis
the cook of the family, whose skill has led raany a country bon-vivant
to seek her raaster's hospitable board. There, too, is the coquettish
chamberraaid, with airs and graces ; the spry house-servant, the dandy
footman, the steady wagoner, and the pompous carriage driver. All,
from ploughraan to the youngster who rides " Billy " to the raill, are
sitting decorously, and presenting an example of propriety to their
betters, albeit most of them too much affect solemnity. But the preacher
is beginning, and we must refer the reader to the sketch for the whole
scene. Let us listen : we are not sure that he has quoted his text rightly ;
but no matter. He proceeds, and after a few generalities, borrowed from

232 RAMBLES IN THE PATH OF THE STEAM HORSE.

Slaves and Slavery. — The Love Feast

the last Methodist sermon he has heard, he gets into his subject. The
language is very plain — the dialect thoroughly negro, yet you soon per
ceive that there is a vein of soundness, of pathos, and of homely eloquence
running through it all. He warns his hearers of their danger ; proves,
with some care, that black souls must be saved as well as white ; threatens
them with the wrath to come ; holds out the promises ; points out their
duty to their masters ; reproves such sins as have come under his eye —
until, amid shoutings and groanings, and clapping of hands, and stream
ing tears, he reaches his climax, and closes the exercises in a wrestling,
striving prayer, which would have delighted old Cromwell himself.
At last the assembly disperses. All seek a word from the preacher.
The old woraen move solemnly homeward, while the younger giggle and
arrange their bonnets — both, for all the world, like their betters of a
whiter hue.
We have heard negro serraons, which no pen can describe. That they
have gone to our very hearts, must be confessed ; and we have soraetimes
thought that if the sleek and pampered clergy, who so often, in the pride
of self-righteousness denounce their brethren, would imitate the humble
negro in the zeal with which he seeks the "better part," both they and
their people would be nearer the threshold of heaven !
The Negro Love Feast. — Whilst innumerable diffieulties crowd upon the pathway
of the missionary to the blacks in our " sunny south," and he is denied many of the
social and religious privileges his brethren on circuits and stations enjoy, and meets
with much to discourage him in his arduous and responsible work, he is not entirely
destitute of seasons of enjoyment. In the wilderness through whieh he travels, he
occasionally finds an oasis, where he is refreshed and invigorated, and prepared for
the duties aud trials tbat await him. In the black man's smoky cabin, beside his
dying bed, he often feels tbat he occupies " a privileged spot," and stands " quite on
the verge of heaven." In the love-feast, the class-meeting, the prayer-meeting, as
well as the great congregation, he not unfrequently realises the presence and bless
ing of God, and rejoices in witnessing the manifestations of his grace to others.
The colored people, generally, are strongly attached to the peculiarities of Method
ism. They love class-meeting and love-feast: and who that has attended one of their
love-feasts, has not returned home with the conviction that many of them were the
chUdren of God by spiritual regeneration ? Not a great while ago, I attended a love-
feast on one of the missions of the South Carolina Conference, where the members
of the church appeared to enjoy much of the consolations of a heart-felt piety.
After the usual introductory services, the members of the church were permitted to
tell each other something of their Christian experience.

RAMBLES IN THE PATH OF TIIE STKAM HORSE. 233

Slaves and Slavery. — Tho Lovo Koiist.

Tho first who spoko wtis Juhiu Ho said, " I fool thankful, my preacher, dat I am
preserb to see de fust Sunday in de mont. Tongue can't *spress my feelina, when I
hear do bell ring dis mornin. I tink I feel Uke King David, when he aay, 'I was
glad when dey sny, lot us go up to do house ob de Lord.' My preacher, I lub my
Jesus. I want to lub him wid all my heart, and sarb him wid all my might. I lub
all my bredren and sii^ter, and feel determine, by do grace of God, to meet dem
in heben.''
Old Dick. — "My preacher, I feel tankful I lib to see anoder love-feast. I been
long time ia d© sarbis of God, and dis mornin I feel determine to go all de way to
heben. Glory to God, my bredren ; dere's noting like 'ligion ! I feel de joy of
deligion in my soul ; God bless me on de way to dis lub-feast — and now, while talk
ing, I feel de lub ob God burnin on de altar of my heart. I want to be faitful till
(let — and when I'm ded an' gone, I want my bredren to know dat one more sinner
have been sabe from de devil. Glory to God! I almost home."
Xaucy. — " I feel, my preacher, dat I'm not wordy to come unto de house of de
Lord. But God, for Christ's sake, hab mercy on me, and pardon my sins, and gib
me an ebidence ob my acceptance wid him, and I feel 'tis my duty to spouk for
Jesus. I aint ashamed to own my Lord. He is de friend ob sinners. He lub mc,
and gib heself for me, and now prays for me in heben, and I aint ashamed to speak
a word for Maeter Jesus, I don't expect to see anoder lub-feast. I'm goin down dc
riber berry fast — in a little time 1*11 cross de bar, and den enter de ocean. I want to
lib a holy 'oman. I hab put on de Gospel harness, and do weak, I'm willin. I'm a
sojer in de army — and I neber will gib up my shield, or lay down my arms, till I
march up de hebenly street and ground my arms at do feet ob Jesus. (Shout from
old Dick.) My preacher and my bredren, pray for old Nancy — pray dat God will
gib me grace to conquer, and den tako mo home to rest."
As the old woman resumed her scat, I looked round upon tbo congregation and
saw but few who did not appear deeply moved. None doubted old Nancy's piety.
She had been a faithful servant, and a consistent Christian many years. Then was
sung the following : — But now I am a soldier,
My captain's gone before j
He's given me my orders,
And tells me not to fear;
And if I hold out faithful,
A crown of life he'll give.
And all his valiant soldiers.
Eternal life shall have.
Betty. — " Tank God, I'm spared to see dis glorious Sunday mornin, and meet you
all once more. I no been here for some time. I been 'flicted — had great pain of
body — but Jesus been wid me, and make all my bed in my sickness. My preacher,
my name is sister Betty. Sixteen years ago, I was converted, and joined de church,
and I hab enjoy religion eber since. I would not gib my religion for de world. My
religion make me happy, and all de wicked people on de plancation can't make me
unhappy. I can lub dem dat hate me, and pray for dem dat tells lies on me. I try

234 RAMBLES IN THE PATH OF THE STEAM HOESE.

The Potomac— The Tunnel.— Elk Branch.

to grow better as I grows older. I feel to-d.iy dat I hab hold on Jesus. I hold him
wid a tremblin' hand, but I will not let him go. My heart feels like a bowl dat is
full and runnin ober. Glory! glory! glory to Jesus foreber!"
As she sat down, one of the leaders sung in a clear strong voice, the first verse of
that fine hymn of Mr. C. Wesley, beginning,
"How happy are they, who their Saviour obey,"
the whole congregation joining in the chorus,
" Glory be to Jesus," &.c.
Our farewell glimpse of Harper's Ferry makes us sigh to leave it.
Winding our way along " old Virginia's shore," some two miles up the
river, the Railroad dashes through a projecting knob of rock, from which
the river is seen in all its varied beauties. Below, it is studded with two
or three little islands, their green foliage looking something like emeralds
set in a sheet of glass ; and further up, where the adjacent rocky strata
project their sharp edges in the bottom of the stream, it is ruffled suffi
ciently to make the waters gleam in the sunlight, and dance and waltz
around to their own simple songs.
River, 0 river ! thou roamest free.
From the mountain height to the fresh blue sea !
Free, thyself — but with silver chain
Linking each cbarm of land and main.
The tunnel is about eighty feet in length, cut through a mass of dark
- blue limestone or slate ;
and soon after passing
it, we strike the ravine
of Elk Branch, which
here affords a favorable
route for the steam-
horse. This ravine, at
the first somewhat nar
row and serpentine in
its course, becomes
wider and more direct,
nntil it is almost lost
in the rich rolling table

Potomac Tunnel.

EAMBLES IN THE PATH OF THE STEAM HORSE.

235

Martinsburg.

lands which generally characterise the great valley of Virginia. The head
of Elk Branch is reached in about nine miles, and thence the railway
descends gradually over an undulating champaigne count'-y, to the croHS-
ing of the Opequa creek, which it passes by a stone and timber viaduct
of one hundred and fifty feet span, and forty feet above the surface of thc
water. On the banks of this stream, exactly one hundred years ago, tlie
first Baptist church, in the United States, west of the Bhie Ridge, was
erected. It was founded by emigrants from the Eastern States, at the
head of whom was the Rev. J\Ii'. Stearns. Beyond the crossing, tho
Railroad enters the open valley of Tuscarora creek, whiuh it twice
crosses, and pursues to the town of Martinsburg, eighteen miles fnun

Harper's
Ferry, and
one hun
dred miles f
from Bal- '^
timore. At
this place, >>,,_
the Tuscarora
crossed twice
ducts, one of
in the sketch, is com- Mr-
timber, supported by Railway viaduct at Martinsburg.

IS again
by via-
whioh, exhibited
posed of iron and
two abutments and
eighteen stone columns, in the Doric style, and having ten spans of forty-
four feet each. The bridge, it may be presumed, presents a fine architec
tural appearance, which is much heightened by the mill, the willow trees,
and numerous other things " thereunto belonging and appertaining,"
relation thereto being had, will more fully appear. Upon rumbling over
this bridge, we enter the corporate limits ofthe borough of Martinsburg,
the seat of justice in and for the county of Berkeley. The town contains a
population of twenty-five hundred, be the same more or less, and embraces
some very intelligent and accomplished citizens. Standing on high
ground, a short distance frora the railroad, the main part of the village
cannot be seen from the depot. It is, however, neatly and compactly
built, having in the centre a court-house and market house, and one or

236 RAMBLES IN THE PATH OF THE STEAM HOESE.

Martinsburg.

two spacious hotels. The town was commenced in 1772, and simulta
neously with the erection of the county ; and the court-house, a somewhat
antiquated structure, was built in the subsequent year. Though the most
populous portion of the village is in the rear of the Railroad, the most
active part of it is probably directly along side of it. The Raikoad com
pany has erected here several spacious engine-houses and workshops, in

Eailroad landing and repair shops at Martinsburg.
which a large number of mechanics are kept constantly employed in
repairing the cars, and the running machinery of the road. The trains,
especially those carrying coal, are generally overhauled at this point,
and their tonnage reduced preparatory to passing over the remaining
section of the road— the gradients of which, from the general character
of the country, not being as favorable as they are between here and the
coal beds, from which there is a gradual and almost uninterrupted slope.
From Martinsburg, the Railroad, for eight miles, continues its course
over the open country, alternately ascending and descending, until it
reaches the foot of the North mountain, and crossing it, by a long exca
vation, sixty-three feet in depth, through a compact slate rock, fortning a
depression in the mountain, passes out of the valley, having traversed
its entire breadth upon a line some twenty- six miles in length. The soil
of the valley, with slight exceptions, is that of limestone, and throughout
its entire length and breadth, is of great fertility. While it is known
here as the valloy of Virginia, it is called the Cumberland valley in

RAMBLES IN THE PATH OF THE STEAM HORSE.

237

Scenery of the Potomac. — Fort Frederick.

Pennsylvania ; and it is to be regretted that this appellation or that of
the valley ofthe Blue Ridge, is not universally recognised. On leaving
these rich and well-tilled lands, we enter a comparatively poor and thinly
settled district, covered chiefly with a forest, in which stunted pine trees
prevail. The route encounters heavy excavations and embankments for
several miles from tho North mountain, and crosses Back creek upon a
stone viaduct of a single arch of eighty feet span, and fifty-four feet
above the stream. The view across and up the valley ofthe Potomac, as
you approach this bridge, is truly magnificent, and extends as far as the
distant mountain range of Sideling Hill, twenty-five miles to tho west.
The river, at places, confined between high rocky walls, is often deep
and rolling ; while at every turn the Railroad reveals sorae new and
startling scene — some picturesque peak or promontory, some deep ravine
or romantic glen, with here and there a solitary cottage nestled amid
deep foliage. These mountain glens are always beautiful ; and to ono
fatigued and weary of the world, we know of no pleasanter spots for
repose and sweet contemplation. A short distance above, where the
Railroad runs directly along the margin of the river, a hasty glimpse is

lluins of F"rt Frederick.

obtained of Fort Frederick, on the opposite side of the Potomac, now
ebout one hundred years old, and still in tolerable preservation. This
fort was erected by Governor Sharpe, of Maryland, a short time after the
defeat of General Braddock, on the Monongahela river, near Pittsburg.

238 RAMBLES IN THE PATH OF THE STEAM HORSE.
Fort Frederick.
Directly after that disaster the whole frontier settlements of Pennsylva
nia, Maryland, and Virginia, becarae seriously exposed to the depreda
tions of the Indians. As a means of protection, an armed force was
mamtained at the fort at Cumberland, but the Indians, so far from being
held in check, would stealthily stroll around it, and attack the settlers
lower down. Whole settlements were thus laid in waste, and raany of
the inhabitants butchered. The towns of Winchester in Virginia, Frede
rick in Maryland, and Chambersburg in Pennsylvania, became frontier
points, beyond which it was deemed quite hazardous to venture. The
section of country around this fort, extending into Pennsylvania, w.is
known as the Canococheague settleraent, after a stream of that name,
rising in Franklin county of that State, and passing through Wash
ington county, Maryland, empties into the Potomac near Williamsport.
" This settlement," writes General Washington, in August, 1756, " is
fled, and there now only remains two families from thence to Frederick-
town. That the Maryland settlements are all abandoned, is certainly
a fact, as I have had the accounts transmitted to me by several hands,
and confirmed yesterday, {28th) by Henry Brinker, who left Monocacy
the day before, and who also affirms that three hundred and fifty wagons
had passed that place to avoid the enemy, within the space of three
days." After repeated murders had been commited, and the whole
country alarmed, this fort was commenced, and promptly finished and
manned with two hundred men. No decided conflict ever occurred ; but
it served the purpose of intimidating the Indians, and preventing their
deadly incursions, until subsequent expeditions beyond the mountains
finally completely subdued and exterminated them.
From Fort Frederick, the Railroad traverses the Virginia shore of the
Potomac, upon bottom, or alluvial lands, interrupted only by the rocky
bluffs opposite Licking creek, until it reaches the depot, opposite the
flourishing village of Hancock, a distance of some ten miles, and
forty miles from Harper's Ferry. Hancock is situated in Maryland,
on the Chesapeake and Ohio Canal ; with which it maintains a small
trade. Viewed from the Railroad, it makes a pretty formidable
appearance ; but then, " distance always lends enchantment to the view "
—'and gives to Hancock a lee-tle more than is due !) The only considc-

EAMBLES IN THE PATH ciF TIIK STEAM UOR?E. ioQ

The Village of Uancock,

-.'ijii-SW?

rable stream we have
passed between Fort Frederick and Hiin.
cock, is Sleepy creek, which is crossed by
a viaduct of two spans, of one hundred and
The VUlage of Uancock. ten feet each. Sleepy creek may, for aught
we know, be a first cousin of Sleepy Hollow ; but it has given birth to one
man who was not by any means a Rip Van Winkle, The late Hon. Felix
Grundy was born here, in a log house, in 1777. When but two years of age
his family removed to Brownsville, onthe Monongahela, and subsequently
to Kentucky, where he lived from childhood to maturity, aud in 1808, re
moved to Tennessee. Mr. Grundy, it is well known, was one ofthe most able
and distinguished lawyers and statesmen of the West. When in Congress
he had but few superiors. He was, throughout life, a zealous and effi
cient supporter of the Democratic party. As a lawyer, he had a particu
lar reputation in criminal cases. On one ocoasion, when Mr. Clay paid
a visit to Tennessee, during a political campaign, there were two mass
meetings, one of which was addressed by Mr. Grundy, and the other by
Mr. Clay. Mr. Clay said, that in visiting Tennessee he anxiously desired
to meet his old friend, Felix Grundy ; but that he had been disappointed,
and was sorry to learn that he was still following his old predilections,
that of defending criminals !
In advancing westward from Hancock, the Railroad passes along the
western base of Warm Spring Ridge, approaching within a couple of miles
of the Berkeley Springs, at the eastern foot of that ridge. The station
at Sir John's Run is now the principal landing place for visiters to

240 RAMBLES IN THE PATH OF TIIE STEAM HORSE.
The Berkeley Springs.
these springs. The stream which near here empties into the Potoraac,
and gives the name to the Railroad station, was called after Sir John
Sinclair, a quarter-master in the ill-fated array of Braddock. The
Berkeley Springs are known as the first fashionable watering establish
raent introduced in this country. When and by whom the virtues
of the waters were first discovered, we have not le.irned, hut it began

The Berkeley fpringe.
to be a place of fashionable resort soon after the capture of Fort
Duquesne in 1758, which restored tranquility and security to the border
settlements. The Colonial Legislature, in 1770, passed an " act establishing a town
at the Warm Springs, in the county of Berkeley," which reads as follows :
" Whereas, it hath been represented to the General Assembly, that the
laying off of fifty acres of land in lots and streets for a town at the Warm
Springs in the county of Berkeley, will be of great utility by encouraging
the purchasers thereof to build convenient houses for accommodating
numbers of infirm, who frequent those springs yearly for the recovery of
their health.
" Be it therefore enacted by the General Assembly of the Common
wealth of Virginia, that fifty acres of land adjoining the said Sprin<rs,
being part of a larger tract of land, the property of the Right Honourable
Thomas, Lord Fairfax, or other person or persons holding the sarae by a
grant or conveyance from hira, be and the same is hereby invested in

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 2il
The Berkeley Springs,
Bryan Fairfax, Thoraas Bryan Martin, Warner AVashington, Rev. Charles
M. Thurston, Robert Rutherford, Thoraas Rutherford, Alexander White,
Philip Pendleton, Samuel "Washington, William Ellzey, Van Swearen-
gen, Thomas Hite, James Edmonson, Jaraes Nourse, gentleraen, trustees,
to be by thera or any seven of them laid out into lots of a quarter of an
acre each, with convenient streets, which shall be and thc same is hereby
established a town, by the name of Bath, Ac."
In pursuance ofthe above Act, the town was laid off, and a sale of lots
made in August, 1777. Among the purchasers were Charles Carroll of
Carrollton, Horatio Gates, General George Washington, and other nota
bilities of that day. In the schedule to General Washington's will we
find this clause : —
" Bath, or Warra Springs — Two well-situated and handsorae buildings
to the amount of .£150 — S800." And this note of the property appended
to the schedule : — " Bath — The lots in Bath (two adjoining) cost me, to
the best of my recollection, between fifty and sixty pounds twenty years
ago. Whether property there has increased or decreased in its value,
and in what condition the houses .are, I am ignorant, but suppose they
are not valued too high."
The sites of these houses are still pointed out. In the memoirs of the
Baroness de Reidesel (wife of the German general, taken with Burgoyne,
at Saratoga), she speaks of having passed part of the summer of 1779 at
these springs, with her invalid husband, and mentions having made the
acquaintance of W.ashington's family there. She devotes several p.ages
of her work to the narration of quaint and pleasant incidents illustrating
their mode of living at the springs at that date. After the revolutionary
war, the accommodations at the springs were greatly improved and
extended ; but as the States progressed in prosperity and population, a
host of other bathing places and raineral springs wcre discovered and
improved. Saratoga at the north, and the great white Sulphur at the
south, began to rival Berkeley in the race for public favor, and from the
superior spirit and enterprise shown in their improvement, soon left her
far behind. Her register of thousands was reduced to some five or six
hundred per annum, and her hotels and bath-houses seemed destined to
decay. In 1844, a fire forestalled old father Time in his work. Fourteen
21

242 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Berkeley Springs.

buildings, including the court-house and half the hotel accommodations
were destroyed. Immediately after the fire, steps were taken to erect a
new aud more extensive establishment than had yet been seen at
Berkeley. It was completed in 1848, and is one of the most convenient
and elegant hotels in the country. About six hundred persons can now
be accommodated in the place.
The waters of Berkeley gush out from the foot. of the Warm Spring
ridge, in a number of copious fountains, all within a distance of fifty
yards, — discharging about one thousand or twelve hundred gallons per
minute, and forming a bold and beautiful stream, which, in its course,
down the valley, supplies several mills and factories, and empties into
the Potomac opposite Hancock. The water is all of the same character,
light, sparkling and tasteless, at a temperature of 74° Fahrenheit. The
public improvements are the "Gentlemen's Bath House," a substantial
brick building, containing ten bathing rooms. The baths are of cement,
twelve feet long, five feet wide, and four and a-half feet deep, filled from
a reservoir by a four inch pipe, and containing sixteen gallons each.
" The Ladies' Bath House," on the opposite side of the grove, is a beauti
ful building of wood, in the Italian style, ninety-two feet long, containing
nine baths of similar dimensions, and a swimming bath thirty feet long
by sixteen wide, and five feet deep, and containing about sixteen thou
sand gallons. A stream of about four hundred gallons per minute is
flowing continually through this bath. In addition to these are shower,
spout and artificial warm baths. The whole are enclosed in a beautiful
grove of several acres in extent, and handsomely iraproved.
There has lately been introduced n, swimming bath for gentlemen,
sixty feet long by twenty wide, which is fitted up in a style of elegance
hitherto unknown in this country.
These baths are highly esteemed as a luxury and a general remedial
agent. In rheumatism, they are considered a specific. There has never
been an accurate analysis of the water'. The imperfect ones which were
made some years ago, show the water but slightly mineralized, and
discover no adequate cause for its great remedial qualities, established
by the experience of nearly a century. The town of Bath, which existed
frora 1776 to 1820, as a mere appendage of the springs, was, at the last

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 243

The first Steamboat,

mentioned date, made the county town of Morgan, which county was
then formed from portions of Berkeley and Harapshire. It contains
about three hundred permanent inhabitants.
It was at this place, in 178-1, that „_. . ^
an interesting and successful experi- .^--f- ,^7;i;fii:?);p^

ment, to navigate the Potomac river
by steam, was made by Jaraes
Rumsey, n native of Virginia, who
resided for many years at Shepherds
town. He had been in the service
¦ofthe Potomac Company, of which
General Washington was a member,
a year or two, iraproving the navi
gation of the river, when he turned
his attention to the subject of steam
navigation, and, in the year men- The Maatcr of the Baths and his friend.
tioned, made a practical experimental trial of his boat in the Potoraac,
near Sir John's run. A nuraher of distinguished spectators, sojourning
at the Berkeley Springs, were present, araong whoni was General
AVashington, who appeared to take a lively interest in the enterprise,
and passed the following certificate in favor of the experiment in
question :
" I have seen the model of Mr. Rurasey's boat, constructed to work
against stream, exarained the powers upon which it acts ; been eye
witness to an actual experiraent in running water of sorae rapidity ; and
give it as my opinion (although I had little faith before) that he has
discovered the art of working boats by mechanism and small manual
assistance, against rapid currents ; that the discovery is of vast import
ance, may be of the greatest usefulness in our inland navigation ; and if
it succeeds, of which I have no doubt, that the value of it is greatly
enhanced by the simplicity of the works, which, when seen and explained,
may be executed by the raost coramon mechanic. Given under my hand
at the town of Bath, county of Berkeley, in the state of Virginia, this
sevenih of September, 1784. GEORGE WASHINGTON."

244 RAMBLES IN THE PATH OF THE STEAM HOESE.
The first Steamboat. — James Rumsey.
Not quite seventy years ago, the father of his country — after witness
ing an actual experiment, proving that, a boat might be propelled by
machinery against a tolerably rapid current at the rate of forty miles
per day, could scarcely believe his eyes. AVhat singular reflections is
not the fact calculated to produce in the minds of those who are daily
whirled by this same spot, at the rate of forty railes per hour !
Mr. Rurasey's boat is described as having been fifty feet in length, and
propelled by a pump worked by a steam engine, which forced a quantity
of water up through the keel. The valve was then shut up by the return
of the stroke, which, at the sarae tirae, forced the water through a chan
nel or pipe a few inches square, (lying above or parallel to the kelson,)
out at the stern under the rudder, which had a less depth than usual, to
permit the exit of the water. The impetus of this water, forced through
the square channel, against the exterior water, acted as an impelling power
upon the vessel. The boiler was quite a curiosity, holding no more than
five gallons of water, and needing only a pint at a time. Rumsey's other
project was to apply the power of a steam engine to long poles, which
were to reach the bottora of the river, and by that means to push a boat
against a rapid current.
After the experiment alluded to, Rumsey being under the strong con
viction that skilful workmen and perfect machinery were alone wanting
to the most complete success, and sensible that such could not be pro
cured in America, resolved to go to England. With slender means of his
own, and aided by some timid aud unsteady patronage, he there resumed
with untiring energy his great undertaking. He proceeded to procure
patents of the British government for steam navigation ; these patents
bear date in the beginning of the year 1788. Several of his inventions,
in one modified form or another, are now in general use; as, for instance,
the cylindrical boiler, so superior to the old tub or still-boilers, in the
presentation of fire surface, and capacity for holding highly rarified steam,
is described, both single and combined, in his specifications, and is iden
tical in principle with the tub-boiler which he used in his Potomac
experiraent. Difficulties and erabarrassments of a pecuniary nature, and such as
invariably obstruct the progress of a new invention, attended him in

RAMBLES IN THE PATH OP THE STEAM HORSE. 245

James Rumsey, — Experiments iu England,

England. He was often compelled to abandon temporarily his raain
oly'ect, and turn his attention to something else, in order to raise means
to resume it. He undertook, with the same power, but by its more judi
cious application, to produce higher results in several water-works, in all
which he succeeded, realising thereby some reputation as well as funds
to apply to his favorite project. He had subsequently consented, at the
suggestion of some gentlemen, to give a public exposition of his plan, for
the purpose of enlisting the patronage of the publio in his behalf The
evening carae, and, to his astonishment, the hall was filled to overflowing
with the learning, and fashion, and beauty of Liverpool. He was over
whelmed at this unlooked for token of interest ; and he seems to have
been so conquered by his feelings, as to be unequal to the occasion. He
saw that his most ardent hopes were upon the eve of accoraplishment,
and that the helping hand of power was to be extended to him in his
penury, and carry through in triumph the cherished object of his life.
He arose to begin his lecture — his agitation was observed by a gentleman,
who handed him a glass of water — he returned his thanks in a few inco
herent sentences, sank in his chair, and never spake more. He was
seized with an apoplectic fit, and died within two days after. The boat
he had constructed was set in motion after his death, on the river Thames,
in 1793, but was only partially successful. The American Congress,
some years since, voted a gold raedal to his only surviving son, James
Rumsey, Jr., commemorative of his father's services and agency in giving
to the world the benefit of the stearaboat.
The entire route from Hancock to Cumberland pursues, with but four
exceptions, the margin of the Potomac river. The first deviation occurs
at Doe Gully, about twelve miles above Sir John's Run, where, by means
of a tunnel twelve hundred feet in length, a singular bend of the river is
cut off, and a distance of nearly four miles saved. The second is at the
Paw-Paw ridge, where a distance of nearly two miles is saved by a tun
nel two hundred and fifty feet in length. The Potoraac evidently found
sorae difficulty in forcing a passage through these mountains ; and was
ultimately corapelled to feel its way. In a distance of four or five railes,
instead of pursuing its general course, it has a series of bendings in
direct contrariety to it, and thus deviates some ten or twelve miles from
21*

246 RAMBLES IN THE PATH OF THE STEAM HORSE.

Traces of anthracite coal.

a Straight line. The scenery is extremely wild and picturesque, but
becomes more gentle on approaching the south branch of the Potomac,
near Old Town. The third and fourth deviations are within a few miles
of Cumberland, where a considerable distance is also saved by cutting
through projecting bends in the river. After leaving the Warm Spring
Ridge, the road sweeps around tho termination of the Cacapon mountain,
directly opposite the remarkable and insulated eminence called Round
Top. The river, sweeping around these rugged bluffs', which are gene
rally but sparingly covered with stunted and gnarled trees, gives to the
view a peculiarly rich and gorgeous aspect. The Great Cacapon river is
crossed at a point about ten miles above Hancock, where it empties into
the Potomac. The viaduct is some three hundred feet in length, a plain
but substantial structure of timber. Within the next mile we pass dam
No. Six of the Chesapeake and Ohio Canal, and soon after enter the gap
of Sideling Hill, that famous bug-bear of tha- traveller which, on the
National turnpike opposes such a formidable barrier to his journey, but
which is here coraparatively insignificant and unnoticed, except for the
fine profile it exhibits on each side of the river, as it declines rapidly to
the water level. In the gap of this mountain, and on both sides of the
Potomac, are traces of anthracite coal, which the late R. Caton, Esq.,
with that zeal which always distinguished his researches in this branch
of praoticai geology, endeavored to turn to profitable account. A com
pany was formed to develope and work the coal ; but the enterprise failed
in consequence, we presume, of the scarcity of the mineral combustible,
or the faulty character of the veins. Some very superior specimens of
anthracite have been obtained ; and the whole country, for many miles
bordering the Potomac, bears strong indications of its presence. The
formation corresponds witb the position and geological characteristic of
the great Pennsylvania anthracite coal region ; and it would need but
a respectable amount of coal where the traces occur to invest the neigh
borhood with great interest and value. Whether the deposit of coal is
large or small, it must be regarded as a mere isolated outlier of the great
Alleghany coal field ; as is also that of Broad Top, and even the great
anthracite basins of Pennsylvania. If a reliable vein of pure anthra
cite coal were found in this vicinity, its proxiraity to the Railroad and

RAMBLES IN THE PATH OF THE STEAM HORSE. 247

Scenery of tl:e Potomac.

canal, added to the rarity of that description of fuel in the Potomac
valley, would convert a very few acres of the land into a princely fur-
tune ! The chances, however, are evidently against such a result.
The next point of interest reached is the tunnel at Doe Gulley. The
approaches to this formidable work are very imposing, as well as inspiring ;
for several miles above and below the tunnel, they cause the road to
occupy a high level on the slopes of the river mountains, and thus afford
a commanding view of the grand scenery arouud. The tunnel is, as
before mentioned, about a quarter of a mile in length, penetrating a com-
p.ict slate rock, which is arched with brick to preserve it from future dis
integration by atmospheric action. The fronts or facades of the arch are
of a fine white sandstone, procured from the summit of the neighboring
mountain. The width of the opening between the brick-work of the arch
is twenty-one feet, and the height twenty and one-half feet, affording
ample room for two tracks. Tlie height of the hill above the roof of the
tunnel is one hundred and ten feet. The excavations and erabankraents
adjacent are very heavy, and consist of the slate rook through which the
tunnel is cut. Above this point the line pursues the very sinuous part
of the river lying between Sideling Hill of the east, and Tower Hill on
the west. The curves are not, however, abrupt, but forra five sweeping
circuits, passing sometimes along beautiful alluvial bottoms, and again
winding around the foot of precipitous cliffs.
The Paw-Paw ridge tunnel is next reached, thirty miles from Han
cock, and twenty-five below Curaberland. This tunnel is through a soft
slate rock, and is curved horizontally, with a ra.dius of seven hundred
and fifty feet; it is of the same sectional dimensions with the Doe Gulley
tunnel, and like it, completely arched with brick, and fronted with white
sandstone. Thence the route reaches Little Cacapon creek, about
twenty-one miles from Cumberland, the mouth of which is surrounded
by fine flats, and presents a splendid view of the mountains to the east
ward. The viaduct over the creek is one hundred and forty-three feet in
length. Some five or six railes further on, the South Branch of the Poto
mac is reached and crossed, on a bridge four hundred feet long. This
is, in fact, the main Potomac, and would have been so recognized by the
conimissioners who deterrained the boundary of Maryland and Virginia,

243 RAMBLES IN THE PATH OF THE STEAM HORSE.

Scenery of the Potomac.

View near Paw-Paw.

but that the north branch has the appearance, at the confluence, of being
the larger stream. The south branch rises in Pendleton county, and is
nearly twice the length of the north branch. The river bottoms through
which the Railroad passes, are wide, and exceedingly fertile, while the
scenery, ever varying, is still altogether beautiful. The folding and
arching of the strata in the section of the South Branch mountain, just
above the junction, is most remarkable and grand. The rock is princi
pally slate and red sandstone, and the curved form of the seams is no
doubt the result of lateral pressure and upheaval while the rocks were
yet in a comparatively soft condition. The whole passage through this
range of mountains is novel, beautiful and exciting.
Some two railes above the south br.anch the road makes a fine strai.nht
line over the widely expanded flats opposite the ancient village of Old

250 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Town cf Cumterland,

RAMBLES IN THE PATII OF THE STEAM HOESE. 251

omTy of the Potomac, — CumbtTland,

Town, in Maryland. These are the finest and richest bottom lands
along the river, and from the upper end of them is obtained the first
view'of the Knobly mountain, that remarkable range which lies in a line
with the town of Cumberland, and is so singularly diversified by a
profile, which makes it appear like a succession of artificial mounds.
Dan's Mountain towers over it, forming a splendid back-ground to the
scene. Upon leaving the bottom flats the Railroad passes the high and
bold cliffs known as Kelly's Rocks, where there has been some unusually
heavy excavations. Patterson's creek, eight miles from Curaberland, is
next reached. Iraraediately below this stream is a lofty raural precipice
of limestone and sandstone rock, and singularly perforated in some of
the ledges, by openings, which look like Gothic loop-holes. The valley
of this creek is very straight, and bordered all along by beautiful flats,
fringed, along the margin of the stream, by trees and bushes. The
viaduct over it is one hundred and fifty feet long. Less than two miles
above, aud six miles from Cumberland, the Xorth Branch of the Potomac
is crossed by a viaduct seven hundred feet long, and rising in a succes
sion of steps, embracing also a crossing of the Chesapeake and Ohio
Canal. This extensive bridge carries us out of A'irginia, and lands us
once more in Maryland, which we left at H.arper's Ferry, and kept out of
for a distance of ninety -one miles. The route thence to Curaberland is
across two bends of the river, between which the stream of Evett's creek
is crossed by a viaduct of one hundred feet span.
The town of Cumberland is, in every respect, an interesting and impor
tant place, and there are probably few more generally known to the
travelling coraraunity. Situated at the foot of the great Alleghany range
of mountains, and the western terminus (at present, and most probably
for all time to come,) of the Chesapeake and Ohio Canal, it has long
enjoyed an extensive shipping trade, which has been but slightly inter
fered with by the completion of the Baltimore and Ohio Railroad. From
the time of Braddock's expedition, Cumberland has been the eastern
terminus of the travelled road across the mountains ; and hundreds of
Conestoga teams, creaking with their loads of merchandise, might have
been seen strewn along the great highway of which it was the radiating
centre. While the Railroad has undoubtedly superseded the curabrous

252 RAMBLES IN THE PATH OF THE STEAM HORSE.

Cumberland,

wagon, and thus abstracted a portion of the trade which the place was des
tined ultimately, and inevitably to lose, it has stiraulated into activity
another, and a vastly raore important one, which will be as enduring as
the hills that treasure it.
Situated in a magnificent level amphitheatre, rising into high and
sloping mountains, Cumberland enjoys a situation at once beautiful,
healthy and picturesque. With a population of nearly nine thousand, it
presents the interior aspect of a large city, evincing the enlarged, liberal
and enterprising spirit of its citizens, while the private residences and
churches unmistakeably proclaim their general good taste, and high
standard of living. The streets are nearly all paved with cobble stones,
after the manner of Baltimore and Philadelphia, while the pavements in
some instances, exceed those of the cities mentioned, iu being quite broad
and paved with substantial flag-stones, instead of the customary brick.
The houses devoted to business are usually three stories in height, and
many of them are fitted up in an exceedingly neat, tasteful and showy
manner. The hotels are all large and spacious edifices, and two or three
of them will compare favorably with some of the most respectable estab
lishments of the Atlantic cities. The Episcopal church, which has been
recently finished, would be an ornament to any place, or to any commu
nity. It is built ofa remarkably fine yellowish sandstone, in the Norman
school of architecture, with interior oak facings and properties. It has
a high steeple, and, occupying a considerable eminence on the west bank
of the creek, commands a delightful view of the entire city, together with
all the surrounding scenery. In the distance, farther to the right, another
church, occupying even higher ground, will be observed ; this is a Catho
lic church ; and although newly erected, and very elegant as a whole, it
has none of the imposing effect and grandeur of the other. In the vicinity
of these churches are many very neat and tasteful private mansions;
while the surrounding hill-sides contain many more.
The gap in Wills' Mountain, a short distance from the town, and suffi
ciently indicated in the engraving, affords a succession of scenes remark
able for their grandeur and wildness. The suramits of the mountain, to the
height often or twelve hundred feet, often present bold mural precipices,
from which have been detached immense quantities of rock, of every

RAMBLES IN THE PATH OF THE STE.\.M HORSE. 253
The Narrows.
conceivable size and form, which now lie strewn along the base in the
greatest disorder and confusion. The gap is very narrow, and every
thing appears to wear a peculiarly dark or dusky aspect — the effect, pro
bably, of an almost perpetual shade, which has clothed the rooks with

Narrows, Wills' Creek.
furze and tufts of deep green moss. The stream is crossed by a beau
tiful stone viaduct, of two arches, from which an excellent view of the
scenery, both up and down, is obtained. Nearly all the raountain
streams abound in game fish, among which is the speckled brook trout,
unrivalled for its flavor and beauty, as well as for the sport of angling
it. The glade streams, on the summits of the mountains, are particu
larly prolific of this beautiful fish, and during the summer fishing parties
are the order of the day— many persons coming frora a distance to enjoy
the rare amusement and exercise it affords. Speaking of fish, the poet
observes —

254

RAMBLES IN THE PATH OF THE STEAM HORSE.

The Narrows, — Mount Savage

"With frequent leap they range the shallow streams;
Their silver coats refiect the dazzling beams.
Now let the fisherman his toils prepare.
And arm himself with every watery snare;
His hooks, his lines, peruse with careful eye,
Increase his tackle, and his rods retie.
Upon a rising border ofthe brook
He sits him down, and ties the treach'rous hook ;
Now expectation cheers his eager thought.
His bosom glows with treasures yet uncaught ;
Before his eyes a banquet seems to stand.
Where every guest applauds his skilful hand.
Far up the stream the twisted hair he throws,
AVhieh down the murmuring current gently flows;
When, if a chance, or hunger's powerful sway
Directs the roving trout this fatal way,
He greedily sucks in the twining bait.
And tugs and nibbles the fallacious meat.
Now, happy fisherman, now twitch the line,.
How thy reed bends ! behold, the prize is thine !
The stratification, where the stream
has exposed it, often presents the wavy
appearance noticed at the Round Top
mountain, near the south branch of the
Potomac — and is otherwise singularly
eccentric and contorted.- The cliff being
nearly perpendicular, and laying some-
^ times in parallel bands, the water has
worn its way through the cleavage frac
tures, and left protruding through the
shallow alluvium very sharp, jagged
strips, that sometimes look like huge
stone axes, and again form columns and pyramids.
A railroad runs through this gap frora Cumberland to Mount Savage,
and Frostburg, the latter about ten miles, and the former about six miles
distant. Mount Savage is situated on the Savage creek, and has long
been known for its extensive manufactories of iron. There are two or
three blast furnaces, and a large rolling mill for the production of rail
road and bar iron. There are also several machine-shops, and fire-brick
are manufactured extensively. There are several hundred houses for the

Narrow.^, Will's Creek.

RAMBLES IN THE PATH OF THE STEAM HORSE. 255

Mount Savage Iron Works,

operatives, built principally of stono, and situated in parallel rows nn
the hill-sides ; nearly every house has a small yard in front, enclosed
with a thick stonewall, which gives to the village a peculiarly picturesque
effect. Although it hiis a population of from two to three thousand, it
affords no accommodations for transient visiters or travellers. There is
not an inn in the place, and we shall sympathise with the unlucky
wight who, "from the inevitable force of circumstances,'' may find him
self compelled to reraain over night within its inhospitable limits. One
reason — and it is entirely satisfactory to us — why no hotel accommoda
tions are provided is, that the village and all its inhabitants being
dependants of the Mount Savage Company, who have hitherto been
involved in all sorts of embarrassments and failures, gives the place a
character entirely too unreliable and evanescent, to justify any one in
emb.arking in an enterprise of that kind ; for, if iron goes down, the
Company, and all of Jlount Savage go down, too — the works are stopped,
and the village depopulated. Several instances of this have hitherto
occurred, and it has the effect at least of depriving the town of a respec
table inn. The Mount Savage Iron AA'orks, including all the houses,
lands, railways and appurtenances, were sold a few years ago, during
the depression in the iron market, to the present Company, at a great
sacrifice. We do not remember the sum p.aid, but it was coraparatively
insignificant. Erastus Corning, Esq,, of New York, it is understood, is
one of the active proprietors, and his associates are nearly all citizens
of that State. Shortly after the purchase, the present revival in iron
took place ; and such has been the prosperity in that branch of Araerican
maufactures ever since, that the works must have realised princely
profits, while there is no immediate prospect of their dirainution. These
works were probably the first ever erected in the United States for the
production of the T railway bars. All the railway bars of that pattern
previously laid down in this country, were imported from Europe.
Such is the superiority of our manufactures, obtained frora an experience
of twelve or fifteen years, that we now produce a better quality of rail
road iron than is furnished by Great Britain. The compound rail, as it
is called, is now principally, if not exclusively, manufactured at these
works. It is a T rail, in two sections, which are subsequently riveted

256 RAMBLES IN THE PATH OF THE STEAM HORSE.

Frostburg. — The coal formation.

together when laid down on the track. The only merit clairaed for it is,
that it obviates the jointure of the other rails, and thus makes a smooth
road ; for the fracture, instead of occurring at the place of meeting of the
two rails, is divided, so as to make the iron-way continuous. Instead,
however, of one fracture, as in the ordinary T rail, there are in this rail,
two — one on each side ; so that while the jars of the car are not quite
so violent in passing over it, they are more numerous, and upon the
whole, we cannot see that any particular advantage is secured. In point
of econoray, however, a raore important feature is obtained ; for, as the
friction is principally on the inner rail, this can be removed, and another
substituted ; whereas, in the case of other rails, the whole of it would be
lost. Portions of the New York Central Railroad are laid down with
this description of rail. The road from this place to Frostburg, soma
four or five miles distant, is also equipped with it. This road ascends
the hill at Mount Savage, in a peculiar way. Running along its side
with an ascent of at least one hundred feet to the mile, it terminates in
an angle, and then, switching off, the track returns, but higher up, upon
the slope of the hill, and thus finally overcomes the summit without the
aid of stationary steam-power. The Railroad thus describes the letter
Y, and we shall have occasion to illustrate the plan more particularly
when we arrive at the Board Tree Tunnel on the Baltimore and Ohio
Railroad. Frostburg is well known as one of the principal mining villages in
the coal region. It occupies a high and airy position, and is just now in
the hey-day of prosperity. Some of the best coal mines in the county
are located in its vicinity, and as this trade constitutes an important fea
ture in the business not only of the Baltimore and Ohio Railroad, but of
the city of Baltimore and the whole State of Maryland, it may not be
amiss here to dwell briefly upon the phenomena of the coal formation,
and the processes of mining and shipping the co.al to market.
It is now universally conceded by the scientific world, that coal is of
vegetable origin ; and as it invariably occupies a position amongst tho
primitive rocks, it follows that it is of great antiquity. The earth itself
must be much older than is usually supposed— so old, indeed, that its
age, whatever it may be, cannot be computed in years. . AVhatever may

RAMBLES IX TIIE PATII OF THE STEAM HOUSE. 257

The coal formation.

have been the origin of the earth, the idea that it is filled with interior
heat, is well sustained, and that for a long period, tho climate was not
only much warraer than it is now, or has been in modern times, but that
water eovorcd very nearly its entire surface. As the dry land began to
appear, and the water gradu.illy to recede, a rank vegetation sprang
into existence, which it is supposed was subsequently converted into
coal. AA'hatever, indeed, raay have been the local or general charac
teristics of the earth in the early stages of its history, there can at least
be no doubt but that the climate was very warra, very humid, and very
nearly, if not quite universal, for the character of the vegetation itself
goes to establish these points. Coal is found in all climates ; but of the
large number of trees and plants comprising the coal-bearing period.
none have any analogy with existing species, except a few that flourish
only in the torrid zone. The vegetation of the coal, according to Dr.
Lindley, consisted of ferns in vast abundance ; of large coniferous trees,
of species resembling lycopodiacece, but of raost gigantic dimensions ; of
vast quantities ofa tribe apparently analagous to caciecc or euphorbiaceae,
but perhaps not identical with them ; of palms and other monocotyle
dons ; and finally, of numerous other plants, the exact nature of which
is doubtful. Of the entire nnmber, however, detected in this formation,
at least two-thirds are ferns. Every vein of coal furnishes fossil impres
sions of the vegetation of which it is composed. Sometiraes, owing to
the perfect mineralization of the coal, the impressions can scarcely be
recognized ; but generally, in the accompanying sl.ate, they are as dis-
' tinctly niarked as the delicate tracings of the artist's pencil. These fossils
are divided by botanists into the following genera, determined by the
character of their fronds ; pachypteris ; spenopteris ; cyclopteris ; glos-
] sopteris ; neuropteris ; odontopteris ; anomopteris ; tfeaniopteris ; pecop-
teris ; louchopteris ; clathropteris ; schizopteris ; otopteris ; cantopteris ;
and sigillaria, etc., the two latter occurring only as steras, and the last
i being considered by some as a dicotyledonous plant. We submit a few
t characteristic illustrations — to give specimens of each individual species,
would, of itself, fill a large volume. These irapressions, the reader will
understand, are exact copies of those occurring in co.al, or the adjacent
slate, being, in most oasos, but .slightly reduced from the natural size

25S

EAMBLES IN THB PATII OF THE STEAM HOESE.

The Coal formation. — Fcssil impressions.

and proportions. Figure 1 exhibits a specimen of the neuropteris, or
nerve fern, which are
sometimes plentifully
distributed in the coal
and other rocks ofthe
carboniferous group.
Figure 2 belongs to
the odontopteris, or
Fig. 1. Neuropteris. tooth-fem, not quite
so numerous in the coal as some others, but nevertheless characteristic
Cif this fiirmation. The pecnptoris, figure 3, is probably the most numer
ous of all varieties of the fern,
having something like sixty
different species in the coal.
The common brake, or fern,
exhibits a type of the family
of which the figure will serve
as a specimen ; but the arbor
escent ferns which now grow
only in the vicinity of the
equator, present the closest
analogy to those of the car
boniferous period, which were
lofty trees, far surpassing in
— height and magnificence even
Fig, 2,— Odontopteris, Fig. 3,— Pecopterii. ,, . . ,
their tropical congeners of
the present time. From their nuraber and variety, they afford some of
the raost beautiful and interesting fossil irapressions which the vegetable
kingdora has produced. Their leaves are generally elegant, and display
great variety of form, and diversity of vernation ; from these characters
the generic and specific distinctions of the faraily are obtained. They
are often preserved in great perfection, and even the organs of fructifi
cation are occasionally observable at the back of the leaf.
Fig. 4. exhibits a specimen of fruit, of the faraily Chara, and com
prised in the same class as the foregoing. The fruit is oval and consists

EAMBLES IN THE PATH OF THE STEAM HOESE. 259

The Coal formation. — Fos."!! imprcsEiions.

of five valves, twisted spirally, with a small opening at each extremity.
The fig, in the left,
marked 1, exhibits
the nut within the
pericarp ; 2 shows
the pericarp ; and
3 a portion of the
spiral valve, mag
nified ; while 4 and rig. 4.-Charn,
5, are the natural size ofl and 2, magnified in the engraving.
Ofthe family of the club-
mass or lycopodiacece, there
are numerous specimens,
the most common of which
are lycopodites, lepidoden-
dron, lepidostrobus, and
stigraaria, a speciraen of
which we append, fig. 5.
The stera of the stigraaria Ytg. 6.-stigmaria,
was originally succulent, raarked externally with roundish tubercles, sur
rounded by a groove, and arranged in a direction more
or less spiral — having a distinct axis, coraraunicating
with the tubercles by woody processes.
Pterophyllum, or wing-leaf, belongs to the faraily of
Cycadse, but is seldora met with in the coal, and of which
the leaves only are known. Fig. 7, however, belonging
to the sarae family, and called asterophyllites, is one of
the most numerous dicotyledonous plants found in the
coal formation, but unlike the preceding, the stems only
are known. There is a great variety of others, a very
few of which only we shall present, as it is probably
unnecessary to multiply examples, further than is neces
sary to convey an idea of the general character of the
coal vegetation. Of the numerous families comprising '^' "~ '°^ ^ ""'
the class of monocotyledonous plants, there are coraparatively few to be

260 RAMBLES IN THE PATH OF THE STEAM HORSE.

The Coal formation, — Fossil impressions.

found in the coal formation.

The class of dicotyledons presents a
much greater variety and number,
most of which belong to the family
of Sigillaria, of which fig. 8, affords
a fair speciraen. The Sigillaria, in
deed, is one of the most important
plants of the coal, and probably fur
nished a very considerable amount of
its vegetable raatter. Th"? stem is
conical and deeply furrowed, with
scars between the furrows in rows,
but not arranged in a distinctly
spiral manner. There are some
forty or more species in the coal
formation.
Fig,7.--ABterophiiiites. The most common ofthe coal plants,
may be classified as follows ; first, ferns and sigillaria ; second, lepido-
dendron, a doubtful genus, variously associated by botanists ; third,
calamites ; fourth, coniferous plants ; and fifth, stigraaria, which is
probably an extinct faraily. The
sigillaria, so numerous in the coal,
have generally been classed as
monocotyledonous plants, but late
observers contend that they pro
perly belong to the dicotyledon
ous division. The irregular and
longitudinal furrows of the sur-
Fig, 8,— Sigillaria. face of tjie stems, their swelling
out at the base, angle of dip, or downward direction of the roots, are
characters constantly observable in the dicotyledonous, but never in
monocotyledonous plants. Besides, these trees have a separable bark,
and slices of it, prepared for microscopic investigation, have exhibited
traces of medullary rays, which are universally recognised as proofs of
dicotyledonous structure. While they are thus regarded as dicotyledons
or exogenous and compact trees. Dr. Lindley has divided from

EAMBLES IN THE PATH OF THE STEAM HOESE. 261

The Coal formation. — Ko.^sil imiTi'S.'iions.

thora another genus, termed caulopterit, which ho considers as true stems
of tree-ferns. These are hollow ; but the markings
which they exhibit present
so close a reserablance to
existing tree-ferns, as to
leave little doubt of their
identity with those plants.
They are, however, cmiv
paratively rare in tho coal,
while ofthe true Sigillaria,
over forty species have
Fig. 9.— Cualoptiri*. been discovered. AVe ap- Fig.lO.—Kxistiu; tree fern.
peod a sketch of the fossil stem, caulopteris, fig. 9, and of an existing
tree-fern, fig. 10, in juxtaposition for coraparison.
The family of Lepidodendra have, by some
writers, been supposed to belong to that of the
club-mosses, while the larger species were re
garded as forming a transition to the coniferous
plants. The living'' species of their supposed
analogues, (fig. 11,) abound in tropical climates.
They generally creep on the ground ; sorae grow
erect, but none exceed three feet in height ;
whereas, fossil specimens have been found
over thirty feet high, while fragments have
been discovered indicating a much larger
size, fig. 12.
The Calamites are not analagous to any
existing species, as already noted, though
they resemble some plants in structure,
but differ widely in their proportions —
the fossil indicating large trees, while the
existing species which they resemble are
but two or three feet high, and of corres
ponding diaraeter. Of the coniferm of the
coal, it has been observed that tliey

Fig. 12. — LepidoUria
ear a strong reserablance to

262 RAMBLES IN THE PATH OF THE STEAM HOESE.

The Coal formation —Fossil impressions.

Fig. 13. — Coniferse,

existing pines— slices of the wood when examined by the microscope,
showing that the ducts or glands pecu
liar to this family of trees, are arranged
in a similar manner ; that is, alternately
in double and triple rows.
The stigraaria is generally supposed
to have been a large succulent water-
plant ; the stem, in its compressed fossil
state, varying from two to six inches in
diameter ,and having numerous processes which proceed vertically, hori
zontally, and obliquely, and traverse the beds in every direction.
These processes have been traced to a distance of eight or ten feet from
the stem, and had a horizontal range of twenty feet. From the extraor
dinary number of these plants, it is concluded that they have furnished
the material for the great bulk of our coal beds.
Fig. 14 exhibits an assemblage of delicate leaves and stems, which
sometimes form solid masses in or near the coal veins, of great length
and thickness. The mass from which this specimen was detached, was
some eight or ten inches thick, by about two feet in length and breadth.
When the coal becomes highly mineralised, and presents a shining
fracture, it is difficult to recognise impressions upon it ; and indeed, it
is at all times no easy task to secure good specimens, although they
abound at nearly every coal mine.
From the general character of the vegetation, and the absence of the
great ranges of mountain which now form so conspicuous a portion of
the earth's crust, it seems probable that water, at that early period,
covered a far greater area than it subsequently did ; while, at the sarae
time, its mineral qualities must have been essentially different from what
they now are — for, as the water penetrated the fissures and cavities of
the crust, it became charged with the mineral ingredients and local
qualities that now distinguish it ; whereas, at that time, it probably had
more sameness, though of a character which no doubt assisted vegeta
tion very materially. The land, lying in low, broad marshes, in its
level aspect must have somewhat resembled our great western prairies,
themselves remarkable for rank vegetation ; which, added to the great

EAMBLES IN THE PATH OF THE STEAM IIOESE. 203
The Cal \ i-g.'tat.ou

RAMBLES IN THE PATII OF THE STE.VM IIOliSE. 265

Thc Coiil furmation, — Geological characteristics.

heat and humidity of the climate, (entirely unfit for tlie support of huraan
life,) produced plants of extraordinary dimensions — far exceeding our
loftiest forest trees. Tho vogotabic matter growing thus spontaneously
aud rapidly, formed stupendous euveriugs, by whieh it was still further
adapted to receive the ascending charges of the elements constituting
its growth.
It was formerly supposed th.at the vegetable material, after it had
been thus matured, had been carried by floods and deposited in tho
bottom of the sea, or the estuaries of lakes and rivers, whore it w.as sub
jected to a proce.ss of fermentation and pressure from the superimposed
debris that subsequently accumulated upon it, and which gradually con
verted it into coal. It is now, however, considered probable that it grew
un the identical beds where we find it, and this belief is strengthened
from the fact that fossil trees have been found in the coal formation, in
an eieet position, with a portion of their trunks charred, and passing
into coal, which is, of course, inconsistent with the theory of their
removal by drift. Indeed, when we consider the enormous amount of
vegetable matter entering into, and necessary to have produced even the
smallest seam of coal, it is hard to conceive how it could havo drifted
from the place of growth — especially as the floating raass would have
been exposed to the liability of raeeting and interraixing with various
other substances, tending to impair the purity ofthe coal — whereas, very
little of such evidence is afforded. It is obvious, therefore, that the coal
remains where it grew ; and the only difficulty remaining to reconcile
this view is to satisfactorily account for the deposition of the intermediate
strata between the coal veins — for it is not possible that they could all
have been formed simultaneously. The work was slow, and of long
duration. As some veins are very small, it is probable that the operating
causes met with some variation, and it is at least certain that the vege
table material of one seam differs materially from another. Now, it is
well known that, in clearing off the timber of our native forests, a new
variety of tiraber very comraonly succeeds. A growth of oak, will be
succeeded by one of pine ; and this order of succession .appears to be a
rule of nature, and is annually illustrated by the systera of rotation of
crops practised by the farmer. That there is a broad difference in the

266 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Coal formation, — Geological characteristics.

qualities of different seams of coal, as palpable as the difference in their
size and local characteristics, and that this difference proceeds mainly
from the character of the vegetable matter itself, is evident frora an
exaraination of the fossils. But it is more clearly established, in tho
great Schuylkill region, frora the fact that there are there parallel seams,
affording three distinct qualities of coal, known as white ash, grey ash
and red ash coal. It follows, therefore, that our coal seams were formed
one after the other, iu due order and succession; and the only way to
aocount for the interposition of the intermediate strata, is to suppose
(what is very easily done,) that the vegetable material grew in low and
marshy places, which were subjected to occasional overflows, charged
with the mud and debris of surrounding districts ; that upon the sub
sidence of these overflows, and the withdrawal of the water, another
series of vegetable growth ensued ; and thus alternating through vast
cycles of time, a large number of seams h.id accumulated. The coal was
all formed before the raountain ranges had been raised to their present
elevation. The seams always lie parallel with the surrounding stratific.i-
tion, until the more recent formations are reached, to which they are
unconformable. It is thus clear that the coal beds were elevated from
their previous low position, and the further formation of coal interrupted;
for no sooner had the mountains appeared, than the previously invading
water had been thrown back, and ag a consequence of it, a very material
refrigeration of the climate was produced, which prepared the way for
animal life, and subsequently brought about the changes which now
characterise the earth's crust.
The vegetable material, therefore, having been thus secured, a chemi
cal process ensued, as before remarked, which converted the whole mass
into coal. Whatever impurities were in it, were more or less carbonised ;
and in proportion to the quantity of extraneous matter, the coal will
probably be found good or impure. The fermentation produced by
the overlaying stratum, and the difficulty in the way of the escape
of its gaseous elements, heated it sufficiently to produce a body of
pitchy or bituminous matter, and the coal is consequently meagre,
bituminous, fatty, or only partially so, in proportion as these gases
were subsequently let out by cracks, fi.ssures, or disruptions occurrintr in

EAMBLES LN THE PATH OF THE STEAM UOK.SK, 267

The Coal formation, — Gcologic:d chllractL¦l•i^ti^¦(^.

the surrounding and overlaying strata. For we generally find, whore
the strata arc undisturbed, bituminous coals preiluminating ; and whore
they are much disturbed, (as in the anthracite regions of Pennsylvania,)
anthracite abounds, or coals which have lost more or less of their bitu
men. It appears, from the researches of Liebig, and other erainent chemists,
that when wood or other vegetable matter is buried in the earth, exposed
to moisture, and partially or entirely excluded from the air, it decora-
poses slowly, and evolves carbonic acid gas, — thus parting witii a portion
of its original oxygen. Bj- this nieans vegetable matter becomes gradu
ally converted into lignite or wood-eual, which contains a larger propor
tion of hydrogen than wood does. A continuance of decomposition
changes this lignite into common or bituminous coal, chiefly by the dis
charge of carburetted hydrogen, or the gas by whieh we illumine our
streets and houses. According to Bischoff, the inflammable gases which
are always escaping from raineral coal, and are so often the cause of
fatal accidents in mines, invariably contain carbonic acid, carburetted
hydrogen, nitrogen, and artificial gas. The disengagement of all these
gradually transforms ordinary bituminous coal into anthracite, to which
the various names of splint coal, glance coal, culm, and many others have
been given.
In attempting a brief popular exposition of the coal forraation, it is
probably essential that the reader (whora we must regard as profoundly
ignorant of the subject,) should have some light as to the order of the
stratification ofthe earth's crust. AVithout this, he will probably be able
to form no adequate conception of the curious phenomena with which
this interesting and invaluable mineral is identified. AVe shall briefly
glance at the various formations, and hope to offend no one by modestly
availing ourselves, (as we have already done in a few instances,) of sorae
of our previous labors in this interesting branch of prose. The origin
of the earth, we have already intimated, must have been a raass kept in a
state of fusion by heat, its surface becoraing hard on gradually cooling.
The most ancient portion of it, therefore, is composed of granite, which
exists in an unstratified raass, and bears every indication of igneous
origin. There are, however, some kinds of granite, of comparativelj

268 RAMBLES IN THE PATH OF THE STEAM HOBSE.
The Coal formation, — Order of stratification,
recent origin, which so closely resemble the ancient rock, as to sometimes
render it difficult to distinguish one from the other. Gneiss is a rock
very analogous to granite. But it is stratified, and seems to have been
formed under water. It generally alternates with mica-schist, which
usually accompanies both granite and gneiss. Next we have argillaceous
schist, also formed under water, and which is usually of a soft, slaty
nature, and easily split. These rocks, whose origin is alraost coeval with
the formation of the globe, are often found on the tops of mountains, as
well as at the lowest depths of valleys, which goes to prove that the
crust of the earth has, at various periods, been subjected to the severest
upheavals and internal convulsions, proceeding from its interior heat.
Among these rooks no fossils have ever been found, and this fact makes
it pretty certain that animal and vegetable life did not exist at this early
period of the earth's history.
It is in the next epoch, called the transition formation, that the first
traces of vegetable and marine life on the surface of the globe, are found.
Previous to this period, and perhaps as a preliminary to the introduction
of organic life, the forraer rocks had been disturbed ; for we do not find
the strata of the transition forraation lying in parallel layers over the
primitive beds, but, on the contrary, they are deposited araongst them in
the greatest possible confusion. Geologists have divided this group into
three divisions, denorainated the Cambrian, Silurian and the Devonian
systems of rocks. The first are the oldest sedimentary rocks known, and
are composed of schistose grauwackes, mica-schists and gneiss. They
contain organic reraains of various brachipods, polyparia, coral animals,
&c. The Silurian system, lying next above the Cambrian, comprises an
upper and lower stratum, and is very neiirly similar to the forraer.
They are exclusively of ra.arine origin, and whole beds are coraposed of
shells, corals, &c., and those peculiar Crustacea termed Trilobites, and
which, being rarely found in other situations, are characteristic of the
Silurian and Devonian strata.
After the revolutions which seem to h.ave terminated the primitive
epoch, the earth evidently remained for a long time in a state of repose,
as we find in the next, (being the third) geological period, denominated
the secondary formation, the stratura of old red sandstone, consisting ofa

RAMBLES IN THE PATH OF THE STEAM HOESE. 269

The Coal formation. — Ctnlcr of sitratiflcation.

great mass of rocks and pebbles cemented together, having lieen trans
ported and accumulated together through tho aetion of water, and upon
which rests the coal, or carboniferous deposits. This forraation lias n
great variety of marine fossils, Thu raountain and the raetaliferoiis
limestone, in which are found ores of load, copper, zinc, and other
valuable minerals, besides nunierous organic reraains. belong to thia
group. The coal formation, or rather the coal veins, are composed, as
before stated, almost exclusively of voget.able matter.
A violent convulsion seems to h.ave terminated the eoal period, which
was succeeded by tho saliferous formation, being the fourth great geolo
gical epoch. In this are found the red conglomerate, new red sand
stone, ic,, very often deposited in layers from fifty to five hundred feet
in depth. Few organic remains are found in these beds ; but it w.as at
this period that the animals coraposing the class of reptiles vvere intro
duced. There are various subordinate strata in this formation which,
not being essential to our present purpose, need not be raentioned.
The fifth epoch, in ascending order, comprises what are called the
Liassic, the Jurassic, and the Oolitic systeras. Previous to this forma
tion, the earth was inhabited only by cert.ain plants, and a few inferior
animals and reptiles ; but at its commencement a new fauna was created,
composed of animals and reptiles of singular form and gigantic propor
tions. In the sixth epoch, (also in the secondary formation) we have the
lower or inferior cretaceous systera, abounding, as the previous series, in
raarine .and aniraal fossils. This formation contains limestone, with
occasional deposits of clays, gypsum, sands, iron ores, &c. In England,
under the name of Wealdon formation, are deposited in alternate layers,
limestone, sand and clay, all of which are frequently of great thickness.
Above the Wealdon forraation, is a group of deposits of green sand, in
which are distributed particles of silicate of iron, which are alao found in
New Jersey. Higher up are again found limestones, sandstones, and
chalk marls — the stratification of which is only indicated by layers of
flint in the latter. Beds ofthe cretaceous group are found in New Jersey
and other parts of the United States, but they rest on the oldest secondary
rocks, without tho intervention of the Oolite.
23'

270 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Coal formation. — Order of stratification.
The next formation (and the seventh geological epoch) is called the
Tertiary. Between the commencement of this epoch and the termination
of the chalk strata, all traces of ancient or priraitive remains are lost ;
the fossils which are found in the subsequent formations being but types
of existing organic creations. It is divided by geologists into the eocene,
miocene, and pliocene strata, or the older, middle and newer tertiary
groups. The first named stratum is developed in the States of Virginia,
North and South Carolina, Georgiii, Alabama, etc. It consists princi
pally of greenish sands, nearly identical with the cretaceous series, and
of the same raineral qualities. Near Paris it embraces limestone, marls,
and siliceous matter, while in London it forras stiff, and again plastic
clays, which are useful for manufacturing purposes. Above these layers
occur various kinds of clays, limestones, marls, gypsuras, etc., the
latter of which are extensively used in France for the manufacture of
plaster of Paris. Above the gypsum we find a more modern group,
coraposed of marls, sands and flints ; the first a marine, and the other a
fresh water deposit. A great deal of it occurs in Maryland and Vir
ginia, and is highly esteemed as a fertiliser for poor lands. The miocene
beds prevail on the continent of Europe, and in the United States, along
the shores of the Chesapeake Bay, and in some portions of Virginia.
They abound in fossils, and consist mainly of shells, sands, sandstones,
and conglomerates of gravel, which are hard enough for building-stones.
In some portions of the globe the miocene series present combustible
materials, and remains of dicotyledonous plants abound in them in Switr
zerland, Germany and Italy. The pliocene beds of the United States are
of comparatively recent origin. They are found in New York, Ken
tucky, and along the banks of the Potomac in Maryland and Virginia.
In Europe, brown coal or lignite is found in layers, which can be advan
tageously worked. Traces of brown coal also exist in portions of
Virginia. The beds extend all over the old world, and their mineral
properties vary in different localities; at some places they exhibit
evidences of far greater age than at others. They consist mainly of
marls, sands, and remains of marine, fresh water, and land animals In
this formation are also embraced deposits of drift, consisting of gravel,
boulders, sand, clay, etc. There are two kinds of drift, one called the

RAMBLES IN THE PATH OF THE STEAM HORSE. 271

Tho Coal formation. — Order of stratlflcatiou.

ancient, or diluvium, and the- other the modern, or allurium. In the
forraer, which covers over the Tertiary formation, aro fossils which date
not very far back from the present time, as the diluvial poriod, in -.i
raanner, unites the tertiary with the recent past. In these deposits are
found bones of extinct and recent genera of animals, and among them
those of the monster Magatherinm, the skeletons of which measure
eighteen feet in length, by about nine feet in height. This animal was
much larger than any subsequent one ; the thigh-bone being nearly three
times as great as that of any known elephant. In this forraation are
also found remains of elephants, horses, rhinoceroses, etc., while geolo
gists refer to it the immense masses and accumulations of debris which
contain gold, platina, and the diamond ; all abounding in Brazil, Africa,
India and California. The great tin veins of England and Mexico belong
to it ; while it also includes the great boulder or erratic black deposits.
All over the world these huge boulders have been strewn, most probably
scattered around by means of icebergs and enorraous freshets.
In the United States many of the valleys are filled up to a great depth
with the modern or alluvial deposits. They consist mostly of a hetero
genous mass of earthy matter brought down from the higher lands by
means of rains and freshets. Bones of the elephant, the buffiilo, and
numerous other animals are found in these beds ; and skeletons of the
celebrated Mastodon, another tremendously large aniraal, have been
exhumed at different localities. They are often found in Missouri, and
along the Ohio river. It is in the raodern formation, which coraprises the
eighth geological epoch, that the first traces of the human family have
been discovered ; and although it is possible that its origin may date
further back than can be supposed frora the evidences afforded by the
exposed land, yet nearly all scientific men unite in the belief that no
earlier records appear in that portion of the earth covered hy the sea.
Immediately previous to the modern epoch, the earth seems to have
enjoyed a repose of long duration. With the exception of a few upheavals
occurring during the latter portion of the diluvial formation, there has
apparently been no catastrophe of any moraent, and all the changes
which have taken place " since the great flood," have been brought about
by various causes — by those gradual and alraost iraperceptible agencies

272 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Coal formation, — Order of stratification.
which, continuing frora century to century, and from thousandth year to
thousandth year, will sooner or later have brought the world to another
grand epoch. And, suppose the human family, by some sudden convul
sion, or some awful visitation of disease, were instantaneously swept out
of existence, what a wreck of curious matter would it not make — what
a monument of active life in the progressive career of this singular
planet ?
Having thus desultorily and briefly traced the order of str.atifioation ,
we may say that it is always regular. We can never find coal, for
example, out of its proper pl.ace ; nor is it usual to meet with any raineral
in any other than its characteristic formation. Nature is always regular
and undeviating in her laws ; and it is seldom indeed, that she deceives ;
indeed, it may be said, that while she seems sometimes eccentric, she
has never been guilty of a deception. The order of stratification is simi
lar to that of nurabers — figure 3 cannot take the place of figure 1,
although, by the absence or removal of figure 3, figure 1 or 2 may
assume its place. Thus, while coal cannot be found among the more
recent formations, it could, by the previous removal of a more ancient
stratum, rest on granite or gneiss, which is, in one or two localities, the
case. That the coal itself, being very old, could not possibly have been
formed in a newer forraation ; hence the folly and absurdity of looking
for it in any other than its characteristic position. The same rule
will hold good for other mineral veins ; though the laws that govern their
identity are entirely dissirailar, in general, to those of coal. Coal having
been elevated by volcanic action or upheaval simultaneously with the
mountain chains in which it exists, lies parallel to the cleavage direction
of the enclosing rock. Not so with veins of copper, lead or silver.
These veins often have a strike and dip directly contrary to the stratifi
cation ; and hence it follows that they are of more recent origin, and that
their metaliferous contents have been injected from below, or absorbed
from above, in the fissures of the earth's crust, occasioned by its swelling
out, or its local contraction, or by means of volcanic dikes, or any other
probable cause. Thus we perceive the value, in an economical view, of
scientific knowledge and practical observation. Thousands of dollars
have been, are still, and always loill be expended by the uninformed and

RAMBLES IN THE PATH OF THE STEAM Il(i;<.SE. 273

The Conl formation. — OriU'r of .•^tra'ifii*(ition.

inexperienced, in vain explorations after mineral treasure ; which, did
they but enjoy a small portion of knowledge of those paramount l.aws
that pervade throughout all the Creator s works, might be saved — to say
nothing ofthe labor, anxiety, and bitter disappointments which invaria
bly attend ill-conceived enterprises.
In casting our eye over the surface of thc earth, we everywhere per
ceive evidences ofa continual, gradual but universal change. The frosts
of autumn — the snows of winter — the rains of spring — the heat and
electricity of the sumraer — each contributes to this purpose. Tho sub
stance of the mountains is daily diminishing ; and rocks, those silent
historians of the p.ast, gradually crumble into atoms, and, unperceived,
are borne off to new resting-places in the ocean. Here tlioy forra new
combinations, and by nieans of earthquakes and volcanic action, as well
as by the natural accuraulation of the beds, again appear to the light of
day. throwing back the surrounding waters, and presenting " new islands
araid the watery waste," Finally, one little island effects a friendly
union with another ; and thus, age after ago, century after century, the
undeviating, the everlasting laws of the great God are performing the
functions contemplated in the beginning !
It is probably necessary, to n proper understanding of what has
alreadv been said, as well as that which is to follow, that we should
__.  point out some of tho
changes of position,
of fracture, disrup
tion, .and denudation,
which the strata of
the earth's crust have
undergone. To do this,
the better and the more
briefly, we avail our
self of sorae simple
pictorial illustrations ;
and, to bejrin, figure
Fig, 15. . " ' s
15 will serve to show
the original horizontal position of the strata — the lines of cleavage being

274 EAMBLES IN TIIE PATH OF THE STEAM HORSE.

The Coal formation — Order of stratification.

Fig, 16.

distinctly marked, dividing the rock into layers very nearly parallel with
each other. This is peculiar to nearly all aqueous rocks, and may be
noticed in certain quarries of limestone, or other stratified rocks. From
a horizontal position, owing to the disturb
ing causes previously mentioned, the strata
have in many instances, been changed to
a vertical position, as shown in figure 16,
In otjier cases they are changed to an in
verted position by the intrusion of igne
ous rocks frora below, and are actually
thrown back, as is the case at the summit, in the great Lehigh coal
listrict. Sometimes the strata are disjointed, and figure 17 represents
an instance where, by in
trusion frora below, the
fe#^S^ ^^^^ISi^^Vi'M ^>' strata which at 6 strike
'¦iiimfmi? yi--'."--i£"'31"'— "•"¦^'"-¦¦-''''' in a southerly direction.
Fig. 17. , . ^,
on reaching a, are thrown
into a vertical position, producing disjointed masses at h. In other
instances the strata are arched or curved, as is often the case with gneiss,
an exaraple of whieh we pointed out near the south branch of the Poto
mac. The annexed figure, 18, is extracted
from Dr. M'Cullough's Western Isles, and
delineates an int tance of curvature in the
Isle of Wight These curvatures are not
rare in the coal formation; and in sorae
cases they appear frightfully contorted, a re
sult both of upheaval and latertil pressure.
A piece of cloth, with numerous parallel
foldings, placed under a weight and sub
jected to pressure at the sides, will pro
duce an effect very sirailar. It is thus
that, by the heat and chemical action in
the interior of the earth, the strata have
been, frora time to tirae, contorted, displaced, and thrown into every
irajiginable form and position, while the unstratified rocks have, at the

Fig, 18.

RAMBLES IN THE PATH OF THE STEAM HOESE. 275

The Ckial formation.— Order of stratification.

same time, been heaved up and scattered around in irregular raasses
and forms. The unstratified, which are the oldest of all rocks, differ from
the sedimentary principally in their having no lines or markings, but
present a shapeless mass and
uneven fracture, sirailar to
figure 19. But while the
granite and other rocks of
igneous origin are unstrati
fied, they still often present
delicate veins, which are fre
quently traversed by other
veins newer than themselves. ^'S- 19-
This is illustrated in figure 20, wnere the now veins project over the
old granite, soraewhat like the horns of a deer. These veins often
penetrate the overlaying deposits, and
flow over the rocks which they displace.
Soraetiraes they are so sraall and delicate
that the raarkings of the cleavage are
scarcely visible, yet they still resemble
stratification, and might readily be mis
taken for such. This deceptive appear
ance is often presented at the junction
of granite with slate, and may be readily
detected by observing the distinct raineral character of the two rocks.
Some of the unstratified rocks, more especially basalt and greenstone,
occasionally assume a col
umnar forra, as indicated in
figure 21. These colurans
are of various sizes, but have
most generally from four to
six sides. They vary, how
ever, in length and shape,
not unfrequently appearing
in short blocks or prisms. Fig. 21.
sometimes standing vertically or inclined, and at others lying horizontally

276 EAMBLES IN THE PATH OF THE STEAM HORSE.

The Coal formation. — Order of stratification.

In the celebrated Giants' Causeway, where they occur in a tabular mass,
the columns are in a nearly vertical position, as illustrated in tho
engraving. We have thus briefly described the unstratified rocks as constituting
the frame-work or foundation of the whole superstructure of the globe.
The accom
panying fig-
^ ure, 22, will
serve to il
lustrate the
peculiar and varied situations of the granite — (the oldest rock of the
earth) as forming the foundation upon which all the others repose, and
the nucleus of the mountain, which, having been forced through the
superincumbent rocks, has borne them upwards in its ascent ; — the strata
in the vicinity of the mountain, a, being raised at an acute angle at 6,
and sinking to nearly a level position in the plains at c. The form and
succession of these rocks, observes Prof. Richardson,* prevail all over the
earth, with some local exceptions ; so that its entire surface may be con
sidered to form a series of basins, of which the largest, deepest, and
thickest lie at the bottom, and are filled up by others, which become
smaller, shallower and thinner as they approach the top— the deposits
being uplifted and raised towards the edges of these basins, and become
level, or nearly so, towards the centre.
The inclination of strata from a horizontal position is called their dip,
the araount of the dip being the quantity of the angle which the line of
inclination makes with that of the horizon, as in the accompanying
figure, 23. If the angle,
made by the meeting of the
lines bb, and the horizontal
line, a, be equal to forty-
five degrees towards the
east, the strata are said to dip that extent, in that direction. Again, the
« We have availed ourself of the labors of tbis popular writer to such extent, in
the treatment of this portion of the subject, us to call for an expression of our
obligations. — B.

Fig, 23,

RAMBLES IN THE PATH OF THE STEAM HORSE. 277

The Coal formation. — Order of stratification.

Fig. 24.

terms dip and strike of strata will be further understood — (fur these are
terras in universal use in mining) — by the following simple illustrations:
The dip, as before observed, is the line which the strata raakes with the
norizon — the strike being a line at right angles to the dij). Thus, place
iL book on a table, with the edges of tlie leaves downwards, and the back
upwards, as in the annexed figure. If one side of
the cover be removed a short distance, the cover so
moved, 6, will represent the line of dip, while the
back of the volume, aa, will exemplify the line of
strike. If the cover of the book be extended only
in a slight degree, the dip, of course, will be pro
portionally steep, and vice versa. Having thus ascer
tained the line of dip, we can determine the probable direction of the
strike — for if the dip be towards the north or south, the strike must be
east and west, and vice versa. But the converse of this proposition by
no means holds good ; for though the line of dip gives the line of strike,
the line of strike does not give the line of dip,
since there are two lines of dip common to every
~ line of strike ; and strata having a line of strike
running north and south, raay dip either to the
east or west. In brief, as we have moved one side
of the cover of our book to the right, we can move
the other to the left, 6, fig. 25, while the back,
aa, remains as before.
The terms anticlinal and synclinal lines are also frequently used in
mining phraseology, and a few words of explanation may not be araiss.
The anticlinal line is, simply, that elevated point
from which the strata diverge in opposite directions
— sometimes termed saddles. To illustrate this,
we have only to extend both sides of our volume,
as in fig. 26. The synclinal line is exactly the
reverse of the above, being the point at which the
strata converge towards each ocher. To illustrate
this, we have merely to turn our book over, and
open it half-way, exactly in the middle, and the line at the bottom,
24

Fig. 26.

278

RAMBLES IN THE PATH OF THE STEAM HORSE.

The Coal formation. — Order of stratification.

Fig 27.

between the two pages, will present the synclinal line, or that point
towards which the strata dip, as in fig. 27.
In speaking of strata or veins, in mining phrase
ology, they are said to be conformable when their
general planes are parallel, no matter what may
be their dip, aa in fig. 28, where both the upper
horizontal strata, a, and the lower inclined seriea,
6, are conformable to each other. AVhere a series
of upper strata, however, rest on a lower formation,
without any conforraity to the position ofthe latter,
they bespeak a more modern series, showing that the newest of the under
laying group must have been deposited before the oldest of the latter.
They thus occupy an uncon
formable position to each
other, as exhibited in the
same figure, whereas the
upper horizontal beds, a,
are unconformable to the
lower inclined deposits, 6. This simple illustration is very important,
because it often shows the position of coal or other veins lying in an
unconformable position to the more raodern overlaying surface. Various
writers have cautioned the observer against certain deceptive appear
ances of the strata in particu-
Lar lines of coast, (which are
no less frequent in our moun
tain regions,) where beds, ap
parently horizontal, in reality
dip at a very considerable
angle. The following figure,
29, exhibits a headland, as
seen from the south, in which
the strata appear to the eye
perfectly level. There appears to be no mistake about their horizontal
position; but if the headland turns off, at the pointy, in fig. 30, to the
northward, affording a view of the cliffs to the westward, it will be seen

Fig. 29.

RAMBLES IN THE PATH OF THE STEAM HOKSE. 279

The Coal formation— Or.l.r of stratification.

that the appearance from the south is defective, for the linos hero show
a considerable angle to the north, and graduaUy increasing in their dip,
finally become vertical at (if.
It has already been
intimated that fossili-  ,. _ : rZ71"^'= "
ferous rocks follow an
invariable order of suc
cession, but that the
arrangeraent, although
never reversed, is some
times imperfect ; so that,
while we never meet 6
going before a, or c pig. 30.
preceding b, yet we occasionally miss not only a single letter, but a
succession of them, and find, in certain localities, that entire groups of
strata are wanting, which occur in other places of like geological
character. This effect may have resulted either from the' raissing
beds never having been deposited in this spot, or their having been
denuded, and carried away by the abrading power of water, before the
newer strata were deposited. Sirailar causes raay have occasioned either
the partial deposition, or partial denudation of a single bed, and pro
duced the thinning out of a particular stratum. The conformable or
unconformable position of the whole affords a safe and satisfactory guide
to many investigations of interest and great practical iraportance. Frora
data thus furnished, we learn that the raountain chains Avere not all
of contemporaneous origin, but have been raised at different periods, and
sometiraes under different cir
cumstances and agencies. Thus,
if, on the sides of one raountain,
fig. 31, we find a series of strata,
a, raised and covered uncon- Fig, 31.
formably oy another group, 6, it is obvious that the central chain must
have been thrown up after the series a had been deposited, but before
the formation of the beds, b. But if, on the sides of another mountain,
fig. 32, we find both the series a and 6 titled, and covered unconformably

280 EAMBLES IN THE PATR OF THE STEAM HORSE.

The Coal formation, — Order of stratification.

by another series, c. We have proofs that this raountain chain is of
more modern data than that on the sides of which the same strata, 6,
are undisturbed. We have already re
marked, that in all
mineral regions, and
especially in those of
coal, where the basins
Fig. 32. are more or less dis
turbed, the dip and strike of the strata are matters of great practical
moment. Professor Richardson, in his Elements of Geology, supposes a
case, where aland owner, aware that coal exists on an adjacent estate, is
desirous of ascertaining whether it may also be found on his own, and
whether an attempt to discover it might be instituted with probabilities of
success. In this case the dip is almost the sole reliance. If the dip of the
strata in the vicinity be towards the land where the trial is to be made, it
is highly probable that the coal may be found under it at a certain depth,
which can be readily calculated ; but if it is in a contrary direction, the
search ought not to be undertaken, (unless, on examination, the veins
should prove to be broken and have a backward pitch, which sometimes
happens.) The

A p^

Fig. 33,

lines outcrop
ping at the
surface, figure
33, and num
bered 1, 2, 3,

and 4, represent coal veins, (or, if you please, copper or lead veins,)
dipping towards d on the right-hand side ; the unconformable strata, c c,
are beds of sandstone lying over the veins. Supposing vein number 4 to
rise to the surface at that point on the estate of A, adjoining the estate
of B which lies towards d; it is apparent that A would find only a point
of the vein on his land, and that it would be useless to search in the
direction of 6 for it, since the dip of the veins is sufficient to show that
none exists there. But on the estate of B, though no raineral carae to
the surface, still the dip of that which exists on the estate of A would

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 281

Tbo Cool formation. — Order of stratification.

render it probable that it could readily be found — the circumstance of
its lying too deep for successful raining being a point which would
depend very much on the angle of dip, and the nature of its position in
other respects.
Strata are said to form outlayers when they constitute ah isolated
portion detached from the principal mass of the sarae bed or region of
which they once forraed a part. The coal traces near the south branch
of the Potoraac, the coal district of Broad Top, and even the great
anthracite regions of Pennsylvania are, in all probability, mere outlayers
of the great Alleghany, or Appalachian coal formation. Thus, in figure 34,
a and b forra outlayers
of the m.ain strata c and
d — the missing portion
having been removed
by denudation, while
their original identity
Kg- 34, is fully established by
the accordance of the mineral deposit and position — though the position
may subsequently have been changed. Strata are also said to form an
escarpment when terminating abruptly, as in the above figure a and 6.
The origin of valleys has most generally been referred to the agency
of water ; but there are other causes besides this. The surface, as well
as the interior strata, are first dislocated by enormous fissures, caused by
the upheaval of the region of which they form a part. Figure 35, repre
sents suoh an
upheaval, and
shows the
Fig. 35. ^'®«P ^^"'''¦P-
ments which follow as a natur.al consequence. It is in these fissures
therefore, that the formation Of valleys often commences, gradually
enlarging until two or more unite. It is thus that most of the mountains
of the Alleghany range have been formed, the water traversing them
having carried off the material formerly lying over them, and thus left
steep and rugged ridges, with narrow intervening and subordinate
valleys. In sorae cases, however, it is probable that the mountains were
24*

282 RAMBLES IN THE PATH OF THE STEAM HOESE.

The Coal formation. — Order of stratification.

not only deposited, but also formed by water. The undulating move
raents of a primeval ocean, from the enormous pressure of the water,
may have thrown up our whole mountain system, though it is certain
that fire had something to do with it. Both agents may have been at
work, and that too, simultaneously. Valleys of undulation are produced
directly by two neighboring elevations, which, by lifting the strata on
either side without occasioning fracture, leave the valley between. The
strata have thus the wavy appearance observed in the engraving, figure
36, and the
B^'liiis^ work is tho
undoubtedresult of
heat, opera
ting from
below, as
^'S. 36- well as pres
sure from the sides. Valleys of erosion, again, are formed by the action
of water. These kind of valleys are being made at the present time
every year. Imagine an elevated, and nearly level plain, from one end
of which let a stream of water issue forth ; in a coraparatively short
tirae, with the assistance of snows and rains, and alternate dry and
warm seasons, it will scoop out a hollow place, and finally produce a
valley more or less deep. The AUeghanies are being worked away in
this raanner, and the debris which they lose is carried off to the rivers
a,nd lakes, and finally finds its way to the ocean.
The word fault is one very extensively used in mining, and refers to
the dislocations which interrupt the
continuity of the strata. They are,
of course, of various kinds and forms,
and often constitute a source of
great expense and annoyance, espe
cially in the coal regions of Penn
' sylvania. Figure 37 represents an
example where the strata which were

once

continuous, either by their subsidence on one side, or their eleva-

RAMBLES IN THE PATH OF THE STEAJI IIOESE. 283
Tho Cool formatlou, — The Maryland region.

tion on the other, have boon dislocated and displaced. Suppose that
6, on the left, were a coal vein ; on arriving at tho fault which inter
poses, and penetrating it, tlie vein is lost, and a groat expense neces
sarily ensues before it can be found. AVhile faults are a source of
great annoy.anoe, generally speaking, tliey still afford some corresponding'
advantages, since they somewliat counteract the tendency of veins 
pitching, as they do, at some places, at a very steep angle — to plunge
into inaccessible depths; and when the fissures are filled with solid
rocks, as they most generally are, thoy form stnmg supports to the
overlaying strata, as well as embankments to keep back the water frora
the mine. There is, we have stated, a variety of faults, includimr buth
rock and clay, or soft earth. Another idea of their character is pre
sented in figure 38, where the strata have been still more disturbed than
in the pre
ceding ; but by
means of which
the veins are
kept nearer the
surface. In
deed, they present the appearance of so many distinct veins; but in
point of fact, there is but one vein — but one vein, we mean, of coal —
(though our friend, the reader, raay even doubt if there be one — but he
will oblige us so far as to suppose there is one before him !)
Faults, we believe, are very seldom met with in the Cumberland coal
region. And as the veins nearly all occur above the water-level, the
whole process of mining the coal is extreraely siraple and inexpensive
Mr, R. C. Taylor, in his Statistics of Coal, has coraputed the entire
superficial coal area, within the State of Maryland, at five hundred and
fifty square miles.
"The topographical details of the published maps," says Mr. T.,
" differ so much, that it is quite irapracticable to be precise, in esti
mating the areas and subdivisions of the Maryland coal region. The
external boundary of the entire field is sufficiently defined ; we are not
so certain ofthe interposing areas of the subordinate rocks, which divide
the district into at least three portions. The geologist of the State,

Fig, 38.

284

EAMBLES IN THE PATH OF THE STEAM HOESE.

The Cumberland Coal region.

appears to have experienced the inconveniences consequent on so imper
fect a topographical survey. In his report of 1836, the Frostburg coal
area is stated to be one hundred and eighty miles square. In the final

Briery Mn.

2600/*.

Siiiitlifidd.

annual report of 1840, the area is given at ninety
miles, and by another statement one hundred
and thirty-five miles. Mr. Taylor's own admea
surement is one hundred and fifty miles. These
discrepancies arise, evidently, from the uncer
tainty of the point adapted as the southern ter
mination of the district in question. Taking
the Frostburg region at one hundred and eighty
(the largest admeasurement) the middle area
between Negro and Meadow Mountains at one
hundred and twenty, and the north-west or
Youghiogany field at two hundred and fifty, the
aggregate of bituminous coal land in the State
of Maryland is something like five hundred and
fifty square miles.
" As before stated, we assigned one hundred
and fifty square miles for the productive area
of the Cumberland or Frostburg coal-field. By
reason of the basin -shaped conformation of its
stratification, and by the uprising of the subor
dinate old red sandstone formation to the -sur
face, this eastern area is separated from that to
''bSVMalyifcd*-(cou! the westward by a belt a few miles broad. The
structed from Mr. Ducatel's , 1.1,1
larger section.) second coal area, situated beyond the great back
bone ridge of the Alleghany mountains, has an uncertain southern ter
mination—being separated by another denuded belt of red sandstone,
from the third coal-field, which thus fills up the remaining part of the
north-west angle of Maryland."
There are, according to Dr. Ducatel, at George's creek valley, four work
able coal seams, which have an aggregate thickness of thirty feet. South
of this, atWesternport, two veins are mentioned, comprising about eight
feet, and beyond these four or five others, imperfectly known, but

RAMBLES IN THE PATH OF THE STEA:H H01!.SE. 285

Tho Cumtwvland Coal region.

probably are continuations of tho preceding, or of a part of them. At
Lonaconing, another position in George's creek valley, some eight ur
ten seams have been reported, with an aggregate thickness of sorae forty
feet of coal. These, or some of them, are probably repetitions of pre
viously discovered veins. Of the ten veins shown hore, however, only
four are workable, and of which the- aggregate thickness is thirty feet.
That of the six others is only ten feet. The corrected Lonaconing sec
tion, Plate III. of the State geologists' report of 1840, exhibits six work
able veins, which have an aggregate thickness of thirty-five foet; the
other four seams amount only to six feet. Below this, thirty-five feet
series, viz. : from Lonaconing down to AVesternport, twenty-five feet of
coal are known, but are chiefly made up of small seams, of which about
fifteen feet are workable. By these data we make out fifty feet, as the
maximura workable coal of tho Frostburg region ; but according to Dr.
Ducatel, not more than forty-five feet can be depended upon.
In another part of the basin, at the works of the Curaberland Coal
Corapany, in one position, the explorations have developed three seams
of coal, amounting to twelve feet thickness. At Mount Savage are six
other seams, forming in the aggregate twenty-six feet of workable coal.
These form part of the general group. At Barrellville, in the Cumber
land district, eight veins occur, whose average is over three feet in thick
ness. Portions of the areas of the lower beds are destroyed by the
erosion of the valleys. For instance, George's creek, according to Dr.
Ducatel, " has scooped out its bed through twelve hundred and fifty feet
of perpendicular elevation; while Jennings' Run, he observes, has, in
the short distance of six railes, cut, both longitudinally and transverely,
even into the subjacent red sandstone. The lateral ravines, says Mr.
Taylor, have also subtracted largely from the area of the lower beds. It
was the knowledge of these extensive denudations and removals, espe
cially in the most mountainous portions of the coal-fields, {tnd in those
districts where the coal forraation undulates, that gave rise to our pre
vious remarks on the necessity of making large allowances for the
barren or inaccessible ground, when calculating coal areas. AVe could
point out considerable districts, towards the northern terraination of this
AUeghany coal-field, where, certainly, not one acre in ten, and often not

286 EAMBLES IN THE PATH OP THE STEAM HORSE.
The Cumberland Coal region.

one acre in a thousand, contains a bed of coal in a workable condition,
or even a single ton of that mineral. In the north-west angle of Mary
land, part of the coal measures are cut out of the Youghiogany river ;
also by two parallel zones of the inferior red sandstone, along Deep
creek; and there is an extensive sweeping away of strata along the
Potomac valley, which is a trough at least fifteen hundred feet in depth.
AVhen due deductions are made for these interruptions to the continuity
of the coal formation, Mr. Taylor thinks his estimate of five hundred
and fifty square miles a very liberal one. This principle has been fairly
observed in the last State report, when applied to the Frostburg or
eastern coal-field. By attending to a rule so obvious and indispensable,
the geologist is compelled to reduce the area of actual coal-bearing surface
to one hundred and thirty-five square miles, — 86,847 acres. According
to the foregoing data, the result gives, as the gross amount of coal in the
entire basin, supposing the whole to be accessible, 6,305,137,287 tons, .and
the available quantity, on the ordinary mode of calculation— (one ton of
coal to each square yard) will be upwards oifour thousand millions of tons.
In regard to the general characteristics of the coal of the George's
creek valley, which is the most recently developed district in the Cum
berland region, Professor Hodge says : " The basin includes the tract,
some nine miles wide, between Dan's mountain on the East, and Savage
raountain on the West, extending from near the Pennsylvania line, across
Maryland into Virginia. The strata of coal, sandstone, shale, fire clay,
limestone, &c., that constitute the coal forraation, arethe uppermost of all
the rocks of this portion of the middle States. They lie spread out in
great sheets, piled one upon another. The outer edges curve up around
the margin of the trough in which they lie, and lower rooks form the
summits of the boundary ridges. Towards its central axis, which is
nearly represented by the valley of George's creek, the strata gently
incline from each side, and as they crop out along the hills bordering the
valley they are found to be here nearly horizontal in position. In no
point have the streams excavated entirely through the coal formation , its
thickness therefore must be more th.an the greatest elevation of the hills
in the basin ; which is not less than thirteen hundred feet. The valleys
of the strearas are excavations through these piles of strat.a. They afford

EAMBLES IN THE PATH OF THE STEAM HORSE. 287

Tho Combertand Conl region.

the only means of approach to tho otherwise deeply buried coal beds,
except where these curve up around the raargin of thc basin. Towards
the Northern extremity of the basin, about Frostburg, at the heads ofthe
strearas, many of the lower eoal beds must long continue unworked from
the great depth at which they lie beneath the superincumbent strata.
Numerous beds of coal pass through these hills at various points of
elevation. Three or four of them have been opened sufficiently to test
their real value. Tho largest and best known is that called the fourteen
foot bed. It is one of the highest in the series. As well as 1 can judge
from the extent of the workings in this bed near AVesternport, its roof of
sl.ate seems sufficiently sound to be trusted, and so the whole thickness of
fourteen feet of coal may be mined.
The possession of a tract upon the surarait gives the title to the same
area of all the coal beds beneath, .and a strip down the side of the
mountain .affords access to each one of these different coal beds. In this
respect a tract containing the large bed has another value, which the
same area near Frostburg cannot have.
From the best data that can be collected, there appears to be, in what
is known as the great Cumberland coal region, from four to six good
workable veins, including the great fourteen foot seam, which, of itself,
furnishes an average of over nine feet of merchantable coal. Of the
others, some of them are also good veins, while there are a large noraber
entirely too thin, and the coal too irapure, to render their working a.
praoticai thing, at present. At several points, on the Baltiraore and
Ohio Railroad, a good idea is presented of the geological structure and
character ofthe coal basin. At Piedraont, and also several miles further
up the mountain, the excavations for the railroad have exposed one or
two coal veins for a considerable distance — one of which, we believe, is
being worked by the Llongollan Mining Company, whose shipping-house,
drifts, and railways, may be noticed a short distance above the village
of Blooraington.
In quality, the Curaberland coal belongs to the semi-bituminous class,
and occupies an intermediate position between the free-burning, bitu
minous coals, which emit, in the process of combustion, a long flarae, —
attended with a considerable evolution of gaseous matter, — and the

288 RAMBLES IlJ THE PATH OF THE STEAM HORSE.
Properties of Cumberland Coal,
anthracites, characterised by a short flame, of very slight illurainating
power, and which part with but a small proportion of volatile raatter.
Each of these species possesses different properties, upon wbich the
question of their value mainly depends. One of the most important
as well as the most reliable of tbese measures of value for the purpose
of determining their relative powers, is their capacity to generate steam,
as this is dependent solely upon the heating property of the coal, which
is the subject of experiment, and in this point of view the Cumberland
coal assumes a position superior to all other American coals yet sub
jected to the test of experiment.
Of the forty-two different samples, including coals from each of the
three classes, submitted to the most careful tests, by Professor W. R.
Johnson, under the direction of the Navy Department, the best specimens
of Cumberland coal were found to generate the greatest nuraber of pounds
of steam to the cubic foot of coal, and the highest amount of steam to the
weight of the fuel employed. For the purposes of steam navigation these
properties are of the first iraportance, and served to establish the rank of
the coal, for this use, because the length of a voyage raust greatly depend
upon the evaporating power of the coal the vessel is enabled to carry in
its bunkers. In a practical point of view, therefore, all other things being
equal, the Cumberland coal must, whenever it can be obtained, be used
for steam navigation.
Another important test of the usefulness of a particular -species of coal,
is its adaptation to the metallurgic arts ; and in this particular the Cum
berland coal, in the experiments of Professor Johnson, was found to take
the first rank. The particular experiment resorted to was that of ascertain
ing the heating powers of the various coals in the manufacture of chain
cable. With sixty pounds of Cannelton (la.) bituminous coal, the work
men were enabled to forge five links of chain ; with the sarae quantity of
Blossburg, also biturainous, nine ; and with a sirailar amount of Cura
berland coal, twenty links ; showing the latter coal to possess double the
araount of heating power of Blossburg, and four times the amount of
Cannel coal. The extensive introduction of steam maohinery, and the
substitution of iron for wood, cannot fail vastly to 'increase the demand
for that fuel best adapted to these purposes.

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 289

Properties of Cumberland Coal. — Coking.

Professor Johnson, in the experiraents alluded to, and which have
served raore definitely to fix the standard of Ameriean coals than any
previous exarainations or analyses, procured specimens of the chief
British American coals, as well as several specimens of bituminous and
serai-bituminous coals from England.
The results flowing from the comparison of these, when subjected to
the same tests as those of the coals of the United States, and which are
published in detail in his valuable report, show tliat in steam generating
and metallurgic properties they all fall below the standard of the Cura
berland coal. Mr, Mushet, whose authority on coal is held in the highest
estimation in England, thus speaks of the Curaberland coal analysed
by hira : — " The speciraen of coal sent is the very best bituminous coal I
ever saw. I should consider it well adapted to iron-raaking. It contains
and will form, as much weight of coke from a given quantity, as the best
South Wales furnace coals."

Making Coke at Frostburg.
Coke is fabricated by subjecting coal to the roasting process, in close
retorts, or in heaps in the open air, by the aid of which process its
volatile properties are driven off, while its carbon remains. The magni
tude of the coal in this operation is increased, but its density is dimin
ished. In the experiments of Professor Johnson, coal frora the big vein
gave, by slow coking, seventy-eight per cent, of coke, and by rapid
^5

290 RAMBLES IN THE PATH OF THE STEAM HORSE.
Coking Coal.
application of heat, seventy-two per cent. This vein, it is well known,
is not very bituminous. A considerable quantity of coke is made at the
mines near Frostburg, as well as at Mount Savage, for consumption at
the iron works. The mode of coking is very similar to tha-t of charing
wood, being in heaps, in the open air. For the purpose of coking in
heaps, a level spot is selected, a temporary chiraney of brick is erected,
with alternate holes, sorae of which are necessary at the base. Around
this chimney coarse coal is piled ; the bottom is covered with coarse
coal, in which draft channels must be left ; coal raay then be thrown on
indiscriminately, but the coarser luraps should be put in the centre of
the heap. The height is of but little consequence, and may vary from
three to six feet, according to convenience, so that the chimney is built
sufficiently high to reach over the top of the coal-pile. The engraving
exhibits several heaps, one of which is in full combustion ; another h.as
been but recently ignited, and a third is burnt out, and the coke being
wheeled off, while the bottom timbers on the left are being arranged for
a fourth. The process is very simple, but requires care and attention.
After the heap is ready, fire is kindled around the base at different places,
and the whole pile is slightly covered with coke dust. The fire will
spread rapidly, and in a few hours reaches alraost to the centre. A few
air-holes are now made, by incisions in the pile with an iron bar, which
will allow the heat and smoke to escape more rapidly. If the fire be
kindled in the morning, the heap will be in good heat towards evening.
It may then again be covered with dust, and the fire all around the heap
choked— but the chiraney is to be left open. The next day or thereabouts,
the coke is ready for use, and the heap is torn down. Coking in heaps
furnishes generally a strong coarse coke, but not quite so free of hydro
gen and sulphur as that produced by coking iu rows, a process, however,
very little different. Where coking coals is carried on extensively, and in
a systeraatic way, furnaces are usually erected by which the work is
expedited, though there is probably no better mode of coking than the
simple one of heaps, as described. The ground around the heap is
generally kept wet or moist, so as to absorb as much ofthe sulphur from
the coke as possible, as it is found to be detrimental if the coke is sub
sequently used in iron manufactures. The elevated trough noticed in

RAMBLES LN TIIE PATH OF THE STEAM HORSE. 291

Coking Coal, — Advantages over aathracites.

the sketch supplies the water for this purpose. Good coke ought to
exhibit a uniform crystalline texture throughout the mass, and when
cold should sound like fragments of stone-ware. Coke is the only fuel
used in Great Britain for locomotives — the use of wood and coal being
prohibited by the government, on account of the sparks and smoke pro
duced in their combustion. That Cumberland coal or coke is destined
to becorae very generally used for this purpose in sorae of the neighbor
ing States, is very probable, since the experiments recently made are
highly satisfactory. Coke is used as a principal fuel on tho Hudson
River Railroad ; and if the convenience and health of the travelling cora
raunity were consulted, not to say the true interests of railway com
panies, it would be in universal request, at least for railway passenger
locomotives. The coking properties of Cumberland coal gives the region a very
decided and important advantage over the anthracite coal fields of Penn
sylvania, which comprise its principal rival in trade. In preparing
anthracite coal for market, that is, in breaking it by steam machinery
into the various sizes adapting it for consumption, at least twelve per
cent, of all the coal mined is lost. The kind called pea coal has little or
no demand, and usually sells for less than half the price of the other
varieties ; while all that is still smaller than pea size is entirely worth
less, and is thrown upon the dirt-heaps around the breaker. Thousands
and millions of tons of this description of coal now lie strewn around the
coal operations of Schuylkill county. Now, the Curaberland coal needs
no preparation beyond freedom frora earthy or extraneous substances,
for it« consuraption. The expenses of costly machinery are thus saved ;
while the small coal or dust, can be readily converted into coke, and thus
every ion mined may be turned into profitable account. This feature, we
repeat, confers a very great economical advantage upon the mining
operations of this region ; and it is one that will make itself annually
more and more apparent with the onward career of the trade, which has
already assumed an importance and magnitude that place it amongst the
first interests of the State.
Analysis of Coal. — The combustible properties of the Cumberland coal
will be readily understood by the annexed table of analysis. For com-

292 RAMBLES IN THE PATH OF THE STEAM HOESE.
Analysis of Coals.
parison, we give the analytical properties of a few specimens of Penn
sylvania anthracite, as also a few spacimens of the celebrated steam
coals of South Wales.

Maryland Bemi-biluminoiis,

By whom analysed.

Specific
gravity.

Volatile inatter.

Hoffman's Mine,  ,
Cumberland Company, 
tt tt
Savage Eiver, 
tt tt
Frost's Mine, 
Dan's Mountain, 
Frostburg, Neff's, 
Lonaconing,  >. 
Eckert's Mine, 
Penusylvania anthracite.
Lehigh, Summit Mines, 
Schuylkill, Tamaqua, 
" Peach Mountain, 
ATilkesbarre, AV^arder's vein, 
Shamokin, (Snyder's.) 
Semi-bituminous or steam coals of
South Wales.
Upper, or red ash coals, 
Lower, " *' 
White Ash, furnace coals, 
Household coals, 
Broad Top, (Pa.) semi-bituminou;

Silliman 
AV. Hayes 
Dr. Jones  ,
Dr. Jackson....
Dr. T.P.Jones
Dr. Ducatel....
Johnson 
Do 
Dr. Ducatel....
Johnson 

1.380

1.321 1.291

L3111.3321.3861.437

82.0177.86 78.0077.0972.50 70.0073.6974.5379.25 68.56

15.00 15.60 19.0016.0522.60 20.50 16.0416.13

15.62

2,996 64
3,00 7.065,009.50
10,.S7 10.34

15.82

Olmsted..Rogers...
Johnson., Rogers.... Rogers...,

1.5501.5701.464 1.403

90.1092.8786.0988.90
89.90

6.60
5.03 6.96
r.686.10

Mushet... Do. ..
Do. ..
Do. ..
Clemson.

1.700

68.50 66.1162.2266,5870.10

30,0031.1434.7827.92 16.70

3.30
2.90 6.95
3,49
4.00

1.50
2.75 3,006.60
13,20

The coal of the Broad Top Mountain, lying principally in Bedford
county, Pennsylvania, is in some respects very similar to that of this
region; and a railroad is now being constructed to connect with the
Pennsylvania Railroad and Canal at Huntingdon, which will give it an
outlet to Philadelphia, Baltimore and New York.
Shipments of Coal by Railway. — The Railroad commenced the trans
portation of coal, from the Cumberland region, in 1843, and the annual
tonnage from that year to 1853, has been as follows :

Tons.
1843,  4,964
1844  5,687
1845,  16,021
1846,  18,394

Tons.
1847,  50,259
1848  67,289
1849  71,699
1850  132,534

Tons.
1851  139,110
1852,  180,496
1853,  309,890
1854, (est'd.) 400,000

EAMBLES IN THE PATH OF THE

STEAM IIOESE. 293

Coal trade of Cumberland by Kailroad,

The coal business of the Railroad, for 1853, was as follows

:

From Cumherland :

Delivered at Locust Poln
, Bolthnore aty.
llarror'fl Ferry,
Borden Mining Co. . .
. . 49,901 tons.
3,381 tons.
19 tons.
Cumberland Coal and Iron
Co.)
AVashington Mines,
. i 10,949
517
40
Detmold's 
.J 73,691
15,688
185
Percy & Co 
2,887
2,452
1,251
Alleghany Co 
29,520
225
7
Parker Vein Co 
7,022
1,379
12
Thomas Kerr, 
. 13,939
743
25
Frostburg Co 
. 30,008
10,080
979
217,917 tons.
34,405 tons.
2,518 tons.
From Piedrnont
New Creek Co.
Parker Vein Co.
Caledonian Mine
Jackson Aline
George's Creek Co
Swanton Co. . .
Phoenix Co. . .
Llangollen Co.
ine, V
1,869 tons.
3,795
2,5022,111
1,547 tons.
384
204
9,277 tons. 2,135 tons.
13 tons.
32
45 tons.
Total from Cumberland I 227,194 tons. 36,600 tons. 2,563 tons.
and Piedmont, . i
Recapitulation.
Locust Point, .
Baltimore, . .
Harper's Ferry,
Other Points, .
1862.
136,404 tons;
33,856 "
2,204 "
8,032 "
1853.
227,194 tons ;
36,600 "
2,563 "
42,533 "
Increase,90,790 tons.
2,744 "
259 "
84,501 "
180,496
308,890
128,294 "
25*
294 RAMBLES IN THE PATH OF THE STEAM HOESE.
Process of Mining Coal.
The trade by the Chesapeake and Ohio Canal only oomraenced within
the last three or four years, upon the corapletion of that work to Cumber
land. Its coal tonnage, at present, amounts to from one to two hundred
thousand tons per annum. Allowing the canal two hundred thousand
tons, and the Railroad four hundred thousand tons, the aggregate pro
duce of the Cumberland coal region, for 1854, may, we suppose, be esti
mated at six hundred thousand tons. The coal by canal is nearly all
shipped to Georgetown and Alexandria — that improvement having no
connection with Baltimore.

Fig. 39.— Coal drift.
The process of mining coal, in this region, is extremely simple and
inexpensive, and constitutes another of those features which give it great
advantage over rival districts, in an economical view. The coal veins,
for the most part, occupy an elevated position ; and although a con
siderable quantity of coal has been lost, by the abrasion of water, yet the
nuraerous and deep valleys which have followed as a result of it, super
sede the necessity for deep perpendicular shafts, and heavy and expensive
hoisting and puraping machinery. The coal veins, too, for the most part,
lie in a nearly horizontal position, by which means adit levels can be

EAMBLES IN THE PATH OF THE STEAM HORSE.

295

Process of Mining Coal.

driven upon them, and perfect drainage secured. AVliere the veins aro in
an inclined position, special arrangements are often required to relieve
the mine from water ; but as a general thing, they aro here just sufficiently
inclined to enable the water to run out in the bottora of the drift. Tho
drift, figure 39, is commenced on or near the out-crop of the vein, on the
side of a hill, and is driven in through the vein, until a sufficient breast
of coal is obtained, when gangways are extended to the right and the left
of it, somewhat in the form of a capital T. The mines are always sub-

Fig. 40, — Ground plan of a coal mine,
Stantially propped up with timber, indicated in the figure a, b, and f,f,
f,f, the latter rough slats or slender sticks, while d, is a groove through
which the water is conducted. A railway track is always laid down,
over which small cars, to bring out the coal, are hauled by horses or
mules. When the vein is unusually large, the coal is often cut out in
chambers, leaving pillars of coal standing to support the overlaying
strata. Figure 40 will afford an idea of the ground-plan of a mine

296 RAMBLES IN THE PATH OF THE STEAM HOESE.

Process of mining, — Coal companies.

Fig. 41.— Miner at work.

worked in this way — c being the gangways, and 6, the chambers of coal
extracted, while the main avenue is the drift which opens to the surface.-
In this plan, there are two gangways, and they are multiplied in pro
portion as the coal is worked out, or with the force at work, the drift
being extended further in, and new gangways added, as circumstances
require. In the annexed
iketch, a miner is repre-
iented at work, where the
!oal vein is unusually
thick. In this instance,
vooden props are unneces-
lary, as large pillars of
joal must be left standing
to support the roof. The
excavations made are therefore in the form of huge tunnels and cham
bers ; and when the levels are driven in to their full length, the pillars
are removed on returning, and the overhanging mass is suffered to sub
side, as it will in the course of time. It will require a great many
years, however, to remove a vein of ten or fifteen feet of coal, covering
an area of the ordinary extent of coal tracts, seldom less than two
or three hundred acres, and in this region as often embracing one or two
thousand. Mining in this region, is prosecuted almost exclusively by Stock Com
panies. There are, we believe, but two or three individual operators in
the trade ; and while their success appears to have been ample, that of
the corapanies, at least in a few instances, has been very unsatisfactory,
As the amount of capital required to work a mine is comparatively small,
it is, we think, much to be regretted that this important business is not
in the hands of private operators altogether. Companies generally
monopolise large tracts of land, and are rather disposed to realize from
the fluctuations of the stock, in the market, than from the actual profits
of the mines. Doing all their business through salaried agents, as they
must, itis often but indifferently performed ; and never has the benefit
of that vigor, tact, and activity which are sure to attend individual effort
and responsibility. The mines are, in fact, made subordimate to specula-

RAMBLES IN THE PATII OF THE STEAM HORSE. 297

Mining nnd shipping Coal.

tive purposes ; and as a consequence the whole region of country involved
in their schemes is, in the end, even the greatest sufferer. It has been
proposed that, by consolidating all the companies engaged in mining,
into one company, and thus monopolising ihe whole trade, large profits
would be certain to accrue. This, it strikes us, would be a dangerous
experiment. Too much land is already hold hy companies ; and to throw
the whole region into the control of one body, raost of tho individual
parties non-residents would in all probability prove ruinous to tho trade
and to the local interests identified with it. There is, however, little
danger of such a scheme ever being consumraated — it is too bold, too wild,
to meet with favor in any respectable quarter.
The Cumberland coal trade is, as yet, in its infancy. Thc region, in
point of fact, has scarcely been proved, except so far as to place its value
beyond all doubt. The machinery and appliances for conducting a largo
trade, are all new, and things have scarcely had time to assume a state
of equilibrium. Thc accommodations, both of the railroad and canal, are
not equal to the productive capacity of the region ; and all this tends to
unsettle the working of the mines, and the general arrangements and
policy ofthe trade. Although an iramense araount of capital has already
been expended, it will require much more before everything goes on
smoothly and systematically. There is, especially, a great deficiency of
boats ; while the means for transferring the coal from the cars to the
boats, at the canal, are not proportioned to the nature of the trade.
Instead of having shutes at the mines for tho storage of coal, so as to fill
up a train of cars when they arrive, the coal is generally kept waiting in
the drift cars, and is transferred into the railroad cars directly on their
arrival at the mines. By this arrangement, a large and unnecessary
number of drift cars are maintained, and a waste of hands and money aro
daily experienced in the otherwise very simple operation of shipping the
coal. Again, at the canal, boats are often kept waiting several days,
before receiving their supplies of coal ; while if shutes were provided and
kept filled at the canal landing, no delay whatever would occur. All
this subtracts largely from the profits of the trade, and gives a great
indirect, as well as direct advantage to other coal regions, where the
business of mining, being in the hands of enterprising individuals, is

298 RAMBLES IN THE PATH OF THE STEAM HORSE.
Mining and Shipping Coal.
prosecuted with all the energy and intelligence required by the character
and nature of the trade.
The annexed sketch exhibits the arrangements made at the canal
basin at Cumberland for transferring the coal from the cars to the boats.
Our romantic artist, however, has spoiled the scene by introducing moon
light instead of daylight. The moon is said to exert a peculiar influence
on sorae temperaments ; but in this instance we recognised its effects too
late to remedy the evil. The coal-cars are dimly seen stretched along
the trestle-work ; and as they arrive they are hauled into the landing-
house, and their contents withdrawn. The coal slides down a shute

Shipping Coal by Canal at Cumberland,
under cover, to the canal-boat, which is drawn directly under its pro
jecting raouth to receive its supplies. Similar shutes and loading places
are erected elsewhere in the basin of the canal ; but none of them are
large enough to retain any considerable quantity, and the coal, therefore,
has most generally to be transferred directly from the cars to the boats,
which are often kept waiting for their supplies from the mines.
One ofthe most important features in coal-mining is ventilation; and
this subject becomes daily more interesting, with the increased extent
and depth of the workings. As yet, the matter has not become one of
serious difSoulty in our coal-fields ; but in Europe, where mines of every
description have been wrought for a long series of years, so many lives
have been lost by explosions of fire-damp, that the government some

RAMBLES IN THE PATII OF TIIE STEAM HORSE. 299
Ventilation of mines,
years ago interfered to effect a reform. *The gases whieh result from
the subterranean decomposition of coal have, besides carbonic aeid, car
bonic oxide, azote , sulphureous acid, and the carburets of hydrogen, which
have a special odor. Before the coal takes fire, the interior air is already
heavy, and heated by the gaseous disengagements vvhich are the pre
cursors of ignition. As quickly as these symptons are remarked, the
coals already mined should be raised, and we should isolate frora the
surrounding air the region or crevices which enclose the fire ; employing
at this work the laborers whose organisation is known to be the best
adapted to support the deleterious influence of these gases. Azote, or
nitrogen gas, is much less to be dreaded than the carbonic acid ; because
its aetion upon the aniraal econoray is less energetic ; besides its produc
tion can only take place by the absorption of oxygen frora tho air, and it
does not naturally exist in the fissures or cavities of the rocks. It has,
then, no spontaneous disengagement ; but if we penetrate into the works
which have been a long time abandoned, and where there has been com
bustion, the azote will occupy, in consequence of its lightness, the higher
parts of the excavations, while the carbonic aeiil will occupy the lower
parts ; the respirable air forming tho interraediate zone. Azote is found
isolated in certain raines where thero exists pyrites in a state of decora-
position; the sulphurets changing into sulphates, absorb the oxygen, and
isolate the azote ; the sulphuret of iron is, in this respect, the most active
agent. Azote manifests itself by the red color of the flames of the
lamps, which ends by extinction ; it renders respiration difiicult, pro
duces a heaviness of the head, and a hissing or singing in the ears,
which seems to indicate a raode of action different from that of carbonic
acid. The ordinary lamp of the miner is extinguished when the air
contains no more than fifteen per cent, of oxygen ; (the atmospheric air
is composed of twenty-one per cent, of oxygen, and seventy nine per
cent, of azote,) it is also at this proportion of eighty-five per cent, of
azote that asphyxia, or suffocation, is caused, Protocarbonated hydro
gen or inflamraable air, is of all the gases the most dangerous — that
which occasions the greatest number of accidents, not by asphyxia, which
R. C. Taylor, Statistics of Coal,

300 RAMBLES IN THE PATH OF THE STEAM HORSE.
Ventilation of mines, — Gaseous explosions. •
it can nevertheless produce when it is not mixed with at least twice its
volume of air, but for its property of igniting when in contact with
lighted flames, and of exploding when mixed' in certain proportions with
atmospheric air. The grisou is raore abundant in the fat and friable
coals, than in the dry and meagre ones ; it particularly disengages itself
in the crushed places, in the recent stalls whose surfaces are laid bare,
and that so vigorously as often to decrepitate small scales of coal, and
produce a slight rustling noise. The fissures or fractures of the coal,
and even the clefts of the roof or floor, give sometimes outlets to jets of
gas. The action of this gas upon the flame of the lamps is the most cer
tain guide in ascertaining its presence and proportion. The flame
dilates, elongates, and takes a bluish tint, which can readily be distin
guished by placing the hand between the eye and the flame, so that only
the top of it can be seen. As soon as the proportion is equal to one-
twelfth part of the ambient air, the mixture is explosive, and if a lamp
be carried, it will produce a detonation proportionate to the volume of
the mixture. When, therefore, a miner perceives at the top of the flame
of his lamp the bluish nimbus which decides the presence of the fire
damp, he ought to retire, either holding his light very low, or even to
extinguish it.
The chemical effects of an explosion are the direct productions of the
vapors of water and carbonic acid, and the separation of azote. The
physical effects are, a violent dilutation of gas and of the surrounding air,
followed by a reaction through contraction. The workmen who are
exposed to this explosive atmosphere are burned, and the fire is even
capable of communicating to the wood-work or to the coal ; the wind
produced by the expansion is so great that even at a considerable distance
from the site of explosion the laborers are thrown down, or projected
against the sides of the excavations. The walls and timbering are
shaken and broken, and crushing or falling down is produced. These
destructive effects can be propagated even at the mouths of the pits, from
which are projected fragraents of wood and rocks, accompanied by a
thick tempest of coal in the form of dust. The evil rests not there ; con
siderable quantities of carbonic acid and azote, produced by the combus
tion of the gas, become stationery in the works, and cause those who have

RAMBLES IN THE PATH OF THE STEAM HOESE, 801
Ventilation of mines,— Gaseous explosions.

escaped by the immediate action of the explosion to perish by suffocation.
The ventilating currents suddenly arrested by this perturbation, are now
much more difficult to re-establish, because tho doors which served to
regulate thera are partly destroyed, the fires are extinguished, and often
even the machines fixed at the mouths of tho shafts, to regulate tho
currents, are damaged and displaced to such an extent that it becomes
impossible to convey any help to the bottom of the works.
Oh, Sod ! what flickering flomo is this 7— see, see again its glare I
Dancing around the wiry lamp, like meteors of the air.
Away ! away '. — the shaft, the shaft! — the biasing fire flies !
Confusion ! — speed ! — tho lava stream the lightning's wing defies !
The shaft! — the shaft! — down on the ground and let tho demon ride.
Like the sirocco on the blost — volcanos in their pride !
The choke-damp angel slaughters all — ho spares no living soul !
He smites tbem with sulphureous brand — ho blackens them like coal !
The young — the hopeful, happy young — fall with tbe old and gray.
And oh, great God ! a dreadful doom thus buried to decay
Beneath the green and flowery sod whereon their friends remain — •
Disfigured, and perchance alive — their ories unheard and voin!
Oh, Desolation ! thou art now a tyrant on thy throne —
Thou smilestwiih sardonic lip to hear the shriek and groan I
To see each mangled, writhing corps to raining eyes disployed —
For hopeless widows now lament, and orphans wail dismayed !
The English journals are constantly furnishing accounts of frightful
accidents by these gaseous explosions occurring in their coal districts.
Out of ninety-eight men employed in the Haswell colliery, in 1844, ninety-
four were almost instantly killed by fire-damp. Over two hundred lives
were lost, in that year, in but three or four collieries in proximity to each
other. Mr. Taylor, in his Statistics of Coal, fumishes the following inci
dent : " The workmen of the Crouzot mine descended one morning, the
one following the other, in rotation, into a shaft below, in which carbonic
acid had accumulated during the night. Arrived at the level of the bain,
a few yards from the bottom of the pit, the first fell, struck with asphyxia,
without having time to utter a cry ; the seoond followed immediately ;
the third saw his comrades prostrated on the ground, almost within reach
of his arm ; he stooped to seize them, and fell himself ; another quickly
shared the same fate, in his desire to save the others, and the catastrophe
26

302

EAMBLES IN THE PATH OF THE STEAM HOESE.

Explosions in Mines, — Sir Humphrey Davy's Lamp.

would not have been arrested had not the fifth been an experienced
master rainer, who obliged those who followed hira to re-ascend.
A great many devices had been introduced, from time to time, to
prevent, dispel, and destroy these gaseous accumulations, but without
success. Originating in the coal itself, as well as from the surrounding
strata and workings, the task seemed to be, and indeed is still, a difficult
one. And in very deep and ancient workings, like most of those of
England, it seems alraost irapossible that their noxious character could
be entirely destroyed, or that explosions should be prevented. It was some
forty years ago, when, by the number and alarming character of the
accidents resulting from these explosions, the public mind of England
became very much interested in the subject, and it was also officially
brought before Parliament. Sir Humphrey Davy was then in the zenith
of his fame, and the subject at once arrested his attention. Huraboldt
had previously attempted to overcome the difBculty, (by raeans of a non-
explosive light,) but his contrivance, after a brief career, was thrown
aside as irapracticable. The flame being supported by a reservoir of
atmospheric air, within the lamp, it would hold out but a short time,
although it would conduct through dangerous mines. The principle of
Sir Humphrey Davy's lamp, was founded upon the dis
covery that the explosion of the mixture of gases did
not pass through small tubes; and, after numerous experi
ments, he found that the length of the tubes was of no
consequence, but that delicate wire gauze, the aper
tures being of the proper dimensions, answered the
same purpose. By this means all necessity for an
exterior glass tube, to protect the flame, was overcorae,
and the new larap might be carried through the most
dangerous and explosive mixtures with impunity. The
larap, it is true, is not perfect; but it is by far the best,
easiest kept in order, and the siraplest in its structure
and principles, of any other. The gauze usually em
ployed is raade of iron wire, and generally has about
seven hundred and eighty-four holes to the square inch.
After Sir Davy had perfected his lamp, he proceeded to

1 ig, 42. — Davy's
Safety Lamp.

RAMBLES IN THE PATH OF THE STEAM HORSE. 303

Sir llumphrey llavy's SiilVt,v Lamp,

the New Castle coal-field, and in company with a wcU-known colliery
viewer, traversed with impunity some of the most dangerous parts of
the Bensham coal se.ara, at that period the raost fiery one known. The
Davy larap has been in use at nearly all coal-mines ever since, and
though some accidents have occurred under circumstances in which no
lights but those of Davy laraps were present, it is nevertheless as perfect
as any such instrument can be. One feature of the lamp is its superi
ority over all others in the greater quantity of light it yields, and being
more portable, at the same time that it is raore safe.
It must not be inferred that thc Davy larap is generally used by the
miners while at work. It is intended raore particularly to explore raines
when the fire-darap is present, and which, if brought in contact with n
candle or the ordinary flarae of a larap, would ignite and produce an
instantaneous explosion. The rainers in this region always use a comraon
oil-lamp, which, being small, is fastened to the front of their caps.
They can thus see to work much
better than if carried in any other
way. Cornish miners, however, who
are accustomed to work in lead, copper,
or other mines than coal, insist upon
using candles, which they surround
with adhesive clay, and thus attach
them to the adjacent wall-rock.
Now, ,while the Davy larap is ines
timably valuable for the imraediate
purpose intended, it does not, nor can
it, prevent the accuraulations of gases
which, at a certain state of combination,
produce explosions when pierced by
the flame of a lamp. But, as it points
out the danger when it exists, other
remedies can be applied ; and in the
Cumberland region the raost common
mode with which we are acquainted is
to expel the fire-damp by means of banners, or fans; which, in some

Fig. 43.— Coal Miner.

304 RAMBLES IN THE PATH OF THE STEAM HORSE.

North Branch Valley.

mines in England, are revolving and kept constantly in motion. But
there is nothing like thorough ventilation, by which all the avenues ofthe
mines are kept constantly supplied with fresh air. To accomplish this,
and to render the current of air as violent as possible, a large furnace is
often provided at the surface of the air shafts, in which several tons of
coal are consumed daily. This furnace, having a high stack, creates a
powerful draught, by which the air, entering the drift or shaft, after
traversing every portion of the raine, is drawn out, together with all the
explosive eleraents that may combine with it. By this siraple contrivance
the mines of the coal region are comparatively exempt from disastrous
explosions. Nevertheless, they do soraetimes occur, and the number of
victims is by no means small. A plan of ventilation which works well
in one mine may not do so in another ; for there are always some local
differences, either in the coal itself, the interior workings, or the man
agement, which require special provision in the mode of ventilation.
The variation of the seasons produces its effects — in the winter, the
external atmosphere being totally different from the sumraer, the supply
of pure air is increased or diminished ; so in r.ainy or clear weather ;
and the result is, that for safety, constant watchfulness is absolutely
essential. In leaving Cumberland, which was only recently the eastern terminus
of the great lines of stages running on the National road, one cannot
but sympathise with those whose business has been thus completely
destroyed by the steam-horse. The cumbrous stage-coaches, wi^ their
closely packed passengers, trunks and freight, set out here in daily
trains ; and might have been seen wending their way over the mountains
in all the pride, and gaiety, and bustle of successful enterprise. The
way-side inn-keeper wore a smiling, good-natured face ; the village
postmaster received and offered his mails with true official decorum, and
the horn of the driver echoed cheerily to the deep rumblings of his
swinging coach. Everything went gloriously — when, in an unlucky
hour, the railroad was conducted across the mountain, and the coaches,
as well as the Conestoga teams, forever "lost their occupation." Alas!
there be many that cannot but sigh for the brisk days of the coach and
team. We can readily suppose a weather-beaten whip, contemplating

RAMBLES IN THE PATH OF TIIE STEAM HORSE. 305

Tho Stage Coachmen, — Cumberland Viaduct,

the performances of the steam-horse from a convenient retreat, solilo
quising : —
There goes them railway-carriages, cutting away like fun !
They little know — how should they know? — the mischief they have done.
Coachmen moy whistle now-a-doys, for aught they gets to do ;
And landlords within their bars may sit and whistle too!
I've held the ribbons on this road, some twenty years or more.
But never did I see the likes of these here times afore !
The coaches now is clean done np — the inns is all "done brown ;"
This steam has dished the Henry Clay, and quite upset the town ! 1
My missis keeps the " Rising Sun ;" but that ere sun is set; 1
And now she's got a board stuck up, with " This hero House to Let." [
She stands quite idle at her door, a twiddling of her thumbs, I
And looking out for customers — but no one never comes ! I
They say these engineering chaps a fortune quickly clear, i
AV anting the civil Coachmon to turn Civil Engineer :
But if them steaming carriages got on too fast, you know,
They wouldn't stop as horses do, because I sung out ''AVo."
Dear heart! it wouldn't do for me, to tum my thoughts to steam —
I couldn't "tool" them engines as I tool'd my bang-up team !
Ah no, my " occupation's gone," as once in that ore Play
About tbe jealous blackamoor, I heard the gemman say.
The Railroad, on emerging from this place, makes a graceful curvature
to the south-west, and enters the beautiful valley of the North branch ofthe
Potomac, with which it runs nearly parallel, with an occasional slight
deviation, almost its entire length. The scenery for the next thirty miles
or more, to the very sumrait of the Alleghany, is unparalleled. There is
probably not another railway on the globe which traverses a region of
country more inviting to the eye ; — abounding in bold and rugged cliffs,
huge Cyclopean towers and precipices, and crags and rounded peaks,
with beautiful and fertile intervening valleys — it is alike charming and
indescribable, and keeps the traveller in constant watchfulness.
The viaduct over Will's creek, which is admirably portrayed in the
accompanying sketch, is a magnificent piece of architecture. The arches,
of which there are fourteen, are each fifty feet span, and thirteen feet
rise, and composed of dressed stone, while the upper or roadway consists
of brick. The brick-work resting on the stone arches embraces a series
of subordinate arches or pillars, by which equal solidity is obtained, as
if they formed a solid compact body ; and upon this, two tracks are laid
26*

306 RAMBLES IN THE PATH OF THE STEAM HORSE.

North Branch Talley.

down. The interior brick-work is covered with cement, which protects it
from the action of
the weather, and its
cavities or hollow
structure, prevents
the intrusion of cat
tle upon it. The
height of the viaduct
above the creek is
about thirty-five feet.
The north branch
of the Potoraac is
bounded, for the
first twenty - two
miles of our jour
ney, by the Knobly
mountain on the
left, and Will's and
Dan's mountains on the right — thence to Piedmont, a distance of six
miles, the river lies in the deep gap which it has out through the latter
mountain. The soil in this valley is exceedingly rich, and is in a high
state of cultivation. The Knobly mountain, for some distance, occurs
in detached knobs, and irregular elevations, often sloping gently into the
bosom of the valley. The streara is tastefully fringed with young trees,
until the mountains become more regular in their elevation, where it is
mostly confined between high rocky barriers.
Here mountain on mountain exultingly throws.
Through storm, mist and snow, its black crags to the sky ;
In their shadows the sweets of the valley repose,
Al'^hile streams, gay with verdure and sunshine steal by.
Among the most prominent objects may be mentioned the high rocky
bluffs along Fort Hill, and the grand mural precipice opposite, on the
Virginia shore, immediately below the Black Oak Bottom, a celebrated
farm erabracing five hundred acres in a single plain, between mountains
of great height. The accompanying sketch conveys an idea of the

Cumberland Yiaduct.

RAMBLES IN THE PATH OF THE STE.VM IIOKSE.

:;o7

North Branch Valley.

general beauty of the valley near the Rawlins station and Black Oak
Bottom, The stream winds along the high precipices on the right,
while the Railroad pursues the centre of tlvc valloy, thus affording a fine
view of both sides of it, Tho Chimney hole roek, at tho terminuiinn of
Fort Hill, is a singular crag, through the base of which the Kailroad

company h.ave driven a tunnel under the road, to answer the purpose
of a bridge for several strearas entering the river at that point. Fort
Hill, and the range of hills opposite, stretch along the Potomac a consider
able distance, and present all along the most unique and singular devel
opments. At some places the rocks have the appearance of old castles
and strong-holds, mouldering into ruins ; at others they ri.^e up perpen
dicularly from the river in stupendous towers, which are not unfrequently
partially severed and isolated frora the raain land, while again they slope
off into smooth walls, which overlook the deep green verdure of the
stunted pine trees along their base, and the river below. A succession
of novelties is thus presented, no less curious in their local configuration
than the whole effect is startling and exciting. Twenty-one railes frora
Cumberland, we cross the Potoraac, and again enter into the State of

308 RAMBLES IN THE PATH OF THE STEAM HORSE.
North Branch Valley.
A''irginia. The bridge is composed of timber and iron, resting on stone
abutments and a pier. It is reached from a long and deep excavation,
after passing which a fine vidw is afforded, both up and down the river.
The bridge is roofed and weather-boarded, and has two spans of ono
hundred and sixty feet each, making the total length three hundred and
twenty feet. On the west end are the words : Potomac Bridge, 1851 ;
designed by B. H. Latrobe, chief engineer ; executed by A. Fink, assist
ant engineer ; J. C. Davis, carpenter.
About a mile from the bridge is the Bull's Head, a singularly bold and
unique rock, fronting on the river, which dashes violently against it.
The Railroad having cut through the neck of the animal, has left the head
standing, and which still maintains its ancient position against the
assaults of the infuriated stream. Immediately on the other side of the
cut made by the Railroad, rises a conical ridge of great height and pro
minence. At the mouth of New creek there is a beautiful plain, a mile
or more in length, from which extends a lateral road into the coal basin
of that valley. In this plain rises a long and lofty promontory, called
Pine Hill, which finally terminates in the romantic precipice of Queen's
Cliff, on the Maryland side of the river. The profile and deep narrow
pass of Dan's mountain are seen in bold relief to the north-west, in which
direction the road now changes its course. Here it skirts the foot of
Thunder Hill, and winds along the river margin, bounded by the steep
rocky spurs of Dan's mountain, until it reaches the village of Piedmont,
nestling in a narrow plain, at the foot of the Alleghany mountains. The
current of the river is much more rapid here than below, and islands are
raore frequent — a sure indication that we are reaching a much higher
elevation. The town of Piedmont, which is situated directly opposite the more
ancient one of Westernport, on the Maryland side of the river, is likely
to become one of some prominence. In addition to the workshops and
engine-houses of the Railroad company, located here, and in which a
large number of operatives will be employed, it is one of the principal
shipping ports for the coal of this region, and that valuable combustible
is found in large quantities all around it. The plat of ground, including
also a tract of considerable extent adjacent to it, was some years ago

RAMBLES IN THE PATH OF THE STEAM IlOHSE. 309

purchased at a trifling sura by General Duff Oreon, who lost temporary
possession by a writ of foreclosure. In the meantime, building lots had
been sold to a considerable amount, including several acres to the Railroad
company— realising to the assuraed owner very handsome profits. The
whole property was, however, subsequently recovered by the General,
who has acted in the raost liberal and magnanimous spirit with those who
made purchases from his predecessor. The estate, as it now stands, is a
princely one ; and forras an incident in every-day worldly affairs, while
it exhibits the uncertainties of human law.

Piedmont worlishops and eaginc-houses.
The workshops and engine-houses present a very neat as well as
imposing picture. The Potomac runs along the base of the raountain, in
the background, whieh rises steeply to a high elevation. The engine-
houses are circular in forra, and present the appearance of huge circuses,
or military raarkees. There are but two finished ; but there will ulti
mately be four, as exhibited in the sketch. The workshops, which are
all arranged in one long building, with wings in the form 5f a cross, are

310 RAMBLES IN THE PATH OF THE STEAM HOESE.

Ascent ofthe Mountain.

situated between the engine houses, with all of which there is easy access,
and connecting railway tracks. This station, therefore, with the exception
of that at Mount Clare, near Baltimore will be the most extensive and
coraplete one on the road. The plan of the buildings was suggested by
Mr. Latrobe, the chief engineer of the road^ and the design admirably
executed by Mr. Albert Fink, assistant engineer.
The ascent ofthe Alleghany mountain commences at this place, where
monster locomotives take the place of the smaller ones running east. In
sorae instances an extra loooraotive is introduced, though this is not
always essential. The distance frora the foot to the sumrait ofthe raoun
tain is seventeen miles, and eleven miles of this are overcome by gra
dients of one hundred and sixteen feet to the raile ! The cars, while
accomplishing this unparalleled ascent, show a very decided deviation
from a horizontal line, and you feel an unmistakably conviction that
you are going up hill, as well as an occasional suspicion that, were the
train unfortunately to run off the track it would be precipitated at some
places, two or three hundred feet away down in the awful gulfs below.
The gorges in this mountain are very deep, and are really frightful to
contemplate from the train, which thunders along the slopes of the moun
tain as if in conterapt of the obstacles nature had so long interposed to
the progress of the steara-horse. The first object that arrests our
attention is the stone viaduct of three arches of fifty feet span, over the
Potomac river, where the road again steps over for,a few minutes to the
Maryland side. It is a substantial and handsome structure, elev.ated fifty
feet above the water, and in close proximity to the village of Bloomington,
or rather Llongollan, so called after the mining company whose opera
tions centre here. The road now begins to wind around the mountains,
and seeks a route to overcome their frosty summits in the valley of the
Siivage river — and savage it truly is — when, in a distance of five miles, it
reaches the Everett Tunnel. All the way along, the road is perched high
on the steep declivities of the mountains; at one time passing through
treraendous deep excavations, at another, gliding over raonstrous artificial
embankments, and again curving around some frightful black, yawning
precipice, but dimly seen through the thick foliage of the tree-tops below.
This tunnel is three hundred feet in length, and is thirty-two miles dis-

EAMBLES IN THE PATII OF THE STEAM HORSE. 311

Accent ofthe Mountain,

tant from Cumberland. It is abundantly soenred by a briek arch through
out its entire length. To this point the line w-.ia finished in July l^i'il,
and the road formally opened to Piedmont, by a celebration in which
many distinguished persons participated. Tho progressive stages of tho
road, with the celebrations
attending the opening of
each particular section, are
alluded to in our historical
and financial sketch of the
work. Further up we reach the
mouth of Crab Tree creek,
where the road turns the
flank of the great Back
bone mountain, and from
which point the view up
the Savage river to the
north, and the Crab Tree
creek to the south-west, is
truly magnificent — the lat
ter presenting a vista of
several miles up a deep gorge, gradually growing narrower ; the former a
bird's-eye view of a deep winding trough, bounded by mountain ridges of
great elevation.
The little village bustling into life is Frankville, after Ex-Governor
Francis Thoraas, of Maryland, who owns several thousand acres of land
here, and devotes a good deal of his personal attention to it. The land
is, at sorae places, covered with good timber, and an extensive saw-mill
has been erected to prepare it for tbe market. The consumption of lum
ber on the eastern slope of the mountain is destined to increase very
largely — especially in the coal region, where large quantities are required
for props in the mines ; and the trade raust therefore become important
and profitable. The value of timber lands, under these circumstances,
will be greatly enhanced ; and the fact illustrates one of the numerous
advantages conferred by railroads. Lands that were hardly worth the

Everett Tunnel.

312 RAMBLES IN THE PATH OF THE STEAM HORSE,
Ascent of the Mountain.
taxes levied upon them, before the construction of this road, could hardly
be purchased now at from twenty to fifty dollars per acre.
The remaining distance to Altamont, the very pretty and appropriate
name of the station on the summit of the mountain, is not quite so steep —
but it will do. It has never before devolved upon engineering skill to locate
and construct a railway over such a route; and posterity will look with
astonishment even greater than is now manifested, upon the boldness of
this successful enterprise. In a speech delivered at Wheeling on the
occasion of the completion of the road to that city, Mr. Swann thus
pleasantly alludes to the doubis entertained by many, as to the practica
bility of working the very high grade it had been found necessary to
adopt. " The next most interesting epoch in the history of this road, was the
working of the high grade of one hundred and sixteen feet. We were
told the story of a man who had built a mill, without first ascertaining
where he was to get the water to put it in motion. A road was being
constructed at a cost of millions, and we were yet to satisfy the public
that we could make it available for locomotive power.
This road was opened to Piedmont in 1851, when it was thought
expedient to test this great problem. There are those present who will
not forget that interesting ocoasion. We left Baltimore with a large
company of our municipal authorities, and the leading dignitaries of our
city. Both the chief engineer and myself thought it advisable, if we
were doomed to fail in this last effort, that it should be in good company.
The train having reached the foot of the heavy grade, it was agreed
that the chief engineer should take his stand upon the engine, where, in
the event of discomfiture, he might conceal his shame in the smoke
in which he would soon be enveloped. I, on the other hand, who was
most likely to be held responsible from the position which I occupied,
deemed it convenient to take my stand at an open door of the car, with
the view to a more ready access to the woods !"
Three miles up the Crab-Tree, is an excavation one hundred and eight
feet deep, penetrating a rocky spur of the mountain. About five miles
from its mouth, this creek is first crossed by the road on an embankment
of sixty-seven feet in height, and after that several times at reduced

RAMBLES IN THE PATH OF THE STEAM HOESE. 313

Summit of the Mountain.

elevations, until, in two miles more, the forks of the creek are reached at
the Swanton level, where are tho remains of an abandoned clearing and
an old raill. Here also the old Curaberland and Clarksburg road crosses,
—the first wagon-road of the country after the pack-horse had given place
to the wheeled vehicle. All the way up the Savage river and Crab-Tree
creek, eleven miles to this point, the road is conducted upon the steep,
rugged, and uncultivated mountain side, — but frora Swanton to the Alta
mont sumrait, three or four miles, it ascends along the flat bottom of
a beautiful valley, with gentle slopes, and passes two or three pretty
farms. Altamont, the culminating point of the line, at a height of
twenty-six hundred and twenty-six feet above tide-water
at Baltiraore, and the dividing ridge between the waters
of the Potoraac and the Ohio — is passed by a long open
cut of upwards of thirty feet in depth. The great Back
bone mountain, now passed, towers up on the left hand,
and is seen at every opening in
that direction.
After leaving Altamont, the Rail
road descends the valley of the
Youghioghany river, to the dis
tance of six railes, when it again
makes a slight ascent, until it
reaches the Cranberry summit,
Altamont. some twenty railes from Altamont.
The Cranberry summit has an elevation of twenty-five hundred and fifty
feet above tide- water — nearly one hundred feet less than that of Altamont.
Between these two points the country is generally level, and consists of
what are called glades, or natural meadows, which are extremely beauti
ful to behold. The glades lie along the upper waters of the Youghioghany
river, and its numerous tributaries, divided by ridges generally of
moderate elevation and gentle slope, with fine ranges of mountains in the
back-ground. They have numerous arras which make charming expan
sions of their valleys, and afford beautiful visias in many directions, their
verdure is peculiarly bright and fresh, and the strearas watering them are
of singular clearness and purity, and abound in splendid trout, which no
27

314 EAMBLES IN THE PATH OF THE STEAM HORSE.
The Glades. — Maple Sugar,
where else attains the flavor peculiar to it in the mountain brooks. The
climate of this elevated region is too cold, and the sumraer too short, for
raising corn ; while the land is generally too wet for wheat. Oats, rye,
hay, and potatoes are the principal crops ; but the main business is
graising, there being scarcely a limit to the extent of the pasturage.
Immense herds of cattle are maintained, and the production of butter is
extensive, and highly esteemed in the market. There is a serene calmness
in the aspect of the glades, which gives significance to the poet's lines :
A herdsman on the looely mountain top,
Oh ! then how beautiful, how bright appear'd
The written promise ! Early had he learn'd
To reverence the volume that displays
Tbe mystery, the life that cannot die ;
But in the moutains he d'ld feel his faith !
Making maple sugar, in this region of country, may be said to comprise
one of the characteristic employments of the people. The quantity of this
sugar, raised in the neighboring counties of Pennsylvania, averages
something like two million and a half pounds per annum, so that it will
be observed that it is by no means an inconsiderable item of domestic
trade. Indeed, we have no doubt but that this amount, large as it seems,
might readily be trebled and quadrupled with profit, were the matter
reduced to the comraon basis of a regular and systeraatic business.
Immense districts, otherwise unproductive, might be timbered with these
sugar-bearing trees, and large sums annually realised from their produc
tions without in the least depreciating the value of the trees for tiraber.
If we are not greatly deceived, this sugar-m.aple business will ultiraately
becorae important — that is, it will enter the raarket in such quantity as
to offer a deterrained corapetition to the products of the sugar-cane.
The sugar-maple is a beautiful tree, reaching the height of seventy oi
eighty feet, the body straight, for a long distance free from limbs, and
three or four feet in diameter at the base. It grows in colder cliraates,
between latitude forty-two and forty-eight, and on the AUeghanies to
their southern terraination, extending westward beyond Lake Superior.
The wood is nearly equal to hickory for fuel, and is used for building,
for ships, and various manufactures. When tapped as the winter gives

EAMBLES IN THE PATH OF TIIE STEAM HOESE.

315

Maple Sugar.

place to spring, a tree, in a few weeks, will produce five or six pailfuls
of sap, whieh is sweet and pleasant as a drink, and when boiled down
will make about half as many pounds of sugar. The manufacturer,
selecting a spot central among his trees, erects a temporary shelter,
suspends his kettles over a smart fire, and at the close of a day or two
will have fifty or a hundred pounds of sugar, which is equal to the
common AVest India sugar, and when refined equals the finest in flavor
and in beauty, AVhen the sap has been boiled to a syrup and is turning
to molasses,
then to candv",
and then grain
ing into sugar,
its flavor is de
lightful, espe
cially when the
candy is cooled
on the snow.
The figure in
the engraving
is represented
as blowing the
candy to ascer
tain how far Boiling Maple sugar on the AUeghanies,
the boiling has advanced. Maple sugar is sold at all confection shops
in small round pieces, as a favorite candy.
Oakland is a small but promising village, newly comraenced, and
situated in the heart of the glade country. It is fifty-four miles west
of Cumberland. Near it we cross the great Youghioghany river, by a
viaduct consisting of timber and iron, and with a single arch of one
hundred and eighty feet span. The site of this elegant structure is wild
— the river running in a thickly wooded gorge. The crossing of the
Maryland and Virginia boundary line, places us sixty miles from Cura
berland. The falls of Snowy creek, whose valley we now ascend to
Cranberry, presents a savage looking pass through a deep forest of
heralocks and laurel thickets. The streara dashes m.adly over huge rocks,

316 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Cheat River.

and washes along the side of the Railroad, within a few feet of its level.
Further on, three little branches come together, and make a broad valley
west of the pass described.
The Cranberry swamp summit, sixty-three miles from Cumberland, is
at the head of Snowy creek, falling into the Youghioghany, and of Salt
Lick creek, emptying into Cheat river. A village begins to " smile."
The ground on the margin of the Railroad, is of course, flat — but not
" stale and unprofitable.''
The descent of twelve miles to Cheat river, presents a rapid succession
of very heavy excavations and embankments, and two tunnels, viz., the
MoGrine tunnel, of five hundred, and the Rodamer tunnel, of four hun
dred feet in length, both secured by substantial brick arches. There is
also a stone and iron viaduct over Salt Lick creek, fifty feet span and
fifty feet 'high. The stream passes through a dense forest of fir and oak
' trees in its approach to the river.
Cheat river is so named, we believe, in consequence of the stream pre
senting, at some places, a shallow appearance ; whereas, being generally
extremely narrow, and wedged in by high mountains, it is sometimes
very deep, and by no means fordable. Its waters are of a peculiarly
dark, coffee-colored hue, probably owing to the fact that it has its source
in dense forests of laurel and black spruce, on the highest elevations of
the mountain peaks. This stream is crossed by a fine bridge, consisting
' of two arches one hundred and eighty and one hundred and thirty feet
span, of timber and iron, resting on stone abutments and piers. The
masonry, built from a splendid free-stone, of a light color, obtained at a
quarry near at hand, is remarkably substantial as well as elegant.
The ascent of Cheat river hill coraes next. From the bridge to Cas-
sidy's surarait, five miles, the ascent is at the rate of one foot to fifty, and
the descent thence to Raccoon run about the sarae. The ascent of the
Cheat river hill is decidedly the most imposing and gigantic section of
the entire line — the difficulties encountered in the few miles west of the
bridge being absolutely appalling. The road winding up the slope of
Laurel Hill, and its spurs, with the river on the right hand, first crosses
the ravine of Keyser's run, seventy-six feet deep, by a solid embankment,
then, after much bold cutting, along a steep, rocky hill side, it reaches

RAMBLES IN THE PATII OF THE STEAM HOESE.

317

Tray Kun Viaduct

Buckeye hollow, the depth of which is ono hundred and eight feet below
the level of the road, and four hundred feet across. Sorae more side
cutting ensues,
principally in
solid rock, and
the passage of
two or tliree
p r 0 j e 0 1 i n g
coves in the
hill, when we
come to Tray
run, and cross
it one liundred
and fifty feet
above its origi
nal bed, by a
line of trestling
s i X hundred
feet long as
the road level.
Both these deep
chasms have
solid walls of
masonry built
across them,
with apertures
for the streams
which are very
inconsiderable,
to pass through,
— the founda
tions of which Crossing Tray Bun, Cheat River
are on the solid rook, one hundred and twenty, and one hundred and eighty
feet respectively below the road height. These walls are brought at
Buckeye hollow, within forty-six feet, and at Tray run within fifty feet of
27*

318 RAMBLES IN THE PATH OF THE STEAM HORSE.

Passage of the Cheat River.

the grade of the road. Upon the walls are erected magnificent cast iron
viaducts, the one forty-six, and the other fifty-feet in height, as intiraated,
and they present, in connection with the surrounding scenery, a raost
magnificent architectural appearance. There is, probably, no viaduct in
the United States that can surpass these in strength, in beauty of design,
and high artistical effect. The Cheat river, with its miserable black
water, sneaks along the base of the steep hills which imprison it, some
two hundred feet perpendicular, below the road-way of the Tray run
viaduct. The trees, as seen frora it, look like mere twigs, and the whole
irapression created by the passage over it, while it is fearful and novel, is
one not soon to be forgotten.
After passing these two treraendous clefts in the mountain side, the
road winds along a precipitous slope, with heavy cutting, filling, and
walling, to Buckhorn branch, a wide and deep cove on the western flank
of the mountain. This is

Passage along Cheat River,

crossed by a solid embankment
and retaining wall, ninety feet
high at its most elevated point.
Some half mile further, after
more heavy cuts and fills, the
road at length loaves the de
clivity of the river which, where
f we see its coffee-colored waters
'i for the last time, lies almost
2 buried in foliage five hundred
feet below us, and turns west
ward through a low gap, which
admits it by a moderate exca
vation, followed soon, however,
by a much deeper and longer
one through Cassidy's Sumrait
Ridge, to the table-land of the
country bordering Cheat river
on the west. Here, eighty
miles west from Cumberland,

RAMBLES IN THE PATH OF THE .STEAM EOKSE. 819

Tho Kingwood Tunnel.

we enter the great western coal field, having passed out of the Cumber
land region thirty-five miles from that place. The intermediate space,
although without coal, may be readily and cheaply supplied from tho
adjacent districts.
Descending somewhat from Cassidy's Kidge, and passing a high em
bankment over the Bushy fork of Pinglo's river, the line soon reaches
the great Kingwood Tunnel, four thousand one hundred feet in length,
aud the longest finished tunnel in America. It was excavated hy Messrs.

Shaft on Ringwood Tunnel,
Lemmon, Gorraan, and Clark and AIcMahon, contractors. It is through
a compact slate rock, overlaid in part by a good limestone roof, and for
the rest of its length is arched by brick. There are two long and very
deep cuts at each end of the tunnel. It was worked from each end, and
from three perpendicular shafts, fifteen by twenty feet square, and one
hundred and eighty feet deep. The work had thus all the characteristics
of a mine, and the men employed were expert in that description of labor.
Horse-gins were eraployed in hoisting, an empty bucket descending while
the loaded one ascended. The work was prosecuted on night and day

H--

320 EAMBLES IN THE PATH OF THE STEAM HOESE.

Three Forks,— The North Parkersburg Railroad,

shifts ; and an iramense force was, of course, engaged. The greatest
height of the ridge over the tunnel is two hundred and twenty feet. The
tirae consumed on the work was about two years and eight months ; and
the number of cubic yards removed from the tunnel was about ninety
thousand, together with some one hundred and ten thousand yards of
earth and rock on the outside of it — making a total of some two hundred
thousand yards. The tunnel has been named from Kingwood, the
country seat of Preston, Virginia, which stands a few miles off, on the
same ridge. The tunnel not having been finished in time to permit the
transportation ofthe iron rails through it, a temporary track was laid over
the top of the hill, at a grade ot mpwuvia ot five hundred feet per mile, o'vev
which the materials were taken by a locomotive engine, which propelled
a single car at a tirae, weighing, with its load, thirteen tons, at a speed of
ten miles per hour, and upwards. When the track was rendered slippery,
however, by moisture, the engine and its load occasionally slid backwards,
and more than once ran in this way with locked wheels, nearly half a
mile down to the bottom of the grade — without, however, sustaining any
damage. This, we believe, is the most extraordinary display of locomo
tive steam power on record ; and goes to show how far it is possible and
practicable to overcome elevations by means of railways.
Leaving the Kingwood Tunnel, the Railroad, for five miles, descends
along a steep hill-side to the flats of Raccoon creek, at Simpson's water
station. In this distance, the road lies high above the valley, and crosses
a branch of it with an embankment one hundred feet in elevation. There
are two other heavy fills further on. Two miles west of the Kingwood,
is Murray's tunnel, two hundred and fifty feet long — a regular and beau
tiful semi-circular arch, cut out of a fine solid sandstone rock, which
overlies a vein of bituminous coal six feet thick, and which is seen on
the floor of the tunnel. From Simpson's, westward, the route pursues
the valleys of Raccoon and Three Forks creek, which present no features
of particular interest or difficulty, to the mouth of the latter, which is one
hundred and one miles from Cumberland, at the mouth of the Tygarts'
valley river, where the north-western Virginia Railroad to Parkersburg,
now being erected, will connect with the Baltimore and Ohio Kailroad.
The distance from this point to Baltimore is two hundred and eighty

RAMBLES IN THE PATII OF THE STEAM HOESE. 321
Tho Parkersburg Railroad,
miles — to AVheeling ninety-nine miles, and to Parkersburg one hundred
and four miles. Parkersburg is situated on the Ohio river, ninety-two
miles below AVheeling. AVhen this road is corapleted, in connection with
other roads finished or nearly finished, a straight line is presented from
Baltiraore, via Parkersburg and Cincinnati, to the city of St. Louis, in
Missouri, by way of the Ohio. The distance frora Parkersburg to Cin-
sinnati, via the Marietta and Hillsborough line, will be but one hundred
and seventy-eight miles, while from thence to Baltimore, it is three hun
dred and eighty-five miles — making the total distance frora Baltiraore to
Cincinnati, by railroad, five hundred and sixty-three miles. This, there
fore, presents much the shortest and most direct route from the Atlantic
slope to the great west, and will unquestionably constitute the main
thoroughfare of travel, when the whole line shall have been fully com
pleted, stocked and equipped. The Parkersburg road has the benefit of
three millions of capital to start with, and a comparative trifle, added to
this amount, will finish the road ; when, as far as railway coraraunica
tion to the great theatres of trade, commerce and productive resources
are concemed, Baltimore stands in the most favorable position of any
city on the seaboard, and it only remains for her citizens to enjoy what
their sagacity and far-reaching enterprise will command, a liberal por
tion of the vast trade thus accoramodated and stiraulated into more active
growth. She has the elements of future strength and greatness — they
stare her in the face ; — and it will not be long, under the extraordinary
railway system with which she is now forever identified, before she takes
a leap in commercial progress, which will even astonish her own most
sanguine citizens, and alarm her jealous rivals.
The Baltimore and Ohio Railroad is, to all intents and purposes, a
southern improvement, identified with southem interests, and built by
southern capital. This fact gives it an enduring advantage over the rival
lines ofPennsylvania and NewYork, and their connections on non-slave
holding soil. It is, in fact, the only route by which southerners can
reach the Atlantic cities, with their servants, unmolested by the wily
"underground" interference of crazy abolitionists, now swarming along
all the great lines of travel in the States of Illinois, Ohio and New York.
When the Parkersburg road is completed, and a few miles of intermediate

322 EAMBLES IN THE PATH OF THE STEAM HOESE.

Fctterman.— Tygart Eiver.
railway added, the population of the whole southern country may reach
Baltimore or Washington from Louisville, without setting foot on a
single inch of inhospitable ground. The road, therefore, without appeal
ing to the feelings or interests of one class of people more than to another,
is nevertheless entitled, from its geographical position, to all the prefer
ences which the vast araount of southern travel on the Ohio and Mis
sissippi valleys, may confer.
Fetterraan, though but three or four years old, is already a village of
sorae prorainence, and looks very pleasant araidst the everlasting wilder
ness that surrounds it. The great north-western turnpike passes through
it ; and considerable trade is carried on by raeans of the railroad. Prunty
town, the county seat of Taylor, is situated on the turnpike, a few miles
west of this place. It is a small village — erabracing sorae forty or fifty
houses, the population of which may be guessed by multiplying the num
ber of houses by six. Fetterman is one hundred and three miles from
Curaberland, and ninety-seven from Wheeling.
On leaving this place, the Railroad for the remaining distance to
Wheeling, pursues a north-west course. It follows the right bank of the
Tygart Valley river until below its junction with the Monongahela, after
^: _;=i^ which it crosses that stream, and
.^"^ -ftSal-ci^ follows it until some distance be-
^ W~ f\ low Fairmount. The Tygart river
'tj^^icps-^-. ^^ *h^ main source of the Monon
gahela, and is all along extremely
wild and picturesque. The river
teems with little islands and rapids,
and at many places dashes furi
ously against huge black boulders,
as if endeavoring to roll them out
of the way. The falls occur a few
miles below Fetterman, and the
reader will agree with us that
they make a splendid picture, espe
cially by moonlight. The water
in a distance of one mile, has a descent of something like seventy feet ;

Tygart River Falls, (Head of Rapids.)

EAMBLES IN THE PATH OF THE STEAM HOESE. 323

Descent of tho Tygart Valloy.

and when the streara is swollen by freshets, it presents a decidedly
wild and savage appearance. Its banks are overgrown with beautiful
young evergreens, and with occasionally sorae tall and raassive trunks,
which, added to the rocky walls along the Railroad, raake the descent
extreraely pleasant to the eye. After contending with the Alleghany
mountains, and fatigued with their endless chasms, high peaks, and
stupendous precipices, the Tygart valley affords an agreeable relief;
there is a freshness in its green vnrdure, n sparkling brilliancy iu its

Valley Eiver Falls, (Main Rapids.)
sportive waters, and a sprightliness in the general aspect of the valley,
which makes you gaze with quiet earnestness on its beauties.
See the waters how they run,
Through woods and meads, in shade and sun.
Sometimes swift, sometimes slow,
'Wave succeeding wave, they go
A various journey to the deep,
Like human life to endless sleep !
A short distance below the junction of the Tygart with the Mononga
hela, the Railroad crosses that streara upon a viaduct six hundred and
fifty feet long, and forty feet above the level of the river at low water.
The lofty and massive abutments of this bridge support a superstructure
composed entirely of iron, and which, we believe, forras the largest
bridge in America, of that material. There are three arches, each one
having a span of over iwo hundred feet. The whole structure is painted

324: EAMBLES IN THE PATH OF THE STEAM HOBSE.
The Monongahela Iron Bridge.

a light green color, and when viewed from a neighboring eminence,
nothing can surpass it for beauty and harmonious proportions. While
the stone abutments present a sombre and massive appearance, the
superstructure appears light and gay, and makes little pretensions to the
strength which is its own. The bridge was designed by Mr. Fink, who
has already been spoken of in connection with the bridges of this
remarkable road, and if he had given no other evidence of his architec
tural skill, this work alone would constitute a lasting monument to his

Monongahela Iron Bridge.
name, no less than to that of his distinguished and able preceptor, Ben
jamin H. Latrobe, Esq.
Fairmount is nearly a mile below the iron bridge, lying on the west
bank of the river. It is the seat of justice for the county of Marion,
and contains a population of between fourteen and fifteen hundred — has
a banking institution, numerous churches, and many large stores and
mechanical shops. The main part of the town, indeed all of it, is elevated
80 high above the Railroad, that little of it can be seen from the station.
Our artist, therefore, made his sketch from the opposite side of the river,

RAMBLES m THE PATH OF THE STEAJl HORSE. 325

looking up, and includes a portion of the village of Palatine, on that side,
belonging to Monongalia county. The wire suspension bridge connect
ing the two places, is a most magnificent structure, five hundred and
sixty-eight feet in length, and towering something like seventy feet
above the surface of the stream. It is so fragile and ethmoidal when

Fairmount.
viewed from a distance, that it can
scarcely be distinguished in the picture ; but on
closer examination it gives every evidence of
strength and durability. Nothing, indeed, could
be neater ; and notwithstanding its great height, the approaches to it are
still exceedingly steep and diffioult, on both sides of the river.
An intelligent writer, in a recent visit to Fairmount, thus describes his impres
sions of the place : " Taking my stand midway on the suspension bridge, I took
a long and meditative survey of the river, both up and down, soothed by the sound
of the waterfall, and pleased by the sight of the waves below. A man, without
expecting it, often finds himself suddenly transported into scenes of great beauty
and attraction. Again and again I examined with pleasure the gracefully sloping
shores, the quiet river winding between, and the loftier hills on the distance.
These last are called knobs; they present u marked outline to' the eye, some
cairn shaped, some conical, but rounded off before reaching to a point; and almost
all cultivated up to their very summits. There is nothing about them sharp or
jagged. One I observed that looked like a beautiful green dome, more than a
thousand feet above the hed of the river, with the profile of a reposing cow on the
topmost part of it. No doubt as she ruminated up there, sometimes under the
shadow of a passing cloud, sometimes in the full glow of the sun, with the music
of her own bell, ever and anon mingling with the voice of the waterfall, her fancies
must have been very pastoral ! 28

326 EAMBLES IN THE PATH OF THE STEAM HOESE.

Nature has done Aer part to beautify Fairmount; art bas exerted her utmost to
disfigure it. Save the suspension bridge, I did not see a single other erection that
was not abominable. The houses looked like mushrooms turned into toad-stools
and devil's snuff-boxes. It has the look of a town grown old in its infancy. Sueh
an array of broken windows and tumble-down porches, straggling stone walls and
blackened shanties, were never before huddled together in a single locality. The
fumes of bituminous coal have discolored what was once white, and decay has
already commenced upon the frail wooden tenements.
But perhaps at some future day, more in accordance with her name and with
the beautiful river which traverses her, Fairmount may have her hanging gardens,
her flowery terraces, and her ornamental Gothic cottages. I have seldom been in
a plaee where my fancy was a more active castle-builder and landscape-gardener.
And who knows but that picturing forth such prospective and possible beauties
may confer as much pleasure as gazing upon real and present ones.
Near F.airmount there is a fine bituminous coal-mine belonging to the Baltimore
Gas Company, Tbe excavation is made at an elevation of six or eight hundred
feet above the river. The coal is passed down an inclined plane to the bottom of
the mountain. Two cars, each containing about a ton and half, are kept constantly
at work ; one going up empty, and the other coming down loaded. It takes seven
of these to fill a large transportation car of the capacity of twenty thousand lbs.
From one bundred and sixty to one hundred and sixty-five of tbese loads pass down
the inclined plane every day, averaging about two hundred and fifty tons a day, or
about fifteen hundred per week. It takes sixty-two lbs. of this coal to make a bushel.
The Monongahela is rendered navigable from Pittsburg to this
place by means of locks and dams, one of the latter occurring
nearly under the bridge, and the water-power of which is employed
in the mills along side of it. It is seldom, however, that steam
boats venture further up than Brownsville, and these it may be
inferred, are of small calibre. The stream, however, especially in
the spring of the year, is strewn with rafts of logs and lumber, and
the timber business constitutes a leading item of its commerce. The
logs are hauled to the numerous branches of the stream, and piloted
down until a favorable place is presented for lashing thera together.
When they reach the Monongahela river, several platforms of logs or
boards are joined, and equipped with oars in front and rear, they sail
over the dams, and thus seek a market in the lower country — sometiraes
the rafts thus launched find their way as far down as Cincinnati or
Louisville, or even lower. In fact, those cities, as well as many of the
intermediate towns and villages, have been built up with lumber prin
cipally obtained frora the Alleghany and Monongahela rivers — the
forraer abounding in pine, and the latter in oak and sirailar varieties.

RAMBLES IN THE PATH OF THE STEAM HORSE.

327

The Tinilier region.

RAMBLES IN THE PATH OF THE STEAM HOESE. 329
Tho Timber country .
Life in the timber region of the Monongahela is sufficiently illustrated
in the annexed sketch. Tho hardy lumbermen, with their families, live
in log cabins erected in the very midst of the forest — and between the axo
and the gun, they manage to get along. Luxuries to them aro sickening
effiminacies, which they in fact are, at most. But even what are ordi
narily esteemed as among the necessaries of existence, are looked upon
with comparative indifference. Give a sailor his rations, including rum
and tobacco, and he is satisfied ; — give a backwoodsraan his axe and gun,
and he will let the proud world go by. Heaven has, by a nice arrange
ment of her gifts, suited the various wants, sympathies, and predilections
of the human family : what would kill one, would be a positive blessing
to another. A backwoodsman for instance, cooped up in a large city,
would feel like a fish out of water ; — while your perfumed pale face of
fashionable "swociatay" had rather serve his tirae in the penitentiary,
than be doomed, for a season, to the solitudes of the forest. It would be
" horwible." The lumbermen have a song, a verse of which runs thus :
Tou may hoast of your gay parties, your pleasures, and your plays,
And pity us poor lumbermen while dashing in your sleighs ;
We want no better pastime than to chase the buck and roe,
As we range the wild woods over, and a-lumbering we go !
And a-lumbering we'll go, and a-lumbering we'll go.
Oh ! we'll range the wild woods over, while a-lumbering we'll go !
About a mile and a half below Fairmount, the railroad leaves the beau
tiful valley of the Monongahela, and ascends the winding and picturesque
ravine of Buffalo creek, the characteristic scenery of which is displayed in
the annexed sketch. The stream is dam'd — (but we despise profanity ;) —
a dam is erected in the creek, which furnishes the driving power of the old
miU on the opposite side ; and half-a-dozen houses are scattered around
it, as if the place had a secret idea of one day aspiring to the dignities
of a village. The prospects, however, are poor ; and nature is against it.
It will not do, either, to " go agin natur" — it is not natural.
Buffalo creek is some twenty-five miles in length, and is first crossed
by the road five miles west of Fairmount, again at two points a short
distance apart, and finally about nine miles further west. The bridges
are of timber stringers, trussed with cast iron posts and cross-ties, and
28*

330 RAMBLES IN THE PATH OF THE STEAM HORSE.

Barnesville. — BufTalo Creek,

Barnesville

wrought iron bars, and lying under the rails, make no show from the
cars as you pass over them, but when examined are nevertheless found
to display a remarkable combination of lightness and strength. About
eleven miles beyond Fairmount, we pass the small hamlet of Farraing
ton, and seven or eight railes further is the very thriving and adrairably
located village of Mannington, lying at the mouth of Piles fork, a br.anch
of the Buffalo creek. There is a beautiful flat here, on both sides of the
streara, affording roora for a town of considerable size, and surrounded
by hills of a most agreeable aspect. The village, like nearly all the
others we have passed — and they are getting to be as comraon as
blackberries, or, to use a better term, as numerous as mosquitoes, —
is an off-shoot of the Railroad. The Railroad gives them existence —
nourishes thera — clothes them — feeds 'em. In turn, they create busi
ness for it, and thus both will go on prospering and prospering.
From here to the head of Piles' fork, the road traverses at first a
narrow and serpentine gorge, with five bridges at different points, after
which it courses with more gentle curvatures along a wider and mode
rately winding valley, with raeadow lands of one or two hundred yards
broad on both margins of the stream — from which occasional handsome
vistas stretch forth along the tributary streams. This part of the valley,
clothed in its full summer costurae, is singularly beautiful. In winter.

RAMBLES IN THE PATH OF THE STEAM HORSE. 331
Mannington, — Old Ilundrotl,

i>'

Mannington,
however, it is dull and stupid enough. After reaching its head at
Glover's Gap, twenty-eight miles beyond Fairmount, the road passes the
ridge by a deep cut, and a tunnel three hundred and fifty feet long, and
of curious shape — forming a sort of Moorish arch in its roof. The
tunnel, a short distance off, looks very much like the drift ofa coal raine ;
and the houses above it — well, they are hardly worth mentioning ! From
this summit — (which divides the waters of the Monongahela from those
which flow west, and more directly into the Ohio,) the line descends by
Church's fork of Fish creek, u, valley of the same general features with
the one just passed on the eastern slope of the ridge. Passing the Ben
ton station, where there is an engine-house and two or three dwollingSj
and a reservoir dam a little way off for supplying the water-tanks in the
dry season, the route continues down stream, and at the crossing of a
tributary called Cappo Fork, four miles from Glover's Gap, is the resi
dence of Mr. Church, from which the creek takes its narae. The place
has been appropriately called Old Hundred, frora the age of its respect
able proprietor, who is now in his one hundred and third year, and, at
the last accounts, was still enjoying good health and the powers of
locoraotion. The road now becomes more winding, and in the next four miles we

332 RAMBLES IN THE PATH OF THB STEAM HORSE.

Tunnels. — Littleton, — Board Tree.

cross the creek no less than eight times, by bridges of a pattern similar
_^ to those previously described. We also pass
Sole's tunnel, one hundred and twenty feet ;
^afc. Eaton's tunnel, three hundred and seventy
feet, and Martin's tunnel, one hundred and
eighty feet long. The first is a low-browed
opening, which looks as if it would knock off
the smoke-pipe of the engine ; the next has a
regular arched roof, and the third a tall, nar
row slit in the rock, lined with timbers lofty
enough to be taken for part of a church stee
ple. The Littleton station — (and this tunnel is
Eaton's Tunnel. ^^^° sometimes called Littleton's,) is reached
just beyond; and a short
distance further, we arrive
at the famous Board Tree
tunnel. The last time we visited
the Board Tree tunnel, it
was still in an unfinished
state, and the cars con
tinued to be drawn over
the temporary track erec
ted on the slopes of the
ridge. The crossing of this
elevation was one of the
most romantic and per
fectly unique feats ever
accomplished in the whole
history of railroads, either in this or any other country ; and it is our
decided opinion that Mr. Latrobe, who designed the modus operandi,
is one of the boldest and greatest engineers of modern times. The
road having thus far pursued the margin of the south fork of Fish creek,
now gradually leaves it, and winds upwards along its steep hill-slopes,
for about a mile and a half, constantly increasing its height above the

RAMBLES IN THE PATH OF THE STEAM HORSE.

333

Board Tree Tunnel.

stream, and crossing tho rocky chasm of Cliff run, upward of fifty feet
above its bed. Shortly after, the route turns up tlio ravine of Board Tree
run, after passing through a high spur at its mouth, by a formidable cut,
more than sixty feet through slate rock. Thence it ascends the eastern
bank of the run first named, cutting and filling heavily along a precipi
tous hill side, until it reaches the point, forty-three miles west of Fair-
mount, where the temporary road leaves the perraanent grade, and which,
since the subsequent completion of the tunnel, is now alone used. You

Ascent of Board Tree Ridge— Eastern slope.
here see before you the deep cut entering to the eastern end of the tunnel,
while the temporary road begins to climb the hill on the east side of it,
crossing several branch ravines, and rising every moment higher and
higher on the flank of the main ravine, until you perceive the eastern
portal far below you, and presenting a yawning chasm penetrating the
bowels of the mountain— over the top of which you are being lifted by the
tremendous power of the engine, which pushes the two passenger cars,
(on one of which you are standing, or think it is likely you are standing
— for, in the excitement of the moraent, you could hardly swear whether

334 RAMBLES IN THE PATH OF THE STEAM HOESE.
Crossing Board Tree Ridge,
you were standing, flying, or laying down — ) up the steep ascent. The
temporary road, after leaving a point opposite the mouth of the tunnel,
curves into a hollow on the side of the ridge, and soon reaches the first
switch. Here, the raoveraent of the train is reversed, the loooraotive now
pulling the cars backward, instead of pushing thera forward, as before.
The second switch is soon arrived at, and the direction of the train again
reversed — and the engine, with its train once more ahead, advances
steadily to the sumrait of the hill by a line winding around the head of
the hollow just mentioned. There is a short level upon the summit, after
passing which the road makes a notch in the sharp edge of the hill top, at
a little depression therein, and descends on the western side of the third
switch. The view from this summit is very grand — very queer — very
wonderful. You look right down to the terraination of the approach cut
of the tunnel, on the western slope, into which you think you could leap
at a single bound — (but you couldn't !) on both sides of the hill are the
rude log houses of the rainers, who are actively engaged at all hours of
the day and night, in their subterraneous toils at the tunnel. On the
eastern slope we counted sorae forty houses, and on the western about
sixty ; and we were informed that the hill erabraced a population of some
seven hundred souls. And we believed it ; for nearly every one of the
cabins was alive with children — in sorae cases we counted as many as a
dozen, all in a bunch, like a bouquet of flowers. If stretched out in single
file, " all in a row," they would look like a pair of steps — beginning with
little toddling squallers, and ending with the hero just beginning to chew
tobacco and swear.
Upon attaining the summit, the temporary road runs downwards,
backing to and fro, upon the western escarpment of the ridge, into the
Y's or zig-zags, until the fourth, fifth, sixth, and seventh switches are
successively reached — the direction of the train being reversed at each
one, and the engine pulling and pushing alternately at each of them.
There are two switches on the east and five on the west side of the ridge
— the latter being by far the most precipitous, as may be seen by the
sketches, and therefore, requires the most manceuvring to descend. The
distance over the mountain by the temporary road, is twelve thousand
feet, just twice that through the hill by the permanent grade. The

RAMBLES IN THE PATH OF THE STEAJI HORSE.

335

Crossin;; Board Tree Ridge.

length of the tunnel is twenty-three hundred and fifty feet. The ascent
of the different planes varies from two hundred and ninety-three to three
hundred and forty feet per mile, according to the curvature : and their
grades were so arranged as to permit the engine to propel two loaded cars,
(or twenty-five tons gross,) upon them. At the teraporary crossing of the
mountain over the Kingwood tunnel, previous to the completion of that

Descent of Board Tree Ridge — Western Slope,
work in 1853, the grade was upwards of five hundred feet per mile, and
but one car, or twelve and a half tons, was the load. The engines and
car on this latter grade were moreover liable to the risk of sliding down
the grade with locked wheels — an accident which could not happen
on the grades of the Board Tree tunnel. Hence, although the total
height ofthe hill, at the latter place, is three hundred feet, being eighty
feet more than at the other, the use of the switches has permitted the

336 RAMBLES IN THE PATH OF THE STEAM HOESE.

Crossing Board Tree Ridge.

reduction of the grades so as to double the loads carried, and diminish the
risk correspondingly.
The locomotives were devoted to the task of conveying passengers and
freight over this ridge — and it was no unusual circumstance to see four
or five of them puffing and blowing on the steep western declivity at one
time. The sight, indeed, was peculiarly novel and picturesque, and more
especially in the night. The smoke and sparks flying around would
reveal the monster locomotives high up in the air, one, as it were, perched
directly above the other, looking more like a scene of ench.antment — like
one of those unearthly phenomena that the sportive imagination can
sometimes picture, than an actual reality. All the locomotives consume
bituminous coal ; and they are of the largest proportions, and capacity,
and of the most substantial and scientific structure. They were all
erected by Ross Winans, Esq., a gentleman who now probably stands in
the front rank of this description of manufacture, and who has certainly
contributed more than any other man to the progressive improvement of
this now invaluable machine. The crossing of this ridge in the manner described,
"^ — '^F^ '^ ^ great triumph in engineering science. It was
made necessary by the delay in the completion ofthe
tunnel, occasioned by sundry causes beyond control,
and has thus been the unsolicited means of illustrating
^ a mode of surmounting ridges and high elevations,
whicii has been heretofore employed,
but never under circumstances suoh
as the present.
Leaving Board Tree tunnel, the
line descends along the hill side
of the north fork of Fish creek,
and crosses numerous ravines and
spurs of mountains, by deep fill
ings and cuttings. The descent,
for several miles, is extremely wild
and grotesque; and is finally ter
minated by a short curvature and

Short curfe below Board Tree Tunnel

EAMBLES IN THE PATII OF TIIE STEAM HORSE.

33l

Fish Creek. — Grave Creek, — Shoppartl'g Tunnel,

a huge artificial embankment thrown across a narrow gorge in the
mountains, as indicated in the engraving. If anything could add to
the utter savageness and inhospitality of this extraordinary locality, it
is snow; and we see by the sketch that it is coming down thicker and
faster. Wouldn't it be roraantic to raoet with a break-down here, where
the winter whirlwinds whistle and the snow accumulates in mounds and
pyramids ! The idea freezes us — booh ! And, by the way — (how for
tunate that we thought of it!) we did raeet, not a break-down, but a
detention, near this romantic spot, one cheerless, gloomy winter's night.
A mass of rock obtruded itself on the track, to reraove which occasioned
a detention of some six hours, and we did not resume our tr.avols, " until
daylight did appear." The snow had all melted, leaving the ground soft
and muddy ; not a house or cabin could be seen — nothing around us but
black, dismal, rugged mountains, while scarcely a " sound was heard"
save the loud snores and deep yawings of the drowsy and exhausted
passengers. After reaching the level of the flats bordering the creek at Bell's
mill, the Railroad crosses it, .and ascends Hart's run and Four Mile
run, to the Welling tunnel, fifty railes west of Fairraount, and twenty-
eight frora Wheeling. This tunnel is twelve hundred and fifty feet long,
and pierces the ridge between Fish creek and Grave creek. It is,
like the Board Tree tun
nel, driven through a
slate rock, and is sub
stantially arched with
brick. Frora the Welling tun
nel the line pursues the
valley of Grave creek,
seventeen miles, to its raouth, at the flats on
the Ohio river, eleven miles below Wheeling.
The first five railes of the ravine of this creek
is of gentle curvature and open aspect, like
the othersal ready raentioned. Afterwards it
becomes very sinuous, and the streara requires
CO

Sheppard's Tiinnc!.

338 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Banks of the Ohio.

to be bridged at eight different points. There are also several deep cuts
through sharp ridges in the bend of the creek, and one tunnel, four
hundred feet long, called Sheppard's, nineteen miles from Wheeling.
This is one of the neatest tunnels on the route, and has for its roof a
stratum of fine sand stone, while that below is of a shaly nature, and
somewhat soft and decomposing. The formation could not have been
rendered raore desirable for tunnelling at this particular spot — the
stratum of sandstone being just sufficiently elevated to allow the locomo
tive to pass under it with freedom. Shortly after emerging
frora the tunnel, we pass
the Cameron station —
probably naraed in honor
of Gen. Simon Caraeron,
a distinguished financier
and statesraan of Penn
sylvania, and a most es
timable man. Here is a somewhat curious
little object — a huge cubical block of stone,
detached frora a lofty position on the side of
the mountain, and precipitated to its present
Cameron— Koaby's rock. situation by the side of the Railroad. It con
tains something like seven thousand perches of stone, and affords an
example of the extent to which our mountains are degraded in modem
times. The approach to the bank of the Ohio river at the village of Mounds-
ville, is very beautiful. The line emerging frora the drifts of Grave
creek, passes straight over the alluvial flats which border the river, form
ing a vast rolling plain, in the centre of which looras up the great Indian
mound, one ofthe most curious objects we have yet encountered. There
is also the separate village of Elizabethtown, half a mile from the river
bank, the mounds standing between the two towns, and looking down
upon both of them. Elizabethtown is the seat of justice for the county
of Marshall. The flats, as they are called, embrace an area of sorae
four thousand acres, about three-fourths of which are on the Virginia,

EAMBLES IN THE PATH OF TIIE STEAM HORSE 339
The Great Indian Mound.
and the remaining fourth on the Ohio side of tho river. The soil is
fertile and well cultivated, and the spot possesses great interest, whether
considered for its agricultural richness, its historic monuments of past
ages, or the beauty of its shape and proportion as the site for a large
city. On the summit of the mammoth mound there is an observatory, which
was erected in 1837, by A. B. Tomlinson, Esq., who, sorae years after,
gave the following description of the mound. " It is," says Mr, Tom
linson, " sixty-nine feet high, and about nine hundred feet in circum
ference at its base. It is a frustrum of a cone, and has a flat top of
^i,,. about fifty feet in diameter. This
flat, until lately, was slightly de
pressed — occasioned, it is sup
posed, by the falling in of two
vaults below. A few years since,
a white oak, of about seventy feet
in height, stood on the summit of
the mound, which appeared to die
of age. On carefully cutting the
trunk transversely, the number
of concentric circles showed that it
was about five hundred years old.
In 1838, Mr. Tomlinson com
raenced at the level of the sur
rounding ground, and ran in an
The Mammoth Indian Mound. excavation horizontally. One hun
dred and eleven feet, when he carae to a vkult that had been excavated
in the earth before the mound was commenced. This vault was twelve
feet long, eight wide, and seven in height. It was dry as any tight
room. Along each side and in the ends, stood upright timbers, which
had supported transverse timbers forming the ceiling. Over the timbers
had been placed unhewn stone ; but the decay of the timbers* occasioned

* At the top and bottom, where the timbers had been placed, were particles of
charcoal — an evidenee that fire, instead of iron, had been used in severing tho wood.

340 RAMBLES IN THE PATH OF THE STEAM HOESE.
Ihe Great Indian Mound.
the fall of the stones and the superincumbent earth, so as to nearly fill
the vault. In this vault were found two skeletons, one of which was
devoid of ornament — the other was surrounded by six hundred and fifty
ivory beads, resembling button-moles, and an ivory ornament of about
six inches in length, which is one inch and five-eighths wide in the
centre, half an inch wide at the ends, and on one side flat, and on the
other oval-shaped. A singular white exudation of animal matter over
hangs the roof of this vault.
Another excavation was commenced at the top of the mound down
wards. Midway between the top and bottom, and over the vault above
described, a second and similar one was discovered, and, like that, caved
in by the falling of the ceiling, timbers, stones, etc. In this vault were
found a stone with a singular hieroglyphic inscription, seventeen hundred
ivory beads, five hundred sea-shells of the involute species, that were
worn as beads, and five copper bracelets about the wrists of the skeleton.
The shells and beads were about the neck and breast of the skeleton,
and there were also about one hundred and fifty pieces of isinglass
strewed over the body.
The mound is composed of the same kind of earth as that around it,
being a fine loamy sand, but differs very much in color from that of the
natural ground. After penetrating about eight feet with the first or
horizontal excavation, blue spots began to appear in the earth of which
the mound is composed. On close examination, these spots were found
to contain ashes and bits of burnt bones. These spots increased as they
approached the centre ; at the distance of one hundred and twenty feet
within, the spots were so numerous and condensed as to give the earth a
clouded appearance, and excited the adrairation of all who saw it. Every
part of the mound presents the same appearance, except near the surface.
The blue spots were probably occasioned by depositing the remains of
bodies consuraed by fire.

This goes to show that the constructors of the mound were not acquainted with tho
use of iron; and the fact that none of that metal was found in the vault, strongly
corroborates the opinion. Some of the stones were water-worn, probably from the
river; others were identical with a whet-stone quarry on the Ohio side of the river,
two miles north. — Henry Woioe, Historical Collections.

EAMBLES IN THE PATH OF THE STEAM HOESE. 341
The Great Indian Mound.
In addition to the relics in the mammoth mound, there has been a
great number and variety of relics found in the neighborhood ; many of
them were discovered with skeletons which were nearly decayed. Mr.
Tomlinson has some beads, found about two miles from this mound, that
are evidently a kind of porcelain, and very similar, if not identical in
substance, with the artificial teeth set by dentists. He has also an
iraage of stone, found with other relics about eight railes distant. It is
in human shape, sitting in a cramped position, the face and eyes
projecting upwards. The nose is what is called Roman. Ou the
crown of the head is a knot, in which the hair is concentrated and tied.
The he.ad and features particularly, display great ingenuity and work
manship. It is eleven inches in height, but if it were straight, would
be double that height. It is generally believed to have been an idol.
Mr. Henry R. Schoolcraft, in a communication to the New York Com
mercial Advertiser, some ten years ago, speaking of this mound, says :
" The most interesting object of antiquarian inquiry is a small flat stone,
inscribed with antique alphabetic characters, which was disclosed on the
opening of the mound. These characters are in the ancient rock alpha
bet, of sixteen right and acute-angled single strokes, used by the Pelasgi
and other early Mediterranean nations, and which is the parent of the
modern Runic, as well as the Bardic. . . . The existence of this
ancient art here could hardly be admitted, otherwise than as an insulated
fact, without some corroborative evidence in habits and customs, which
it would be reasonable to look for in the existing ruins of ancient occu
pancy. It is thought some such testimony has been found. I rode out
yesterday three miles, back to the range of high hills which encompass this
sub-valley, to see a rude tower of stone standing on an elevated point,
called Parr's Point, which commands a view of the whole plain, and
which appears to have been constructed as a watch-tower, or lookout,
from which to descry an approaching enemy. It is much dilapidated.
About six or seven feet of the work is still entire. It is circular, and
composed of rough stones, laid without mortar, or the mark of a hammer.
A heavy mass of fallen walls lies around, covering an area of some forty
feet in diameter. Two similar points of observation, occupied by dilapi
dated towers, are represented to exist, one at the prominent sumrait of
29*

342 RAMBLES IN THE PATH OF THE STEAM HORSE.
Moundsville.
the Ohio and Grave creek hills, and another on the promontory on the
opposite side of the Ohio, in Belmont county, Ohio.
It is well known to all acquainted with the warlike habits of our
Indians, that they never evinced the foresight to post a regular sentry,
and these rude towers may Jie regarded as of contemporaneous age with
the interraent of the inscription.
Several polished tubes of stone have been found in one of the lesser
mounds, the use of which is not very apparent. One of these, now on ray
table, is twelve inches long, one and a fourth wide at one end, and one
and a half at the other. It is made of a fine, compact, lead-blue steatite,
mottled, and has been constructed by boring, in the manner of a gun-
barrel. This boring is continued to within about three-eighths of an inch
of the larger end, through which but a small aperture is left. If this
small aperture be looked through, objects at a distance are more clearly
seen. Whether it had this telescope or others, the degree of art evinced
in its construction is far from rude. By inserting a wooden rod and valve,
this tube would be converted into a powerful syphon or syringe."
The village of Moundsville, since the completion of the Railroad, has
increased very considerably in population and business. It contains
several large warehouses, two steara flouring mills, a number of stores,
etc., and a population of between fifteen and eighteen hundred.
About three miles up the river, the flats terminate, and the Railroad
passes for a mile along rocky narrows washed by the river, after which
it again runs over wide, rich and beautiful bottom lands all the way to
Wheeling. Two or three miles below Wheeling is the outer station,
where the live stock and other special trains are made up. The trans
portation of live stock from the west, is destined to a great increase.
By shipping them at Wheeling, by Railroad, they reach market in the
course of twenty or thirty hours ; whereas, if driven over the wagon
roads, it would require more than three weeks to accomplish the journey,
while the expense of sustaining thera on the way would be more than
sufficient to pay their passage over the Railroad. A large nuraber of
cattle will hereafter be supplied from the glade region of the Alleghany ;
and in the course of few years, this will constitute a very considerable
item of trade of the Railroad. There are several large workshops located

EAMBLES IN THE PATH OF THE STEAM HORSE. 343
The Wheeling Workshops and Depot,
at this station, for the repair of the running maohinery of tho road, ns

Wheeling Outer Station and Workshops,
well as a large engine-house. Most of these buildings are temporary
ones, and will ultiraately be superseded by larger and more substantial
edifices. The Railroad continues along the bank of the river to its final

Passenger and Frei;zht Depot at Wheeling.
terminus at the depot on Wheeling creek. The station-buildings at this
point are large, substantial and elegant structures. The main ware-

344 RAMBLES IN THE PATH OF THE STEAM HORSE.
The WTieeling Depot.
house comprises four railway tracks, is ninety-four feet wide, and three
hundred and forty feet long. The passenger hall has sixty feet front, and
forty-five feet depth, with a shed roof extending back over the bridge of
the creek, aud making the entire length of the building three hundred
and sixty feet. On the south side of the creek, and adjoining the abut
ments of the bridge, is a large building for the shelter of the passenger
engines and cars, which complete the establishment of the station. The
freight house consists of large granite or sandstone pillars, upon which
the roof is erected ; while that for passengers is built of brick, and has
apartments on the second story appropriated for the use of ofiicers of the
road. The whole architectural design of this station is admirable, —
answering all the requirements of the trade of the road, and forming a
very iraposing and substantial ornament to the city. Lateral roads are led
away frora the depot to the leading warehouses of the merchants, where
the cars are hauled by horses to receive or discharge their loads — thus
diffusing the business throughout the whole river front of the city, which
would otherwise have to be discharged at one place. Forsyth's ware
house, being an adjunct to the Baltimore and Ohio railroad, is one hun
dred feet front, by two hundred and seventy-five feet in depth. It is a
most substantial brick structure, and occupies nearly two acres of ground.
It fronts on two streets, the second floor being level with the ground on
one, and the first floor level with the ground on the other street, from
both of which railway tracks communicate. It is intended as a depot for
the storage of goods by railway to Baltimore, and large as it is, it will pro
bably have to be increased to accommodate the trade accumulating in it.
The main business of the freight depot proper, therefore, is comprised
in the items of miscellaneous and through freight, for which every accom
modation is provided. The central Ohio railroad, connecting Wheeling
with Cincinnati, has just been finished, and furnished with means to
supply it with rolling stock and fixtures. The connection between it
and the Baltimore and Ohio road, is accoraplished by means of steam
ferry boats — the railroads having been conducted to the water's edge to
facilitate the transfer of freight from the cars to the boats. This important
connection will give another irapulse to the trade of Baltimore and Wheel
ing — the effects of which will be as enduring as the works themselves.

RAMBLES IN THE PATH OF THE STEAM HOESE. 345

The Ro.id aulshod.

The Baltimore and Ohio railroad was finished on the first day of Janu
ary, 1853. The president and chief engineer ofthe road, a year or more
previously, had designated this as the day which would see the road
finished and ready for travel ; and true to the letter, the last rail in the
long iron way, (three hundred and eighty miles) had boon laid on the 24th
day of December, 185:2, and on the first day of January ensuing, the
locomotive came puffing, and blowing, and thundering into tho city of
^^'heeling. There was no contrivance in this, we are assured by Mr,
Latrobe ; it was but the final consequence of a series of exertions, with
few parallels, perhaps, in the hfstory of such works. "We did our best,"
said he, in a speech at the banquet, on the opening of the road ; — " we
did our best to accomplish it a month earlier — a week earlier — a day
earlier ; all would not do. The Baltimore and Ohio railroad was, it
seems, to be finished on the first day of January, 1853, as promised, and
it was so finished in fact."
The opening of the road was celebrated at Wheeling, on the 12th of
January, by a magnificent banquet given by the Mayor and authorities
of that cit}-, in the Masonic Hall, a large and beautiful structure then
just being completed. The first stone of the Railroad, u quarter of a
century previously, had been laid under the auspices of this ancient and
respectable order ; and it happened very appropriately that the rejoicings
and ceremonies attending its final completion occurred in one of its most
magnificent temples.
The board of Directors and the corporate authorities of Wheeling, had
for their guests, on this occasion, the Governor, and members of the
Legislature of Virginia and Maryland ; the members of the City Councils
of Baltimore, forraer members of the board of Directors of the Railroad,
together with a large number of distinguished friends of the road, from
various quarters of the country. After a formal reception by the Mayor
of Wheeling, in which congratulations were mutually interchanged
between that functionary and the friends and representatives of the
road, on its final and auspicious completion, the asserablage was sub
sequently greeted at the festive board in tho Masonic Hall, whicii had
been fitted up in the most hospitable and raagnificent style for their
entertainraent.

346

RAMBLES IN THE PATH OF THE STEAM HORSE.

Celebration of the completion of the Road.

The speeches delivered on this interesting occasion, though generally
very brief and pointed, were, however, so nuraerous, that it would be
irapossible, with the space at our disposal, to present them in detail.
We regret this the more, as they abound in information and statistics of
a very interesting character, while many of them exhibit a dignity and
gracefulness of tone, a loftiness and eloquence of sentiment, worthy the
most distinguished orators of the times.

Masonic Hall, Wheeling
Hon. Morgan Nelson, the patriotic chief magistrate of the city of
Wheeling, in welcoming his distinguished guests, congratulated the
company on the auspicious consuraraation of the enterprise whieh had
been carried forward with so much zeal and such signal ability. " In
ancient times," said he, " a Carthagenian captain iraraortalised his name,
by successfully leading his army across the Alps, in the prosecution of
his schemes of aggression and war ; and within the memory of some now
living, another soldier, perhaps the greatest of modern times, emulated
the like renown, not, indeed, by conducting his army across, but around
the Alps, for the like purposes of aggression and conquest. You, sir,
and the company over which you preside (addressing Mr. Swann,)
without bringing in your train the calamities of carnage and war, have

RAMBLES IN THE PATH OF THE STEAM HORSE. 847
Remarks of Messrs. S^vaUIl aud Johuaon.

accomplished a work, which, although it strike not mon's minds with such
sudden surprise and admiration as deeds of arms, is to be esteemed raore
glorious, because more beneficial to our country, and to raankind." Tlie
eloquent speaker then proceeded to enuraerate tho great social advantages
which would result frora the completion ofthe road, by strengthening the
bonds of union between the east and the west ; and referred, in this connoo-
tion, to the vast iraproveraents of a kindred nature, already far advanced,
to connect with this road for the purposes of travel and transportation.
Mr, Swann, on behalf of the board of Directors, and the distinguished
guests who had done thera the honor to be present on the occasion,
returned his raost sincere thanks for tbe very cordial manner in which
his Honor had extended to them the hospitalities of the city of Wheeling.
" We are here, Mr. Mayor, to bring you ' glad tidings of great joy' — we
are here to announce to the city of Wheeling, and to the great west
beyond you, that the mountain barriers which have so long intervened
between you and us, now no longer exist : and that an unbroken line of
railway coraraunication stretches from the banks of the Ohio river, where
we are now standing, to the far off waters of the Chesapeake. Nearly a
quarter of a century ago, the work was comraenced ; it has struggled on
through difficulties and embarrassments which it might be deemed
romance to attempt to enumerate, until we are now permitted to rejoice
together in the ceremony of final corapletion. To your State and mine,
Mr. Mayor, who shall undertake to form an estiraate of the benefits it is
destined to dispense in all future time ?"
Gov. Johnson, of Virginia, a venerable and distinguished man, was
introduced to the assemblage, and delivered sorae exceedingly impressive
and eloquent remarks. We cannot but subjoin an extract :
" "We are a progressive people, and we live in a day of progress, when railroads
and tbe most gigantic projects spring up as if by the hand of magic, and penetrate
regions hefore thought inaccessible to tbe marches of science and art. But where,
in all this broad land, is there a work that will surpass this in the grandeur of
its conception, in the grandeur of its execution, and in the grandeur of its
destiny ? Who can contemplate the scenes through which we have passed on our
journey from Baltimore to this city, without feelings of unutterable awe and amaze
ment ? Neither the snow-capped summits of the AUeghanies, the yawning abysses
below, nor the frowning terrors of deep declivities, could for a moment impede the
eagle flight of those cumbrous cars, nor arrest the tread of that mighty " Iron

348 RAMBLES IN THE PATH OF THE STEAM HOBSE.
Remarks of Governor Lowe,
Horse;" nor did they falter in their speed till the shrill scream of the whistle
announced their triumphant arrival at the placid waters of your beautiful Ohio.
When I contemplate the rugged mountains and the deep valleys over which and
through which I was passing with almost lightning speed, I might well inquire, was
it not a scene of enchantment ? To one of my age, accustomed to encounter such
difi'erent scenes in the same mountains and valleys, it seemed more like enchant
ment than reality. But a few days ago, as it were, the same journey was a toilsome
work of weeks. It was a journey anticipated by many days' preparation, and then
the traveller in starting felt that he was entering on a dangerous and hazardous
undertaking. When I contrast those by- gone scenes with the same journey now
accomplished in fifteen hours, while the scenes of yesterday and the present
moment, are vividly before me, I feel, indeed, tbat no eulogium, however highly
wrought, has exaggerated the genius, the skill, the dauntless intrepidity and the
indomitable energy of our people I rejoice that I live in such an age and in such a
country, and that I have the inestimable privilege of claiming birth-right and
citizenship among a people who have stamped the age in which they live with a
substantial greatness which pales the proudest glories of ancient times. I join
heartily with you, Mr. Mayor, and fellow-citizens, in the congratulations of the
present hour, on the mighty achievement which we this day behold. I thank you,
once again, for the cordial reception with which you have honored me, and shall
carry with me to my latest hour the most grateful remembrances of your kindness
and hospitality.''
Governor Lowe, of Maryland, a young, enthusiastic, and able statesman,
was next loudly called upon by the assemblage. He remarked that he
had left home, not only that he might enjoy a favorable opportunity to
form the acquaintance of the hospitable and intelligent people of
Wheeling, and the distinguished Governor and Representatives of the
State of Virginia, but that he might witness the wonderful triumph which
the art and genius of man had achieved over rugged nature, in subduing
the wild cliffs of the AUeghanies to the wants and purposes of civilization.
No flight of imagination was so daring, or fancy so bold as to conceive
of such an undertaking when he was a boy. The railroads were regarded
as suited only to level countries. Who then dreamed of the Cyclopean
labor that could penetrate the earth, bridge the dizzy ravine, and conquer
the mountain heights, which it wearies the wing of the eagle to surmount !
It was a brilliant conception — a sublime idea — a great design — thus to
draw together by iron bands the wealth of the Ohio valley and the enter
prise of the east, between which a stern nature had seemed to interpose
insurmountable barriers It had been accomplished by the intelligent
appreciation of Virginia, and the inflexible will of Maryland. It had

RAMBLES IN THE PATH OF THE STEAM HOBSE. 349

Bem&rks of Governor Lowe,

been accoraplished, too, without iraposing upon the people of Maryland
the slightest burden. The Baltiraore and Ohio Railroad corapany liad
never failed to pay the interest on the loan made by the Slate to ils use,
and had therefore never been the cause of the levying of " one dollar of
taxation." That corapany had asked only for the teraporary use of the
State's credit to a limited amount, for which it was now about to make,
in substantial and lasting benefits, a most liberal return. Thc company,
alone but self-reliant, had borne its own burdens for twenty-five years,
overcoming obstacles and averting dangers, of which the publio have
never had more than a very indistinct idea. At many critical junctures,
it wonld have been fatal to the work, had the real difficulties, by which it
was surrounded, been generally known to the community. Whilst often
secretly struggling to maintain its ground, it never failed to hold fast to
the confidence of its friends. When the other works of Maryland were
enveloped in gloom, and when the voice of repudiation was heard in the
State, this great company did not compromise a jot of its honor, nor in
the least abate the ardor of its e.arly ambition. It is right and becoming
that credit shou'd be here publicly given to the distinguished president
for his great services in the accomplishment of this enterprise. On this
question we have known no partisan, — politics do not and cannot divide
us, in our efforts to build up the power and wealth of Yirginia and
Maryland, — and, therefore, a Democratic governor, representing seventy-
five thousand votes, feels justified in saying here to-day that the Whig
president of a great company has most faithfully discharged the difficult
duties of his office, and merits the approbation of an enlightened
public. At the banquet, in the evening, Mr. Swann made a speech of sorae
length, in response to the fifth regul.ar toast, viz., "Thomas Swann; —
Standing upon the banks of the Ohio, and looking back upon the mighty
peaks of the AUeghanies, surraounted by his efforts, he can proudly
exclaim, ' veni, vidi, vicil' " We have elsewhere given the substance of
his remarks on this occasion, and it is unnecessary to repeat thera here.
Suffice to say, that he was listened to with the deepest and most earnest
attention, and was accompanied, throughout, by the spontaneous bursts
of applause of his intelligent listeners. Upon the conclusion of Mr.
30

350 RAMBLES IN THE PATH OF THE STEAM HOESE.
Remarks of George Brown.
Swann's speech, the venerable George Brown, now the oldest living
director of the road, and one of its original projectors and supporters,
was called out by a complimentary toast. His speech is purely historical,
and we append it entire :
Mr. President ; — I rise here to give you and the respectable company now
assembled, some account of tbe circumstances under which was originated thc
great work, the completion of which we are this day met to celebrate. I deem the
present a suitable occasion to make some reference to these circumstances while
they are still within the memory of some of us.
Before the idea of opening a communication by a railroad between the Chesa
peake bay and the navigable rivers of the West had been conceived, the proposed
Chesapeake and Ohio canal was looked to by the citizens of Baltimore as the only
available means by which they could hope to draw back to their city a portion of
their Western trade which had been abstracted from tbem by the public works cf
New Tork and Pennsylvania : and they naturally felt a deep interest in the success
of that work. The anticipations tbey had formed of its benefits were dissipated
upon the publication of Gen. Bernard's estimates of its cost; and his representations
of the formidable difBculties tbat lay in its way in the scarcity of water and the high
elevations which it must be unavoidably carried over ; these satisfied the people of
Baltimore that it could not be relied upon as affording any benefit to them.
Previous to this, no railroad had been constructed either in Europe or in this
country for the general conveyance of passengers or produce between distant
points. A few railroads had been constructed in England for local purposes, such
as the conveyance of coal and other heavy articles fromthe mines or places of
production to navigable water; and until the opening of the Liverpool and
Manchester railroad in the year 1S30, the utmost speed in travel attained by
locomotives, did not exceed six miles an hour, while the question had not been
decided whether stationary steam engines or horse power would be preferable.
In the latter part of July, 1826, when the Chesapeake and Ohio canal began to
be considered a failure as an eflBcient means of connecting the trade of tho
Atlantic with tbe west, Philip E. Thomas, in connection with myself, with the
as.-istance of William Brown, of Liverpool, (now M, P,,) and Evan Thomas, ofthe
city of Baltimore, wbo was at that time in England, obtained much information as
to the operation of railroads in that country. It was then concluded to invite
twenty-five of the most influential merchants and capitalists of tbe city of Balti
more, with some other citizens, to meet at my house on the 12th of February, 1827.
The information obtained by us was laid before tbis meeting, and, after much
discussion, it was concluded to refer the facts thus communicated for further
investigation, and Philip E. Thomas, Benjamin C. Howard, George Brown, Talbot
Jones, Joseph W. Patterson, Evan Thomas and John V. L. McMahon, were
appointed a committee to obtain all the information in their power and report as
soon as practicable.
The report of tbe committee being submitted to a succeeding meeting, was
unanimously adopted, and a large edition of it in pamphlet form was published for
distribution. The pamphlet was entitled, " Proceedings of sundry citizens of Balti-

RAMBLES IN THE PATH OF THE STEAM HORSE. 351
Remarks of Goorgo Brown.

more, convened for the purpose of devising tho most efficient un,'nna of improving
the intercourse between tbe city and tho JVestern States."
Oq mature consideration of thc subject, it was resolved tbat measures bo talrtn
to construct a railroad, with double track, between the city of Baltimore and some
suitable point on tho Ohio river, by the mo6t eligible route; and that a charter
incorporating a company to execute the work be obtained as early as possible. A
feeling of general favor towarils the measure was at once awakened, and an
application to the legislature of Mar^vland for a charter was drawn up by J. V. L,
McMahon, Esq., and mainly through his exertions a charter was promptly granted.
Tbe proposed amount of stock having been taken, the company was orgnni?eJ, and
engineers were engaged to examine the country over w ich the road should pass.
These engineers having made the necessary surveys, reported a route which they
represented to be tbe best, and the grading and construction of the road were
commenced on the 4th of July, 1S2S. And bad it not been delayed by the obstacles
thrown in its way by the Chesapeake and Ohio Canal company, it would have been
completed in less than ten years from the time of its commenceraent. {Apji/nnee.)
It should not be forgotten that to the citizens of BaUimore belongs tho credit of
being the firat in the Union to organise an aasociation for the purpose of building a
railroad for general trade aud transportation. The corapany being organised, and
considering the undertaking in which they were about to embark as one of great
national importance, applied to Congress for an appropriation tu aid it in pressing
the work forward. WilUam Patterson, myself, and Ross AVinans, (who had exhibited
to the board of directors au important invention he had contrived for reducing the
friction upon railroad cars, and to whom the country is also indebted for the
invention and adaptation of the machinery applicable to the practicable use of
eight wheel cars :) were deputed to present a memorial dated the 28th January,
1S2S, (which I now hold in my hand,) and givo such explanations as were required.
The scheme being considered by many of the members of Congress as visionary
and impracticable, no aid was granted, and the company soon discovered that if
they proceeded with the work, it must be by their own resources, and without any
additional assistance, and this they determined to do.
In order to obtain every possible information that might be useful, Alexander
Brown, Philip E. Thomas and Thomas Ellicott were appointed a committee io
examine two short railways that had been projected in Massachusetts and Penn
sylvania for the transportation of coal and stone to the tide-water. On their
return they reported that they had no doubt an efficient railroad could be con
structed from Baltimore to the Ohio river j and they were confident that sufficient
science and skill could be found in our country for its successful location and
construction. And the American engineer, Benjamin H. Latrobe, u native of
Baltimore, is now present, under whose superintendence these anticipations bave
been realised. {Loud applause.)
Having completed the reconnoissance and surveys necessary, and ascertained tha
practicabUity of the undertaking, tbe board proceeded to determine on its location
as far as the Point of Rocks on the Potomac river, at whicb place they were stopped
for several years by an injunction obtained by the president and directors of the
Chesapeake and Ohio canal company.
The graduation of the road was commenced on the 4th of July, 1828, when the

352 EAMBLES IN THE PATH OF THE STEAM HOESE.
Remarks of Qeorge Brown.

corner-stone was laid on tho south-western line of the city by the venerable
Charles Carroll of Carrollton, then over ninety years of age. After he had per
formed this service, addressing himself to one of his friends, he said : " I consider
tbis among the most important acts of my life, second only to my signing the
Declaration of Independence, if even it be second to that;" and to the end of his
life he continued a firm unwavering friend of the work, — ready at all times, upon
every emergency, to sustain it. Prom this time the work proceeded with great
energy and industry. It was, as respecting our country, an untried undertaking,
and many difiiculties soon began to oppose its progress. Before we had passed
four miles from the city we encountered a high dividing ridge which required to be
cut down fifty-four feet through a hard indurated clay, and involved an expense
far beyond the estimates famished by our engineers. The funds provided for its
execution, consequently, were wholly inadequate, and tbe further progress of the
work was about to be suspended at a moment when such a measure would have
been fatal to it. To avoid such a calamity, the president and several of the
directors advanced $20,000 each, making in all $200,000 — which met the difficulty,
and the- road was completed to the Point of Rocks.
, Arrested by an injunction at apoint where this road eould not be approached or
have any communication beyond its actual termination, the directors perceived the
necessity, in order to prevent the discouragements that might follow, to open a
branch railway between Baltimore and the city of Washington, which would form
a connecting link in the great line of travel between the Eastern and Southern
States, and afford a practical demonstration of the system and its profits. A charter
was therefore obtained for that work, and it was as early as possible put under
contract. The funds for the making of this Branch Road were obtained, first, hy an advance
on the part of the State of its stock to the amount of $600,000, bearing an interest
of flve per cent,, and by authorising tho Company to borrow one million of dollars,
making $1,500,000, estimated to be sufficient for the purpose. Tho State stock was
readily disposed of at par, hut when it became necessary to negotiate the million
loan, the condition of the money market had greatly changed, and it was found not
practicable to dispose ofit, except at a discount. In tbis emergency, the president
and some ofthe directors came forward and took the whole amount at par, and the
matter was closed without further publicity. Five hundred thousand dollars were
sent to Brown, Shipley & Co., in Liverpool, and they were the first railroad
securities sent from this side of the water to Europe.
Mr. Thomas hiiving been the president of the company from the commencement
of the undertaking up to the .30th of June, 18.36, I deem it due to him to advert to
the following circumstance. As I have already here stated, Mr. Thomas and myself
were the originators of this work. Like all publio benefactors, he has been much
censured for some of his acts, and especially in reference to the location of the
road along the valley of the Patopsco. But associated with him as I was most
intimately during the ten years he presided so ably over this arduous undertaking,
and sensible of the great personal sacrifices he made, I can solemnly declare that
a more faithful, devoted and upright person never discharged a publio trust.
He exercised no influence in the location of the road. That matter was committed
to a board of engineers, and was decided on by the whole board of directors.

EAMBLES IN TIIE PATII OF THE STEAM HORSE. 353
Remarks of J. II B. Lntrolo.

Upon the resignation of Mr, Thomas, the Ilon'blo Louis M'Lane wos appointed
his successor, and it is but justice to say of liim, that be discharged tho duties of
his office with strict fidelity; nnd when sent to England to negotiate the Maryland
bonds of the company, for the western extension, ho prutceteil its intercuts by
refusing to dispose of its securities when the credit of the State was under great
depression. He can bear testimony to the fiscal aid he received from snme of the
directors, on various occasions, when tho means of the corapany wcre inadequate
to its necessities. As regards tbe official conduct of our present able and efficient
president, who was elected in tbe year 1S4S, I need only kay that the universal
approbation of bis administration of the affairs of the company, and tbe triumphant
completion of tbe road through the many obstacles he has had to encounter, are
sufficient proofs of his ability and services. lie has justly earned the honor wbich
is tbis day conferred upon him — a lasting monument, more durable than marble.
Of the projectors of this great work only four now remain, and of these none are
present except myself. My early colleague and friend, Mr, Thomas, would have
been present, but be is prevented by indisposition. His absence is deeply regretted
by me, as I am sure it must be by all. I have been identified with this work <rom
its commencement, and without pecuniary compensation have acted as its treasurer.
I have been a director near a quarter of a century,— and this I am proud to say,
through all the fluctuations of party. I thank God that he has spared me to see
this great work completed, as I have long looked forward to the pleasure, which no
words can convey, of meeting our western friends on the banks of the Ohio.
Upon the conclusion of Mr. Brown's impressive remarks, Messrs. Dove
and Crout, of the Maryland, and Messrs. Yerby and Braxton, of the
Virginia Legislature, responded, in the happiest manner, to toasts com-
plimental to those States. The Hon. Thomas Gates Walsh, II. B. Latrobe,
Neilson Poe, James A. Briggs, and John H, B. Latrobe, Esqrs,, were
severally called upon by the company, all of whom responded with
sentiments of the highest spirit and humor, Mr. Latrobe, the well-known
counsellor of the Company, took as a text for his remarks, the following
extract from the Virginia Gazette, of 1836 :
"The Baltimore and Ohio Waggon Company, with a capital of $200,000 (one-
fourth of which is paid in) transport goods and produce between Wheeling and
Baltimore. One wagon departs and arrives daily from each of these places with a
load weighing from 2i to 2J tons, and occupying eight days upon the road ; and
arrangements are in progress to increase the number of daily arrivals and departures
from one to three wagons, and eventually to five."
" Were a new edition now to be prepared of the work referred to," said
he, " and the paragraphs relating to the intercourse of the two cities to
be placed side by side, how modest would appear to have been the antici
pations of the author only sixteen years ago !
30*

354 EAMBLES IN THE PATH OF THE STEAM HOESE.

Remarks of J, H. B. Latrobe.

The arrangements to which he refers, carried out by a different com
pany, it is true, but still, the arrangements uniting Baltimore and
Wheeling, have resulted in the existence of a company, with a capital of
$12,000,000, all of which has been paid in, having in charge a work,
which, when completed and stocked, as it is intended that it shall be, will
represent a capital of about $20,000,000 ; and whose preparations, so
soon as the delays attending the first use of all great public works shall
have been surmounted, will ensure the daily transportation between the
Ohio and Baltimore of 1,000 tons of goods and produce in the space of
thirty-six hours, now — and who can tell how much faster, ere a few years
have been added to the quarter of a century that has been more than
once referred to ?
Why, Mr. President, the weight of the tonnage engine alone, used by
this Railroad company, almost equals the weight of the five loads that
limited the hopes of the wagon company, teams, wagons, and all ; and
behind this engine there rolls at the uniform speed of twelve miles an
hour, 300 tons of gross weight, one-half of which is the exchange which
the western valleys send to the cities of the Atlantic border. We talk,
Mr. President, of the course of empire. Its type is the locomotive and
its train, whose tread is the tread of a giant, from hill top to hill top. We
speak of the array of a conqueror ; where is there a conqueror like steam ?
Its panoply, too, is of iron ; man has made it ; not less than mortal, like
the image of Frankenstein, but more than mortal, as it performs the work
of one hundred thousand of men's hands, and as it threads its way
through the forest — as it climbs the side of the mountain, its white and
feathery plume is the ensign of a daring, a courage, and a power, which,
while it may find its comparative in the crest of Henry, at Ivry, is the
precursor of triumphs, not of war, but of peace ; as they build up the
fame, not of heroes, but of the people 1"
The Company was subsequently addressed in response to volunteer
toasts offered, by the president of the board of directors of the road ; by
Col. J. H. Sullivan, the able president of the Central Ohio railroad, con
necting Wheeling with Cincinnati ; and by several other persons whom
we cannot now remember. The annexed sentence from Col. Sullivan's
remarks, staraps him an orator:

EAMBLES IN THE PATH OF THE STEAM HOESE. 855

Col, SulllTan. — An eloquent sentence, — Pork-packing.

" When we view the vast expenditure of treasure, of physical labor, and of mental
toil upon the mighty work, the completion of which wo have mot this day to cele
brate, and when we speculate upon the inestimable benefits which it is to confer
through all coming time, we cannot but admire that boldness of conception which
originated it, and the unconquerable will, which for the last three years has moved
steadily towards ita completion, through every difficulty. It was given as an expla
nation of the character of one of our public men, who had the reputation of great
firmness of purpose, that he could hear more distinctly than other men, the foot
steps of coming generations. To this foreshadowing of responsibility to posterity,
may doubtless be attributed that disregard of ease and present fame which distin
guish all great achievements. The man who has pushed thia enterprise to comple
tion, heard through the streets of his beautiful city, and along the slvpes af the AUegha
nies, the tramp of coming generations .'"
The company, at a late hour in the evening, adjourned. The following
day the visitors were conducted to objects of curiosity in the city — inspect
ing its leading industrial, commercial, charitable, and educational institu
tions, and affording them every opportunity of estimating its present
resources and future prospects. Among the most interesting of the
objects thus visited, was the extensive pork-packing establishment of
Messrs. Warren, Dunlap & Co. The processes of killing and scalding,
cleaning and hanging up were going on with a rapidity and a systematic
order that was truly astonishing. The hogs were driven into the killing
pen one at a time, knocked down with a blow from a hammer on the
head, and by the time they were fairly off their feet the knife of the skilful
operator had severed their windpipes, and in another instant they were
in the scalding vat; on a frame work, by which they are passed through
the boiling water without handling ; even before life was extinct, their
entrails were removed, and, in another moment, the animal cleaned aud
ready to be cut and quartered, was hanging in the cooling-room. Steam
is used most successfully, not only as a labor-saving power in hoisting
and in grinding corn for the vast pens of hogs, covering eight acres of
ground, but in so extracting the fat from the heads and offal of the animal
in immense vats that even the bones and teeth are changed in the process
to a crumbling powder. The "whole hog" is sometimes thrown into these
vats, and drawn out below, and by other processes made into lard oil
and stearine. Thus the "whole hog, bristles and all," is rendered of value,
and even the oraoklins and sediments of the vats are, when mixed with
corn, again turned into pork, being used for feeding and fattening the

356 EAMBLES IN THE PATH OF THE STEAM HOESE.

Glass Works.— Glass-blowing, &c.

droves of hogs in the pens ! The number of hogs annually killed and
packed in this establishment varies from twenty to twenty-five thousand
head ; and its business is almost exclusively devoted to the Baltimore
market. The Glass Works for which Wheeling is so famous, formed points of
great attraction to the visiters, and they passed around in succession from
one establishment to another, in constant throngs. Messrs. Quarrier,
Ott & Co., in the manufacture of vials and bottles, have an extensive
establishment, and are famed for the superiority of the articles they pro
duce. Messrs. Stockton, Russee & Co., have become celebrated for the
superiority of their window glass, and Messrs. Hobbs, Barnes & Co.,
have an establishment equally large, and manufacture uniformly beautiful
glass, pressed, cut and colored, which is greatly admired both in the East
and the West, the demand always exceeding the possibility of supply.
The number of boys and men in these three establishments must be three
to four hundred.
The greatest point of attraction in the glass line, however, is the Flint
Glass Works of Messrs. T. Sweeny and Sons, whose beautiful work can
scarcely be surpassed anywhere, and is said to be inferior to none, either in
this country or Europe. In the blowing department, when we entered,
there were probably thirty men and fifty boys at work, each moving around
the numerous furnaces, performing the duty allotted liim in the work that
was progressing. At first sight it appeared like a scenic representation
of the infernal regions, with big and little devils rushing around the
glowing furnaces with balls of fire on the ends of their rods, apparently
bent on mischief and destruction. We were all, however, soon most
deeply interested in their movements, and witnessed, as if by magic, these
glowing balls of fire formed into the most beautiful specimens of pressed
glass, plain and fluted, such as tumblers, decanters, wine and champaigne
glasses, dishes, &c., but the most curious of all was the manufacture of
molasses decanters, where the handles were formed and attached after the
rest of the work was complete, by a most skilful workman. From this
department we passed into the oven room, where the sand, which is
brought from Missouri, is prepared for the furnace, ready to be melted
to glass — and thence to the glass cutting department, where a large

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 357
Iron, Glass, Silk, &c

number of hands were engaged in manufacturing the most beautiful
work.* The nail and spike establishments of Messrs. Johnson, Sweeney & Co.,
and that of Messrs. Norton, Acheson & Co., were thronged with visiters.
Large masses of boiling iron from the furnace, were poured on the ground,
aud after becoming partially congealed were taken up by the workmen,
and passed from one to the other, being pressed, rolled, and otherwise
operated upon until it was, before cooling, converted into nails ready to
be packed, and the cart that brought the iron to the furnace was kept
supplied with a load of nails to be carried away to the warehouse. — Then
there are the iron works of Messrs. Cooper & Harris ; the extensive La
Belle Iron AVorks, with a capital of 1100,000 ; the Crescent Works ; the
founderies of Messrs. Hamilton & Rogers ; Morrison, Williams & Co. ;
Ott, Culbertson & Green ; T. Sweeney, Stewart & Co. ; Miller, Baggs &
Co., with others, with the extensive Virginia Iron Works, the buildings
for which are now erected, and the maohinery being put up. The
Crescent Works, in the course of erection, are the largest in the city, and
are situated at the mouth of a coal bank. The steel factory of Messrs. R.
H. HubbeU & Co., where the finest steel springs are manufactured, and
the factory of Messrs- Busby & Little, where about forty hands are em
ployed in the manufacture of carriages, carts, and other vehicles to the
extent of §00,000 or s70,000 per annum, is an evidence of what may be
expected as to the future career of Wheeling as a great manufacturing
city. Messrs. Busby & Littlo inform me that they aro in constant receipt
of orders from all parts of the South, and even from Texas, for articles of
their manufacture.
Among the numerous and extensive manufacturing establishments of
the city is one for the production of the fabrics of silk, embracing not
only the ordinary varieties of that description of manufactures, but also
the very finest qualities. Indeed, the qualities of the goods admit of no
question, for the enterprising proprietor of the establishment has received
a medal from the World's Fair, at London, accompanied by a letter
stating that " The coarser staple products of the United States were
* Correspondont of the Baltimore Sun.

358 EAMBLES IN THE PATH OP THE STEAM HOESE.
Statistics of Wheeling, — Coal. — Hotels.
expected, but it caused no little surprise to see silk coming from the ' wild
West' that rivalled the finest fabrics frora the looms of London and Lyons."
Mr. Gill's establishment is, we believe, in a prosperous condition, and
the trade affords every indication of future success and permanency.
Wheeling was incorporated as a borough in 1808, and as a city in 1836.
Its population in 1810, was 914 ; in 1820, 1,567 ; in 1830, 5,221 ; in
1840, 8,793, and in 1850, 18,161. At this period, suoh has been the
recent increase, under the stimulus of railway and other splendid im
provements, it is scarcely less than 18,000. The city is spread over a
large area, and occupying a narrow alluvial belt on the Ohio, with high
hills in the rear, it stretches along the river for a distance of over two miles
— including one or two districts hitherto known by local names. It contains
many elegant private mansions ; and two large and spacious hotels have
been recently erected, one of which, the Maclure House, will take rank
with the best establishments in the United States. It is built upon the
plan of the Astor House, in New York ; and probably affords quite as
much room as that old and favorite hotel.
The coal basin of Wheeling affords two good veins of that valuable
fuel, both of which, being above water level, immediately in the rear of
the city, are very accessible for mining purposes. The coal is of a good
bituminous quality, and the annual product of the mines is computed at
about 4,000,000 bushels, which at the ordinary rates at which it is sold,
would amount to something like one hundred and fifty thousand dollars per
annum. Besides the veins above water-level, two large and thick seams
have been bored through at a depth of three hundred and five hundred
feet respectively, below the water-level, both of which may hereafter prove
available — especially as the coal is likely to be of a superior quality to
that found nearer the surface.
The manufacturing establishments of this oity are very numerous
various, and extensive — but more especially those of iron, glass,
machinery, paper, silk, cotton, and leather. The total capital invested
in the industrial arts, according to an interesting statistical table, pre.
pared by 0. I. Taylor, Esq., in 1851, was |1,132,411 ; the value of raw
materials annually consumed, was 11,170,617; the number of operatives
employed, 2,459 ; the amount of wages received, annually, $676,318 ; and

EAMBLES IN THE PATH OF THE STEAM HOESE. 359

The WhooUns Brid„'p

the annual productive value, ?2,2(j1,470. To this estimate should be added
at least ten per cent, increase during the last three years ; by which it will
be seen that, while Wheeling has all the elements of great industri.1l
capacity, she is making a bold and vigorous use of them, and that, with
the aid of the great works of transit improvement, connecting her with
nearly every quarter of the Union, near or remote, her prospects for thc
future are not merely good, but they aro certain and brilliant. And her
citizens are eminently worthy of the place ; — they have stood up for its
policy, its interests, and its character, against the most formid.ible
obstacles which a jealous and unscrupulous rivalry could foment. The
history of the Wheeling bridge, when it comes to be fairly understood by
the people, while it will exhibit the enterprise, public spirit, and good
taste of the citizens of Wheeling, will show a most illiberal and con
temptible spirit on the part of certain citizens of Pittsburg, who instigated
the extraordinary persecution which now forms a part of the history of
that magnificent structure. We are not going into a review ofthe points
of controversy involved in the case; it would require too much time, nor
would this be a proper place. The bridge was assailed by Pittsburg
parties, identified with the railroad schemes of that city, and who feared
the more favorable position of Wheeling, as the great connecting-link
between the railway system east, and the still greater one west of the
Alleghany mountain. They saw that Wheeling was destined to be the
terminus of several leading lines of road, connecting with the Baltimore
and Ohio railroad, and the Hempfield railroad ; and they feared the
advantage which a bridge, stretching across the river, would give, in
enabling freight and travel to pass with facility from one side to the
other — thereby avoiding the ferriage which would otherwise be necessary.
Moved by the most selfish and illiberal spirit, this noble structure was
assailed with a bitterness and animosity disgraceful to a civilized com
munity, until, in the face of overwhelming evidence to the contrary, the
Supreme Court of the United States, assuming powers more properly
legislative than judicial, declared it to be a nuisance, as interrupting the
navigation of the river ! From this absurd pronunoiamento, there was no
other alternative but an appe.il to Congress. The government of the
United States, by an irrevocable compact with the state of Ohio, had

360 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Wheeling Bridge.

bound itself to construct a bridge over the river at this place, so as to
connect the National road, (erected in compliance with this agreement,)
passing through the State of Ohio, on the one side, and the State of Vir
ginia on the other. Although the Postmaster General' had recomm ended
this measure, and the citizens of both States had repeatedly urged it,
nothing had ever been done. The United States mails, during the winter
season, when the river was filled with ice, were often delayed for from

W"'

;\

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^^Jtm^".^'^ • Is

Wheeling Suspension Bridge, — Front view.
fifteen to twenty days, while the travel on this great thoroughfare was
seriously interrupted in consequence of the difficulties of crossing the
river at all seasons, and more especially in winter. Under these circum
stances, the citizens of Wheeling themselves, at length moved in the
matter ; and obtaining a charter from the legislature of Virginia, (who
had all the authority to confer it,) one of the most distinguished engineers
of modern times, and a native of Pennsylvania, was entrusted with the
enterprise, who, to the astonishment of all, proposed a bridge which, at one

EAMBLES IN THE PATII OF THE STEAM HORSE. 361

Tbo Wheeling Driilge.

single bound, would unite the two shores, and be of sufficient elevation to
offer no obstruction whatever to the navigation of the river. The plan
was adopted, over two hundred thousand dollars of capital were expended,
and the Wheeling bridge, one of the greatest and most beautiful acliiev-
ments of art in the world, stood forth in its strength and pride. What
was the duty of the United States government, under these circurastances ?
— the bridge it was bound to erect, had been provided by private capital,
and yet by an arbitrary and fool-hardy view of the Supreme Court, was
doomed to destruction. Congress could do no less than come to its
support ; — the bridge received the official sanction of the government ;
was declared a post road, and a military highway, and as such must
be respected, — the decision of the court to the contrary notwith
standing. The bridge, we regret to say, after successfully combating its enemies,
lately encountered one which treated it in a very summary manner.
One of those tremendous gales which, once in a life-time, visit nearly
every section of the country, lately swept up the river with such force
and fury that nothing could withstand it ; and the bridge, waving up
and down in the storm, finally careened, and the destruction that followed
was very serious. It is now, however, being reconstructed ; and it will
not be long before it is again open to the public.
The span of the Wheeling bridge is one thousand and ten feet ; the
height of the towers one hundred and fifty-three feet above the low water
level of the river ; and sixty feet above that of the abutments. The
towers present a most beautiful and imposing appearance. The structure
is supported by twelve wire cables, each thirteen hundred and eighty
feet in length, and four inches in diameter. The total cost of the struc
ture was about two hundred and ten thousand dollars. This bridge
extends from the Wheeling shore to Zane's island opposite — from the
western shore of which there is a wooden bridge connecting it with the
Ohio shore. The national road is thus prolonged, uninterruptedly,
through all seasons, from the State of Virginia to that of Ohio ; and the
great lines of railroad terminating on both sides of the river will thus be
connected by a common artery, as stupendous in its conception, design,
and execution, as it is creditable to the age we live in, and especially to
31

362 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Union line of Steamboats.

the parties who have identified themselves with it — to whom not one
cent of profits have thus far accrued.
Wheeling will, in a very short time, be connected by railroad with the
cities of Cleveland and Sandusky, on Lake Erie, and thence with all
the numerous railroads radiating from those points, as well as several
intermediate tributary ones. The road from Cleveland to Wellsville,
on the Ohio river, is already completed and equipped with running
machinery ; while that from Wellsville to Wheeling, only forty miles in
length, is being actively prosecuted. By the Cincinnati and Zanesville
road, she has a straight line connection with Cincinnati, as well as
numerous lines connecting intermediately with it. And she will havo
another connection with the same city, by the Cincinnati and Marietta
railroad, now in an advanced state of completion ; all of which lines seek
her as the natural geographical centre for the trade of the eastern and
western lines of railroad. But she has other resources besides railway
connections. She is beautifully situated on the Ohio river, and is placed
in daily communication with Cincinnati and Louisville by a line of the
largest and most splendid " floating palaces " on the western waters.
The " Union Line " of steamers was organised under a charter obtained
from the Legislature of Virginia, and the boats run in connection with
the Baltimore and Ohio railroad, and adopt its schedule time for arriving
and departing. In ascending the Ohio river, therefore, the passenger ia
one day nearer to Wheeling than to Pittsburg, situated nearly one hun
dred miles further up, and approached by a precarious navigation ; and
the time consumed in the transit between these cities, would place him,
¦via the Baltimore and Ohio road, in Baltimore or Philadelphia in almost
the same time that he could reach Pittsburg. This, it will be perceived,
is a very important advantage ; and it is one which it is impossible for
Wheeling ever to lose, or Pittsburg ever to gain.
The boats of this line are seven in number, all of which were flnished
in the spring of 1853. They are all very nearly uniform in size and
equipments— measuring three hundred feet in length, combining every
modern improvement, both as to model and machinery, and the various
appointraents necessary to the comfort and convenience of passengers,
and are placed under the management of the most experienced, skilful,

EAMBIiES IN THE PATH OF THE STEAM HOESE. 363
The Ohio River.
and accomplished officers. The boats are fitted up in a stylo of neatness
and splendor which could not easily be surpassed ; while the character
of the board is such that it will not suffer in comparison with the table
d' lioie of any establishment in the country.
The Ohio river is formed by the junction of the Alleghany and Monon
gahela at Pittsburg, ninety-two miles above Wheeling, in the western
part of Pennsylvania. Flowing in a south-westerly direction, it separates
the States of Ohio, Indiana and Illinois, on the right, from Yirginia and
Kentucky on the left, and joins the Blississippi about twelve hundred
miles from its mouth. The French, who long endeavored to control this
stream, called it La Belle Riviere, — " the beautiful river," — which is
also said to be the Indian signification of Ohio. Its entire length is
nearly one thousand miles ; but it is extremely circuitous and erratic in
its course — in a straight line being not more than six hundred and fifty
miles. Its principal tributaries are the Muskingum, Great Kanawha,
Big Sandy, Sciota, Miami, Green, Kentucky, Wabash, Cumberland and
Tennessee— of which the three last are the most important in a com
mercial view, while the Tennessee is the largest. The intermediate
space between Pittsburg and Wheeling is much the wildest and rudest
part of the Ohio. The. hills are high and steep, the river bottom narrow,
and the stream itself rapid and tortuous. There are, however, a number
of beautiful islands, many of which are in a high state of cultivation.
The Alleghany river, with its tributary streams, reaches within a few
miles of Lake Erie, and is navigable for light boats as far up as Clean,
in New York, and Waterford, on French creek, which furnishes its main
supply. Its head waters abound in magnificent pine forests ; and the
principal supplies of lumber for the lower country have been furnished
by the extensive region of country which it drains. The Monongahela
rises in the Alleghany mountains, and flows in a direction contrary to
that of the Alleghany, until they meet each other at Pittsburg, when it
wheels and passes off into the Ohio. The country through which
it passes is very mountainous, but exceedingly rich, alike in agricultural,
manufacturing and mineral resources. It is well known, indeed, for its
" Monongahela " whisky, its flour, its fruit, lumber, coal and iron. A
large portion of this trade, instead of descending the river, as heretofore,

364 EAMBLES IN THE PATH OF THE STEAM HOESE.

The Ohio River.

the navigation of which is very insecure, and the stream itself very tor
tuous, will find its way to the Ohio river over the Baltimore and Ohio
railroad, especially the articles of flour, whisky, and iron manufactures.
From Wheeling, says Judge Brackenridge, in his Recollections of the
West, "the river and its borders undergo an almost instantaneous change.
The hills rapidly subside ; the flat or bottom lands become wider ; the
current of the river is more gentle and regular, and cultivation every
where smiles on its banks. Peace, civilisation, and the cheerful sound
of the huraan voice, have taken the place of the frightful savage wilder
ness, of the nightly howling of the wolf, and the mid-day terrors of the
Indian scalping-knife. After all that has been said about the children of
nature and the beauty of the primitive forest, may it not be more agreeable
to the Divinity, as well as more conducive to human happiness, that the
earth shall be inhabited by rational creatures, cultivating all the arts that
elevate the huraan character ? If this be answered in the affimative, then
I will say that we ought not to regret that the sombre forest has given
way to cheerful landscapes, and that ferocious beasts of prey and the
exterrainating Indian have retired, while their places have been supplied
by christian people and domestic herds." ,
"The spring had not yet begun to unfold her robes, but as we descended
and gained a milder cliraate, both by lessening our elevation and by the
more southern direction of the course of the river, we were continually
meeting some indication of the vernal season. One raorning the buds of
the sugar tree seemed swelled, and of a reddish hue, — the next, the red
bud displayed its delicate pink blossom araong the naked trees. As the
moon shone brightly, and the air was mild and soft, we passed the night
on the little deck — the boat gliding gently along like a summer evening's
dream in lady's bower, the mocking-bird the while enchanting the listen
ing silence with his matchless notes. It is a mistake to say that, in thia
country, poetry, like the silk-worm, has nothing to feed upon, from which
to produce its rich and glossy threads. A Burns or a Byron would tell a
different tale."
Fish creek empties into the Ohio at Martinsville, thirteen miles below
Big Grave creek, at Elizabethtown. A beautiful island lies below its
mouth, leaving but a narrow channel between it and the Virginia shore.

EAMBLES IjST THE PATII OF TUE 8TEAM HORSE. hbi)

Wlu-c in^.

31*

EAMBLES IN THE PATH OF THE STEAM HOESE. 867

It was proposed, for some time, to adopt the valley of tliis creek for the
western terminus of the Baltimore and Ohio railroad ; but after a long
controversy, that of Grave creek was finally determined upon. At nearly
all these islands, and the Ohio river is full of them, dams have been
erected in the river to improve and deepen the channel, and to prevent,
as far as possible, the accumulation of detritus, of which these islands
are formed.
Eighty-nine miles below Wheeling, at the confluence of the Muskingum
with the Ohio, we reach the town of Marietta, situated on a somewhat low
and peninsular flat, and enjoying the rare distinction of having been the
first permanent settlement effected in the present State of Ohio. A
military post, called fort Harmar, had been erected on the opposite side
of the Muskingum, in 1785, in the command of Captain John Doughty ;
and under the protection which it afforded from the Indians, a party of
men, under the charge of Gen. Rufus Putnam, were sent out by the Ohio
Company, in 1788, to effect a permanent settleraent on their lands. Gen.
Arthur St. Clair had been appointed Territorial Governor ; but before his
arrival, temporary laws had been adopted by the people, which were
published to the world by nailing them, in a convenient position, on a tree.
At a meeting subsequently held on the second day of July, the settlement
assumed the name of Marietta, in honor of Marie Antoinette, the Queen
of Louis XVI. In September following, the first court was organised, and
with a great deal of solemnity : Rufus Putnam and Benjamin Tupper
being the judges. A procession was formed to the stockade, called
Campus Martins Hall, where the court was to be held, in the following
order : 1, the high sheriff, with drawn sword ; 2, citizens ; 3, officers of
the garrison ; 4, members of the bar ; 5, tbe supreme judges ; 6, the
governor and clergy; 7, the judges of the court of coramon pleas. For
spectators, there were present a large nuraber of Indians, who looked on
these singular proceedings with silent interest and astonishment. The
settlement was composed of a highly respectable, industrious, and intelli
gent class of men ; and although they encountered a great many severe
difficulties and privations, the natural concomitants of their position in an
isolated wilderness, it continued to thrive and increase, until it became,
and long continued to be, the leading town in Ohio. Some fifty years

368 EAMBLES IN THE PATH OF THE STEAM HORSE.
Marietta. — Parkersburg. — Belpre,
ago, indeed, it was a port of entry, and carried on no inconsiderable trade
with foreign countries. Ship-building, at that early period, was prosecuted
to some extent ; but is now entirely abandoned. Marietta would unques
tionably have become one of the principal cities of the Ohio, were it not
for one serious and insurmountable misfortune — its low position. The
variation of the Ohio, from high to low-water-mark, is stated to be about
thirty-five feet, while there are extreme cases of its reaching sixty feet.
These freshets corapletely overwhelra the town, and are naturally enouo-h
a source of permanent injury. Were it elevated bnt twenty feet higher,
its present population — about five thousand five hundred, including fifteen
hundred in the town of Harmar, on the opposite side ofthe Muskingura 
would, in all probability, be twenty times greater. The water-power
afforded by the Muskingum sustains several manufacturing establishments,
and steamboat building probably constitutes one of its principal branches
of business. This river is navigable by steam, by means of dams and
water-lifts, to Zanesville, about eighty miles from Marietta. It drains a
very rich and productive region of country. The Cincinnati, Hillsborough,
and Marietta railroad is now being constructed, and when finished, will
prove of great benefit to the place. This road will connect with the Balti
more and Ohio railroad at Wheeling, and also with the Northwestern
railroad at Parkersburg, situated but a few miles lower down.
Parkersburg is situated on the Little Kanawha river, at its junction
with the Ohio. It is the seat of justice for Wood county in Virginia, and
contains a population of some three thousand fivg hundred souls. It is
already the theatre of considerable trade ; but on the completion of the
North Western railroad, which will render it the more southern depot of
the vast trade of the Baltimore and Ohio road, it must become a place of
very great importance. Opposite Parkersburg is the village of Belpre,
the general name of a rural settlement, extending some ten or twelve
miles along the river shore. The houses are generally situated a con-,
venient distance apart, and many of them are highly embellished with
their surrounding grounds, gardens, and foliage. Opposite this village is
an object of great celebrity and beauty-Blannerhasset's Island. It is,
we should judge, something like two miles in length, by about one-fourth
of a mile in width, at its broadest part. Blannerhasset owned the upper
26*

EAMBLES IN THE PATH OF THE STEAM HOESE. 369
Blannorhasset's Island.
part ofit, having made the purchase in 170S, from Elijah Backus, Esq.
He at once coraraenced very extensive improvements, eraploying for this
service the best mechanics he could procure in Philadelphia. The house
was a three storied frame, with wings on each side, and fronting on a
magnificent lawn, circular in form, with two wide gravelled avenues
leading, one on each side, around it to the water's edge. The trees were
lofty and magnificent ; and tho space immediately surrounding the house,
was rich and gorgeous in the profusion of flowers, foliage, ehubbery and
fruits.

Island of Blannerhasset,
Herman Blannerhasset was frora a wealthy Irish family, and was born
in England, while his mother was there on a visit. He received part of
his education there, and afterwards graduated at the University of Dublin,
and acquired the profession of the law. He married Miss Adeline Agnew,
grand-daughter of the General Agnew, who was with Wolfe at Quebec.
Being in principle a republican, he sold his estates, and coming to this
country, was everywhere hospitably received by the first families. While
his house was being built on the island, himself and family resided at Mari
etta. Those who knew Mrs. Blannerhasset state that she was a lady of
extraordinary personal beauty, gay and dressy, and an elegant dancer.
She was fond of walking and riding, and on one occasion walked from the
island to Marietta, a distance of twelve miles. She was also, a splendid

870 EAMBLES IN THE PATH OF THE STEAM HOESE.
Blannerhasset and Burr.
equestrienne, and was accustomed to ride in a scarlet riding dress, and made
her horse leap fences and ditches at pleasure. " While at the Island," says
Dr. Hildreth, in the American Pioneer, "Mr. Blannerhasset possessed a
volurainous library of choice and valuable books ; a full set of chemical ap
paratus, and philosophical instruraents, to the accommodation of which one
wing of the dwelling house was appropriated. He was a fine scholar, well
versed in the languages, and refined in taste and manners. So tenacious
was his raeraory, that he could repeat the whole of Homer's Iliad in the
original Greek. With an ample fortune to supply every want, a beautiful
and highly accomplished wife, and children just budding into life, he
seemed, indeed, surrounded with everything which can make existence
desirable and happy. The adjacent settlements of Belpre and Marietta,
although secluded in the wilderness, contained many men of cultivated
taste and refined manners, with whom he held constant and familiar
Intercourse ; so that he lacked none of the benefits of society, which his
remote situation would seem to indicate. Many were the cheerful and
merry gatherings of the young people of the adjacent towns beneath hia
hospitable roof, while the song and the dance echoed through its halls.
In 1805, Aaron Burr, then sailing down the Ohio river, landed, un
invited, on the island, where he was received with frank hospitality by the
family. He remained but three days ; but afterwards frequently visited
the island, and finally enticed Blannerhasset into his plans. These were,
as is supposed, to settle an armed force on the Washita, for the purpose
of colonising that region, and, in case of war between Spain and the
United States — at that time threatened — to subjugate Mexico. It was
charged against Burr, at his trial, that he meditated the severing of the
eastern frora the western states ; but the folly of such a scheme was too
absurd for the sagacity of this artful man. Aud he solemnly declared on
his death-bed that he never meditated treason against the United States.
If he did, Blannerhasset was not aware of the fact, as the letters of him
self and wife evince. Burr did not, however, impart to him all his plans.
He only wished to excite the cupidity of Blannerhasset, with the prospect
of great gain from his land speculation on the Washita, so as to gain
access to his purse. Burr gave security for monies advanced, on his son-
in-law, Mr. Allston of South Carolina ; and while their plans were con-

EAMBLES IN THE PATH OF TIIE STEAM HOESE. 371

Blannerhasset and Burr,

suraraating, the accomplished daughter of Burr, Mrs. Allston, was a guest
of Mrs. Blannerhasset. In the moan time, Mr. Blannerhasset had con
structed a. flotilla of about twenty barges, in the vicinity of Marietta, for
the expedition. The peculiar form of these boats excited curiosity and
apprehension. In December, 1806, he went down the Ohio with them,
having on board about thirty men, and loaded with parched corn meal.
In the mean time an order was received by Col. Phelps, the commandant
of the militia of Wood county, for his arrest, with his associates. Mrs.
Blannerhasset met the military with unblanched cheeks, and forbade
their touching any thing not mentioned in the warrant ; but " the mob
spirit of the militia run riot, the well-stored cellars of the mansion were
assailed, fences were destroyed to feed the sentinel's fires, the shrubbery
was trampled under foot, and for amusement, balls fired into the rich
gilded ceiling of the wall." By the aid of some of her kind neighbors in
Belpre, who were friendly to her husband, and greatly pitied her un
pleasant condition, she was enabled to embark a few days after, with her
two little sons, the most valuable of her effects, and black servants in a
boat ; but did not rejoin Mr. Blannerhasset until he reached Louisville.
Well might they look back in after years with fond regret, to the fair
Eden from which they had been expelled by their own indiscretion, and
the deceptive blandishments of Aaron Burr. In the year 1812, the
dwelling-house aud offices were destroyed by an accidental fire. The
garden, with all its beautiful shrubbery, was converted into a corn-field,
the ornamental gateway which graced the gravelled avenue from the
river to the house, was thrown down ; and for many years not a vestige
has been left of the splendid and happy home of Herman Blannerhasset
but the name. Nearly fifty years have elapsed since some of these events
were transacted, and the thousands of passengers who annually travel up
and down the Ohio in steamboats, still eagerly inquire after, and gaze
upon the " Island of Blannerhasset " with wonder and delight.
At the time of the trial of Burr, for treason, at Richmond, Mr. Blanner
hasset had been arrested, and was confined in the penitentiary at that
plaee. The jury having failed to convict Burr, of course Blannerhasset,
who was only charged as an accoraplice, was set at liberty. He was,
however, completely ruined. The securities which Burr gave for monies

372 EAMBLES IN THE PATH OF THE STEAM HOESE.

Blannerhasset and Burr,— WiUiam Wirt.

advanced had failed; and Blannerhasset, from being a very wealthy
man, was reduced to indigence. He had gone through the fiery ordeal
with a character unimpeached, although subjected to the severest
calumnies. On the trial of Burr, the celebrated orator, William Wirt,
thus elegantly refers to his accomplice :
" Who is Blannerhasset ? A native of Ireland, a man of letters, who filed from the
storms of his own country to find quiet in ours. Possessing himself of a beautiful
island in the Ohio river, he rears upon it a palace, and decorates it with every
romantic embellishment of fancy. A shubbery, that Shenstone might have envied,
blooms around him; music, which might have charmed Calypso and her nymphs, is his;
an extensive library spreads its treasures before him ; a philosophical apparatus
offers to him all the secrets and mysteries of nature ; peace, tranquillity and inno
cence shed their mingled delights around him-; and, to crown the enchantment of
the scene, a wife, who is said to be lovely even beyond her sex, and graced with
every accomplishment that can render it irresistible, has blessed him with her love,
and made him the father of her children. The evidence would convince you, sb,
that this is only a faint picture of real life.
In the midst of all this peace, this innocence and this tranquiUity — this feast of
the mind, this pure banquet of the heart, the destroyer comes !— he comes to turn
this paradise into a hell ! A stranger presents himself. It is Aaron Burr. Intro
duced to their civilities by the high rank he had lately held in his country, he soon
finds his way to their hearts by the dignity and elegance ofhis demeanor, the light
and beauty of his conversation, and the seductive and fascinating power of his
address. The conquest was not a difficult one. Innocence is ever simple and
credulous ; conscious of no designs of itself, it suspects none in others ; it wears no
guard before its breast ; every door and portal and avenue of the heart is thrown
open, and all who choose it, enter. Such was the state of Eden, when the serpent
entered its bowers. The poisoner, in a more engaging form, winding himself into
the open and unpractised heart of the unfortunate Blannerhasset, found but little
difficulty in changing the native character of that heart, and the objects of its
afi'ection. By degrees, he infuses into it tbe poison of his own ambition ; he breathes
into it the fire of his own courage ; a daring and desperate thirst for glory ; an
ardor panting for all the storms, and bustle and hurricane of life, In a short time
the whole man is changed, and every object of his former delight relinquished. No
more he enjoys the tranquil scene ; it has become flat and insipid to his taste ; his
books are abandoned ; his retort and crucible are thrown aside ; his shrubbery
blooms and breathes its fragrance upon the air in vain ; he likes it not ; his ear no
longer drinks the rich melody of music ; it longs for the trumpet's clangor and the
cannon's roar ; even the prattle of his babes, once so sweet, no longer affects him ;
and the angel smile ofhis wife, which hitherto touched his bosom with ecstacies so
unspeakable, is now unseen and unfelt. Greater objects have taken possession of
his soul — his imagination has been dazzled by visions of diadems and stars, and
garters and titles of nobility ; he has been taught to burn with restless emulation at
the names of Cromwell, Cassar and Bonaparte. His enchanted island is destined
soon to relapse into a desert ; and in a few months we find the tender and beautiful

EAMBLES IN THE PATII OF THE STEAM HORSE. 373

Pomeroy, — Coal Mines.

partner of his bosom, whom he lately " permitted not the winds of summer to visit
too roughly," we find her shivering, at midnight, on the winter banks of the Ohio,
and mingling her tears with tho torrents that freeze as they fall. Yet tbis unfortu
nate man, thus deluded from his interest and his happiness — thus seduced from the
paths of innocence and peace — thus confounded in the toils which wore deliberately
spread for him, and overwhelmed by the mastering spirit and genius of another ;
this man, thus ruined and undone, and made to play a subordinate part in this grand
drama of guilt and treason — this man is to be called the principal ofifender; whilo
he, by whom he was thus plunged and steeped in misery, is comparatively innocent
— a mere accessory. Sir, neither the human heart, nor tlie human understanding,
will bear a perversion su monstrous and absurd; so shocking to the soul; so revolting
to reason."

Some two hundred miles below Wheeling, we reach the ^&fc^^;==^
borough of Pomeroy, the capital of Meigs county, Ohio. ^S^^joi:^^^-;?:
Situated on a narrow alluvial belt, with a high hill in the rear, the town
stretches a considerable distance along the river, and makes a very
sprightly appearance. The business ofthe town has been greatly stimu
lated and increased, during the last ten or fifteen,^ears, by the develop
ment of the coal fields in its vicinity. The coal is conveniently located
for economical working, is of a very good bituminous quality, and a vast
amount is annually consumed by the steamboats navigating the river. A
railroad runs from the mines to the river, over which the coal is con
ducted, and emptied from the cars into large flat-boats. A steamboat,
desiring a supply of coal, gives a signal and slackens her pace somewhat,
when these flat-boats draw up alongside, and throw iS the amount of coal
32

374

EAMBLES IN THE PATH OP THE STEAM HOESE.

Battle of Point Pleasant,

desired.

In this way little time is lost. The wharves of the coal com-

pany extend some four or five miles along the river, so that the coal boats
can always find their way back again without inconvenience. The aggre
gate amount of fuel mined, is estimated at one hundred and flfty thousand
tons per annum — employing some four hundred miners .ind laborers,
the forraer principally Welshmen. The coal lands thus worked are nearly
all on the estate of the late Samuel W. Pomeroy.
The river, for many miles on the Ohio side, presents an alraost con
tinuous and unbroken range of buildings, while the country, both in
front and behind the river hills, presents every indication of fertility.
Sometimes the bottom lands are extremely rich and beautiful, and present
scenes of elegant sufficiency, quiet, peace and contentment, which makes
one sigh to think of the bustle and folly of a city. But the Ohio, now so
serene and beautifully calm, was not always so. A few miles further
down, we are sufficiently reminded of its former history — of those ter
rible conflicts which made its banks dangerous, and its waters bloody —
of those days when the wild beast and the savage were " lords of all they
surveyed." Point Pleasant will forever be famous as the spot upon which was
fought a desperate and bloody battle with the Indians. In 1774, Lord
Dunmore, then Governor of Virginia, at the head of four or five regiments
of troops, set out on an expedition against the Indians. On approaching
Point Pleasant, sorae distance off, he cut his command in two divisions,
one of which was coramanded by Col. Lewis, and embraced a force of
about eleven hundred raen. They separated with the understanding
that, each taking a somewhat circuitous route, they would meet at Point
Pleasant. Lewis's expedition first arrived, and, after waiting some time
for Dunmore, they received a message from him to cross the Ohio, and
advance further west. While in the act of departing, a large force of
Indians were met, comprising the best warriors of the Delaware, Shaw
anee, Mingo, Wyandotte and Cayuga tribes, and commanded by the
celebrated chief. Cornstalk. An engagement immediately ensued, being
the 10th day of October of that year, which was continued, with great
slaughter, on both sides, from morning till evening, when the Indians
retreated, and made' their escape over the Ohio. The loss of the Vir-

EAMBLES IN THE PATH OF THE STEAM HOESE. 375
Point Pleasant.
ginians was one hundred and forty wounded, and seventy-five killed.
That of the Indians could not be ascertained with certainty ; as but
thirty-seven killed were recognised, it is supposed that on their retre.it
many of their dead were thrown into the river. Dunmore shortly after
countermanded his order to advance, and in explanation of his delay in
joining Col. Lewis, gave as a reason that he had been endeavoring to
negotiate a peace with the Indians, which was subsequently done. A
fort, however, was subsequently erected on the spot, near the junction
of the Kanawha with the Ohio river. On the breaking out of the Revo
lutionary war, the Indians again became very troublesome, and were
¦ generally seduced into the British cause, through the exertions of emis
saries scattered amongst them. In 1777, Cornstalk, who was reluctant

.^t^Wr^^

Point P/.asant

in engaging in the British service, came to the fort on an errand of peace,
when he and an asociate were retained as hostages. On account of a
murder committed by an Indian, while the chief was thus held, he was
cruelly put to death, together with his son, and the Indian who accom
panied him. This act was regarded as so barbarous, that a large reward
was offered for the apprehension of the guilty perpetrators of the outrage,
but they were never brought to justice. Cornstalk, it was very certain,
was in favor of the American cause, and considering his influence and
character among the Indians, it was doubly disgraceful that he should thus
have been butchered among those and by those he esteemed his friends.

376 EAMBLES IN THE PATH OP THE STEAM HOESE.
Salt Springs.
Point Pleasant is now the seat of justice for Marion county, Virginia.
Its population is about eight liundred.
The great Kanawha river, which empties into the Ohio at Point Plea
sant, traverses the great salt and coal region of western Virginia. Salt
springs occur at various points along the Ohio river, and the streams
tributary to it ; but those of the Kanawha valley are the most extensive
and productive. An illuminating gas issues from the borings, which
renders the formation a peculiarly interesting one, and we therefore lay
before our readers a description of the phenomenon, as published in the
Lexington Gazette, a few years ago.
The writer says " they are, in fact, a new thing nnder the sun ; for in all the
history of the world, it does not appear that a fountain of strong brine was ever
before known to be mingled with a fountain of inflampiable gas, sufficient to pump it
out in a constant stream, and then, by its combustion, to evaporate the whole into
salt of the best quality. The country is mountainous, and the low grounds along
the river are altogether alluvial, the whole space of about a mile in width, having
been at some time the bed of the river. The rooks are chiefly sandstone of various
qualities, lying in beds, or strata, from two inches to several feet in thickness.
These strata are nearly horizontal, but dipping a little, as in other parts of the
country, to the N. w. At the salt-works, they have somehow been heaved up into a
swell above the line of general direction, so as to raise the deep strata nigher to the
surface, and thus to bring those in which the salt water is found within striking-
distance. Among the sand rocks are found layers of slate and coal ; this latter being also,
by the same upheaving, made more conveniently accessible than in most other parts
of the country.
The salt water is obtained by sinking a tight curb, or gum, at the edge of the river,
down about twenty feet, to the rook wbich underlies the river, and then boring into
the rook. At first, the borings did not exceed two hundred feet in depth, but the
upper strata of water being exhausted, the wells were gradually deepened, the water
of the lower strata being generally stronger than the upper had ever been. Until
the year 1842, none of the wells exceeded six or seven hundred feet in depth.
Mr. Tompkins, an enterprising salt-maker, was the first to extend his borings to a
thousand feet, or more. His experiment was attended with ai most unexpected
result. He had somewhat exceeded a thousand feet, when he struck a crevice in th©
rook, and forth gushed a powerful stream of mingled gas and salt water. Generally,
the salt water in the wells, was obtained in rock merely porous, and rose by hydro
static pressure to the level of the river. To obtain the strong water of the lower
strata, unmixed with the weak water above, it is the practice to insert a copper tube
into the hole, making it fit tightly below, by means of wrapping on the outside, and
attaching tbe upper end to the pump, by which the water is drawn up to the furnaces
on the river bank.
When Mr. Tomkins inserted his tube, the water gushed out so forcibly, that

EAMBLES IN THE PATH OF THE STEAM HORSE. 877
Salt Springs, — Gallipolis.
instead of applying the pump, he only lengthened his tube above the well. The
stream followed it with undiminished velocity to his water-cistern, sixty feet above
the level of the river.
In the next place, he inserted the end of the spout from which the water and gas
flowed, into a large hogshead, making a hole in the bottom to let out the water into
the cistern. Thus the light gas was caught in the upper part of the hogshead, and
thence conducted by pipes to the furnace, where it mingled with the blaze of the
coal fire. It so increased the heat as to make very little coal necessary; and if
the furnojce were adapted to the economical use of this gaseous fuel, it would
evaporate all the water of the well, though the quantity is sufficient to make five
hundred bushels of salt per day. The same gentlemen has since obtained a second
gas-well, near the former, and in all respects similar to it. Other proprietors of
wells have also struck gas-fountains by deep boring. In one of these wells the gas
forces the water up violently, but by fits, the gush continuing for some two or
three hours, and then ceasing for about the same length of time. In another of
these wells there has been very recently struck, a gas-fountain that acts with suoh
prodigious violence as to make the tubing of the well in the usual way impossible ;
when the copper tube was forced down through the rushing stream of brine and
gas, it was immediately flattened by the pressure ; aud the auger-hole must be
enlarged to admit a tube sufficiently strong and capacious to give vent to the
stream without being crushed. In another well, a mile and a half from any gas-
well, a powerful stream of gas has been recently struck. It forces up the water
with great power ; but, unfortunately for the proprietor, the water is too weak to
be profitably worked. It appears from this fact, that the gas is not inseparably
connected with strong brine. When struck before good salt water is reached, it
will operate injuriously, for no water obtained below it can rise at all, unless the
pressure of the gas be taken off by means of a strong tube extending below it.
Several wells have been bored to a depth equal to that of the gas-wells, without
striking the gas; the source of which seems to lie below, perhaps far below, the
depth of the wells. This light, elastic substance, wheresoever and howsoever
generated, naturally presses upwards for a vent, urging its way through every pore
and crevice of the superincumbent rocks, and the well-borer's augur must find it in
one ofthe narrow routes of ite upward passage, or penetrate to its native coal-bed
before it will burst forth by the artificial vent.
The opinion just intimated, that the gas originates in deep coal-beds, is founded
on the fact that it is the same sort of gas that constitutes the dangerous fire-damp
of coalpits, and the same that is manufactured out of bituminous coal for illumina
ting our cities. It is a mixture of carbureted and sulpbureted hydrogen. Philoso
phers tell us that bituminous coal becomes anthracite by the conversion of its
bitumen and sulphur into this gas, and that water acts a necessary part in the
process. Whether the presence of salt water causes amore rapid evolution of the
gas, the present writer will not undertake to say; bnt, somehow, the quantity
generated in the salt region of Kanawha is most extraordinary.
Gallipolis, four miles below Point Pleasant, is the county seat of
Gallia, in Ohio It-is pleasantly situated, and occupies high ground on
32*

378 RAMBLES IN THE PATH OF THE STEAM HOESE.
Gallipolis.
the bank of the river. Its present population is about two thousand, and
it appears to be in a flourishing condition. It was settled in 1791 by
Frenchmen, and is thus noticed by Judge Breckenridge, who visited it
some years after. Gallipolis, he remarkes, " with the exception of a few
straggling log houses, consisted of two long rows of barracks, built of
logs, and petitioned off in rooras ofsixteenor twenty feet wide, with what
is called a cabin roof, and wooden chimneys. At one end, there was a
larger room than the rest, which served as a council chamber and ball
room. This singular village was settled by people from Paris and Lyons,
chiefly artisans and artists, peculiarly unfitted to sit down in the wilder
ness and clear away forests. I have seen half a dozen at work in taking
down a tree, some pulling ropes fastened to the branches, while others
were cutting around it like beavers. Sometimes serious accidents
occurred in consequence of their awkwardness. Their former employ
ments had only been calculated to administer to the luxury of highly
polished and wealthy societies. There were carvers and gilders to the
king, coachmakers, frizeurs and perukemakers, and a variety of others,
who might have found sorae eraployment in our larger towns, but who
were entirely out of their place in the wilds of the Ohio. Their means by
this time had been exhausted, and they were beginning to suffer from the
want of the comforts and even necessaries of life. The country back from
the river was still a wilderness, and the Gallipolitans did not pretend to
cultivate any thing more than small garden spots, depending for their
supply of provisions on the boats which now began to descend the river,
but they had to pay in cash, and that was become scarce. They still
asserabled at the ball room twice a week ; it was evident, however, that
they had felt disappointment, and were no longer happy. The predilec
tions of the best among thera, being on the side of the Bourbons, the
horrors of the French revolution, even in their remote position, mingled
with their private misfortunes, which had at this time nearly reached the
acme, in consequence of the discovery that they had no title to their lands,
having been cruelly deceived by those from whom they had purchased.
It is well known that congress generously made them a grant of twenty
tiiousand acres; from which however, but few of them derived any
advantage.

EAMBLES IN THE PATH OF THE STEAM HOESE.

379

Gallipolis, — Guyandotte.

Gallipolis is the proposed terminus of the Virginia Cental railroad,
running by way of Charleston, Covington, and Gordansville to Richmond,
the capital of the State. A portion of the road is already finished, and
we believe the whole of it is under contract. A branch road is proposed
from the mouth of the Guyandotte river, thirteen miles below, to meet
this road at Charleston. The Big Sandy river, four miles below tho Guy
andotte, separates the State of Virginia from Kentucky, for nearly two
hundred miles, and is navigable for a short distance. The village of
. Catlettsburg, on the Kentucky side of the stream, by means of railways
communicating with it, is likely to become a place of importance.
The Guyandotte Coal and Iron cora-
j^„ - pany, of which Gen. J. Wattson Webb,
the distinguished editor of the New York
Conner and Enquirer, is president, owns
several thousand acres of the land lying
m proximity to the river of that name.
Neaily every acre of this great estate,
it IS well known, abounds in coal and
iron, and it needs but a comparatively
trifling amount of capital to develope
the resources of the soil, and to make

Ironton.

it yield princely returns to the owners. The eoal trade alone, if actively
prosecuted, would pay an enormous profit. This whole region of country
for many miles along the Ohio river, and many more on each side ofit, is
one great mineral formation— erabracing, in extraordinary abundance,
those most valuable of all mineral treasures, coal and iron ; while, at the

380

RAMBLES IN THE PATH OF THE STEAM HOBSE.

Ironton. — Hanging Rock.

same time, the surface of the soil is equally as remarkable for its agri
cultural fertility.
The town of Ironton, about two hundred and fifty miles below
Wheeling, is one ofthe most extensive iron establishments in the western
countrv. Sorae two thousand operatives are employed in the various
departments of the establishment, which
includes the production of pig metal,
(there are some thirty-five blast furnaces
in the vicinity,) and the raanufacture of .
bai iron, steam-engines, locomotives, rail
way cars, stoves, hollow ware, axes,
and the coarser qualities of cutleiy
Tlieie are foundeiies, rolling mills, plan
ing mills, &c The whole vicinity a few
yeais ago was under cultivation Iron ore
and coal are both found in extensive
deposits , and the spot appears to enjoy

Hanging Rock.
advantages for the extensive prosecution of the iron manufacture seldom
combined in one locality. The whole establishment is owned and ope
rated by the Ohio Iron and Coal company, organised under an act ofthe
Legislature of Ohio.
The village of Hanging Rock, situated four miles below, is also in the
coal and iron region, and has a rolling mill, a forge, and a foundery, in its
midst. A railroad communicates with the iron . and coal mines in the
vicinity through the gap in the river hills, and it is a principal point of

EAMBLES IN THE PATH OF THE STEAM HOESE. 881

The Scioto. — Portsmouth.

shipment for these staples. The village takes its name from a huge rock,
overhanging a precipice, some four hundred feet in height, immediately
in the rear of the iron works — giving the spot a singularly picturesque
appearance, as seen from the river.
Twenty-four miles lower down, we have the borough of Portsmouth, one
of the most beautiful and important towns on the Ohio river. It is the
seat of justice for Scioto county, well known as one of the richest agricul
tural districts in Ohio. The Lake Erie and Ohio canal, something like three
hundred and seven miles in length, terminates at this place, and has, of
course, been of great benefit to it. The Scioto valley and Hocking rail-

Portsmouth.
road also has a terminus here. The town stands in an elevated position,
with a gradual slope to the Water's edge. This slope, which is termed
the landing, is substantially paved with cobble stones ; and is ascended
and descended by drays and wagons to the steamboats, by roads running
at a slighter inclination up the sides, in a right and left course, as may be
observed in the sketch annexed. A large basin, with dry docks for the
building and repair of steamboats, is now being erected on the opposite
side of the Scioto. The town contains numerous iron and other manufac
tories; and is in the vicinity of large beds of iron and coal. The present

882 EAMBLES IN THE PATH OF THE STEAM HOESE.
Maysville.
population is about five thousand. The Scioto river is about two hundred
miles to its source, but is not navigable with steam farther than Chilli
cothe, forty miles from Portsmouth, and thus far only with small boats.
Chillicothe was laid out into a town in 1796, and subsequently became
the capital of the State. Columbus, however, is now the seat of govern
ment. It is situated in the heart of the richest agricultural region of the
State, and does an extensive trade in flour, pork-packing, &o. Present
population nearly seven thousand. Columbus, the capital of the State, is
situated fifty miles further up the Scioto, being ninety miles distant from
Portsmouth. It has a population of over seventeen thousand, and is con-

Maysville.
nected by railway and canal, with every section of the United States.
Besides the imraediate capital buildings, it contains a State Lunatic
Hospital, an Asylum for the Blind, one for the Deaf and Dumb, and the
Ohio Penitentiary. Forty years ago the ground upon which this beautful
city now stands, was a perfect wilderness, whose solitudes had not yet
been broken by the march of civilisation.
Maysville, the county seat of Massu, is pne of the oldest and hand
somest cities in Kentucky. The situation, like that of Portsmouth, is
elevated, commanding and picturesque ; — a range of bold and verdant
highlands, rising immediately behind it, and rendering its appearance
from the boats passing up and down the river, extremely attractive.
Thus confined to a narrow belt, between the river and the surrounding
hills, the town is closely and compactly built, and gives every indication
of prosperity and industry. It is the entrep8t of goods and produce im-

EAMBLES IN THE PATH OF THE STEAM HOESE. 383

Cincinnati.

EAMBLES IN THE PATH OF THE STEAM HOESE. 885

ported and exported by the north-eastern section of Kentucky, and is by
far the most extensive hemp market in the United States, while the
raanufacture of ropes constitutes one of the leading features of its busi
ness. There are, however, two steara cotton factories, two iron founderies,
and a large nuraber of manufactories of ploughs, agricultural implements,
coaches, wagons, &c. The town was settled in 1784, by the celebrated
Simon Kenton, and was for some years the residence of the great pioneer
and principal founder of the state, Daniel Boone. Its present population
is about seven thousand, and being on the line of the great Nashville
(Tenn.) and Livingston, and Lexington, and Maysville, and Portsmouth,
railroads, connecting with the Ohio river and the vast railroad systera in
that state, its prospects for the future are very cheering. This vast chain
of railway connects, by a short branch road from Portsmouth to Jackson,
with the Cincinnati and Marietta road, and thence with the northwestern
road at Parkersburg, and the main stem of the Baltimore and Ohio rail
road at Wheeling ; and makes a straight line very nearly throughout its
entire length to the city of Baltimore. The extent of the railway systera
now being completed, in this quarter, fills the stranger with amazement,
and the trade which will, in a few years, seek the avenues to the sea
board thus opened, cannot but be enormous, and far exceed the expecta
tions of the most sanguine.
Cincinnati is well known as the most populous and important city of
the west, and takes rank as the fifth largest city in the United States —
coming next to New Orleans. *It is reraarkable for its rapid growth,
extensive trade, and productive industry. From its central position
between Pittsburg and the mouth of the Ohio, it has become the principal
gathering and distributing point in the valley of that river. It is beauti
fully situated in a valley three miles in diameter, intersected from east
to west by the Ohio, and environed by a range of hills, with a well defined
circular form, raising by gentle acclivities, about four hundred feet above
the river. From the suraraits of these hills the most beautiful views of
the city are obtained. The greater part of it is built on two terraces or
plains, of which the first is fifty, and the second over one hundred feet

* Gosetteer of the United States.
33

386 EAMBLES IN THE PATH OF THE STEAM HOBSE.
Cincinnati.
above the low-water mark of the river. The front margin of the latter,
originally a steep bank, has been graded to a gentle declivity, so that the
draining of the city is effected by means of the streets directly into the
river. The upper terrace slopes gradually toward the north, and, at the
average distance of a mile, terminates at the base of the Mount Auburn
range of limestone hills, adorned with splendid country-seats, vineyards,
and gardens. The city extends more than three miles along the river,
without including the suburban villages. The central portions are com
pactly and handsomely built, with streets about sixty-six feet wide,
bordered with sptfcious warehouses and dwellings of brick and stone.
Many of them are well paved, lined with ornamental shade-trees, and
lighted with gas. Araong the handsoraest portions of the city are Broad
way, Pearl, Main, and Fourth streets. At the foot of Main street is the
public landing or levee, an open area of ten acres, with one thousand feet
front. The shore is paved with stone from low-water mark to the top of
the first terrace, and furnished with floating wharves, which accommodate
themselves to the great variation in the height of the river. The mean
annual range from low to high water is about forty-five or fifty feet. The
city is divided into sixteen wards, and governed by a mayor. and a board
of trustees, consisting of three raerabers from each ward, usually known
as the oity council.
The public buildings of this city will compare favorably with those of
any other city in the Union ; while the private residences and ordinary
b-usiness stands are of a higher architectural standard, upon the whole,
than those which characterise our Atlantic cities. There is obtained in
the vicinity a remarkably fine building stone, not as good as marble, but
superior to sandstone, which, having a light milk-white color, and beino-
easy to dress, is used very extensively. Even the brick houses are gen
erally converted from their harsh red color into that of brown or straw
yellow ; while the streets appropriated to private residences are nearly
all lined with trees, and the side-walks paved with large flag-stones.
Some portions of the city present an aspect, very nearly as rich and
elegant as the famous Fifth Avenue of New Tork, the very heart of the
" upper ten thouaand" of that city — with this difference in favor of Cin
cinnati, that while the one is massively great and artistio, the other

EAMBLES IN THE PATII OF THE STEAM HOESE. 3b i

appe.ars more simple, natural, and home-like. Indeed, the splendor of
Cincinnati is governed so completely by nice taste, that it constitutes as
prominent a characteristic of the city as unlicensed estravagrance and un
meaning show characterise New York. In this respect, it may be said to
occupy a medium position between New York and Philadelphia — being
about as free from the frightful fashionable extremes of the one, as it is
from the dulness, methodical simplicity and Quaker rigidity of the other.
There is no city in the Union that has as raany direct railw.ay connec
tions as Cincinnati. They radiate here in all directions ; and by their
lateral connections, render hundreds and thousands of miles of railway
tributary to her interests. From the East, the West, the North and the
South — the lines of railway all tend to Cinoinn.ati, as the great centre and
focus of their trade. By nieans of the Miami canal, she is connected
witli Lake Erie and the Whitewater canal, and by the Ohio river with all
points on the Mississippi and its numerous navigable feeders. Great, there
fore, and extraordinary as the growth of this city has been, it can experience
no diminution in the rate of increase in the future ; but on the contrary,
bids fair to exceed it. What its growth will be in the future, may be best
inferred from what it has been in the past. Thus, at the commencement
of the present century, its population was scarcely five hundred ; in 1810,
it was two thousand tliree hundred ; in 1S20, it was over nine thousand ;
in 1S30, it was nearly twenty-five thousand ; in 1840, over forty-six thou
sand ; while at the present moment it is at least one hundred and twenty-five
thousand, having reached over one hundred and sixteen thousand in 1850.
At this rate of increase its population, in ten years more, will be something
like two hundred and fifty thousand ; while, in twenty years, it will fully
equal the present population of Philadelphia— the per centage of inore.ase.
it will be observed, h.aving also nearly doubled since 1840. This increase
is undoubtedly the result of the extraordinary railw.ay system which now
surrounds her, and which, in its onward progress, annually brings into its
lap the produce of thousands and thousands of additional acres of virgin
soil. In 1S52, there were two hundred .and seventy steamboats employed
principally in its commerce ; and the whole nnmber of steamboat arrivals
at her wharves was over three thousand seven hundred. The shipping
of the port, during the same year, amounted to an aggregtite of 11,781

388 EAMBLES IN THE PATH OF THE STEAM HOESE.
Cincinnati.
tons, enrolled and licensed. The chief article of export is pork, for which
it is well known as the raost extensive market in the United States. The
total value of manufactured and industrial articles is estimated at
$55,017,000 per annum ; of the exports, $10,000,000 consist of strictly
domestic produce ; $4,500,000 of northern productions ; and $36,500,000
of merchandise and manufactures. The imports may be set down as, in
general, equal to the exports, — there being, at any rate, but a trifling
difference in the aggregate amount. The extent of the manufacturing
industry of this great western city, will be better understood by the fol
lowing items, being the value of some of the leading articles manufactured
for general distribution, and not including any of those which are merely
local, as carpentry, brick-making, baking, etc. Thus, the manufacture
of iron, in all its varieties, amounts to $5,547,900 ; cloths and clothing,
$4,427,000 ; leather, $2,589,650 ; wood and furniture, $2,356,890 ; grease
and oils, $4,445,000 ; alcohol, wines, and liquors, $4,191,920 ; copper and
tin, $515,000 ; animal meats, (principally pork,) $5,895,000 ; books
and publications, $1,246,540; cars and cariages, $255,937; chemicals,
$226,000 ; corn and feed, $1,690,000 ; tobacco, $931,000 ; steamboats,
$488,000 ; white lead, $385,000 ; and miscellaneous items, $458,000 ;—
making a grand total of $35,840,337 ! There is, probably, no place in
the United States where fuel, food, and the raw materials of cotton, wool,
iron and coal, can be procured so cheaply. More than two hundred
steam-engines are employed in its various manufactories, embracing some
forty-five iron founderies, with machine shops ; five rolling mills ; thirty-
five lard-oil and stearine factories ; fourteen flouring raills ; over one
hundred manufactories of clothing ; one hundred and thirty-six of furni
ture ; twelve publishing houses ; forty wine and liquor factories ; nine
paper mills ; sixty-two tobacco factories ; two type founderies ; twelve
bell and brass founderies ; forty hat factories ; nineteen of edge-tools ;
thirty-eight of soap and candles ; besides an innumerable number of small
miscellaneous establishments. The production of wine, in this country,
is confined principally to this city, which now constitutes a large item of
its trade. There are over twelve hundred acres of land, in the vicinity
of the city, principally devoted to the cultivation of the grape ; and the
annual production, in wines, is estimated at some two hundred thousand

EAMBLES IN THE PATH OF THE STEAM HOESE. 389
Newport.

RAMBLES IN THE PATH OF THE STEAM HORSE. 891

gallons. The principal house in this description of business is that of
Longworth & Co., and their Catawba champagnes are already very gen
erally used throughout the country, and enjoy the highest favor. These
wines have all the .appearance and the geueral taste and strength which
characterises foreign champagne ; with the additional merit of greater
purity, if not a higher quality. The climate of Cincinnati is favorable to
the cultivation of the grape, and the business of making wine is largely
on the increase. Indeed, Messrs. Longworth & Co. find it impossible to
supply the demands for the sparkling Catawba ; and the day is evidently
not far distant when the culture of the vine and the extensive manufac
ture of the better class of wines, will form one of the leading features of
the staple productions of this prolific region.
Cincinnati contains upwards of one hundred churches, some of them
most magnificent structures, and embracing nearly every denomination
peculiar to the christian faith. There are also four Jewish synagogues.
Its literary and benevolent institutions are numerous and well sustained.
It has three colleges, properly so called; three colleges of Medicine,
one of Dental Surgery, a Theological Serainary, under the direction of
the New School Presbyterians ; and three other similar institutions under
the direciton of the Old School Presbyterians and Baptists. The public
schools are well supported, and will favorably compare with those of any
other city in the world. They occupy thirteen three-storied brick build
ings, each capable of accomraodating five hundred pupils. Connected
with these is the High or graduating school, in which the higher branches
of education and science are taught, together with the languages. The
Mercantile Library contains over fourteen thousand volumes. The Cin
cinnati Observatory is a stone edifice, (the corner-stone of which was laid
by the late John Quincy Adaras,) situated on Mount Adaras, which rises
five hundred feet above the river, and coramands a wide, varied, and
magnificent prospect of the surrounding countiy, with its "vine-clad
hills " and rolling verdure. Through the centre of the main building rises
a tower of masonry, built on the solid limestone, which supports the great
equatorial telescope, said to be one of the largest and most perfect in the
world. The focal length is a little over seventeen feet, and the diaraeter
of the object-glass twelve inches, with magnifying powers ranging from

392 RAMBLES IN THE PATH OF THE STEAM HORSE.

one to fourteen hundred times. Cincinnati is celebrated for her hotels ;
one of which, at least, is fully equal to any other in this country. This
is the Burnet House, named in honor of the late Judge Burnet, one of
the oldest, wealthiest, and riiost distinguished citizens of the West. It
was erected by a company at a cost of three hundred thousand dollars.
It is built of granite, is six stories high, surmounted with a dome, and
contains three hundred and forty-two apartments. It is not conducted in
a style corresponding with its palatial appearance ; but nevertheless
stands in the front rank of establishments of its kind.
Cincinnati is four hundred and sixty-five miles, by the river, from
Pittsburg ; six hundred and seventeen from Philadelphia ; five hundred
and twenty from Baltimore ; four hundred and ninety-seven from Wash
ington city ; six hundred and fifty-two from New York via Lake Eric ;
one huudred and thirty-two above Louisville ; four hundred and ninety-
four above the mouth of the Ohio, and fourteen hundred and forty-seven
frora New Orleans.
The first settlement of the place was made in 1788, by a party of men
sent out by Mathias Denraan and Robert Patterson, to improve a portion
of the land purchased by the Hon. John C. Symmes. This purchase em
braced a tract of 311,682 acres in the north-west quarter of the State,
lying between the Great and Little Miami rivers, and extending along the
Ohio a distance of twenty-seven miles. A portion of this purchase was
reserved for schools and religious societies. Denman became interested
in the speculation with Symmes, and subsequently sold the tract of which
Cincinnati is now a portion to Patterson and Wilson, who laid it out for
a town. Wilson was soon after killed by the Indians, and his interest in
the purchase oame into the hands of Israel Ludlow, who thus became one
of the pioneers and active founders of the city. In 1796, the town
assumed the name it now bears, and boasted some eighteen or twenty
rude houses and log cabins. A few years previously. Major Doughty of
the United States Army, (descending the Ohio from Fort Harmar, at
Marietta,) erected Fort Washington, which, affording protection from the
Indians in the surrounding country, stimulated the growth of the place,
and rendered it a common rendezvous for the army in the west during
the ensuing twelve or fifteen years. On the fourth of July, 1799, the

RAMBLES IN THE PATH OF THE STEAM HORSE. 393
Cincinnati. — Newport. — Covington
guns of this fort, at the dawn of day, poured forth a salute to the last
national anniversary of the eighteenth century. The troops and militia
paraded under Governor St. Clair, and joy, festivities, and sports crowned
the day. The Indian conquest, after long and repeated efforts, was ter
minated, and Fort Washington ceased to be a necessary source of protec
tion or of consequence ; the pioneer village, with five hundred inhabitants,
began to be a town, and Cincinnati at once entered upon its extraordinary
career of civil, commercial, and industrial prosperity. In ten years its
population rose from five to over twenty-three thousand ; and it has con
tinued to increase in very nearly pro rata proportion up to the present
time. On the opposite side of the Ohio, in Carapbell county, Kentucky, is the
city of Newport, which, like its great neighbor, is increasing at a most
astonishing rate. It is separated frora Covington by the Licking river,
-which here erapties into the Ohio. Newport, and the adjacent villa'ges of
Jaraestown and Brooklyn, will soon be consolidated ; and the greater
portion of the whole will most probably be composed of elegant private
mansions and cottages, to accommodate wealthy citizens retiring frora
business and the bustle and excitements of Cincinnati. Its present popu
lation is about nine thousand ; and it contains several extensive rolling-
mills, iron founderies, and a manufactory of silk goods, &c. Newport is
connected with Cincinnati by steam ferry boats, running to and fro
continually. The city of Covington, lying on the lower side of the Licking, which
separates it from Newport, and opposite Cincinnati, is in Kenton county,
Ky., and contains a population of thirteen thousand. It stretches along
the Ohio river for a long distance, and is connected with Cincinnati by
steam ferry boats. It has many very superior private dwellings, and
from its more retired situation has attracted, and must continue to do so,
an intelligent and wealthy population. In the rear of the city is Linden
Grove, a beautiful cemetery, laid out and embellished with great taste
and skill. The Latonian Springs, a fashionable watering-place, are four
miles in the interior. Covington has manufactories of cotton, iron, hemp,
silk, and tobacco, and one of the largest establishments in the west for
packing pork. It contains several banks and institutions of learning

394 RAMBLES IN THE PATH OF THE STEAM HORSE.

North Bond.

and benevolence. It is the northern terminus of the great line of railway
from Nashville via Lexington, to the Ohio river.
Sixteen miles below Cincinnati we pass North Bend, the beautiful and
commanding residence of the late Gen. Harrison, who died shortly after
his inauguration as president of the United States.
Snatched all too early from that august fame.
That, on the serene heights of silvered age.
Waited with laurelled hands.
The house he occupied is a plain building, in full view of the river. His
reraains are interred in a beautiful knoll of ground, a short distance
below the mansion ; and the brick vault erected over hira may be seen
for several miles up and down the river. Standing on this mound, the
eye takes in portions of three states, viz. : Ohio, Indiana, and Kentucky.
Near Gen. Harrison's remains are those of the Hon. John Cheeves
Syraraes, the original proprietor of all the lands, including Cincinnati,
stretching along the river for sorae twenty-seven miles. He intended
North Bend as the site for the town which subsequently sprung up at
Cincinnati ; and a stiff rivalry was for some years maintained. Cincin
nati, however, took the lead upon the erection of Fort Washington, which
thus attracted the people in consequence of the defences it afforded
against the depredations of the Indians. General Harrison was closely
identified with the military struggles of the west; participated largely
in its civil affairs ; and was finally elected president of the United States
by an overwhelming majority. He bore throughout life the character of
a patriotic citizen and soldier ; an enlightened and sagacious statesman ;
and a benevolent and useful man. Few men died more lamented ; — and
none have ever fallen from a higher position in the regards and esteem
of his countrymen. Our lives are rivers, gliding free
To that unfathom'd, boundless sea —
The silent grave !
Whither all earthly pomp and boast
EoU, to be swallow'd up at last,
In one dark wave !
Four miles below North Bend, the Great Miami river enters the Ohio,
and for some distance in its upward course, forms the boundary line

EAMBLES IN TIIE PATH OF THE STEAM HOESE. 395

Covington.

l,'ll«''lilll/J'!if i!j!|,

EAMBLES IN THE PATH OF THE STEAM HORSE.

897

The Great Miami, — Ohio and Mississippi Railroad.

between Ohio and Indiana. Its principal tributary is the Mad river, which,
after traversing an extremely rich and fertile country, empties into the
Miami near Dayton, seventy miles from its mouth. The whole country
through which it flows is remarkable for its wealth, productive resources,
and great agricultural fertility. The Ohio and Mississippi railroad,
running in a nearly straight line from Cincinnati to St. Louis, crosses
the river near its j auction with the Ohio, by a splendid bridge, represented
ja ibe ¦j-.er'-'l skeioh. In thr foregiound of this picture, the artist has

Mouth of the Great Miami. — Mississippi and Ohio
Railroad.
£ — ^ introduced two well-known and dear
natives of the western forest, which
serve to remind us of the changed
condition of the country through which
we are now passing. Garae, of every
description, is still plenty ; — but forty
or fifty years ago the whole boundless
west swarmed with it. The waters

were full of fish, the land full of deer, and the air
full of birds. An idea of the extent of the garae
generally, fifty years ago, may be gathered from an
incident mentioned by Judge Brackenridge: "It
was about the beginning of sumraer — the air was
delightfully mild and clear, while nature was clad
in her most luxuriant robes. The shore, for some
distance, was a smooth rock. We gathered the wild
pea vine, and made ourselves soft beds under the
34

898 RAMBLES IN THE PATH OF THE STEAM HORSE.
The Ohio fifty years ago.

shade of the trees, which stretched their giant vine-clad limbs over
the stream. Flocks of screaming paraquets frequently alighted over
our heads, and the hnmming-birds, attracted by the neighboring honey
suckles, came whizzing and flitting around us, and then darted away
again. 0, how lonesome it appeared to me, while the stillness of
the wilderness produced a kind of ringing sound in my ear 1 . . . .
We were detained one day, for some cause or other, and during that time
I witnessed a phenomenon, which I have never observed since, and have
always been at a loss to account for. The day was excessively hot and
calm ; on a sudden, the river appeared to be alive with fish of all kinds,
jumping out of their element, darting in every direction, and actually
lashing the water into a foam. They appeared all around our boat, and,
in their frantic capers, sometimes dashed themselves against it, or almost
ran aground. A number were shot with rifles. I have frequently related
this fact, but could never find any one to explain it. ... A sraall
herd of buffaloes was one day observed, perhaps among the last ever seen
on the banks of the Ohio. Our boat landed, in order to afford an oppor
tunity to those who had guns, to approach the game through the woods.
Four of the men slipped up through the bushes, and selecting a buffalo
bull, fired their rifles at once at his head; but they either missed, or their
bullets could not penetrate his scull. Another was more fortunate, or
more judicious, in choosing out a large calf, which he shot and secured,
and brought us a most acceptable supply of fresh meat. Once, having
encamped somewhat later than usual in the neighborhood of a beautiful
grove of sugar-trees, we found, after kindling our flres, that a large flock
of turkeys had taken up their night's lodgings over our heads ; some ten
or twelve of them were soon taken down, for our supper and breakfast.
. . . I will describe a phenoraenon which we beheld a short time after
leaving Louisville, but which, I fear, will tax the credulity of the reader.
It was not a sea-serpent, but almost as difiicult to believe. In a part of the
river where the vision extended at least ten miles down, after day-break,
(weather rainy the night before, and then drizzling,) the whole heavens,
to the edge of the horizon, were covered and concealed by a flight of wild
pigeons, and remained so for upwards of two hours, until we reached the
lower part of the long view. During the whole of the day immense flocks

RAMBLES IN THE PATH OF THE STEAM HOESE. 399

The Ohio fifty years ago.

continued to pass. According to my computation, the principal flock was
at least, (if we allow a mile a minute tothe flight ofthe pigeon) ten miles
in width, by one hundred and twenty in length ! If each pigeon occupied
one foot square, there will be sufficient data to corapute the number of
the whole. I leave the matter to the school-master, who may give it as
an exercise to his scholars. ... I must not omit an incident of our
voyage of somewhat unusual interest, which was nothing more nor less
than what may be called a naval combat with a bear. One afternoon
bruin was espied crossing the river from the Keijtucky to the Indiana
shore ; every exertion was made, and with success, to cut him off from
the shore. We now had him fairly in the middle of the river. All the
guns we had on board were levelled at him, but such is the extraordinary
tenacity of life in this animal, that, although severely wounded, he not
only continued to swira, but now enraged, and finding his retreat imprac
ticable, made directly for the boat, champing his teeth, and his eyes red
with rage. Before the fire-arms could be re-loaded, he laid his paw on
the side of the boat, as if to try the last desperate effort of boarding ; and
if he had succeeded, the probability is, that he would have cleared the
decks. Some one had the presence of mind to seize an axe and knock
him on the head ; after which, he was dragged into the boat, and proved
to be of enormous size. We encamped early, and fires were joyfully
kindled along the rocky shore, in anticipation of the feast ; two of the
paws fell to my share, and being roasted in the ashes, furnished a deli
cious repast."*
In speaking of the sugar tree, it may be remarked, that this beautiful
tree is the pride of the banks of the Ohio ; nothing can surpass the dark
rich green of its well-formed top, surmounting a tall, clean shaft, perfectly
straight, and free from lateral branches. The towering paccane is the
pride of the Mississippi, but is usually found in detached growth, not in
magnificent groves like the former, excluding all undergrowth, and
presenting a cool, grassy shade underneath. The gigantic sycamore is

» It may be proper to remark that the time of which our venerable friend speaks,
was considerably anterior to the steamboat; and that the navigation of the Ohio,
•It that early period, was a different affair from what it is now. The flat-boat has
given way to the palatial steamboat.

400 EAMBLES IN THE PATH OF THE STEAM HOESE.

Lawrenceburg, — A rare combination.

the most remarkable tree on the upper part of the Ohio. These wonder
ful productions of nature are, however fast disappearing before the axe
of the settler, and in time, the plantations of groves and trees, which
may be ranked among the proudest of her works, will only be known to
tradition, like the race of the giants."
Lawrenceburg, two miles below the mouth of the Great Miami, and
twenty-two from Cincinnati, is the county seat for Dearborne, Indiana.
It is a place of considerable trade, and gives promise of future import

ance. It is the terminus of the White Water canal, which penetrates
the interior of the State to Cambridge, seventy-six miles distant. The
canal traverses one of the richest and most productive valleys in the
west ; and passes through several populous towns, as Brookville, Con-
nersville, Houston, Cambridge, &c. It is also the southern terminus
of the Indianapolis railroad, from which place the capital of the State is
eighty-eight miles distant. Population about five thousand.
Near this place we have a scene of peculiar interest, and extremely
rare even in this age of iraproveraent. Passing around a prorainent bluff,
the river rolls along in its serene beauty and brightness ; on its pebbled
Dank, we have the railway, the swift steam-horse being supported on
high trestle-works ; — by the side of the railway, we have the canal, with
the faithful horse patiently tugging along his burthen ; while higher up,
overlooking all, is the turnpike road, over which the old stage coach
goes rurabling and jumbling along. Between the railway and canal

EAMBLES IN THE PATH OF TUE STEAM HOKSE.

401

Aurora, — Rising Sun. — Bone Lick Springs.

the wires of the Magnetic Telegraph are stretched. What a rare combi
nation is here presented ! What a, comment it affords on the industry,
enterprise, and heaven-born genius of man ! In Europe, or even in the
older States of our own country, the singular combination, at one point,
of all these great modern levers of civilisation and power, would
probably excite little attention ; — but here in the west, and on the banks of
the Ohio, where existed a perfect wilderness within the recollection of
men yet living, — where, fifty

years ago, the wild beast and the
savage were " lords of all they
surveyed," it is one of those
evidences of progress and of„a
" fast age,'' which every where
stare ub in the face to astonish
and amaze us !
The next place of importance
is Aurora, four miles below,
also in Dearborne county.
Though its population is not
over three thousand, it assumes
the corporate character of a
city. It has several large pork-
packing establishments, and is
connected with Cincinnati and

Meeting; of the Steam-boat, the Railway, the Canal,
the Stage coach, and the Telegraph,

the interraediate river towns by a daily line of steamers. Three miles
further down, we have the village of Rising Sun, beautifully situated on
high ground, and flourishing with a population of some three thousand.
It deals out justice to all who require it in and for the county of Ohio.
Some twenty-five miles bolow Lawrenceburg, in Kentucky, the Big
Bone Lick empties into the Ohio river. This is a celebrated spot— being
within a short distance of the Great Bone Lick Springs. The water is
thoroughly impregnated with salt ; and the place is so called because of
the great quantity of bones of the mastadon and of elephants found
scattered around the vicinity, in the alluvial surface of the earth. " The
first account of the visit of any white man to this place was by James
34*

402 EAMBLES IN THE PATH OF THE STEAM HOESE.
Bone Lick Springs, — ^Warsaw, — ^Vevay. — CarroUton.
Douglass, of Virginia, in 1773, who made use of the rib bones of the ani
mals for tent poles !" These animals, as appears from their remains, were
much larger than any existing, or more recent species of which we have
any knowledge, and their bones are scattered all over the western country,
thus showing that they once constituted a numerous race. Two
tusks found at this spot measured eleven feet in length, and at the large
end over six inches in diameter. A collection of these bones was made in
1803, by Dr. Goforth ; another in 1805, by order of President Jefferson ;
and various others have been made since, from time to time, by different
parties. This is the place where, according to the tradition of the Delaware
Indians, as related by Mr. Jefferson, such herds of the Mammoth came to
destroy the game of the Red Man, that the Great Spirit took pity on hira,
and, seizing his lightning, descended to a rock on a neighbouring hill,
(where his seat and the print of his feet are still to be seen,) and hurled
his bolts among them until all were slain except the Big Bull, who pre
sented his forehead to the shafts and shook them off as they fell ; missing
one, at last, it wounded him in his side, whereupon, springing round, he
bounded over the Ohio, the Wabash, the Illinois, and finally over the
great lakes, where he is still living.
The village of Warsaw, with its pork-houses, its tobacco factories, its
groceries, its flour-mills, and twelve hundred live population, looks very
sprightly in its nest among the hills. It is the county seat of Gallatin,
and belongs to " Old Kentuck." Warsaw is only one mile from New
York. New York is in Switzerland county, in Indiana. It contains
about five hundred inhabitants. It is no relation, we suspect, to the
pompous New York on the Hudson river.
The town of Vevay is the seat of Switzerland county, Indiana. It was
settled some fifty years ago by Swiss emigrants, who subsequently
received a grant of land from Congress, and commenced the cultivation
of the grape on an extensive scale. Wine now constitutes a principal
item of the productions of the vicinity. The flavor and quality are
similar to claret. Population about three thousand.
Carrollton is ten miles below Vevay, and forty-flve from Frankfort, the
capital of Kentucky. It is the county-seat for Carroll, in that state, and

EAMBLES IN THE PATH OF THE STEAM HORSE.

403

Kentucky River. — Daniel Boone, — Madison.

has a population of one thousand. It was first settled in 1784, by a Mr.
Elliott, whose house was shortly after burned by the Indians, and him
self killed. In 1786 a block-house was put up, but the inmates were
driven off by the savages. Some tirae subsequently, however, the post
was fortified by Gen. Charles Soott, and was occupied until 1792, when
the present town was laid off. The Kentucky river here empties into
the Ohio. It is navigable for flat-boats about one hundred and fifty
miles ; but by means of slack-water, it has been rendered navigable for
steamboats as high up as Frankfort. For a great part of its course, this

river passes through huge perpendicular walls of limestone, and the
scenery is described as araongst the wildest and most beautiful in the
west. On the banks of the river, above Frankfort, is Boonesborough,
celebrated in the history of the west, and in connection with the adven
tures of its founder, Daniel Boone, and especially for its memorable sieges
by the Indians. The fort was built by Boone in 1775. Boone was a
native of Pennsylvania, though previously to his going to Kentucky, he
lived in Virginia.
Madison is the seat of justice of Jefferson county, in Indiana. It is
beautifully situated in a valley of a few miles in length, enclosed by
steep and rugged hills, and occupies a position sufficiently high to protect
it from the high-water encroachments of the river. It is ninety miles
below Cincinnati, fOrty-four from Louisville, and eighty-six from Indi-

404 RAMBLES IN THE PATH OF THE STEAM HOESE.

anapolis, the capital of the State, with
,^^^a7 which it is connected by a railroad
t&^S. ^hioh h'^s been in operation 8ever.al
years. Its situation for extensive
trade, is splendid and advantageous,
a fact simply demonstrated in the
extraordinary increase of the city —
from a population of less than four
([-thousand, in 1840, having reached
some thirteen thousand up to the
present time. It is connected by the
J: nuraerous steamboats, owned by its
citizens, with all the towns on tho
Ohio and Mississippi ; while it enjoys
comraunication with every section of
the interior by means of numerous
railways which seek it, it is the nearest
and most desirable outlet for produce.
The city is paved, and lighted with
gas, and coraprises some of the finest
houses and manufactories to be found
Indian Fort.

KAMBLES I:N" TIIE PATII OF THE STEAM HOKSE. 405

Madison.

EAMBLES IN THE PATH OF THE STEAM HOESE. 407

Indian Port.

in the state. Pork-packing is probably the leading feature of its trade ;
but it has also nuraerous factories of cotton, oil, wool, iron and ma
chinery, besides others of sraaller extent.
The scenery, in this vicinity, is very fine, and presents raore of the
picturesque and wildness of nature than usually characterises the Ohio.

La Belle Riviere.

Nearly opposite Madison is the high and bold precipice, called Indian
Fort, which, overhanging the banks of the river, affords a coraraanding
view of it in both directions, and makes up a scene of rare grandeur
and beauty. The passage of the river, always delightful upon the whole,
is however perfectly charming at those points where it is heraraed in by
bold bluffs and peaks, terrainating in the beautiful vistas and rich sloping
bottom lands in which its busy towns always nestle and smile in the

408 EAMBLES IN THE PATH OF THE STEAM HOESE.
Jefiersonville. — Louisville.
view. The floating palaces glide along so quietly and smoothly in the
placid water, to the measured strokes and deep-fetched puffs of the steam-
engine, that the traveller, looking on the scene around him, the magnifi
cent sky above hira, or the broad transparent sheet of water below him,
leisurely contemplates every object, and soon learns to raingle with them
all his thoughts and feelings. He thus enters into the spirit of the poet,
who was probably sraoking his after-supper segar, on deck, when he
exclairaed : — Sweet to the pensive is departing day,
When only one small cloud, so still and thin.
So thoroughly imbued with amber light,
And so transparent that it seems a spot
Of brighter sky, beyond the furthest mount.
Hangs o'er the hidden orb ; or where a few
Long, narrow stripes of denser, darker grain.
At each end sharpened to a needle's point,
With golden borders, sometimes straight and smooth.
And sometimes crinkling like the lightning's .stream,
A half hour's space above the mountain lie.
Jeffersonville is situated in Calrk county, Indiana, forty miles below
Madison, and nearly opposite the city of Louisville, in Kentucky. Its
situation is commanding and elevated, being immediately above the falls
of the Ohio river, and affording a delightful view of the city of Louisville,
of the broad and winding streara, with its numerous boats and islands,
and verdure, and of the lofty hills which embosom it in the distance.
The Ohio is about one mile iu width, and descends at the rate of twenty-
two feet in two miles, thus producing a current of considerable rapidity.
Jeffersonville is the southern terrainus of the railroad, which connects
with that of the Madison and Indianapolis line at Columbus. The State
Penitentiary is located here, a large and imposing structure ; and the in
crease of population and business of the place, during the l.ast four or five
years, has been very great. Its population is now near four thousand.
The city of Louisville, a port of entry, and the seat of justice of
Jefferson county, Kentucky, is situated at the head of the rapids of the
Ohio river, one hundred and thirty miles below Cincinnati, fifty-three
miles from Frankfort, and fourteen hundred and eighty from New Orleans.
It is well known as one of the largest and raost flourishing cities in the

EAMBLES IN THE PATH OF THE STEAM HOESE. 409

LouisviUe.

valley of the Ohio, taking rank with Cincinnati and Pittsburg. Its popu
lation in 1830, was ten thousand; in 1840, twenty-one thousand ; in 1850,
forty-three thousand, and at the present time, it is estimated at fifty-two
thousand, which is equal to that of Pittsburg, exclusive of its suburban
districts. It has railway connections with every quarter of the interior
country, the main lines being that to Frankfort, and to Danville, and
Nashville, Tennessee, sections of which are corapleted, and the oonnectino-
links are being pushed forward with energy. The city stands on an
elevated plain, sorae fifteen feet above high-water mark, and commands a
magnificent view of the river and its surrounding scenery. The principal
streets, (and they are all wide, well paved, lighted with gas, and many
of them strewn with ornamental shade trees,) run parallel with the river,
which are intersected by numerous cross streets, forming regular blocks
or squares. The public buildings most remarkable for size and splendor
are the city hall, lately erected ; the court house ; the First Presbyterian
church ; St. Paul's (Episcopal) church ; the Medical Institute ; and the
University, now in successful operation. The Medical Institute, which
enjoys a high reputation among institutions of a similar character, was
founded by an ordinance of the city council, by which fifty thousand
dollars were appropriated for the erection of buildings, and the purchase
of a library. The number of students varies frora three hundred and
fifty to four hundred. The Asylum for the Blind, established by the
State, occupies a handsorae and spacious building, erected by the joint
contributions of the State and the citizens of Louisville. The Mercantile
Library Association has a library of some five thousand volumes. The
Historical Society, has accumulated a vast amount of documentary data,
relating to the early history ofthe west. The city also contains a marine
asylum, founded by the State ; two orphan asylums ; some forty
churches, and two synagogues ; a prison, four raarketrhouses, five
banks, and four large public school houses. The newspaper press is
well supported — affording six daily, and some seven or eight weekly pub
lications. The city is decidedly literary, .and embraces u, larger propor
tion of prominent contributors to the current periodical stock of the day,
than any other place in the country.
Louisville was laid off into town lots in 1773, by Captain Thomas
35

410 EAMBLES IN THE PATH OF THE STEAM HOESE.

Bullitt, of Virginia ; but no settlement was raade until 1778, when a small
party arrived, under George R. Clarke, and located on Corn Island, im
mediately opposite the lower part of the city, and close to the Kentucky
shore. After the posts occupied by the British on the Wabash, had been
taken by Gen. Clark, they removed to the spot on which Louisville now
stands, where they erected a block-house, which, in 1782, gave way to a
larger fort, called Fort Nelson. The town, in the meantime, was estab
lished by an act of the Virginia Legislature, under whose jurisdiction
Kentucky then was, and under the protection afforded by the Fort, it
maintained itself against the invasion of the Indians.

'"^^^

Falls of the Ohio.

The navigation of the river being here interrupted by the falls, especi
ally in low water, gives the city extraordinary advantages for trade and
commerce, and furnishes the principal reason of its past success, as well
as the grounds for its future promise. The falls are avoided by means of
a canal, two and a half miles in length, erected by a Company in 1833, to
which the general government contributed one-half the capital. The
water-lift of the locks is twenty-two feet; and the canal has been cut out
of a solid lirae-stone rock, at a cost of seven hundred and fifty thousand
dollars. The canal having been erected at a tirae when little improve-

EAMBLES IN THE PATH OF THE STEAM HOKSE. 411

Louisville.

EAMBLES IN THE PATH OF THE STEAM HOESE. 413

ment had been effected in steamboat navigation, and when the boats were
generally rauch smaller than they now are, its capacity is not suffioient to
pass those of the first class, and it has therefore been proposed to
resort to the old expedient, originally adopted in England, to supersede
water-lifts, of constructing a railroad around the falls, running into the
river at each end, and conveying the boats around by raeans of stationery
steara power ! This is an experiraent of the practicability of which some
persona will entertain doubts. It is hardly probable that the scheme will
ever be carried out. It would be more practicable to enlarge the canal.
The entire trade of Louisville was estimated, in 1850, at fifty millions of
dollars per annum ; but since that period, its business has increased
amazingly. There are now at least one hundred houses doing an exclus
ive wholesale business,  ^
the amount of which ^^^^S^^J^^^^^-'^ ~^ ,^iirr
alone is computed at
over twenty-millions —
viz., twenty-five of dry
goods ; thirty-nine of
groceries ; eight of
drugs; nine of hard
ware ; eight of hats
and furs ; eight of
boots and shoes ; ten
of saddlery ; besides
many others. Upwards The Canal.
of a dozen steamboats depart daily, for various ports on the Ohio and
Mississippi, laden with freight and passengers, and we have thus a good
idea of the extent of its business. The chief articles of export are tobacco,
fiour, pork and hemp. Pork-packing is prosecuted to a very large extent—
of late years, fully equalling that of Cincinnati. The quantity of tobacco
annually received varies frora sixteen to eighteen thousand hogsheads.
The number of steamboat arrivals from ports below the falls, in 1852,
was over eleven thousand ; the arrivals from ports above, during the sarae
time, were about the same. Boat-building is carried on to a large extent,
as also is the towns adjacent, both above and below;— while nearly every

414 EAMBLES IS THE PATH OF THE STEAM HOESE.
The Mi.«siflsippi River.
, other description of raanufactories is prosecuted to a considerable degree
— as iron, ropes, bagging, cotton and woolen fabrics, glass, white-lead,
flour, pottery-ware, etc. etc.
Four hundred miles below Louisville, the Ohio joins the Mississippi
river, that great, grand and glorious phenomenon of the western conti
nent. It coraprises the natural drain of the whole central portion of
North Araerica, and embraces all that vast tract of country of which the
waters are discharged into the gulf of Mexico. " It is bounded on the
north by an elevated country, which divides it frora the waters that flow
into Hudson's Bay, and the northern lakes and St. Lawrence ; on the east
by the table-land frora whence descend the waters that fall into the
Atlantic ; and on the west by tbe Rocky, or Chippewayan Mountains,
which separate the waters of the Atlantic from those of the Pacific.
This great central vale of America is considered the largest division of
the globe, of which the waters pass into one estuary. It extends from
the 29th to the 49th degree of north latitude, or about 1400 miles from
south to north, while the breadth across is about the sarae diraensions.
To suppose the United States and its territory to be divided into three
portions, the arrangement would be — the Atlantic slope, the Mississippi
basin or valley, and the Pacific slope. A glance on any map will shew
that this valley includes about two-thirds of the territory of the United
States. The Atlantic slope contains 390,000, the Pacific slope about
300,000, which, corabined, are 690,000 square railes ; while the Valley of
the Mississippi contains at least 1,300,000 square railes, or four times as
much land as the whole of England. This great vale is divided into two
portions, the upper and lower valley, distinguished by particular
features, and separated by an iraaginary intersecting line at the place
where the Ohio pours its waters into the Mississippi. This large river
has many tributaries of first-rate proportions besides the Ohio. The chief
is the Missouri, which indeed is the main stream, for it is not only longer
and larger, but drains a greater extent of country. Its length is computed
at 1870 miles, and upon a particular course 3000 miles. In its appear
ance, it is turbid, violent, and rapid ; while the Mississippi, above its
junction with the Missouri, is cle.ar, with a gentle current. At St. Charles,
twenty miles from its entrance into the Mississippi, the Missouri measures

EAMBLES IN THE PATH OF THE STEAM HOESE. 415

The Mississippi River.

from five hundred to six hundred yards across, though its depth is only
a few fathoras. Ay, gather Europe's royal rivers all —
The snow-swollen Nova, with an empire's weight
On her broad breast, she yet may overwhelm;
Dark Danube, hurrying, as by foe pursu'd.
Through shaggy forests and by palace walls.
To hide lis terrors in a sea of gloom ;
The castled Ehine, whose vine-crowned waters flow.
The fount of fable and the source of song;
The rushing Rhone, in whose cerulean depths
The loving sky seems wedded with the wave;
The yellow Tiber, chok'd with Roman spoils,
A dying miser shrinking 'neath his gold;
The Seine, where fashion glasses fairest forms;
And Thames, that bears the riches of the world:
Gather their waters into one ocean mass.
Our Mississippi, rolling proudly on,
Would sweep them from its path, or swallow up,
Like Aaron's rod, these streams of fame and song.*
The Mississippi proper takes its rise in Cedar Lake, in the 47th
degree of north latitude. From this to the Falls of St. Anthony, a
distance of five hundred miles, it runs in a devious course, first south-east,
then south-west, and, finally, south-east again ; which last it continues,
without much deviation, till it reaches the Missouri, the waters of which
strike it at right angles, and throw the current of the Mississippi entirely
upon the eastern side. The prominent branch of the upper Mississippi
is the St. Peters, which rises in the great prairies of the south-west, and
enters the parent stream a little below the Falls of St. Anthony. The
Kaskaskia next joins it, after a course of two hundred miles. In the 36th
degree of north latitude, the Ohio pours in its tribute, after pursuing a
course of over one thousand miles, and dr.aining about 200,000 square
miles of country. A little below the 34th degree, the White river enters,
after a course of more than one thousand miles. Thirty miles below that,
the Arkansas, bringing in its tribute from the confines of Mexico, pours
in its waters. Its last great tributary is Red river, a streara taking its
« Mrs. Hale.

416 EAMBLES IN THE PATH OF THE STEAM HOESE.
Valley of ttie Mississippi.
rise in the Mexican dominions, and flowing a course of more than two
thousand railes.
Hitherto, the waters in the wild regions of the west have been congre
gating to one point. The " Father of Waters" is now upwards of a mile
in width, and 8ever.al fathoms deep. During its annual floods, it over
flows its banks below the mouth of the Ohio, and sometiraes extends
thirty and forty miles into the interior, laying the prairies, bottoms,
swamps, and other low grounds under water for a season. After re
ceiving Red river, this vast stream is unable fo continue in one channel ;
it parts into separate courses, and, like the Nile, finds its way to the ocean
at different and distant points.
The capabilities of the Mississippi for purposes of trade are almost
beyond calculation, and are hardly yet developed. For thousands of
years this raagnificent American river rolled its placid and undisturbed
waters amidst widely-spreading forests, rich green prairies, and swelling
mountain scenery, ornamented with the ever-varying tints of nature in its
wildest mood, unnoticed save by the wandering savage of the west, or the
animals which browse upon its banks. At length it carae under the
observation of civilised men, and now has begun to contribute to their
wants and wishes. Every part of the vast region irrigated by the main
stream and its tributaries can be penetrated by steara boats and other
water-craft ; nor is there a spot in all this wide territory, excepting a
small district in the plains of Upper Missouri, that is more than one
hundred miles from some navigable water. A boat raay take in its
lading on the banks of the Alleghany ; another may receive its cargo in
the interior of Virginia; a third ra.ay start from the rice lakes at the head
of the Mississippi ; and a fourth raay corae laden with furs from the
Chippewayan Mountains, nearly three thousand railes up the Missouri,
— and all meet at the mouth of the Ohio, and proceed in company to the
ocean ! Pittsburg, Cincinnati, and Louisville are the principal cities in
this great valley, and frora all, as well as from St. Louis, there is kept up
a large traffic by means of steamboats. Unfortunately, frora defective
legislative raeasures, the navigation of the Mississippi and its chief tribu
taries has hitherto suffered much loss and inconvenience. Accidents are
continually taking place from snags or waste timber fixed to the bottora

EAMBLES IN THE PATH OF THE STEAM HOESE. 417

Talley ofthe Mississippi. — Prairies.

of the river ; their upper end pierces the lower parts of the vessels, and
almost instantly sinks them. Another common danger is the sudden
explosion of steamers, arising from carelessness. We can only hope that
these drawbacks on the navigation of the Mississippi will, iu time, meet
with proper legislative attention. Even with the many ch.ances against
life and property, the amount of intercourse between the inland ports
and the ocean is inconceivable.
Araong the natural wondera of the valley of the Mississippi, are the
magnificent forests of the west, and the no less iraposing prairies — exten
sive green plains, fertile, and in summer adorned with innumerable
flowers. Of this varied mixture of forest aud prairie. Hall, in his Notes
on the Western States, presents a fascinating account.
" The attraction of the prairie consists in its extent — its carpet of
verdure and flowers — its undulating surface — its groves, and the fringe
of timber by which it is surrounded. Of all these, the latter is the most
expressive feature — it is that which gives character to the landscape,
which imparts the shape and marks the boundary of the plain. If the
prairie be small, its greatest beauty consists in the vicinity of the sur
rounding margin of woodland, which resembles the shore of a lake,
indented with deep vistas like bays and inlets, and throwing out long
points, like capes and headlands ; while occasionally these points
approach so close on either hand, that the traveller passes through a
narrow avenue or strait, where the shadows of the woodland fall upon
his path, and then again emerges into another prairie. Where the plain
is large, the forest outline is seen in the far perspective, like the dira
shore when beheld at a distance from the ocean. The eye sometimes
roams over the green meadow, without discovering a tree, a shrub, or
any object in the imraense expanse, but the wilderness of grass and
flowers ; while at another time, the prospect is enlivened by the groves
which are seen interspersed like islands, or the solitary tree which stands
alone in the blooming desert.
If it be in the spring ofthe year, and the young grass has just covered
the ground with a carpet of delicate green, and especially if the sun is
rising from behind a distant swell of the plain, and glittering upon the
dew-drops, no scene can be more lovely to the eye. The deer is seen

418 EAMBLES IN THE PATH OF THE STEAM HOESE.

grazing quietly upon t{ie plain ; the bee is on the wing ; the wolf, with
his tail drooped, is sneaking away to his covert with the felon treiid of
one who is conscious that he has disturbed the peace of nature ; and the
grouse feeding in flocks, or in pairs, like the domestic fowl, cover the
whole surface — the males strutting and erecting their plumage like the
peacock, and uttering a long, loud, mournful note, something like the
cooing of the dove, but resembling still raore the sound produced by
passing a rough finger boldly over the surface of a tambourine. The
number of these birds is- astonishing. The plain is covered with them in
every direction ; and when they have been driven from the ground by a
deep snow, I have seen thousands — or, more properly, tens of thousands —
thickly clustered in the tops of the trees surrounding the prairie. They
do not retire as the country becoraes settled, but continue to lurk in the
tall grass around the newly-raade farms ; and I have sometimes seen
them mingled with the domestic fowls, at a short distance from the
farraer's door. They will eat, and even thrive, when confined in a coop,
and raay undoubtedly be doraestioated.
When the eye roves off from the green plain to the groves, or points of
timber, these also are found to be at this season robed in the most
attractive hues. The rich undergrowth is in full bloom. The red-bud,
the dog-wood, the crab-apple, the wild-plum, the cherry, the wild rose
are abundant in all the rich lands ; and the grape-vine, though its
blossom is unseen, fills the air with fragrance. The variety of the wild-
fruit and flowering shrubs is so great, and such the profusion of the
blossoms with which they are bowed down, that the eye is regaled
alraost to satiety.
The gaiety of the prairie, its embellishments, and the absence of the
gloom and savage wildness of the forest, all contribute to dispel the feel
ing of lonesoraeness, which usually creeps over the minds of the solitary
traveller in the wilderness. Though he may not see a house, nor a
huraan being, and is conscious that he is far from the habitations of men,
he can scarcely divest hiraself of the idea that he is travelling through
scenes embellished by the hand of art. The flowers, so fragile, so deli
cate, and so ornaraental, seem to have been tastefully disposed to adorn
the scene; the groves and cluraps of trees appear to have been scattered

EAMBLES IN THE PATH OF THE STEAM HOESE. 419
The Prairie.
over the lawn to beautify the landscape ; and it is not easy to avoid that
illusion of the fancy, which persuades the beholder, that such scenery
has been created to gratify the refined taste of civilised man. Europeans
are often reminded of the resemblance of this scenery to that of the
extensive parks of noblemen which they have been accustomed to admire
in the Old World ; the lawn, the avenue, the grove, the copse, which are
there produced by art, are here prepared by nature ; a splendid specimen
of massy architecture, and the distant view of villages, are alone wanting
to render the similitude complete."
The productive capabilities of these rich lands, if properly cultivated,
may easily be conceived. There cannot be a doubt that the valley of the
Mississippi, one of the greatest natural wonders of the world, will one
day possess, and comfortably sustain, a population nearly as great as
that of all Europe. Let its inhabitants become equally dense with
England, including Wales, which contains two hundred and seven to the
square mile, and its numbers will amount to one hundred and seventy-
nine million, four hundred thousand. But let it become equal to the
Netherlands — which its fertility would warrant — and its surface will
sustain a population of iwo hundred millions. What reflections ought
this view to present to the philanthropist and the christian I

HEEE ENDETH THESE R.iMBLES.

ALPHABETICAL INDEX OF CONTENTS.

Accidents in mines  3qO
Age of rocks, how ascertained,  279
Analysis of coal,  292
Alleghany coal region, geological profile of,  284
Alleghany mountain, ascent of the,  310, 312
Altamont, summit of the Alleghany,  313
Anthracite coal, traces of,  246
Armory, the United States, at Harper's Ferry,  193
Baggage-master, duties of the,  153
Baltimore, view of,  33
Baltimore, trade and advantages of,  93, 114
Baltimore, vicinity of,  155
Baltimore and Ohio Railroad, application for charter,  22
Baltiraore and Ohio Railroad, comraencement of,  27
Baltiraore and Ohio Railroad, celebration of coramencement  35 to 54
Baltimore and Ohio Railroad, contents of corner-stone  40
Baltimore and Ohio Railroad, controversy with canal company, 56, 59,
65, 66, 70, 90.
Baltimore and Ohio Railroad, completion of first division of,  57
Baltimore and Ohio Railroad, construction of the,  64
Baltimore and Ohio Railroad, condition in 1847  82
Baltimore and Ohio Railroad, contracts ordered to the Ohio,  96
Baltimore and Ohio Railroad, controversy with Wheeling,  96
Baltimore and Ohio Railroad, celebration at Piedmont,  104
Baltimore and Ohio Railroad, corapletion to Fairmount  160
Baltimore and Ohio Railroad, corapletion to Wheeling  117, 345
Baltimore and Ohio Railroad, directors, naraes of the,  124
Baltimore and Ohio Railroad, election of officers,  23
36 (421)

422 EAMBLES IN THE PATH OP THE STEAM HOESE.
Index, Page
Baltimore and Ohio Railroad, extension to Cumberland,  74, 76
Baltimore and Ohio Railroad, extension west frora Cumberland, .... 81
Baltiraore and Ohio Railroad, financial policy of, 76, 89, 90, 105, 106,
107, 108, 109
Baltiraore and Ohio Railroad, foundation stone,  39
Baltiraore and Ohio Railroad " in a tight place,"  115
Baltiraore and Ohio Railroad, improvements effected by the,  64
Baltimore and Ohio Railroad, meeting in reference to,  28
Baltiraore and Ohio Railroad, operations aud receipts of,  60
Baltimore and Ohio Railroad, progress and condition of,  105
Baltiraore and Ohio Railroad, report in reference to  29
Baltiraore and Ohio Railroad, resolutions in favor of the,  31
Baltiraore and Ohio Railroad, right of way, etc.,  74
Baltimore and Ohio Railroad, rules and regulations of,  140
Baltimore and Ohio Railroad, superstructure of,  80
Baring, Brothers & Co., transactions with,  78, 79, 90
Barnesville, village of,  330
Belfre, village of,  36;^
Berkeley Spring, description of,  240
Big Bone Lick River,  401
Blannerhassett's Island  368
Blowing Cave, the  201
Blue Ridge, scenery of the  182, 184, 185, 187, 189, 203
Blue Ridge, general description of,  197
Board Tree Ridge, ascent of,  ,  333
Board Tree Ridge, descent and scenery of,  335, 340
Boatman's Horn, the, poetry,  I94
Boot-black, the sketch of,  216
Bridgewater, Duke of,  14
Brown, George, Esquire  27, 71, 96
Brown, George, Esquire, speech of,  350
Bull's Head, the,  308
Burr, Aaron,  37O
Cameron station,  333

EAMBLES IN THE PATH OF THE STEAM HOESE. 423
Index. Pago
Canal, the Louisville,  '  413
Canals, glance .at  4, 7
Canal, the Chesapeake and Ohio,  56, 59, 65, 60, 70, 91, 194, 195
Car-wheels, improvement of,  62
Carroll, Hon. Charles, of Carrollton,  35, 36, 38, 40
Cars, examination of, required  149
Carrollton, town of,  402
Caves, natural, description of,  200
Catoctin Pass, scenery of the,  177, 178
Celebration at WheeUng,  345
Cemetery, the Frederick,  175
Central Ohio Railroad, completion of the,  344
Certificates, convertible, issue of,  78
Christraas, a doraestic scene,  219
Cheat River, character of,  316
Cheat River, scenery and passage of,  317, 318
Chimney rock, views and description of,  183, 186
Cigar, song of the, poetry,  206
Cincinnati, the city of, general description of the,  385
Civilisation, evidences of,  400
Coal companies, remarks on  296
Coal formation, remarks on the  256
Coal, how formed,  266, 267
Coal, raanner of deposit,  265
Coal mines, gaseous explosions in,  299
Coal mine, ground plan of,  295
Coal mine, interior view of,  _  296
Coal mines, ventilation of,  298
Coal trade, importance of the,  165
Coal seams, number and character of,  284
Coal, properties of,  292
Coal, shipments of,  292
Coal, process of mining,  294
Coal trade, suggestions to the,  "9 1
Coal, the Wheeling basin,  358

424 EAMBLES IN THE PATH OF THE STEAM HOESE.
Index. Page
Coal, vegetable origin of,  257
Coal, vegetable impressions in,  258
Coal trains, remarks on  138
Coal region of Maryland, area of,  283
Cobalt, ores and uses of,  170
Cook, the, sketch of,  216
Coking coal, process of,  289
Coon hunt, the, a sketch,  227
Conococheague, settleraent of,  238
Conductors, duties of,  146, 148, 150, 152
Copper, ores of,  160
Congress, raeraorial to  55
Convoys, regulations for,  144
Corn-husking, a sketch  227
Conforraable strata, explanation of,  278
Covington, the city of,  ,, . . 391
Crows, an adventure with,  189^ igO
Curaberland coal, character of,  287
Cumberland coal advantages of mining,  291
Cumberland, the borough of,  250 251
Cumberland, railroad finished to  81
Dandy, the negro, sketch of,  218
Davis, Mr. Phineas, machinist,  62
Depot, the Camden street,  128 129 131
Depot, passenger and freight. Wheeling  343
Dip, explanation of,  276, 277, 280
Drift, the theory of,  265
Earth's crust, stratification of the  268 269 270
BUett, Charles, Jr., Esquire,  123 359
EUicott's Mills, borough of,  158 1,59
EUicott's Mills, railroad commenced to  54
EUicott's Mills, railroad completed to  57 59
Engineers, appointment of,  32

Engineers, report of 
Enginemen, duties of,  """ 141 '"^g^ ^^^
Episcopal Churoh, Cumberland,  ' '.-,.-,
Errickson, captain, sketch of,  ~„"
Fairmount, extension of railway to,  -j^j^q
Fairmount, borough of,   ul;4
Factories, Union cotton, etc  -,„,
'  164
Faults, nature of,  282,283
Fetterman, viUage of,  „^g
Feraale seminary, the Frederick,  1 Yc:
Fish Greek,   304
Fort Frederick, ruins of,  r,.,.,
Frederick, city of,  ^ 172,173,175
Frederick, branch road to,  rq
French Pioneers,  oyo
Frostburg, town of,  256
Game of the west, remarks on,  300
Gallipolis, reminiscences of,  37T
Glades of the Alleghany,  3]^^
Gap of Will's mountain,  253 254
Glass-ware, manufactories of,  356
Globe, physical changes of the  273
Gray, Thomas, writings of,  9, 10, 13, 14, 15, 17
Grundy, Hon. Felix,  239
Guyandotte land company,  379
Hancock, village of,  238
Hanging Rock, village of,  3SI
Harrison, William G., Esquire,  125
Harrison, General William H.,  394
Harper's Ferry, extension of railroad to,  70, 73
Harper's Ferry, town of,  178, 190, 191, 193
High grades, practicability of,  91
36*

426 EAMBLES IN THB PATH OF THE STEAM HOESE.
Index. Page
Highways, primitive character of,  „.. .. 1
Horses, pack, trains of,  3
Indian Mound, the great  339
Indians, tradition of the  402
Indian fort, sketch of,  404
Ironton, town of,  379
Iron bridge over the Monongahela,  324
Iron works, description of,  357
Island, Blannerhassett's,  368
Jefferson's rocks, description of,  179, 180, 181
Jeffersonville, town of,  408
Johnson, His Excellency Governor,  347
Kanawha river  376
Kentucky river, mouth of,  403
Knight, Jonathan, Esquire  32, 59, 62, 90
Krudener, Baron de  57, 58
Lateral pressure, illustrations of,  274
Latrobe, B. H., Esquire  59, 81, 90, 120, 157, 308
Latrobe, John H. B., Esquire, remarks of,  353
Lawrenceburg, town of,  400
Locomotive, the first in the United States  63
Locomotives, experiments with,  13, 18, 19, 20, 22, 27, 60, 62
Locomotives, proposals for,. ,  60
Locomotives, descriptions of,  20, 21, 25, 26, 62, 137, 138
Locomotive shops, interior scenes of,  133
Locomotive shops. Boss Winans'  137
Locomotive signals for running,  146
Locomotive power, extraordinary display of,  320, 333
Locomotive vs. horse power,  70
Long, Colonel Stephen IL,  32
Love feast, the negro, a sketch,  232

EAMBLES IN THE PATH OP THE STEAM HOESE. 427

Index.

Lowe, His Excellency Governor  34g
Louisville, the city of,  .'  ^gg
Lumber, value of,  31-1
McMahon, J. V. L., Esquire  32
McLane, Hon. Louis,  73, 76, 77, 78, 79, 81, 82, 119
Madison, town of,  4q3
Madison's cave, allusion to,  200
Manifests, where issued,  150
Maryland bonds, proposed withdrawal of,  83
Maryland bonds, depreciation of,  76
Maryland bonds, sale of,  90, 92 106
Marble, breccia, deposit of,  176
Martinsburg, borough of,  236
Maple sugar, boiling of,  314
Mannington, village of,  331
Masonic Hall, banquet in,  346
Mastadon, bones of the,  402
Marietta, the town of,  367
MaysvUle, the town of,  382
MiU boy, sketch of the,  221
Miami river, mouth of,  397
Mineral formation, description of,  166, 167, 108, 169, 170, 171
Mines, copper, silver, etc., description of,  168, 169, 170
Mine ridge, description of,  167
Mine, interior view of,  290
Mines, ventilation of,  298
Mines, gaseous explosions in  299
Miners, characteristics of,  303
Mining companies, remarks on,  296
Mining, process of,  294
Mississippi, valley of the, description of the,  415
Modern progress, evidences of,  400
Monongahela river, trade of,  323, 326, 360
Money market, extraordinary depression in the  78, 79, 80

428 EAMBLES IN THE PATH OF THE STEAM HOESE.
Index, ^ Page
Moundsville, town of,  342
Mount Clare shops, commenceraent of the,  71
Mount Clare, description of,  132, 135
Mount Siivage iron works  254
Morris, John B., Esquire, speech of,  36
Muskingura river  368
Mississippi river, description of,  414
Natural Bridge, the,  198
Nelson, Hon. Morgan  346
Newport, the city of,  391
North Bend,  394
North-western (Virginia) railroad,  104, 320, 368
Ohio Central railway, corapletion of,  344
Ohio and Mississippi railway,  367
Ohio, falls of the,  410
Ohio, river, approach to the  338
Ohio, first settlement in the State of,  367
Ohio river, description of the,  363, 374, 398, 407
Ohio river, the, fifty years ago,  ¦  398
Old Hundred,  331
Otter, the peaks of,  197
Outer depot. Wheeling,  342
Parkersburg railroad, reraarks in reference to,  104, 320, 368
Parkersburg, the town of,  308
Patapsco river, scenery, water-power, factories, etc., of the, 157, 162, 163
Patterson, Joseph W., Esquire  73
Paris Ridge, crossing of, etc.,  172
Persimraons, a way-side incident,  „  163
Philadelphia vs. Baltiraore  113
Piedmont, corapletion of the road to  104
Piedmont, viUage of,  308
Point of Rocks, remarks on the  177

EAMBLES IN THE PATH OF THE STEAM HOESE. 429
Index Page
Point of Rocks, extension of railway to,  59
Point Pleasant, battle of,  374
Pomeroy, viUage of,  373
Portsmouth, town of,  381
Postage, as affected by railways,  16, 17
Pork-packing, the process of,  355
Potoraac river, scenery of the,  178, 234, 237, 245, 248, 307
Prairies, description of,  417
Preacher, the negro, a sketch,  230
Profile Rock, Harper's Ferry,  187, 188
Railway, construction of the,  64
Railways, prospective effects of,  15
Railways, review of original structure of,  11, 64
Railway, Liverpool and Manchester,  10, 20, 21
Railway, Central, Ohio,  344
Railway, Parkersburg, or North-western,  104, 320, 368
Railways, introduction of,  5
Railways, manageraent of,  140
Railway, Elysville to Canton, proposed  164
Railway bars, raanufacture of,  255
Rails, iron, introduction of,  8
Rails, wooden,  5
Raleigh, Sir Walter  206
Ramsey, Mr. Henry J.,  59
Relay House, the,  155, 158
Religion and slavery,  214, 230, 232
Roads, railitary  1, 3, 126
Road, the first over the Alleghany,  126
Rumsey, James, experiment with steamboats,  243
Sailing car, experiments with a,  57
Salt Springs, description of,  376
Safety larap. Sir Huraphrey Davy's,  302
Scioto river, allusion to the,  381

430 EAMBLES IN THE PATH OF THE STEAM HOESE.
Index. Page
Schoolcraft, Henry R., remarks of,  341
Shipping coal by canal, remarks on  298
Signals, object of,  141, 145
Silk, manufactures of,  358
Slavery, remarks on  208
Slavery, effects of, considered,  ; 213
Spottswood, Governor, allusion to  126
Stage coaches, superseded  304
Steam engine, the,  ,  18
Steamboats, experiments with,  243
Stearaboats, the Union line of,  362
Steel car-springs, introduction of,  70
Stephenson, Robert,  26
Stratification, order of,  268, 272, 273
Strike, explanation of,  277, 280
SuUivan, Colonel J. H  354
Superintendent, the general,  143
Suspension bridge, description of the Wheeling,  359
Swann, Thomas, Esquire, portrait of, (illuminated frontispiece.)
Swann, Thomas, Esquire, speeches and remarks of, 84, 87, 93, 94, 95, 97,
103, 104, 110
Swann, Thoraas, Esquire, financial policy of,  89, 105
Swann, Thoraas, Esquire, election of, and resignation of,  82, 121
Swann, Thoraas, Esquire, resolutions in reference to,  122
Swann, Thomas, Esquire, course of, as to western terminus  87
Sykesville, view of,  166
Tarpeian Rock, view of,  » ."  161
Time tables, requirements of the  147
Tirae, how regulated for running trains,  143
Three Forks, junction with Parkersburg railroad,  320
Thoraas, PhiUp E,, Esquire, able report of,  28
Thoraas, Philip E., Esquire, resignation of, eto  72
Tiraber region, life in the  226
Tobacco, defence of,  204

EAMBLES IN THE PATH OF THE STEAM HOESE. 431
Index. Page
Tobacco, cultivation of,  207
Tobacco and slavery, remarks on,  208
Trains, rules for running,  141
Trains, classified, priority of,  144
Trains, extra, regulations for running,  145
Trains, passenger, regulations for  152
Trains, officers of, duties of the,  154
Train roads, glance at,  5, 9
Tucker, John, Esquire  140
Tunnel, the Board Tree,  333
Tunnel, the Eaton,  332
Tunnel, the Everett  311
Tunnel, the Doe Gulley,  247
Tunnell, the Kingwood,  319
Tunnel, the Martin,  332
Tunnel, the Paw-Paw Ridge,  247
Tunnel, the Potomac,  234
Tygart's river faUs, descent of,  322 362
Union Une of steamboats  276
Upheaval, effects of, 
Unstratified rocks, appearance of,  275
VaUey of the Mississippi, trade of the, etc  415
Valleys, origin of, 
Vehicles, introduction of,  155
Viaduct, the Carroll  156
Viaduct, the Thomas,  172
Viaduct, the Monocacy  196
Viaduct, the Harper's Ferry,  235
Viaduct, the Martinsburg,  253
Viaduct, Will's creek, 
Viaduct, the Cumberland, 
Viaduct, the Tray Run, 
Viaduot, the Monongahela, 

432 EAMBLES IN THE PATH OF THE STEAM HOESE.
Index. Page
Virginia, the VaUey of,  203
Washington, General George  126
Washington, General George, reminiscences of,  202
Washington, General George, certificate of, to Rurasey  243
Washington, branch railroad to,  59, 71, 72
Warsaw, tte village of,  402
West, future trade of the,  30
Western terminus, difficulties as to the  84
Weyer's cave, allusion to;  200, 201
Wheeling, city of, statistics of the,  358
Wheeling, city of, position and advantages of the,  302
Wheeling, city of, controversy with railroad,  96
Wheeling, city of, subscription to railroad,  117
Wheeling suspension bridge, description of,  359
Winans, Boss, Esquire,  58, 71, 133, 137, 200, 201

YALE UNIVERSITY

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