Washington Township (part 11 of 12)

In points of national and historical interest, Baltimore is not deficient. The proximitj' of Washington, and the almost hourly facilities afforded bj' the Baltimore and Ohio Railroad for a transit from one city to the other, has rendered the National Capital almost a suburb of Baltimore, and united the attractions of the two places. Washington, growing with the rapid increase of the nation, becoming every day a capital more distinguished for its magnificent public buildings, its points of national interest, and its polished and courtly society, must continue to concentrate upon it more and more largely the attention of the people of the country, and nourish that increasing taste which makes a visit to it one of the necessities of a home tour, omitting which no traveller will be considered to have " seen all that was worth seeing."

Nearer yet to her limits Baltimore claims among her historic lions Fort McHenry, against whose stout embankments and well-served batteries the British fleet in 1814 in vain discharged its thunders, and amidst the roar and glare of whose gallant defence the most popular of our national anthems - the Star Spangled Banner - was improvised by the patriotic Key. From the eminence of Fort McIIeury, across the waters of the Patapsco, lies, almost within sight, the Battle Field of North Point - but eight miles from the city - whereon the gallantry of Baltimore volunteers, aided by the ready assistance of the militia of Washington City, and the borough of York, in Pennsylvania, won honor and victory from a British invading force, and saved their city from the barbarian pillage and destruction which the same troops had but recently inflicted upon Washington. Annapolis - but thirty miles from Baltimore, on an arm of the bay - the " ancient city" of happy memories, has also an historic interest. Annapolis is one of the few cities of the United States that counts its age by centuries. It was founded in 1649, and yet presents in its aspect many of the peculiarities of the early colonial times. Its venerable State House, within whose Senate Chamber Washington surrendered his commission as Commander-in-Chief of the Army, yet stands untouched by time, and almost unassailed by improvement, one of the Meccas of the country, upon which the patriotic veneration of its sons will ever descend. Of the more modern attractions of Annapolis, the principal is the United States Naval Academy, the counterpart of West Point, and performing for the Navy what the latter institution does for the Army, the raising up of successive corps of well educated, thoroughly disciplined, and scientifically efficient naval officers.

The commercial, trading, and manufacturing facilities of Baltimore must, however, be relied on as the principal attractive power that will bring to her the trade and travel of other sections of the country. In drawing toward her this necessary papulum of a metropolitan city, Baltimore has already been greatly successful, and the future holds out the most solid promises of further and more important achievement. Her position at the head of the Chesapeake Bay, is one of superior advantage for foreign commerce, whilst the numerous lines of railwa}', radiating East and West, North and South, built mainly by her capital and controlled by her energy and enterprise, and having their termini within her borders, invite to the city the agricultural and mineral wealth of a vast interior. In the eloquent language of one of her citizens, she may justly claim to have " reached the threshold and stepping-stone of her true commercial greatness, and there is nothing now that can turn her back." Beside her large commerce carried on in sailing vessels with coastwise and foreign ports, Baltimore has regular steamship communication with Boston, New York Philadelphia, Charleston, and Norfolk ; whilst her fleet of steamboats keep up close connections with all the country bordering on the Chesapeake Bay and its tributaries. The foreign trade of the city even under the commercial depression of 1857, showed an aggregate value of inward and outward cargoes of nearly twenty-four millions of dollars. The arrivals at the port, exclusive of bay craft, in the yenv ending Dec. 31, 1857, included 280 ships, 181 barks, 323 brigs, and 1,903 schooners : total 3,093. Of these 73 ships, 96 barks. 224 brigs, and 182 schooners, were from foreign ports. The number of clearances duriii2; the same yetir was 3,732 ; of which 521 were for foreip;n ports. During- the j-ear 51 vessels, of 12,059 tons burthen, were built at the port. Of the general trade of the city, there is, perhaps, the most comprehensive view presented in the following extract from the last annual statement of the Baltimore American, a recognized authority upon all matters relative to the commerce of the city :

" For the first time, we believe, since Baltimore has attained any commercial importance, we have ventured to estimate tlie value of its business in actual figures. In doing so, we have chosen mostly to under-estiniate rather than to set down values at ha/.ard. This will be seen by the figures themselves in the statements which follow; and in oi'der to approximate to soni ithiug like the value of merchandise which constitutes the trade of our city, we prefix the following summary :

Value Of Articles

" The gross value of the articles above enumerated is set down in round numbers at eighty-five millions of dollars. - The enumeration, however, comprises only the largest items of men-handise, and is far from including every thing. - We may observe that there is no estimate of man^' articles of great value, such as Brandy, Gin, Wines, Dried Fruits, Hardware, Cutlery, Gold and Silver Ware, Watches, Jewelry, Cigars, Stationery, Taints, Oils, Naval Stores, Malt Liquors, Staves, Bricks, Lime, Artificial Fertilisers, Drugs, Oils, Candles, Soaps, &c., &c. Nor do we include Ship Building, Steam Engines, Locomotives, llailroad Machinery, Agricultural Implements, Crockery and Glassware, which form a large agi^regate.

" We re"-ret niuch that there is no data on which we could found an estimate of the value of the traile in Oysters, prepared for exportation, of which immense quantities are sent to the Western States and to foreign countries from this port exclusively, which we are confident may be set down at one million of dollars, and might probaljly be much more.

"As the principal articles of merchandise enumerated above, to which we are enabled to alHx the actual value (liecausc they mostly pass under the olHcial surveillance of the ("u-stoin- House or of authorized inspectors i, amount in gross to eii<hty-five millions of dollars, we think it quite safe to estimate the value of the merchandise and produce generally, last enumerated, about half that of the former. This would make the general trade of the city, in round numbers, fully one hundred and tweuty-eight millions of dollars."

The many and various facilities which Baltimore possesses as a manufacturing city, have gradually been brought into requisition until, in this point of progress, it is rapidly taking range with the most advanced of its rivals. The Patapsco river and Jones', and Gwyn's Falls, afford an immense water power, extensively employed for llouring mills, of which there are about seventy within twenty miles of the city, with also a very large number of cotton and woollen mills, iron works, tan yards, and other important branches of productive industry. The cheapness of the Cumberland semi-bituminous coal, its constant supply through the medium of the Baltimore and Ohio railroad, and its superior adaptabilities for steam generating purposes, has also an important influence in developing within her limits a great variety of manufacturing interests. From an elevated point of examination, the city will be perceived to be surrounded on almost every side by lines of factories, mills, and manufacturing establishments, whose columns of dark smoke and jets of steam, demonstrate the constant activity and innumerable variety of her productive interests. These establishments embrace the manufacture of cloth, cotton, and woollen goods ; paper mills, copper, glass, chemical and tobacco works ; the iron trade in all its branches of melting, puddling, rolling, forging and final product in the thousand of purposes of use and ornament to which the science of the age has made the metal applicable ; steam engine and locomotive founderies, nail mills, hollow ware and stove factories ; whilst in other departments of labor may be enumerated piano, cabinet ware, chair and wall-paper manufactories ; cedar ware factories ; steam, stone, and wood sawmills, and a list that might be almost indefinitely extended of the numerous products for which the augmenting trade of the city has created a demand. In all these depaitments of labor, Baltimore has achieved some special excellence which has given to her manufactures a high rank. The product of her flour mills is valued for family use and export to South America and the West Indies; the achievements of her steam engine and locomotive builders have been attested by many triumphs of mechanical skill ; her ship-builders have a national fame ; her iron workers have successfully filled large and important government contracts, and in this way might be enumerated in all her branches of industrial enterprise the evidences of an ability to fulfil the largest demand that her commercial and trading progress may originate. From the best data at command, the manufacturing establishments of Baltimore are estimated to number about four thousand, in which is invested a capital of from twelve to fifteen millions of dollars, consuming annually raw material to the aggregate value of eighteen millions of dollars, and producing annually manufectured articles of the value of from thirty -five to forty millions of dollars.

With these favorable influences, and the important bases of a prefeiTed geographical location, of completed lines of railway connecting directly with all sections of the country, with a large foreign and domestic trade, and a growing system of manufactures; Baltimore, through the social courtesies we have detailed, has sought to present her claims, extend her influence, and strengthen the ties which unite her interests with the vast interior country upon which all the Atlantic cities depend for prosperity and increase.

II. - Opening of the Railroad to Washingto.m, in 1835. III. - Opening of the Winchester and Potomac Road, in 1836. IV. - Resignation of Philip E. Thomas, in 1836.

V. - Hon. Reverdt Johnson, on the Baltimore and Ohio Railroad. VI. - Wintee Scenes on the Baltimore and Ohio Railroad. VII. - Harpers' Magazine and Brantz Mater. VIII. - Presidential Inauguration - Extraordinary Travel. IX. - The present extent of the Railroad System.

Appendix A Valuable Presentation By The Cincinnati Excursionists

A FEW weeks after the returu of tlie Cincinnati visitors, they revived their association with the July excursion, by presenting a testimonial to Mr. J. M. Sharp, the General Western Passenger Agent of the Baltimore and Ohio Railroad. Of this pleasant afi'air the Cincinnati Daily Times, and other journals, give the following full account : -

On Saturday evening last, a party of the late excursionists to Baltimore and vicinity, visited the residence of Mr. John M. Sharp, Western Agent for the Baltimore and Ohio Railroad, for the purpose of bestowing upon him a testimonial, that had been prepared hj order of the Cincinnatians, who participated in that great excursion. They arrived at Mr. Sharp's residence, located near Cumminsville, one of the suburbs, about nine o'clock, and were warmly received by Mr. Sharp and his estimable lady.

At the proper season. Judge A. J. Pruden stepped forward, with the testimonial in his hand. It is a gorgeous gold watch, with suitable trimmings, and has the following words engraved upon the case :

Judge Pruden presented the testimonial in a brief and pertinent address. Approaching Mr. Sharp, with the gift ui his hand, he remarked as follows, viz. :

Sir: - I am delegated, on behalf of the excursionists who left the city of Cincinnati for Baltimore on the sixteenth of last July, to ])reseiit to yo\i this beautiful watch and chain, as a slight token of the hii;h lojiard wo entortaiii t'ur you, as a gentleman, and as an eflicient oflicer of the lialtinioie and Ohio FJailnnid Company ; and also for your kindness, courtesy, and attention to our comfort, whilst on our recent excursion.

This is not presented for its intrinsic value alone, but as a token of friendship and esteem. Coming from friends who know and can appreciate your merits, we present it as something substantial and endurable, which being worn upon your person, will cause you to have recurrence to its dial, when there may be brought to your recollection our delightful excursion, with the many pleasant incidents, receptions, and smiling faces we met upon that happy occasion. We wish you to wear it until time shall cease to be with you, and when you shall have gone to that bourne from " whence no traveller returns," we hope that our token of esteem may descend as an Heir-loom to your children.

And permit me upon this occasion, on behalf of the excursionists, through you, to return to the Baltimore and Ohio Railroad Company, as well as all the other Roads, and the several steamboat corporations, that so generously extended to us the courtesy of their lines, our thanks for their liberality, courtesy and attention.

I wish also, in conclusion, to say that we look upon the opening of these great Railroad lines from the east to the great West, as an epoch in tne history of our country, - as a harbinger of peace, wealth, and happiness, - and as strengthening the common ties of our common country. As these great channels of commerce are opened, and our people visit and intermingle one with another, their ties of friendship will be strengthened more and more, and we will in truth and in fact be a national and not a sectional people.

Never before have I so keenly felt the poverty of language, as now, that I .attempt to respond to the kind words you have just addressed me, and to thank you and those you represent for this munificent testimonial.

An an Ohioan, identified with your proud city, this elegant gift, coming from those of my fellow-citizens who know me best, tills my heart with gladness. To be thus assured that I have been appreciated far beyond my merits, and as the humble agent of the Baltimore and Ohio Railroad Company, but discharging my duty, as assigned by them, that your approbation should be so unmistakably expressed, gives me just cause for pride, and adds incentive to bring to the discharge of my duties all that zeal for the interest of the road I represent, and to create and sustain on the part of the people of the great West an interest in, and a favoritism for, that road, so far as it may, by its policy and advantage, be worthy of their support.

Without obtruding on your patience, it may not be out of place, at this time, to briefly revert to the history of the Baltimore and Ohio Railroad, which, considered ni all its bearings, from the inception of that enterprise to its completion - for the difficulties encountered and overcome - its immense cost and steady progress, until the fullest success named its projectors as men of no common stamp, in fact, men of prophetic genius. It is, indfid, witliout parallel in its boldness of inception, determination of progress and triuinpliant results.

As early as 1827, hcfore a single Railroad for the conveyance of freight or passengers had been constructed in this or any other country, when thie value of Watt's and Fulton's legacy was hardly appreciated, a few of the leading citizens of Baltimore felt the necessity of providing some certain, cheap, and rapid means of connecting the Monumental City, on the noble Chesapeake, with the beautiful river which laves the feet of your majestic Queen of cities. The granaries of the W^est, her fertile fields and teeming valleys, were building up a wealth that only required an accessible market and a port, to realize the fullest wish of the husbandman and the artisan. No point on the continent, so near in miles, so perfect in all its requirements, was presented as that of Baltimore ; and although the cloud-capped AUeghanies, and the rugged Blue Ridge presented their obstinate barriers, still the enterprise of man, with the aid of wealth, scientifically directed, overcame all obstacles, and erected a monument of skill such as the world had never before beheld.

more, the LeEisIature of 5[aryland granted an act of Incorporation to the Baltimore and Ohio Hailioad t'onipany. Tills act in the following year was contiinied by the Legislatures of Virginia and Pennsylvania. The organization of the company was ellected in xVpril, 1sli7, and the construction of the road - the venerable Charles Carroll, of Carrolton, the last surviving signer of the Declaration of Independence, laying the corner stone - was commenced on the Fourth of ,My 1S28. The capital stock of the company was first fixed at §5,000,000, with the privilege of increasing the amount if necessary, requiring the subscription of ^1,000,000 before organization. This being eti'ected, it may be said the enterprise was fully under way ; but the almost insurmountable ditliculties which met them at every step, tlae obstacles interposed by adverse parties, and the heavy increase of cost over the estimates, would have appalled men of less nerve than those who had undertaken this majestic work. Not only were the barriers interposed by nature to be overcome, and the most trying difficulties of a financial character to be surmounted, but the perverse jealousy of the Chesapeake and Ohio Canal Company interposed with a determination to cripple and to foil the Railroad Company in every step they proposed to advance. And thus it was, gentlemen, by efibrts almost superhuman, the brave people of Maryland, and especially the enterprising men of Baltimore, with Spartan courage, advanced mile by mile, with a determined perseverance, which would admit of no defeat, scarce of delay, fought their way through the valleys of Maryland, tore asunder the rocky bari-iers, mounted the Blue Kidge, stretched across the plains of Virginia, ascended and pierced the frowning Alleghanies, until, when nearly a quarter of a century had elapsed, the glad waters of the Ohio weie tapped, and now your queenly city, in point of time, lies just ii])on the seaboard.

How grand the result ! A Western world with its wealth untold, scorning the impediments imposed by nature, upoi> its iron-girded channel whirls the cars of commerce, annihilates time and space, and lays its treasures at the gates of old ocean. A people before separated by weeks of toiling travel shake hands of greeting every day, and in the marts of commerce and trade, and in the Banquet Hall cement ties of interest and friendship that nothing short of the " terror-king" can separate. The East, the "West, the Nortli, the South, thus become one neighborhood, strangers have become friends, and friendship ripens into brotherhood.

It is peculiarly pleasing to me, that I this night meet a portion of those citizens at Cincinnati, who have lately had the opportunity, through the facilities ofiered by the road I represent, to visit their honjes, the people who have projected aiid executed the great work of uniting the East with the West. Then it was most unmistakably exhibited that a fraternal feeling of brotherhood animated the liearts of our people ; that it was only necessary to meet each other at whatever point on our common country's soil, when like children of one father, having but one hope, and one aim, and that for our common country's weal, thev mingled in the bonds of friendship and of love. And aside from this, how plainly was shown that the bond of interest so closely united each other that to sever it would be but a suicidal act.

An examination of the Baltimore and Ohio Railroad from its eastern terminus, tapping the noble Chesapeake, where the navies of the world may ride in safety, spreading its strong arms until bv two distinct approaches it cleaves our State, and then uniting at your city, "must certainly present inducements unequalled for transportation between the Ohio valley and a seaboard outlet. The Central Ohio and the Marietta and Cincinnati Railroads, passing as they do by their direct lines through the most densely populated regions of the West, and uniting with the great artery at Wheeling and Parkersburg on the East, need only to be known to divert to their lines all that travel and transport which seeks a safe, prompt, and speedy route.

If we consider railroads in a business point of view, as adding to the facilities of commerce of evorv character, or in a political or social aspect, we must be astonished at the results that follow them. The conflicting interests of latitude are dispelled, the fluctuations of trade are controlled, the wealth of distant and heretofore inaccessible regions is developed, and a centralizing community of iuteresta established. Within the last quarter of a century the iron net-work inaugurated by the city of Baltimore had spread, until the dark waters of the Atlantic and the turbid Mississippi are closely united ; and the time is near at hand when our brothers upon the Pacific will meet us in the valley of the " Father of Waters."

A generous rivalry will and should exist as to which portion of our country shall present the greatest inducements for the grand trunk thoroughfare, and this question will be settled by certain and fixed laws. Where the fewest obstacles are presented, and the least delay required, there will the great bulk of travel seek a channel. Cincinnati, by her lines of railroad, now completed and in progress, holds a position unequalled, to make her the centre of the great through line. It will only be necessary by a liberal policy to unite, without break of rail, her Eastern and Western arms, to enable her to compete with those lines North and South of her, making no dela}- or extra cost in the handling of freights at this point, when with her other pre-eminent advantages she will firmly retam her position as the Queen of Western cities, bidding all others God speed, but fearing no rival to her growing greatness. During the late excursion, you had an opportunity of observing the peculiar advantages presented to Baltimore by a continuous line of rail through her principal streets, and I am satisfied that there is not one of you, who took time to inquire into the merits of its utility, but that became fully convinced of the great importance of a similar arrangement in our city between the great Ohio and Mississippi and the Little Miami Railroads. You have seen the great .advantage it gives Baltimore as the seaboard port for the great West. Her position is unequalled and her advantages great. Her merchants are liberal, and their enterprise will compare with those of any other Eastern city ; beside, the great road they have constructed to our State border, and her aid to the two branches which span our State, and terminating at this point at an immense cost of treasure, are considerations well worthy your attention.

In conclusion, permit me again to thank you for this mark of your esteem and friendship. It will be treasured in kind recollection of the past, and as an heir-loom, become more valuable as years shall pass away.

After this, the company sat down to a feast prepared for them, and spent an hour or two in the happiest conviviality. Many pleasant incidents of the excursion were recalled, and those who were so beneficent in their hospitality on that occasion were remembered and especially mentioned with due praise.

Upon the opening of the Baltimore and Ohio Company's Branch Railroad to the city of Washington, in the month of August, 1835, the President and Directors of the Road, with a very numerous company of invited guests from Baltimore were, on their arrival, met by the Mayor and City Council of Washington, and a large collection of citizens, among whom was General Andrew Jackson, then President of the United States, and other government fimctionaries. T liey were cordially welcomed by the Mayor in an eloquent address, in which he expressed the high gratification which the opening of the Road afforded the people of \\a3hiMgton, and the mutual advan- tages it would confer upon both cities. To tliis address the following interesting reply was made by Mr. Thomas, the originator and first President of the Baltimore and Ohio Railroad, who said :

" It is with feelings of great pleasure that I receive, on the part of the Baltimore and Ohio Raihi)ad Compan}-, the congratulations which, as the representative of the corporate authorities of the city of Washington, you have been pleased to ofl'er on this occasion, and I avail myfclf of the opportunity to reciprocate the kind wishes and sentiments you have expressed, and to tender you the thanks of the company for the facilities aflbrded by the corporation, in the location and construction of the Road within its limits.

The Board of Directors fully concur in your estimates of the advantages of that system of internal comnmnication, of which the Railroad between the cities of Washington and Baltimore is so important a link; and they look to its extension throughout our whole countrj-, as affording the best guarantee for the perpetuity of our National Union. Even to the casual observer of the map of the vast Empire, into which the thirteen original States have expanded, under the beneficent influence of our free institutions, the national advantages of Maryland upon whose soil tvenoiv stand must be apparent, and having bQen once included in the limits of this State, the city of Washington must feel an interest in whatever afJects its happiness and prosperity. It is in Maryland that the Atlantic, rolling far up the magnificent estuary of the Chesapeake, brings its waters into closer proximity to the streams that flow into the Gulf of Mexico.

To complete the great plan of intercommunication which nature had already thus far effected, was the object of the people of Baltimore, when the company I now have the honor to represent first went into operation. The enterprise was novel in its kind, and the knowledge essential to its success could only be obtained by costly and patient experience. The natural obstacles that existed were, however, less discouraging than the doubts and gloomy forebodings of some of the best friends of the scheme. All doubts and obstacles have been surmounted, and the practicability of the undertaking has been demonstrated. Of the force of the difficulties here alluded to, none can better judge than the people of Washington, who have so zealousl_v, and under such adverse circumstances, prosecuted their great work, the Chesapeake and Ohio Canal. Hitherto however, the city of Baltimore has mainly relied on its own resources, but now the work, the completion of which we meet this day to celebrate, and in which we all have a common interest, brings to its aid a most powerful and efficient coadjutor. It unites in the bonds of mutual interest two large communities, aiming at the same point, and which have both succeeded in completing portions of the great highway of Western intercourse. Competitors, without being opponents, is the feeling that should hereafter exist between them in their labors, either by Canal or Railroad, to eliect that communication with the West, which they simultaneously commenced. In the mean time, brought as it were almost within speaking distance of each other, permit me fo express the hope, that with all the kindly feelings and courtesies of life extended and fostered, the citizens of Washington and Baltimore may continue severally to pursue the great works which they have so energetically promoted.

You have alluded to the change that is now wrought in the travel between our respective cities, »ince the time when tlie sun both rose and set on the tvai/farer, as he toiled on thejortrney between them. I tntst the traveller to the West, icho on his departure sees that luminary emerge from the bosom of the Atlantic, may be enabl-ed to follow in its course, so that on the same day he will witness its descent beneath the broad horizon that circumscribes the waters of the Mississippi !

The last paragraph of Mr. Thomas's efiFective and eloquent address seems almost the language of prophecy ; for the hours of a June sunshine are now more than sufficient to take the traveller at regular speed over the Baltimore and Ohio Road, from either Washington or Baltimore to the banks of the Ohio River at Wheeling or Parkersburg.

And Potomac Railroad

This line of road was one of the first to be built as a connection of the Baltimore and Ohio Road. Upon its completion, early in 1836, the President and Directors of the Baltimore and Ohio Railroad, and other citizens of Baltimore, invited to be present at the celebration of its formal opening for travel, and the transportation of produce and merchandise. Upon their arrival at Harper's Ferry, the point of its junction with the Baltimore and Ohio Railroad - 81 miles from Baltimore - they were met by a deputation and conducted to Winchester - 32 miles distant - where they were received by the President and Directors of the Railroad, and a large number of citizens.

A very eloquent and appropriate address was delivered on the occasion, by John Bruce, President of the Winchester and Potomac Railroad, to which Mr. Thomas, the President of the Baltimore and Ohio Railroad, made the following reply :

Permit me in the name of the Company which I have the honor to represent, to thank you for the very flattering manner in which you have been pleased to speak of its exertions. Remote as the Baltimore and Ohio Railroad is from the points of its ultimate destination, it may be considered, nevertheless, to have accomplished much, in advancing its steps, so far as to form the connection we this day meet to celebrate ; and whatever may hereafter be its progress, I am certain that at no point in its onward course can those intrusted with its execution find a warmer or more gratifying welcome than we have on the present occasion experienced.

Resignation Of Philip E, Thomas

doah, or what has been emphatically called " The Great Virginia Valley," and the city of Baltimore, there can be little doubt that the interests of Virginia and Maryland will be materially promoted.

You have alluded to a by-gone day, when common dangers in a common cause, united these States in the closest bonds of sympathy and afl'ection. The feelings which that memorable epoch elicited, have been cherished and kept in full vigor during the happy and peaceful times that have followed, and the colunni which has won for the chief city of Maryland the epithet of " Monumental City,'' is a tribute to a son of Virginia, universally hailed as the Father of his Country, and whose fame now fills the world.

Your eloquent exhortation to continue our efforts until the work we have commenced shall be accomplished, will not be disregarded. The country is now aware of the importance of the undertaking, and should the necessary means be obtained, of which there seems but little doubt, we may, in a few years from this day, call upon our hospitable hosts to join us in a trip to celebrate the connection of the Baltimore and Ohio Railroad with the tributaries of the Mississippi. In return may we not with equal certainty hope that the time is not far distant when we shall be called upon to join in proclaiming on the summit of the Southern Alleghanies the completion of the great Kailroad, which, passing through the valley of Virginia, is destined to cement in one common interest the vast country between Portland and New Orleans. Then will our most sanguine anticipations be realized, and then may the patriot, in the full exultation of his feelings, exclaim, " The Union has been preserved ! "

These remarks of the first President and founder of the Baltimore and Ohio Railroad are revived here, to show the directness and comprehensiveness of that officer, to whom so large a debt of public gratitude is due for his efforts in originating and organizing the greatest undertaking of the day.

With the same view, his letter resigning the Presidency of the Company, on the 7th of June, 1836, after his arduous and successful labors, is obtained from the reconls of the company, and reprinted in our volume.

These papers - like the memory of their author - possess an increased intarest with the lapse of time and serve admirably to show the spirit by which he was animated in his connection with the origin and development of the great work in which he had enlisted his wealth, his talents, and his energies.

as President of this Company have been extremely arduous, and that for several years past they have necessarily so wholly occupied my time that I have scarcely had any opportunity to devote the least attention to my private aftairs. The circumstances of the company have, however, until very recently, been such, in the opinion of my friends, as to render my withdrawal from the post in which your confidence and kindness had placed me, incompatible with tlie interests of the Company ; and this consideration alone has prevented me from carrying into effect my earnest wish to retire.

The extension of the main line of the road being effected as far as Harper's Ferry, on the Potomac River, at which point it is now connected with the Winchester and Potomac Railway, and the lateral road to Washington being also opened and in successful operation, I feel myself at liberty to withdraw from the situation of President of the Company.

On retiring from a position in which I have received so many proofs of your personal friendship, I cannot forbear the expression of my most grateful acknowledgments. When I entered upon the duties of this office, little was knowa in our country, either as regarded the construction of railways, or the application of moving power upon them, and indeed the experience of Europe at that time offered but faint and very uncertain lights in relation to this system ; we had therefore, of necessity, everj' thing to learn, and without your constant and cordial co-operation, I am sensible I could not have sustained myself xmder the many complicated difficulties which often pi-essed upon me. An extensive fund of valuable information has now been obtained, a universal confidence is felt in the undertaking, and a firm determination is manifested to carry it forward to its final completion, as originally intended.

Under these circumstances, I feel assured that with the excellent organization j-ou have adopted in relation to the several departments into which the concerns of the Company are divided, its further management will be rendered much less difficult, and that the early completion of the road may be considered as certain. An opportunitj" will then be afforded of fully testing the visefulness of this undertaking : and whilst important benefits will be secured to our country, and especially to the city of Baltimore, by the facilities opened through this channel of communication with the West, the stockholders, under a prudent management of their afl'airs, will receive a fair remuneration for their capital invested.

But may it please your Honor, he who does not know, - looking to the extent, and the infinite number of the ramifications connected with this road, he who does not know the progress in wealth and prosperity which is before the people of the United States, the result of fortunate climates, free institutions, and rich and fertile soils, of an ingenious and industrious people, of mineral resources to be found in abundance everywhere, - is not fit for a seat at that board. You do not know, your Honor, and cannot know, - for it has not been the subject of your study - what this road is to be in the future. At my instance, some statements going to show the extent and importance of this Road and its connections have been placed in my hands by a gentleman who has long been connected with this Company, and who takes a very lively interest in it, and I thought it was due to your Honor to present you some of these facts, in order that you might see what a mighty engine it is which you are asked, in some measure, to arrest, through the instrumentality of that discretionary process of injunction, striking down from the hands of the Directors the power of management over the Road, which the law supposes them abundantly able to manage, and therefore intrusts them so far as words can go, with authority to manage. I thought it was proper that you should have brought before you the actual extent of this great work, which practically, according to the doctrines of the counsel upon the other side, is to be conducted here, or in the rooms of the City Council of Baltimore, or around the table of some stockjobbing speculators. Your Honor will therefore pardon me, if I give you very rapidly some general idea of the extent of this work.

Its length from Baltimore to Wheeling is 379 miles, and the length of its branch road to Washington is .31 miles. Its local branches and its tributaries, connecting it with Frederick, Md., Winchester, Va., the Coal Mines of the Cumberland region, and other coal mines, and the Parkersburg branch, just added, give it some 175 miles more, making an aggregate of oS*5 miles ; and if to that you add the extent of the double track which is now about 105 miles, (without adding the extent of almost one hundred miles of sideling,) you have an aggregate of t)91 miles, belonging, or exclusively tributary, to the Baltimore & Ohio R. R. Co. But this is only the beginning. May it please your Honor, what are the connections it has all around the compass? Eastward, it is connected directly with Portland, in the State of Maine ; Southward, near the Atlantic Coast, beyond the Cape Fear River ; Northwestward, beyond Wisconsin to Minnesota Territory ; West, to St. Josephs and Fort Leavenworth, on the confines of Kansas ; and Southwest, to New Orleans. And its lateral ramifications, maj" it please your Honor, during these immense routes, are innumerable.

On the East, we find that it connects, first, with the Philadelphia, Wilmington and Baltimore Railroad, 98 miles, to Philadelphia, where it then connects with the Camden and Amboy and the New Jersey Railroads, the one 87, and the other 9t; miles in length. That carries us to New York ; from New York to Boston it is extended by two at least of the inland routes to that city, and there we have the Boston and Maine Railroad, 111 miles, which virtually continues our Baltimore and Ohio Railroad to Poitland. These are all now in operation, and contribute to this road, making in the aggregate 600 miles. Besides this, - as your Honor, of course, knows, - we have also through the intermediate Canals, and by sea around the Bay, by means of all descriptions of Steam and Sail Navigation, we have thousands of miles of substantial business connections.

and Potomac, the Orange and Alexandria, the Manassas Gap, the Virginia Central Railroad, uniting Baltimore and the West through Baltimore with Richmond, Staunton, and all the intermediate portions of Virginia ; be.yond Richmond, the Richmond and Petersburg, Roanoke and Weldon, the South Side, the North Carolina Central, and other lines, continue these connections in the most direct form to Southern and Central Virginia, with Raleigh and the greater portion of North Carolina. Beyond Wilmington, by the Wilmington and Manchester and other finished roads, all portions of the State of South Carolina are united. I have got them all here, but I have not time to read them over. I have read all that is necessary for my purpose.

Now see its direct ramifications, West. In looking to the West, we find that at Benwood, 4 miles below Wheeling, the Road unites with the Central Ohio Railroad, running through the heart of Ohio to Columbus, 137 miles. At Zanesville, 78 miles from Benwood, upon this line, the Wilmington Road connects it with Cincinnati, 167 miles.

At Newark, 108 miles from Benwood, the Sandusky and Mansfield Railroad diverges to Sandusky on Lake Erie, distant 112 miles. At Columbus, the Central Ohio Road unites with the Cleveland and Columbus Railroad, 138 miles to Cleveland, and at Columbus it also unites with the Little Miami Railroad to Cincinnati, liy miles. At Parkersburg, the last completed terminus of the Baltimore and Ohio Railroad, an important new connection is about being developed in the Marietta Railroad, which is to connect Baltimore with Cincinnati, and through Cincinnati with all the great West and Southwest, by a line from thirty to sixty miles shorter than at present. At Cincinnati, the Ohio and Mississippi Railroad, a great enterprise - the last rail of which is perhaps this day being laid - will carry the Air Line connection to the city of Saint Louis, 335 miles distant, where, again, the rapidly extending Pacific Railroad still further unites Jefferson City, the capital of Missouri, 125 miles further west, with Baltimore, and its eastern and southei-n connections. The various lines that radicate from and concentrate business upon these trunk lines between Baltimore and Missouri, are almost innumerable, draining the States of Kentucky and Western Tennessee, on the South, Ohio, Indiana, and Illinois, on the North, and Missouri and Kansas on the West. I have not half exhausted the enumeration of these uniting lines, which, in the aggregate, form a system of nearly 8,000 miles of railroad, and tributary to the Baltimore and Ohio Road.

Need I ask you, may it please your Honor, is it not as certain as the revolution of the seasons, that a road of that description has not reachedin its present prosperity, the limit of which it is capable ? It is evident, manifestly evident, that this work, mighty as it is now, great and extraordinary as is the wealth which it is pouring into our city now - which has increased the value of our property even beyond the estimate of figures, and rendered us able to bear taxation which, years ago, we could not have borne, - which is destined in a few years, comparatively speaking, in the age of a city, to make Baltimore one of the first cities of the American continent, if not of the world, in all the grandeur that consists in population, in arts and sciences, and in wealth, - this work is but in its infancy. It has but just started in its progress of perpetual manhood, which is to know no decay. Its charter is i)ermancut, it looks to all time, - provided.

in the Providence of God, those institutions of ours, - the freest with which He ever blessed humanity, - are suffered to remain, with an ability to withstand all the arts of the demajjosue and the fanatic !

Winter Scenes On The B.Vltimoee And Ohio Railroad

The following par.agraphs, which appeared under the above caption in the- Baltimore Sim, on the 29th of January, 1850, will be read with interest by all who have ever travelled over the Western divisions of the Baltimore and Ohio Road :

The extraordinary weather that has prevailed in this latitude for the past three or four weeks has had its full effect upon our railroads and other means of travel and transportation. At times, indeed, it was thought that a perfect embargo had been laid by the snow upon our communications, especially those with the West. When it is remembered that the Western or Mountain divisions of the Baltimore and Ohio road, with their long grades, deep cuts, enormous gorges, (fee, have never before been visited with a serious snow storm since that great work was opened to the Ohio river, three years ago, the imusual dilKculties lately presented will be better understood. One whose position necessarily renders him conversant with these difficulties, as well as the means which are employed for achieving a triumph over them, furnishes us the following interesting portraiture of the present " winter scenes " upon the road :

In many places upon this magnificent highway the Express trains have had to literally plough their way through immense drifts of snow, often from six to fifteen feet in depth. This has in every case, however, been successfully done, though sometimes requiring the united power of four and five of the pondrous Winans engines linked together. The company is, fortunately, well supplied with these powerful machines, which weigh some thirty tons each, and have great tractive power. Their resources under this head are also much increased by a number of splendid and powerful ten-wheel engines, built by the Denmeads, and at their own shops, by Mr. Hayes, their well known Master Mechanic.

The encounters with the snow upon this road have led to some very thrilling scenes. At times the string of locomotives with their bold " plow " in front have rushed suddenly upon a heavy drift, and l)efore their power has been checked by the opposing force, they have become well nigh buried in the white bank. After passing through this obstruction, the engines are turned around at the next station, and renew the assault from the opposite direction, thus by repeated efforts effectually pushing off and "crushing out" the obstinate mass, until a lane is fomied and the track is thoroughly cleared for the passage of the regular trains. These trains in traversing the avenues thus made for them, literally pass through the snow, for it is piled up on either side in some places to the height of the car tops. An interesting view of this character may now be seen at the passage through the Carroll Manor in Frederick county, but Oo miles from Baltimore, where the late snows have invariably drifted across the road to a great depth.

Perhaps the most magnificent phenomena on the line of the road presented by the late action of the elements are to be witnessed west of Piedmont at the bold " approach cuts " to the larger tunnels. Here are views worthy of the poet and the painter, and that would justify a thousand miles journey. As you enter one of these cuts, the gaping mouth of the tunnel is seen at the farther end. The sides of the cut are quite steep and rapidly rise until the head is reached, at the mouth of or entrance to the tunnel, whei'e they are from forty to eighty feet in height. This forms an avenue for the road, open above, of from four to eight hundred feet in length, before the tunnel itself is entered.

The whole of the sides of these great chasms, as well as their high ends at the entrance to the tunnel, are completely covered with a solid coating of ice, varying in thickness from two inches to two feet. This is formed by the congealing water which trickles down from the lofty hills around and above.

This sight is a novel one, and at the Board Tree and Welling Tunnels approaches the sublime. Ideas of the Alpine glaciers at once possess the mind, while the gigantic icicles that hang from the higher edges of the cliffs and the mouths of the excavations, remind us of the stalactites of the Mammoth Cave, and the more celebrated Grotto of Antiparos. At any time this scene is inspiring and wonderful, but when the blight sun bestows his full blaze upon its crowning points, the effect is greatly heightened. It will thus be seen that this great road presents its peculiarly romantic wintry aspects, as well as its already renowned scenery to attract the eye of the summer tourist.

It is to be presumed, however, that the severity of the season, which has closed the Ohio river and otherwise impeded the connections of the road, besides exercising a depressing effect upon business affairs generally, has operated matei-ially against the company's revenue for the current month. It is said that the biisiness had greatly revived last week, and its usiud regularity returned, when the new and heavy weekly instalment of snow which fell Sunday morning and yesterdaj' again impedes its progress. But it is expected that no serious interruption will follow this last storm, as all things were in readiness for the labor of clearing the track.

We may allude to another difficulty with which the company has had to contend during the recent severe weather; this is the great effect of the frost upon the machinery. It is well known that continued frost acts with damaging effect upon the more exposed parts of cast iron. In locomotives, and in the wheels, axles, Ac, of all cars, this is especially the case. We hear from all quarters of the effects of the cold in this particular. The newest and most solidly built machines are not exempt from this liability, and it may be safely estimated that at no previous period has there been more damage resulting from the weather, - in this part of the country particularly, - than during the last three weeks.

In June, ISiSG, a distinfrnished party of gentlemen tourists, among whom were the liistorian Bancroft, Prof. Henry, apd several others, took a leisure look at the liistorical and natural scenery of the Baltimore and Ohio Road. Brantz Mayer, the Author, was of the number, and who afterwards published a very full and grajihie account of the trip in Harper's Monthly Mafjnzlnc. From this we extract the following paragraphs relative to the Mouutaiu division of the Koad, from Piedmont to Grafton, 70 miles iu length :

" No one, I am sure, has ever looked westward from this point without wondering how the passage is to be elfected ; yet no one has made the jouniov without equal surprise at the seeming ease by which science and energy liave ovei'- couie every impediment. As you pass forward from I'iediuont, the iuijjressiou is that you are about to rim a tilt against tiie mountain Hank with blind and aimless imimlse ; but a graceful curve winds the train out of harm, and you move securely into the prinu-val foi'est, feelinu; the engine begin to tug up the steeps as it strikes the edge of Savage Kiver, which boils down the western shoulder of Savage Mountain. The tiansit from the world to the wilderness is instantaneous. Jlr. Bancroft and I inovuitcd the engine at this spot so as to enjoy an unobstructed view of the scenery during the ascent ; and although a gust began to growl over tile mountains, with fre((uenf flashes of lightning and thunder, we ke|)t ourjxist, tinding the grandeur of the prospect enhanced by the rush of the storm as \vc rose higher and higher on the mountain (lank.

No one has observed tine scenery without acknowledging the dilRcnlty of its descri])tion ; for its impression is j)urely mnotional, and emotion is so evanescent that the elfort to condense it into language destroys the sentiment as breith destroys the prisms of a snow-llake. AVe nuiy [rive a catalogue of pines, precipices, rocks, toirents, ledges, overarching trees, and all the elements that make one "feel the sublimity of a stern solitude;" but I have never been able to convey, by words, the exact impression of such scenes, nor do I believe we can obtain what is somewhere called "a realizing sense" in the descriptions of others. In this rcsjiect, music and painting have mcu'e power than language ; music has the spirituality which painting lacks, and painting the body in which nmsic is deficient; but, as theii' efl'eets can never be comjiletely united, we must despair of inlluencing the mind at second hand from Nature.

And so we rolled resistlessly upward, fiu' seventeen miles along the broad ledges, seeing the tree-tops sinking as we swooped into the air, which freshened as we rose ; seeing the vale grow less and less, and the summits that were just now above us come closer and closer till we touched their level ; seeing the river whence we started shrink to a film in its bed; and seeing the narrow, upward, imprisoning glimpse widen int(j a downward, distant reach.

On we hurried without halting but once, till we turned from the Savage Valley info the Crabtree Goige, along the (lank of the great Alleghany l?aekbone; and a few miles above Frankville, lan eyrie among the siunmits, some 1,S00 feet above tide, and 1,1 oO feet above rnmbcrland,) east our eyes back toward the north-east for a rapid glimpse of one of the grandest views in the nmuntains. The gloomy nuisses of Savage Monntain tower on the right, fold upon fold, and the eastern slopes of .Meadow Mountain, with its s]iuis, on the left; while between them the Savage liiver winds away for miles and miles in a silvery frail till it is lost in the distance. Throughimt the whole passage from I'iedmont to Altamont (J.'liio feet above tide and the greatest elevation along the route) the road constantly ami almost insensibly ascends, in eveiy portion tilling the mind with a sense of as perfect security as if the transit were made in a coach.

At Altamont we dipjied over the eastern edge of the Alleghanies, and by a slight descent entered the highland basin of the old mountain lakes, which extends over many thousand acres, and is known as the " (ilades." There the Youghiogheny fakes its rise, while the dividing ridge of the great Backbone sends the water on one side into the (Julf of Mexico, ami on the other into the Chesapeake. These beautiful glades, or mmmtain meadows, are not coimected in a level field like our western prairies, but lie in broken outlines, with small wooded ranges between them or jutting out from their midst iu moderate eleva- tions. At this height the air is extremely rarefied and cool throughout summer; So that, although (he country is not adapted for agriculture, it is calculated for every species of animal and vegetable life that is disposed to run wild and take the world as it finds it. It is rich iu all the natural gi'asses that delight a herdsman, relieved by islands of white-oak interspersed with alder ; it is full of copious streams, kept full and fresh by the clouds that condense round the summits ; its waters are alive with trout, and waste themselves in deep cascades and falls after furnishing pools for the tish ; it pastures innumerable herds of sheep, whose tenderness and flavor rival that of the deer which abound in the woods ; wild turkeys and pheasants hide among its oaks, beeches, walnuts, and magnolias ; the sugar maple supplies it with a tropical luxury in abundance ; the woods are vocal with larks, thrushes, and mocking-birds ; and in the flowering season nothing is gayer than the meadows with tlieir showy flowers.

A little village is growing up at Oakland in the midst of these glades, as a sort of nestling-place for folks who are willing to be satisfied by being cool, quiet, and natural dui'ing summer. We halted there for the night, and were not reluctant to ensconce ourselves beneath blankets even in the " leafy mouth of June."

In order to make a new resort popular, it is necessary, as the world goes, to have the lead of a fashionable belle or the command of a fashionable doctor. Nature, of itself, is not sulliciently attractive for artificial society ; so that one must either be ill or be h-d, in order to adopt what is really good, and surround it with allurements of French cookery, fast horses, a band of music, and weekly balls. It was many years before Saratoga and Newjjort ripened from a simple well and a wild sea-shore into the luxuriant style of Bath and Brighton. Yet I do not despair of seeing the day when the Maryland Glades, the head-waters of Potomac and Cheat, and the romantic cascades of the neighboring Blackwater will be crowded with health-hunters. The turn of Nature to be in fiishion again must come round ; for when invention exhausts the artificial, (and the age of hoops seems verging on that desirable end,) there is no resource but simplicity. There are numbers of reasonable people who must be eager to quit the beaten paths, and escape to spots where they will not be stifled by society ; and these glades and mountain streams, with their constant coolness and verdure, are precisely the places for them. For several years, many of our Maryland and Virginian sportsmen have been fishing the streams ; beating up the deer, pheasants, and wild turkeys ; driving over the fine upland roads ; drinking the pure water ; exercising robustly for a month or more ; sleeping soundly every night of July and August, and getting back to their work in the fall, as hearty as the " bucks " they made war on in the mountains.

Let me recommend Oakland to a cook who wishes to make a reputation on venison and trout, and to a belle who is brave enough to Iring Nature into fashion !

We .slept at Oakland. The mists hung high over these highlands long after sunrise, and the air was so bracing that we found overcoats necessary as we bowled across the great Youghiogheny, on a single arch of timber and iron, and passed the picturesque Falls of Snowy Creek, where the road quits the prairie and strikes a glen through which the stream brawls in foam, contrasting bravely with the hemlocks and laurels that line the pass.

At Cranberry Summit the mountain-levels and glade-lands terminate, at an elevation of 2,.")r)0 feet above tide, and only 76 feet lower than Altamont, where we entered the field, twenty miles back.

From this elevated point we catch the first grand glimpse of the "Western World,' ' in a long gi'adiuil sweep down the Alloghanies towai-d the affluents of the Ohio. The flescent begins instantly, along the slopes of Saltlick Creek, through a mass of excavations, two tunnels, and fifty feet of viaduct. Downward and down- M-ard we swept as comfortably as on a i)lain, till an easy and almost imperceptible descent of twelve miles, tliiougha foiesl nf firs and jiiues, brought us to the dark waters of Cheat Ivivcr. Aftei' the ditiirultics of ascending, crossing the Backbone of the Alleglmny, and descen<iing its first western slujie- all of which, like Columbus's discovery, " seem so easy " now that they are overcome - a new marvel has been accomplished in the preservation of a hicrh level by massive viaducts and by boring the mountains witli tunnels. On ('heat Iviver, at tlie bottom of this descent, we approached tlie tirst of Ihese marvels, two noble arches of iron, firm and sul)stantial as the mountains they join. Then conies the ascent of Cheat Kiver Ilitl. Next arc the slopes of Laurel, and its spurs, with the river on the ri^ht ; till the dellof Kyer's Run is passed on an embaiiknieiit, and IJuckeye Hollow crossed on a solid work whose foundations are laid deejily below the level of the road. Both of these splendid structures have walls of masonry, built of the adjacent rock.

Beyond this we reach Tray Run, which is passed by an iron viaduct, six hundred feet in length, founded on a massive base of masonry as linn as the mountain itself. All these remarkable works - chiefly designed by Jlr. Fink - have borne the trial of heat and frost, ti-avel and iransi)ortatioii for several years ; and when closely inspected, their immense solidity, security, and strength, are as easily tested by the eye as tliey have been by use and time.

These beautiful structures had hardly been passed when we wound upward across Bncktliorue Branch, and half a mile furthei', left the declivities of Cheat River, with its brown waters dyed by tlie loots of laurel and hemlock, and bordered by the bright flowers of tlie rhododendron. Our last glimpse of this mountain liver was through a tall arch of forest, rounding oti', far below, in its dark valley of uninhabited wilderness.

Beyond Cassidy's Ridge we encountered another, and perhaps the mo.st remarkable of these gigantic works. The road can only escape from its mountain prison by bursting the wall. Up hill and down hill, through brake and ravine, it has cleft its way from Piedmont, like a jirisoner seeking release from his bars, till at last it finds a bold barrier of 22o feet abruptly opposed to its departure! For a while, (before the entire completion of the road, i engineering skill led a track over this steep hij an accent of i>O0/eet in a mite ; but finally the giant has been subdued, and the last great wall of the Alleghanies passed by piercing the mountain. For nearly three vears crowds of laborers were engaged in blasting through solid rock the 4,100 feet of the Kingwood Tunnel, and a year and a half more was spent in shielding it with iron and brick, so as to make its walls more solid, if possible, than the original hills.

For five miles from the western end of this tunnel, we descended to the broader valleys about Raccoon Creek, and gliding through another tunnel of 2'i0 feet, foUowedthe water till we entered the Ty<cart River Valley, at (irafton, where the North-western Railway diverges to Paikersburg, on the Oliio, ninety-five miles below Wheeling. The establishments of the Company at this point are erected in the most sul)stantial way for the comfort and security of all who may visit this interesting region.

There are few routes of travel in America - and none, probably, by rail - worthier of attention than the region between the slopes of the western gladeland to the mountain exit at Kingwood. It is all absolute mountain, absolute forest, absolute solitude. In winter it is the vei-y soul of desolation, when the trees are iced, like huge stalactites, from top to bottom, and the ravines among the cliffs blocked with drifted snow. But in spring or summer it jircsents splendid bits of forest scenery. The glens are narrow, and there are few distant prospects ; but there is every wliere the same ragged gloom - the same overarching hemlocks and firs - the same torrent roar, foaming over rocky beds - the same fringing of thick-leaved laurel -the same oozy ))laslies of morass, rank with dark vegetation - the same black mountain face - the same absence of people and farms - the same sense of absolute solitude.

But in Tygart's Valley the landscajie softens and becomes more human, with the marks of agriculture and habitation, and the road seems to bound along more gaylv, as if exulting in its release from the iiiouutaiii. The river winds gently through rounder and lower hills and broader meadows, broken only by " the" Falls, ""which, in a few steej) jiitches, tumble seventy foci in the distanceof a mile. Not far from this point, Tygart River and the AVest Fork unite to form the Monongahela, wliii'h, a (piarter of a mile below the junction, is crossed by an

"in these central solitudes every thing seems to be the property of the wilderness - a wilderness incapable of yieldmg to any masteiy but that of an engineer ; and it muy fairly become a matter oi national pride, that scientific men were found in oiir country bold enough to venture on grades by which any mountain may be passed. Where ground was wanted. Nature seemed to have scooped it away ; where it was not wanted. Nature seemed to have stacked it up for future y)urposes. There arc considerable difficulties between Baltimore and Cumberland; yet, in a country which rises only 639 feet above tide in 179 miles, a road may be constructed by ordinary perseverance and skill. But they who desire to understand the power of science in conquering nature by steam and iron, must climb and cross the Alleghanies between Piedmont and Kingwood. The success of this, the most difficult portion of the enterprise, is due to the engineering of Mr. Latrobe, and the financial energy of Mr. Swann.

As the pioneer of such internal improvements in the Union, it has been the school for subsequent railways, and deserves the gratitude of scientific men for the true principles of location and construction. The bridging and tunneling alone along the whole route, amount to iihoni five and a quartei'miles ; the laborers and employes form almost five regiments in number ; and, when we take into consideration the depots, tanks, engines, rails, station-houses, and innumerable cars for freight and travel, as well as the two lines of telegraph wires, belonging exclusively to the Company, which keep every portion in communication and successful operation throughout the line, one no longer wonders that twenty-five millions were expended on the structure, but is only surprised that the people of a small, single btate, could accomplish so colossal an enterprise.

Transporting Large Masses Of People

The Baltimore and "Washington newspapers teemed with accounts of the prodigies performed by the Baltimore and Ohio Railroad Company, in its very laYge operations in transporting visitoi's to Washington to witness the Inaug^uration of President Buchanan on the 4th of March, 1857. The ease and thoroughness with which this great movement of the masses was executed, affords a striking illustration of the value of the railroad system in promptly concentrating an army at a given point for defence. It has been since estimated by an officer of the Baltimore and Ohio Company, - the pioneer in the system in our country - that in an emergency requiring it, this road could transport from Ohio to Baltimore witliin 30 hours an army of 10,000 men, with all their munitions, without exhausting the resources of the road

Ext raordi nary Railroad Travrl. - The nimiber of persons carried into Washington bv the Baltimore and Ohio Railroad duiing the four days ending with noon (if tlie fourth instant, is said to be as nearly as it is possible to get at it, between 10,01)1) and ll.Ooo. As the same number will l)p likely to have been brought away fioni Wasiiingtoii duiing the succeeding f'nui' days, we have thus the extraordinary and piobably altogetiier iiuprecedcnted aggregate of 21,000 persons transported in eight consecutive days by a single track railroad between two of the principal cities of the Union, 40 miles apart. AVIicn it is borne in mind that this has been done promptly and reijularly, and in the most .satisfactory manner ; that it has been attended with no loss of life or limb, or even the slightest personal injuiT ; and that (as far as the othcers of the road are advised) not a single article of baggage has been lost, it certainly presents a favorable result, of which the Baltimore and Ohio Railroad Company and the Baltimore community may be proud.

At times as many as two or three thousand persons, mostly men, have been congregated at the Camden Station in tliis city, upon the departure of the cars, but as far as we can learn, not a single disturbance or .serious altercation has occurred. This gratifying fact is attributed by the Company to the constant presence of a strong and attentive police force, under the direct charge of Mr. Manly, the new deputy marshal, assisted by sergeant Pamphillion. Mr. (Jorman, of the detectives, with Messrs. Potee, Graham and McKinley, were specially devoted in their polite attentions to the very large and interesting assortment of professional and amateur pickpockets who had evidently expected to make their harvest at this juncture. Besides these, Mr. Chisholm and Mr. Woodall, the Company's regular policemen, did their usual ^ood service in this Babel of excitement.

The Master of Tiansportation, Dr. Woodside, although confined by illness, with his usual industry and forethought, prepared his arrangements at home. They were put into execution by his assistant, W. P. Smith, and J[r. Jos. Brown, general supervisor of trains, and his assistant, Mr. A. Diftey. The oliiceis of the other departments of the Railroad service contributed their aid, partieuhirly Messrs. Tyson and Rennie, heads of the machinery, and Mr. Jno. R. Smith, James Anderson and William Hughes, and the several engineers of the six excellent locomotives engaged in this laborious duty. Messrs. L. M. Cole, general ticket agent, and J. T. England, agent of the Camden station, deserve most conspicuous mention for their zeal and their experienced eflbrts in carrying on the extraordinary movement of trains. The heaviest trains in this week's work on the road have been drawn by the large ten-wheeled engines, which have thus proved themselves a most reliable and efficient machine, carrying from 20 to '24 full-sized passenger cars packed with people, in less than two hours between Baltimore and AA ashington.

The conductors on these human caravans were Messrs. J. W. Showacre, John Collins, George W. Hoover, George A. Rawlings, Wm. P. Gorsurch, J. P. Dukehart and Edward Thompson, and their peculiarly heavy task seems to have been cheerfully and properly performed.

We are thus particular in attempting to give due credit in this connection, because the universal sentiment deiiuuids an expression of our approbation of the complete and harmonious manner in which the officers and men of the road have executed their great and responsible undertaking.

One Tvoed About Railkoad Conductors

How much it adds to the comfort of travelling to be placed in charge of gentlemanly, polite and attentive conductors. We have seen persons in charge of railroad trains who evidently appreciated the importance of their position. The oflSce of a conductor is a responsible one, and they seem determined that every one should know that theij felt it so. To travel under the direction of such a man, all dignity and self-importance, is the most unmitigated bore I know of. But I am glad to say from the experience of my present route, such instances are not frequent. I have not met a single example of starched importance, or gioss impertinence on any of the roads I have travelled. It is particularly due to the conductors of the Baltimore and Ohio, and the Central Ohio railroads, to say that they are gentlemanly and attentive to the wants of travellers. I do not mean that outside politeness, which has a bow and a smile always ready, but that more solid sort which anticipates the wants, and prompts to little acts of attention so acceptable to a stranger, and which makes one feel at home and" cared for. It is this politeness exercised towards every one, which makes these roads so comfortable to travel on. - Cincinnati Railroad Record.

The Present Extent Op The Railroad System

The New York Courier and Enquirer of a recent date, gives a summaiy showing the number of miles and cost of railroads in the world. The summary is of later date than the separate statements given by the different writers on railroads - Tooke, Gardner, and others - and, of course, shows an increase. There is a discrepancy between the number of miles in operation in Germany, according to the authority of Tooke, and the following. This is explained by the fact that many of the railroads stated by Tooke as belonging to Germany should be placed in the column of French aud Belgic Bailroads. The following table also exhibits the low cost of American Railroads compared with those of Europe :

Comparatiae Table Of Railroads In Operation

Accompanying this a table appears, showing the railroad progress in the United States for the year 1S57, and a comparative view of the progress annually in each State since 1828, the date of the beginning of the s^'stem.

named or built during the year, which is a smaller number than for any year since 1850. The construction of American railroads for the past year of 1857 has been principally in the following States, namely : Pennsylvania, Virginia, Florida, Temiessce, Ohio, Indiana, Wisconsin, Iowa and Missouri.

The Courier observes that: - The progress of railroads in the United States, their effect upon the prosperity of the country, and their future prospects, are much beyond the wildest dreams of the originators of the system. The number of miles built in the first ten years of our railroad history, beginning in the year 1828, was 1,843, of which New York State built 18 per cent. The number of miles built in the second ten j^ears, or from 1838 to 1848, was 3,039, of which New York built 15 per cent. From 1847 to 1856 the number built was 18,794, of which New York State built 9 per cent. At the present time New York State has over 11 per cent, of the total length of railroads, and ranks next to Illinois in number of miles. Our railroad history has had two eras - the fii-st, from 1828 to 1848, when there was in the number of miles built an average increase of 268 miles per year - and the second from 1848 to 1856, having an average increase of 2,3.50 miles per year. In many of the States the development of the railroad system is quite equal to the wants of the people - but in many others, Kentucky being the most notable instance, it is much less.

For the next few years, new railroads will have to be built by local assistance and with the aid of the State to be benefited. The time has past for the West to depend upon us for capital, or for us to look to Europe."

R.\iLROAD Progress in the United States. - Interesting Statistics. The Secretary of the U. S. Treasury, in his last annual report, stated the railroad debt of the United States at four hundred millions of dollars, and attributed no little of the monetary disturbances of the country to the very heavy and frequently indiscreet expenditures and action of these roads. The New York Railroad Journal estimates that §1,000,000,000 have been expended upon the work already completed or now in course of construction ; the annual receipts being -s 120,000,000, affording a net revenue of five per cent, upon the entire cost. This statement is more favorable than has been expected, - if it is fully reliable.

In the year 1857, there were in the United States 12G railroad accidents, causing the death of 130 persons and wounding 530 others. This is a decline on the previous year. In Great Britain, during 1856, 281 persons were killed by the railroads and 894 injured, out of an aggregate number of 129, 347,592 passengers. The per cent, of killed being only .07, and of -wounded 2.18, or in other words, one person in every sixteen million was killed, and one in every four hundred and fifty thousand wounded.

The Value And Importance Of Railroads

"We have heard of a farmer in the Tenth Legion of Virginia, who is an unbeliever in the benefit of Railroads, and opposed to his county's giving any encouragement to the making of one through it. As there may be " more of the same sort" in that region of the Ancient Dominion, we insert for their edification, if they " ever read the papers," the subjoined forcible article from the Philadelphia Inquirer, and which we understand is from the practical pen of the Hon. Joel B. Sutherland, of Pennsylvania.

The railroad interest is sadlv depressed at the present time. We are sorry, moreover, to see a disposition in some quarters still further to depreciate this invaluable species of property. The railroads are iimon<i the essentials of the age. No great country can do without them. Tlicy facilitate trade and travel, increase the value of land, and oiicn up to tlio haidy pioncci- new luimes and fresh sources of independence and wealtli. Wh:it, indcc<l, would I'hihidclphia, New Yol'k, Hoston, and Baltimore be witliont laihoads? What woukl be the condition of tlie mighty West at this time but for these great Ijighw.iys, these links of steel which bind the Union together in a common brotheihood ? But let us enter somewhat into detail, and show the true use of railroads. A thousand points might be stated calculated to prove their advantages ; but on the present occasion we will contine ourselves to a few. First, then. They carry the mails of the United States witli a certainty and celerity never anticipated in olden times. Nor do tln'v allow niail-r()l)l)ers to sto]i the cars and bear away the letters.

2. They transport the soldiers of the Kepublic, with all the munitions of war, at all times, cheaply and expeditiously. During the war of 1«12 a barrel of flour at Buffalo cost §70, in consequence of the almost impassable roads thither, and the snail-like travel of the horse and wagon line.

8. They have enhanced the value of lands greatly in the Eastern and Middle sections of the Union, and in thealmost boundless West, the value of the territory is nearh/, if not quite, quadrupled In/ tla'tn.

4. They have enlarged our conunerce between the several States immensely. In fact, thcv may be said to have tukeii up whole cities, with their almost countless iniiabitants, quietly, as if by magic, and have set them down in close proximity to other flourishing cities.

a. They, with the Telegraph, give speedy notice of the illness of sick or dying friends, and ti'anspoit us to the bedside of those we love at a moment most desired in one's whole existence.

G. Without them the people of the Eastern metropolitan cities would be left in a great measure destitute of beef and produce from the great West.

7. They protect our seaboard from the assault of a foreign enemy, as they can upon \\\Q flash of the telegraph notify the whole West if any foe should threaten to land upon our soil, and thus hurry down to the point of attack innumerable men and arms to drive back the assailants.

8. Nay, more, they may be said to stand in stead of forts ; for no nation would think of venturing to land with such swift and jn-ompt lines of railroads to pour down our forces upon them almost iuslaiitaneonKli/.

ii. It is now conceded by all relleeting men, that if a railroad had been in existence between Philadeli)hia and Washington, the British would never have made an assault ui)on the capital of our country.

10. Nor would the French and English armies have carried the war into the Crimea if the Emperor Nicholas, before he hroke with the Turks, had been as sagacious as many represented him to be, and constructed railroads to lun to the Black Sea, and thus at any moment have had it in his power to eurry all Russia in arms to meet an approaching hostile force.

12. So prodigiously important are our railroads, that were the companies to stop runninr/ the cars for a siiKjle week, the whole countiy would come to a stand sfiU; our trade and commerce with the interior would be f^W(/ «/, and our cities be filled with disinav.

1:5. Kaili-oads should, therefore, be sustained, that their benefits may be properly distributed. Surely every traveller would gladly agree to pay sufficient to five them « ./;/«< remuneration, and thus shield these leading lines of travel thai are now almost diiven to the verge of bankruptcy from so disastrous a calamitv.

14. The editors of the public press are deeply interested in the permanency and success of the railroads. They carry their journals from one end of this bioad Union to the other. They impart life to trade cverywheie. They fill our ships with produce at the whaives, and cany from our landings merchandise to the remotest boundaries of the nation. Now and then accidents may happen, but always solely against the will of the companies. Nor should courts or juries pursue the goose that lays the golden egg and kill her.

15. Our vast country can only be traversed hy railroads. They have become an institution , and cannot be abandoned. Let us, therefore, support them with a liberal, if not a generous hand.

16. Congress should compensate them in a proper spirit. The Government now, by the enterprise of these companies, get swift and sure mails, and by them, too, they are virtually protected from foreign assault upon its vast boundaries.

17. Besides, in many instances, where rails are imported, the railroad companies pay for duties on their rails more than they receive for transporting the Government mails.

18. Moreover we should look to the countless number of persons in the constant employ of the railroads, who are, even at tlm time, Tcept on duty.

19. The compensation to be paid them should be so ample as to keep their stock at par, constantly at par, and then men would not lose, whose public spirit, in many instances, urged them on to unite the vast interests of the people by iron bands in one brotherhood of affection.

'20. The railroads should, therefore, act in concert, raise their tariff of charges to a just height, and not drag out an existence of feebleness, resulting in some measure from their own rivalries.

But enough for the present. The subject is an important one, and we may return to it again. Millions of money have been expended in railroads, and thousands of citizens have invested their funds in this description of property. Let us hope that the day is at hand when confidence will revive, and when by some general and enlightened system of reform and management, every leading railroad line in the nation will be able to make a fair and regular dividend. The interests of the public at large require that these important improvements should be encouraged and sustained, and not depressed or depreciated.

Placed opposite the Description of that Road; which Map exhibits the Stations^ Distances between Stations, Connecting Roads, and other Topographical Matter of use to the Traveler; together with

Being a List of the most prominent Mercantile and Manufacturing Houses and Firms in the Principal Cities, arranged as a Business Directory. The whole accompanied by a Guide to the Frincipal Hotels, with a Large Variety of Local and Valuable Information, Collected, Compiled and Arranged Exclusively lor this Publication, by

G. F. Thomas, Editoe And Genehal Teaveling Agent Hints To Travelers

Travelers goinfj long diBtacces should trace out their roule before staning^, and make memoranda of places at which il is desirable to make halts. It will save much time and expense.

Tickets should be procured at the office before startmg, as on nearly all railways an additional charge is made in the cars. Children under 5 years of age, accompanied with parents, usually ride free ; those between 5 and 12 are charged half price. Conductors usually judge for themselves of the age of children.

Oaalinost all the trains will be found Haggage or Express Agents, who will take oharge of baggage on the arrival at the termini. They "are regularly authorized by the Railway Compauie'srand can be safely entrusted with its safe delivery.

'J"he ordinary expenditure of a Hallway traveler who does not travel through, but remains at places liy liie way, averages about SK iii' per day, so that a calculatiou may be made of the amount ot iiionev it is desirable to tate on a journey.

Hacks. - Make a bargain beforebaud, especially in New York. There is a rate fixed by law, but a traveler bus no time to enter into litigation. In almost all cities in the West, twentyfive cents is chars;ed for carrying one passenger to a depot or a hotel.

In using the Ciiiide, il is well to consult the advertisements of those roads which advertise with us, as an advertisement will often contain information which Time Tables alone cannot give.

The right-hand columns of the Time 'I'ables read up, the left-hand read down. As aii additional aiU to the Traveler, let liim observe if the miles read from 1 to 10, 20 or more | he will thus be enabled to understand how the 'i'able runs, whether up or down.

In using this Guide, it is well to remember that Railways have no standard of time for the Union, but usually run iiy the lime of Ihe principal ollice of the Company. In almost all hotels ^Vest. the dials of clocks indicate the railway and the time of the particular locality. To prevent disappointment, il is better to inquire, ut the hotel, what particular tinje the iruiu one tiesires to travel on, runs by.

The Great Through Line

875 miles from BALTIMORE and :31I6 from WASHINGTON CITY to BEN WOOD JUNCTION; (379 to Wheelimr Terminus,) or 383 from BALTIMORE to PARKERSBURG, on the Ohio River, 96 miles below Wheeling.

From BELLAIRE (opposite Benwood Junction) to COLUMBUS - 137 miles; or bv MARIETTA E GAD from Marietta, (12 miles above Parkersbur-,) - 200 miles to CINCINNATI.

New York, Philadelphia, Baltimore And Washington

1, - Mail - leaves Philadelphia 8 a. m., (accommodating such New York Pa«- sengers of the evening before as may have preferred to stop over night;) arrives in Baltimore at 1 p. m., and in Washington at T) p. m.

2. - New York and Washington Day Express - leaves New York at 8 A. M.; leaves Philadelphia at 1 p. m.; arrives in Baltimore at 4.45 p. m., and in Washington at 7 p. m. - making close connections at Baltimore and Washington with lines for West, Southwest and South.

8. - New York and Washington Night Express - Leaves New York at 6 P.M.; Philadelphia at 11 p.m.; arrives in Baltimore at 4 A. M., (connecting with Morning Train to the West;) and Washington at 6 a.m. - making close connections there for Southern and Southwestern points.

arrives in Philadelphia at 1 p. m.; arrives in New York at 6.30 p. M. 2, - Mail - leaves Washington at 8.30 a.m.; leaves Baltimore at 11a.m., (re>

The Otiiees, Sundays Excepted

The reader is especially invited to examine the following great through routes of travel, diverging from tlie Southwestern terminus of this Koad, by any Map or Railway Guide issued by disinterested parties.

The Great Southern Mail Line, passing from Ballimore through Washington, Richmond and Petersburg to Weldon - (or, if preferred, leaving Ballimore by Bay Line Steamers to Norfolk, and thence by Railroad to Weldon) - from Weldon, through Wilmington, N. C., Manchester, Augusta, Atlanta and West Point to Montgomery, Alabama - and thence by steamer to Mobile and New Orleans.

From the above diverge (among others) the Northeastern Railroad, at Florence, making a direct all Railroad route to Charleston - also, the Raleigh and Gaston Railroad, at Weldon, making, with its connection, an alternative route to Charleston, passing through the Capital Cities of North and South Carolina.

From Charleston, regular connections are made by fir.st class sea-going steanjers to Savannah, Geo., and to HAVANA - avoiding the well-known dangers of Cape Hatteras, and saving' a day's time and much sea-sickness and discomfort, as compared with the outside sea voyage from New York.

The line formed by the A'^irginia and Tennessee R. R. and connections - diverging from the great Southern Line at Richmond - passing thence through Lynchburg, Va., Knoxville and Chattanooga, Tenn., Decatur and Tuscumbia, Ala., to Memphis, Tenn. - connecting at Chattanooga with Western and Atlantic R. R. for Atlanta, Ga., and Montgomery, Ala.; also at Stevenson with the Nashville and Chattanooga R. R. to Nashville ; and at Memphis with the innumerable steamers of the Lower Mississippi, the Arkansas and Red Rivers, for New Orleans and all points in Mississippi, Arkansas, Louisiana and Texas.

The Mobile and Ohio Railroad having less than 100 miles of track to lay to its intersection with the above, will soon alford an all Railroad route to Mobile ; and the N. O., Jackson and Great Northern and Mississippi Central R. R. have less than 200 miles of track to lay to com|)lele the long desired all K. R. route to JV. O.

3 - TO THE -WEST. The Great East and West Line - Ibrmed by the Baltimore and Ohio, N. W. Virginia, Marietta and Cincinnati, and Ohio and Mississippi Railroads - extending from Baltimore, through Parkersbiirg, Marietta, Chillicothe, Cincinnati, Seymour, Vincennes and Sandoval to St. Louis, and thence to Jefferson City. Connecting at Hamden with Railroad to Portsmouth; at Cincinnati with the Indianapolis and Cincinnati R. R., for Indianapolis, Terre Haute, Chicago and the Northwest - and with the Kentucky railways; at Seymour with the Jellersonville Railroad, forming SlU all railroad route lo Louisville; at Vincennes \vith Railroad to Evansville; and at Sandoval with the Illinois Central R. R. to Cairo, all points in Central, Southern and Western Illinois, Galena, Dunleith and Uubuciue. And connecting, either at Parkersburg, Cincinnati, Louisville, Evansville, Cairo, St. Louis or Dunleith, with Steamerson the Ohio, Missouri and Mississippi Rivers, to all points above and below.

Cincinnati, and all jjoints Westward on the above route, may also be reached via Wheeling (Benwood.) the Central Ohio, and Cincinnati, Wilmington and Zanesville Railroads - or by Central Ohio and Little Miami Railroads via Columbus.

Or passengers for Indianapolis, Terre Haute, St. Louis or Chicago, who do not care to pass through Cincinnati, find a direct route open lo them from Columbus Westward, via Dayton, Ohio.

Dayton, Indianapolis, St. Louis

J|@*This Great Railroad is located nearly upon the line formerly traveled by the National Road, running between the Cities of WASHINGTON and BALTIMORE and the Commercial Cities of the Ohio and Mississippi Valleys.

Of The

This Road, very property called "THE GREAT NATIONAL ROUTE, between the East and West,'' possesses numerous advantages and attractions that should address themselves with force to the traveler, or to the business man. Among them, the following are briefly presented to public notice.

1st. - The '- q-eographical position"' of Baltimore (its chief Eastern terminus) is such that it is the NEAREST TO THE WEST of any of the great Atlantic Cities.

2d. - This fact, - united vcith the fact that the great Northern East-and-West-Lines are so circuitously located. - makes New York from 20 to 50 miles nearer to the Central and Southern Cities of the West THROUGH BALTIMORE, than by its own roads via the Lakes.

3d. - This fact, with the use of the North- Western Virginia Road, (from Grafton on the Baltimore and Ohio Railroad, 100 miles East of Wheeling, to Parkersburg on the Ohio 100 miles below Wheeling,) brings PHILADELPHIA nearer to Cincinnati and the Southwest, by the Eallimore and Ohio Road, than by the Pennsylvania improvements.

4th. - The Baltimore and Ohio is the only road that sells or can sell Through Tickets in Boston, New York and Philadelphia, to all parts of the West through Baltimore, or with the privilege of visiting Washington on the route.

6th. - The connections of this road at Washington Junction (9 miles from Baltimore,) with its well known branch road to Washinjrton and all parts of the South ; and in the streets of Baltimore, without expense, delay or inconvenience, with cars for Philadelphia, New Y'ork and Boston, are the most complete and satisfactory in all respects.

7th. - The junction of this road in the West at WHEELING, at BENWOOD, and at PARKERSBURG, (100 miles below Wheeling.) with the several lines converging there, thoroughly ^initts it u-ith the entire railroad systtm in the West, whose lines range from New on the South to the Falls of St. Anthony on the North.

9th. - It is tlie shortest in distance, and in time - the most direct, and in otlier respects the most reliable route from the West to Washington and to Baltimore.

10th - It is the only route by which holders of Through Tickets FROM THE WEST to New York City, are enabled to visit the Cities of Baltimore, Philadelphia and New York, at the

Cost Of A Ticket To New York Only

11th. - By these facilities, the traveler for pleasure or the merchant desiring to take the range of the Eastern markets, may fully visit four of the chief cities of the Union, upon the same Ticket, and at a less cost than can be allowed by any other route, and without personal inconvenience.

12th. - The SAFETY of this line is a strong feature in its claims to public support. Witli the exception of one occasion in March 1S5.3, (when the road was first opened to the Ohio River,) no accident to the trains has occurred on the roads of this Company, by which a passenger has been killed or seriously injured.

13th. - The carefulness of the Conductors and road men generally upon this line, is proverbial, ns well as their prompt and constant attention to the wants and the convenience of their passengers.

14ih. - The attractions and comforts of this road as a passenger line have recently been much improved by the erection of New and Superior Hotels and Dimng Haixs, at several stations, and also by running the Conductors and Baggage Masters througli, over the entire road, thus saving annoyance to Passengers.

15th. - The regularity, speed and safety of the Trains upon this road are much improved by THE NE^v AND COMPLETE TELEGRAPH LINE erected by the Company for its own use ; by the WEW SYSTEM OF NIGHT AND DAT WATCHING along the road, and by the extension of its double track, - all of which tend directly to secure the most perfect working of the trains.

16th. - The GRANDEUR AND REAL SUBLIMITY OF THE "SCENERY upon the Baltimore and Ohio Railroad is becoming more and more recognized. It undeniably presents the BOLDEST AND MOST STPPENDOus %aEvvs IN NATURE to be seen upon any line of Railway improvement in the Union. The Potomac scenery is already historical, while that farther West along the Piedmont grade - and in the Cheat River region, is picturesquely sublime beyond description.

No Change Of Cars Between Wheeling & Cincinnati

Shippers will find it to their interest to take this route. Through Bills of Lading given to all Eastern Cities, at as low rates as any other Railroad route, and all Freight transported with

New York & Erie Railroads

With the Dayton, Xenia & Indianapolis Hailroad, for Dayton, Indianapolis, Lafayette. Teiie Haute, Chicago, Burlington, Iowa City and St. Louis.

From Wheeling, Cleveland And Pittsburg To Cincinnati

TICKETS for sale at all the principal Railroad Offices in the E.ivsT, as well as at all points in the Southwest and West, beyond Cincinnati.

Without Change

Of a superior quality, and at favorable rates, a fine opportunity is offered for selection between Vil^CE.VNES and ST. LOUIS, with all the benefits of a mild climate. Farmerc on the Line of this Road have the advantage of the

Without Extra Charge

Can be procured at all the Eastern Railroad Ticket Offices, and at all principal Stations on Roads East of Cincinnati. Passengers having Through Tickets from other Roads, are taken direct to the Ohio and Mississippi Depot in Cincinnati, WITHOUT EXTRA CHARGE.

FOR THROUGH TICKETS, and all information at Cincinnati, please apply at the Offices, No. 2, Burnet House ; Union Office, Southeast corner of Front and Broadway, opposite the Spencer House ; and at Depot of Ohio and Mississippi Railroad, corner of Front and Mill Streets.

Isaac Wtmaw, P. W. Stradeb

The Trustees of the Patapsco Female Institute announce to the public that the additional buildings and improvements commenced byihem a year ago, in accordance with the subjoined resolutions, are now complete. The^^e improvcmenis have not been made with a view to increase the school, but for the greater convenience and comfort of the usual number of pupils.

The new chapelisa handsome and most appropriate structure, for the exclusive use of the inmates of the Institute, and in all its arrangements it is most complete. It is furnished with a new organ of fine construction and excellent tone.