Washington Township (part 3 of 12)

The Baltimore and Ohio Railroad Company also undertook to pay the interest on the deferred debt of the company as it accrued, the latter - beyond the small sum necessary to maintain its organization - receiving nothing from the earnings of the road until forty per cent. of the gross amount is sufficient to cover the interest on their whole debt, leaving sixty per cent, to defray the cost of repairs and working expenses, and to compensate for the use of the capital and macliineiy to be employed in working the road - a proportion whicli it was thought by the North-western Virginia Company would prove to be a liberal allowance, long before the gross earnings should reach their probable maximum ; because a new road would need less repairs for several years after its completion than one which has been longer in use.

"When the forty per cent, exceeds the annual interest and cost of maintaining the company, the excess, to the amount of $25,000 per annum, after the first year, is to be credited upon the company's debt. Any farther excess, not exceeding six per cent, of their capital stock, is to be paid over to this company, and if there is still a surplus, it is also to be applied in reduction of the same debt.

The Baltimore and Ohio Railroad Company besides agreed to assume the contracts made by the North-western Virginia Company for Locomotives, Cars, &c., taking and holding the same as their own.

These are the leading features of the contract, Avhich, to prevent misconception, it may be as well to state is not technically a lease, as only the right to use the road and its appurtenances is transferred, the legal possession remaining "with the latter company. It was entered into under a provision of the railroad law of Virginia, and made part of the charter, which expressly alloAvs the company to work their road either by their own officers and agents or by contractors.

The management of the road was assumed by the Baltimore and Ohio Railroad Company ou the first of February, 1857, since when they have expended a large sum of money in completing and perfecting the track aud other portions of tlie construction. On account of the character of the work remaining to be done, it was not deemed prudent by those in charge to open the road at that period of the year, although trains were carefully run for local accommodation.

The financial condition of the company on the 30th April, 1857, is clearly set fortlt in the statements of its secretary, accompanying the last Annual Report of tlie President and Directors, from wliich it will be seen, that besides the bond debt, tlie amount due the Baltimore and Ohio Railroad Company, Avhich, Avith reference to present resources, may be considered as deferred for at least five years, and the debis to the discharge of which the bonds on hand are specifically appropriated, the liabilities of the company consist of the comparatively small sums due the City of Baltimore and certain citizens of Parkersburg, and what has been above termed tlie floating debt.

It is hoped, if the business of the road justifies the reasonable expectations of its friends, that the sales of bonds, of surplus real estate, and of the stock which may be forfeited for non-payment, -will be at such prices as to insure the extinction of tlie entire unfunded debt, including the late temporary advances by the Baltimore and Oliio Eailroad Company.

The accounts -with that company, involving the valuation of some of the property transferred and of the work remaining to be done by this company at the time the road was transferred, could not be adjusted by the close of the fiscal year, and still remain open.

If the debt to the Baltimore and Ohio Railroad Company and others, after the resources referred to are exhausted, be estimated at $828,000, which it did not probably exceed, the whole debt of the company at the close of the fiscal year of 1857, was as follows :

If to this, the stock collected and to be collected is added, it gives in round numbers $5,400,000, as the cost of the road, including interest and discount on bonds, and exclusive of any sums may be expended under the agreement by the company in charge, Avhich, if made by this company, would be prc>perly chargeable to construction.

The annual interest on the bonded debt, to be paid by the Baltimore and Ohio Railroad Company, as part consideration for the use of the road, will be $242,520 ; a sum there can be no doubt tlie net earnings will cover after the business connections of the road are finally developed.

During the actual progress of the work there was but one change in the Board. In November, 1856, Thomas C. Jenkins tendered his resignation as a Director, which was reluctantly accepted ; and on the 9tli February following, Thomas Sv,-anu resigned the Presidency after four years of active service in that capacity, and was immediately elected to fill the vacancy in the direction. P. G. Van Winkle, who had been its Secretary from the organization of the company, was electecl President, and John L. Crawford was appointed Secretary.

To the Chief Engineer, Benjamin H. Latrobe, and his principal assistants, George Ilolfinan, J. C. C. Iloskins and Albert Fink, too much praise cannot be awarded for tlie skill and energy they have displayed. Their industry and integrity are manifested by the fact, that the large number of contractors and employes under their direction have been settled with without dispute except in five cases only, of whom but three have resorted to the courts, where one judgment has already been given in favor of the company. Of the Chief Engineer, whose reputation for professional skill and scientific acquirements is national, it is suflicient to say that he has added to his fame by the location and construction of the Xorth-western Virginia Railroad. Less grand in its features than the Baltimore and Ohio Railroad, it pursues its direct and almost level way tlirough a country nearly as difficult, costing relatively less than that splendid Avork, and presenting many facilities for the rapid transmission of i)assengers and tounago.

Chapter Viii

It is remarkable to observe the extraordinary facility witli which "we American!;," especially Western xYiuericans, adapt ourselves to new and opposite circumstances. But the other day, the Railroad Revolution was worked over the face of the country between Baltimore and St. Louis, and, here Ave are, pop\ilation both rural and civic, with habits set and " coulters fixed" to the conditions of tlie waw regime. The same number of the Aveekly journal, in the interior of the State of Oliio, which editorially described the first organization of the company under whose auspices the Makietta and Cincixxati Raii.eoad was constructed, contained also the following notices:

"The electric telegraph commenced working between New York and Cincinnati on Friday last. The New York market prices of Friday afternoon appeared in the Cincinnati papers of Saturday ^Morning."'

Cliicago ; anotlier from St. Louis to Toledo ; another from St. Louis to Philadelphia, via Indianapolis, Dayton, Springfield, Columbus and Pittsburg. Now, when these works, or the last named only shall be finished, how much of the trade and travel from the West will pass through Cincinnati, by leaving the Jliami at Indianapolis ? Cincinnati ought to run her road down to North Bend, on the Ohio River, and then strike across Southern Indiana, intersecting tlie Indianapolis and Madison Road, crossing the Wabash, and reach St. Louis as nearly as possible in an air line.^' - [Vide Chillicothe Gazette, of August 24, 1847.]

The above was written but little more than a half-score years ago, but it requires already a pretty vivid imagination to recall tilings as they were. Now, there are some 25,000 miles of electric telegrajdi in communication with Cincinnati ; - the " air-line road," whose construction was so positively commended by the Ohio editor, - then, only a " paper project " - Las become a Avorking entity ; the cars are hourly careeruig over wide prairies, wliich stretcli out between St. Louis and Chicago, and the traveller who is more than twenty-four hours in passing from the Monumental to the Queen C.'ity, either via Parkersburg and Chillicothe, or Benwood and Columbus, impatiently deprecates the " slow train," and frets for fear he will " miss the connections." Who dare say this is not tJie age of progress, when elements swifter than the fubled Pegasus, and stronger than Hercules, are harnessed to the train, and the lightnings of heaven are converted from messengers of wrath, to ministering spirits of commerce and civilization.

The Ohio belt of the "American Centeal Kailway" is two hundred miles long. It was originally projected from Loveland, on the Little Miami River - (whence, to Cincinnati, a site for a railway was occupied) - to Belpre, in Ohio, opposite Parkersburg, A'irginia, or to Harmar, near Marietta, as the wisdom of the Directors might determine. Both the proposed eastern termini were placed on a parity, by tlie language of the original charter. Subsequently the Ohio legislature chartered the Hillsborougli and Cincinnati Railroad Company, with the privilege of extending their line into Cincinnati; - whereupon the friends of the two roads coalesced in their earlier operations, designing to terminate the Hillsborough and Cincinnati at Chillicothe. The several companies worked in harmony until "actual surveys " demonstrated that there Avere rival routes presenting competing advantages. The " Marietta " was located six miles north of the town of Hillsborough, and secured, among her franchises, an independent entrance into the Queen Citj', and a right to extend her line from Harmar to Wheeling : the " Hillsborough," too, became more ambitious ; aspired to the construction of a through line to Parkersburg, on her own account; and dissolved partnership with, and bid defiance to the older corporation. Hence, a protracted, acrimonious and expensive contest arose, between the two interests ; which was finally and happily concluded, but about three years since, by a "contract of union" between them, under -which they became one interest of two nominal corporations. Before this union was consummated, the Hillsborough Company, by commendable perseverance, hud completed their line from Loveland on the Little Miami, to the beautiful shire town of Highland County, Ohio, whose name she bears ; - and, not only so, hut had expended nearly half a million of dollars, in the grading and masonry onward over the Scioto, and towards the Virginia line. By the terms of the marital contract, the "Marietta" is bound to complete the other road from HilLborough to Jackson Court-house, Ohio, and thence to

It is safe to say that the feiuls hetwcen the two corporations, and their local partisans, - like the dispute between the Baltimore and Ohio Kaih-oad and tlie Chesapeake and Ohio Canal, - as earnestly and honestly jjiirsued as they might have been, worked at least two years' delay in the comi-letion of the present Avork. The " war " extended into the great terminal cities of Baltimore and Cincinnati, delaying the proffer of material .aid by the latter comrnnnity ; and so far pretermitting the sanie by the former, that the projectors of the Marietta road never summoned the temerity to appeal to Baltimore for a dollar. They have built their road " to old Virginia's shore," and grasped the somewhat reluctant hand of the Xorth-icestern Virginia, wliile sending forth a flag of truce and a project of a better alliance, amity and common interest to the great Baltimore and Ohio, trusting to geograpliical focts, more matured facilities, and the faithful future for the verification of their fondest hopes. But we anticipate : -

The Belpre (now Marietta) and Cincinnati Eailroad Company was organized at Chillicotlie, on Wednesday, the J 8th day of xVngust, 1847, by tlie Commissioners named in the Act of Incorporation. The following gentlemen composed the first Board of Directors, viz : - Felix Kenick, "William II. Price, John Madeira, "William M. Anderson, John L. Green and "William Eos?, of Eoss County; John Ballard, A. B. "Walker and David Eichmond, of Athens County ; "William P. Cutler and Noah L. "Wilson, of "Washington County ; and Allen Trimble and YVilliam O. Collins, of Highland County. The Board was organized the same day, by electing Mr. Eenick President, Mr. Eoss Treasurer, and Mr. Seneca W. Ely Secretary of the Company.

Of the above, Mr. President Eenick, a pioneer citizen of Oliio, l>ublic-spirited, and of great energy and i)ractical intelligence, was accidentally killed, by a falling tree, as he was passing homeward, in his carriage, from a meeting of the Board. Mr. Price, the first chief engineer (as well as a director) of the company, removed to Illinois some eight years ago, where he is living a "large " and successful farmer. Messrs. Anderson and Green, citizens of Cliillicothe, served but brief tours in tlie Board, retiring to their usual professions. Mr. Eoss, an old merchant and highly-respected citizen of Chillicothe, acted as treasurer and with his railway compeers, but a short time only. ^Ir. Ballard, wliile journeying in the service of the road, was thrown from his buggy into an excavation, by a runaway horse and crippled for life. Mr. Eichmond deceased, after less than a twelve months' service. 4*

And Messrs. Trimble and Collins, citizens of Hillsborough, left the Board soon after the organization of the Hillsborough Company. Messrs. Madeira, Walker, Cutler, and Wilson, are all of the above fourteen who continue as directors of tlie Marietta Corporation. Mr. Ely, the original secretary, was re-elected to that onerous and honorable post on nine consecutive annual occasions, and resigned it, in September, 1856, after having served the company in clerical and collateral positions, with marked fidelity and intelligence.

Allen Latham, Esq., of Chillicothe, was the immediate successor of Mr. Eenick in the presidential office. He declined a re-election, when the company decided to commence active construction ; and Mr. Cutler was unanimously chosen to the place. With this gentleman it was emphatically a post of action. Under his administration the locations and most of the lettings of the line were made, and tlie fip.ancial policy of the company was inaugurated. After several j-ears' arduous service, Mr. C.'s declining liealth admonished him to resign tlie presidency, which he obtained tlie leave of his colleagues to do, only by consenting to remain in the Board. Mr. Noah L. Wilson, of Chillicothe, Avho yet serves as president of the com[)any, was then elected.

When chosen president, Mr. W. was absent in Europe, on the business of the company, and therefore declined accepting until his return. In the interim, William S. Nye, Esq., of Marietta, officiated as president ^.i/'o tem.^ and was elected vice-president on Mr. W.'s return, and full acceptance of the chairmansliip of the company. Upon the latter gentleman has devolved a large share of very arduous service, which he has performed with a degree of industry and ability seldom equalled.

It is deemed not irrelevant, in a popular essay like this, designed for perusal by thousands who may never have heard of the above individuals, to bring forward the names of gentlemen who, by their persevering, personal, and pecuniary efforts and sacrifices, after originating, assisted to foster one of the boldest and most important railroad enterprises in North America. What Thomas, Brown, Patterson, Swann, and their compeers were to the Baltimore and Ohio, were Madeira, Mills, Putnam, Cutler, Price, Wilson, Walker and others to tlie Marietta and Cincinnati road. The maxim of the ancient school inculcated that " it is graceful and sweet to die for one's country." May it not be said with more fidelity to true sentiment, that those who devote their best eftbrts in projecting and fostering great public improvements, contribute far more to tiie ^itile than do dying soldiers, if they do not, haply, participate in the ihtlce?

After the organization of the company, the magnitude of their l)n)ject, and its certain expense in comparison with any combiiiation of means -whioli appeared patent to their hands, "gave pause" to tlic l)rojectors of tlie Marietta road.

Legishitive acts Avere procured, authorizing tlie counties, towns, and cities on the proposed route to subscribe to its capital stock. At that time the constitution of Oliio did not, as it now does, forbid municipal subscriptions to public improvements; and, under those laws, the following subscrii)tions were made, viz. : -

Afterwards the city of Cincinnati divided a miUion of authorized subscription among several roads, bj' bestowing on this great projected feeder to her commerce and prosperity the loan of her credit, redeemable in twenty years, to the amouut of . . 150,000 And, under the stimulus of a proposed most favorable and direct connection with the South- West, the Pennsylvania Railroad Company and the city of Wheeling subscribed their stock and bonds to the Marietta Company, to the aggregate sum of . 1,000,000 111 addition, when it became evident that the work must stop, west of Athens, without additional means, the Harmar terminus was adopted - the " steady determination " to make the best connection with the Baltimore and Ohio road, on the completion of the latter to the Ohio River, dechired ; and iu consideration of that adoptiuit, the following additional subscriptions were dedicated, viz. : -

Besides the above two millions and fifty thousand dollars of corporation and munici[ial subscription, the large amount of nearly two millions have been contributed to llie capital stock of the road, by private jjarties.

Tlic bonded debt, on the line and franchises of the company, is four millions five hundred thousand dollars, represented by a first and second mortgage. A third mortgage exists, secured by a portion of its personal property; and an ifsue of " income" or "domestic bonds," amounting witii the "third mortgage" to a million and a half, comj)lete the means, by way of stock and debenture, by which this long and expensive line of road has been finished thus far and furnished.

It is furnished, too, with a profusion of Cars and Locomotives that would look like jn-odigality, perhaps, to one uninformed as to the real wants of this great connecting line. Some fifty of the latter, comprising several of the heaviest and completest machines in the country, from the celebrated works of Taunton, Boston, Lowell, Patterson, Philadelphia, and Lancaster, and seven hundred of the former are already in comnussion.

The Marietta Company early secured the services of Archibald Kennedy, Esq., late of the Vermont Central Road, as locating engineer. His fine talents in this regard were put to full test, among the mountains east of the Scioto, and among the valleys of the Minei'al Region of Southern Ohio. To project a line of railway, over such ground, with maximum gradients of 52 feet and minimum radii of 2. GOO, and with making only eight short tunnels, is irrefragable proof of engineering perspicacity. East of Athens, the very difficult country penetrated, and the good line constructed, at once tested and proved the eminent proficiencj' of the present chief engineer, Colonel H. C. Moore.

This sketch, however, presents but little room for personal allusion. One familiar with their eftbrts and accomplishments might till a volume with the merits and operations, in connection with this road, of "Waddle, Lovett, Medbery and otliers, in the engineering department ; of Gates, Xye, Smart, and their colleagues, in the working Board ; and of Cutler, Wilson, Madeira, and their helpers, in the financial line. A faithful histoiy of the construction of the Marietta road would present facts and relations calculated to inspire the impartial observer with profound admiration, in view of the points achieved and difficulties vanquished.

That these eftbrts were not bestowed on an unworthy ohject^ is made plain enough by a glance at some of the salient peculiarities of the Marietta and Cincinnati line.

First, this line affords the most direct route possible between Cincinnati and eastern tide-water connections. It pursues a course nearly latitudinal, across the peninsula of Southern Ohio, whicli is made by the great detour to the south and north-west of " La Belle Riviere." It lies three-fourths of a degree south of latitude 40° north, out of the reach of submergiug snows, Avhicli are so destructive and embarrassing in the winter season on lines farther northward. It therefore presents, beyond the possibility of successful competition, tlie shortest, and - especially when its connection at the Ohio shall be properly completed - best line between the Baltimore and Ohio and the "Western railroads at Cincinnati - an important consideration with the travelling l)ublic.

Second, the country penetrated bj- this road, between Cincinnati and Raysville (117 miie^.), comprises tlie finest agricultural district of the Buckeye State, including the valleys of the Little Miami, Paint and Scioto rivers, renowned for their fertility. The souiriquet of

'' Garden Cit}'," bestowed upon Cliillicothe by a niember of the Baltimore press, wlio participated in the July excursion, is as appropriate as it is beautiful. The high lands between tlie Miami and Grecutield, consisting mainly of limestone soils and fossiliferous debris, comprise as rich a wheat-growing region as the earth atibrds ; while the vegetable alluvion of the lower valleys produces Indian corn, and its quadrupedal congeners, hogs and cattle, in great abundance. Nor is the region east of Kaysville, and reaching across the Hocking Yalley to the Ohio river, without valuable agricultural resources and productions.

Thirds it is well, in alluding to the resources of the Marietta road, to remark, briefly, on the connection between the geology of any given section of the country and its agricultural capacity. The amount of freights, as well as the extent of travel, which will fall to the share of a railroad, must be proportioned to the fertility of the country which it and its connections traverse. Sterile countries, destitute also of minerals, can atford neither traffic nor passengers to any profitable extent. But when a railroad has the double advantage of passing through a mineral region and one rich, in agricultural productions, its prospective sources of supplies give assurances of profits to its owners. Tlio Baltimore and Ohio road, with its western connections, possesses these advantages in an eminent degree. The investigations are not yet completed, in the mineral country along the Marietta road, though they should be at an early day. In the agricultural region they have been carefully made, and the results have been presented in the scientific journals of the West. For this infonnation the public is indebted to Prof. David Christy, of Cincinnati, His general remarks upon the mineral region, Avhich he had examined throughout Ohio, show that the resources of the road, in coal, iron, and salt, are unlimited, and suggest, in a forcible manner, the necessity of a careful geological survey of the whole route.

The lowest formation in Ohio, geologically speaking, is the blue limestone valley of the Great Miami river, near Cincinnati. This is the old Silurian, and, in its natural divisions, Upper and Lower, extends Avestward to tbo Wabash river, and eastward nearly to the Scioto. The Upper Silurian rocks, on both the eastern and western extensions, are of a buff gray color, composing what Locke and Owen style the clijf limestone, on account of the precipitous cliflfs which they form along the streams of water that have cut their channels into the strata. AVherever the rocks of this formation have sdpplied the materials of soils, great fertility usually prevails. At the crossings of the Rattlesnake Fork (Monroe) and Paint Creek (Greenfield) are ex- tensive quai-ries of this gray stone, for lime-burning and paving, or flagging purposes. At GreeufielJ, the most quarrying lias been done. The market is good and supply unlimited.

Both to the eastward and westward, the UxJ'per Silurian rocks are overlaid by the Devonian formation; and it, in turn, by the carioniferous^ including inexhaustible supplies of coal, iron, salt, bnhr millstone, fire-proof fine-grained sandstone, spar limestone of the carboniferous series, fire-brick and common brick cla}', a species of black marble, and other minerals of lesser note, the whole country abounding with excellent timber, such as oak, poplar, beech, etc. But on these we shall not enlarge at present ; nor is it desirable to do so until a perfect survey of the railroads shall be completed.

The line of the Marietta and Cincinnati railroad crosses the outcrojis of the several geological formations nearly at right angles, and thus, in its course across the State of Ohio, it bisects the Silurian, Devonian, and Carboniferous series, so that the road miglit well serve as the base of a correct geological survey. Eising from the blue limestone rocks, over which Cincinnati is built, it ascends the valley of the Little Miami i-iver to Loveland, and thence surmounts the table-land between that river and the Scioto, where it penetrates the lower strata of the Devonian, in the black state of the latter river. Proceeding eastward, from the fertile "second bottoms" of High Bank, the road passes tlirough sundry deep cuttings, beginning at Schooley's Station, composed of thin layers of clays, slates, and sandstones, with ferruginous admixtures, strongly significant of the near neighborhood of mineral deposit. Between Chillicothe and Salt Creek are the northerly fimbrations of the Waverly sandstone, a material of great economic value. Crossing Salt Creek, 14 miles east of Chillicothe, the lowest stratum of the coal-bearing rocks is bisected, near Raysville (20 miles), Avhere a thin sundstone, remarkably rich in fossils, is found. Between this point and Byers's (three miles further), the cuttings are made in the conglomerate rock, aiove which all the valuable coal-seams are found.

The first of these are at Ely's Mines, 36 miles east of Chillicothe. These were opened two years since, in anticipation of the opening of the road to that point. The traveller may recognize the locality by tlie apparition of a tall trestlework connecting the opposite hill with the railroad. The elevations in the vicinity abound in iron ore, whence a portion of the supplies for the Cincinnati Furnace, a good establisiiment 25 miles east of Chillicothe, is derived. This is a hot-blast charcoal furnace, yielding 4,000 tons i)er annum. The two tunnels jubt west of this place - 300 and 400 feet - the deep rock cuts, the Al- pine cliffs, connected by strong trestlework, to the sides of wliicli the road clings, siitliciently attest tlie difficult and expensive character of the work in this neighborhood.

Eastward the country towards Ilamden becomes less mountainous. The iiills around this village assume a Mamelon shape, those south and east of the road being rich in coals, ores, and their accompanying minerals.

IIamdex Station is the southern point of junction of the Scioto and Hocking Valley Railroad, which terminates at Portsmouth, on the Ohio river, 54 miles distant. It is designed that the two roads continue on the same superstructure to McArtliur Station, 4 miles northeast, where tlie lines separate, the Scioto & Hocking Valley going northward, and the Marietta and Cincinnati pursuing its northeast course. Hamden is the "port of entry" of the Iron A^illey, Eagle and Hamden blast furnaces.

At McArtliur Station, a large tract of coal and ore land has been purchased, with the view of general improvement, on the revival of business. Three miles north is the town of McArthur, 1,000 inhabitants, the seat of justice of Vinton Count}'.

Four miles further onward, where the railway crosses the old Athens road, is the Vinton Furnace Station. Here, the great piles of ore and pig iron ready for shipment on the i-oad, give token of the character of an important i)art of its local traffic. The Vinton Furnace itself is two miles south of the road.

At and near the crossings of Raccoon river, some 6,000 acres of farming and mineral lands have been purchased by a company of capitalists largely interested in the securities of the road, who have liere laid out a city, wliich they have called Zalaski, and erected blast furnaces, sawmills, collieries, &c., for developing the rich resources of the district. A fine hotel structure, and the extensive new machine shops of the railroad company, with the tasteful residences of 11. B. Robson, Esq., the intelligent manager of the estate, and Capt. A. B. Waters, its assiduous steward, already impart an air of thrift to the place.

Big Sand Furnace Station is the next halting-place, Avhere further stores of ores and iron advertise the neighborhood (li mile distant) of another smelting establishment. The ores used here are principally imported from McArtliur Station. A vein of very fine coking coal is worked at this place.

The line between Athens and Vinton Counties is crossed, soon after leaving Big Sand. These two counties - more particularly the latter - owe much to the railroad, in the developing and marketing of their mineral and otlier resources. Astute statists predict that, within fifteen j'ears, Vinton will be the richest county in Ohio, excepting Hamilton (Cincinnati). Athens County, also, is put in direct connection with Baltimore and Cincinnati, by the road ; and, although the Athenians had a defective commercial channel in the Hocking Canal, northward, before the construction of the iron highway, yet the supe- I'ior celerity with which traffic and passengers can at all seasons be conveyed over the latter, will ever commend tlie road to the partiality of all reflecting men.

The Moonville, Mineral City and De Steiger coal mines lie between the county line and the town of Athens. At De Steiger's is a saltwell in operation. There are a number of good wells in the neighborhood of Athens. The water is about 10 per cent, proof, producing much of the salt used in interior Ohio.

Athens is an old western town of some 2,500 people. Though set on a hill, the place is hid by intervening bluffs, as one approaches from the bridge over Hocking rivei*. Tlie " Ohio University " and two handsome Public School buildings form tlie prominent architectural features.

Emigrants from New England, who founded Marietta, and made it "head-quarters," early purchased of the Federal Government all the lands of this part of tlie present State, and re-surveyed it, making ample dedications for school and ministerial, or religious purposes. Some 46.000 acres at and near Athens were appropriated toward the support of an university ; and the most of the Purchase has been settled by industrious and hardy descendants of puritanical stock.

Between Athens and Scott's Landing, 35 miles, going east, the road pursues the fertile " bottom " of the Hocking river to "Warrens. There, again, the line takes to the hills. Anticipating the completion of Pilcher Tunnel, the temporary line is substantially constructed over the Summit. Thence, by a good road, New England and Big Run are reached. At the latter jdace, the geological equivalents of the Pomeroy mineral locality (on the Ohio river) are found - the future subjects of development and basis of wealth.

Passing Decatur and Little Hocking Stations, you arrive at Vincent's. Hence, 12 miles to Belpre, opposite Parkersburg, a good line of railroad has been projected, whicli will be constructed under the auspices of tlie Marietta and Cincinnati Company, so soon as the means are supplied.

Connection With Tiik East Makietta

a gentle slope on tlic western side thereof. A tunnel, tliree-eiglitlia of a mile, is in course of construction here ; but, pending its completion, the road descends the river slope by a series of Y's, similar to the ingenious and complete expedient resorted to by the Baltimore and Ohio road before the Board Tree Tunnel was tinished.

At Scott's Landing, 192 miles from Cincinnati, you arrive on the western shore of the Ohio ; and here, by comparing the time consumed on the trip with that occupied in making the voyage by the swiftest boats, you find you have beaten the latter 16 hours, thus affording the traveller an opportunity of reaching Baltimore, Avhile his friend who left Cincinnati by the boat, at the moment he did by rail, is getting to Marietta. At Scott's Landing, freights and passengers designed for the East, are now transhipped on the ferry steamer for Parkersburg between eight and nine miles distant, below.

The river transit, either way, usually consumes about one liour, giving passengers a good opportunity for refreshment with clean water and Avholesome food. Arriving at Parkersburg, 200 miles from Cincinnati, by our railroad route, those who do not desire to sojourn in that enterprising town, take the trains on the North-western Virginia road, and reach Baltimore via Grafton, in sixteen hours.

In our rapid resume of interesting places and things, proceeding eastward by the Marietta road, we have neglected some subjects which may be well observed on the return trip. Of these, the first in importance is tlie fine old town of Maiuetta.

This [ilace is distinguished as being the first in the old North-west Territory settled by Avhite men. The "universal Yankee nation," esteemed, by many " the salt of the earth " in whatever pertains to physical progress, here planted their first outpost, in their beneficent march toward the setting sun. Here, those concomitants of " Eastern " civilization, churches, colleges, school-houses, and manufactories, are found - interspersed over and among the graves of the aborigines, and the tumuli erected for sepulture and defence by that mysterious race of whom neiiher tradition nor history gives any account. Marietta, with her neighbor, Ilarmar, from whom she is separated by the mouth of the Muskingum river, numbers some 5,000 inhabitants. A more enterprising, moral and intelligent collection of people than these places afford, can rarely be found. It is a sign highly fiworable to Marietta, that more natives of the place, of adult age, can be found among her active business men, than any other city of the West can produce, in proportion to the whole number of inhabitants. It was at Marietta, tliat Governor Chase welcomed to Ohio the U. S. Secre- tary of State (Gen. Cass), Mayor Swann, of Baltimore, the French [Minister to Washington, M. Sartiges, and a large number of gentlemen and ladies, tlie guests of the several roads composing the "American Central Railway," on the occasion of the Grand Excursion.

Crossing the Scioto river, by a bridge 1.200 feet in leugtli, the passenger from the East rapid)}" nears the Garden City - Chillicothe. Tliis place was laid out in 1796, on the general plan of Philadelphia. An extensive plain, at the foot of the t5rst hills which arise above the conflueuce of the river and Paint Creek, its principal brand), is skirted, on its western margin, by the streets and buildings of this beautiful city. Chillicothe was the tirst seat of government of tlie territory north-west of the river Ohio, and afterwards of the infant State of Oliio. She has always been a place of considerable political and commercial importance ; and her society enjoys a higli reputation for intelligence and refinement. Tlie city contains some 12,000 inhabitants. Two large first-class hotels, the handsomest court-house in tlie State, twelve or fifteen churches, a market-house, and a number of flouring mills and otlier manufactories, are among the principal buildings.

At Chillicothe, the railroad crosses the Ohio and Erie Canal, a State improvement, was opened through in 1827, from Cleveland to Portsmouth. Being surrounded by a wide district of extraordinary fertility, this town is at the very head-quarters of provisions and produce; and "with its railway and canal connections, offers a most desirable site for manufacturing enterprise.

The portion of the railroad line between Chilliccthe and Greenfield was the first completed and ia operation. Tracklaying was comlueuced at Chillicothe, westward, in 1853. Chillicothe was the lodging-place of the numberless guests of the Great Excursion, and added much to her reputation for hospitality by the conduct of her citizens on that occasion.

Leaving Chillicothe for Cincinnati, the passengers first arrive at Anderson's, a fiag-station, 5 miles. Thence to Frankfort, 8 miles, the road pursues mainly the valley of North Fork Paint Creek ;* but, soon curving to the left, crosses the Buckskin plains, past South Salem Station (7 miles) to Greenfield, 24 miles from Chillicothe. Here is a fine viaduct over Paint Creek, from which the town makes a picturesque

* In the Shawnee Inilian tongue, WoUan-tatigy, or paint-stone. The principal street of Cliillicotlie bears tlie quaint and rather flat name of '- Paiut," instead of the euphonious Indian term of the same mcaninir.

and inviting appearance. The next station is ^[imroe, Highland County, at the crossings of another large bi'anch of Paint Creek. 7 miles. Leesburg, on Lee's Creek (4 miles), and Lexington (2 miles), both smart towns, come next; and Vienna (4 miles), a place of 500 inhabitants, in the south-east corner of Clinton County, succeeds. From tlience to Blanchester, at the junction of the llillsboro' Branch, IG miles, the regular Martinsville station (7 miles), and Hag station, Vandivort's (4 miles), are passed. Near the latter place, tlie people called Shakers have piu'chased a fine tract of land, and commenced a new settlement.

Blanchester occupies a good position at the junction of the road witli its llillsboro' Branch, and iu the midirt of excellent farming countr}'. As a wooding, watering, and telegraph station, it enjoys all the facilities the company could give it.

Tiie distance from the latter place to LovelandislS miles, by a line nearly straight, and descending grades. The intervening stations are called Level, 3 miles, G-, & W. Pike, 4 miles, Spence's, 3 miles, - to Loveland, 6 miles.

At Loveland, the Marietta road enters into "joint occupation " with the Little Miami (to Cincinnati, 23 miles), by virtue of a contract whicli secures the advantages of the line equally to each for a term of ten 3'ears. Tlie cars of the Marietta pass otf and on the Little Miami road so readily, that the passenger from one to the other would not know, unless he were informed, that two lines were used in transporting him. Polktown, 3 miles, Miamiville, 3 miles, Milford, 3 miles, Plainville, 5 miles, and Engine House, 6 miles, are the stations intervening between Loveland and Ciucinnati.

A good line of electric telegraph has been constructed from end to end of the road, and is in successful operation, between Marietta and Cincinnati, with ten intermediate stations.

The following is a list of the present Board of Directors, and other officers of the Marietta and Cincinnati Kailroad, with their places of residence, viz :

O. Smith, Secretary, and J. R. Crawfiu'd, Treasurer, both have their offices in the road buildings at the south-west corner of Tliird and Sycamore streets, Ciucinnati; where, also, George Barnes, the Super- intendent, makes liis bead-quarters. This gentleman is from the New York Central Railroad, and has administered the multiform duties of his office nearly a yeav with great acceptation to the company.

In the management of the company's machine shops, stations, roadtrack, and the thonsand-and-one particulars, each one important to the success of the road, a^;e?"«o«?ieZ combining all the various talent desirable lias been gathered and devoted to the interests of the company.

In this rapid sketch of the great line which composes the Ohio division of the American Central Railway, many subjects have doubtless been omitted, which would have rendered it more interesting. In the lapse of future years, however, opportunity will be offered to countless thousands to travel over tlie road, and study, by actual survey, its prominent commendations and exhaustless resources.

Equipment of the Maeietta and Cincinnati Railway. - By the statements furnished below, it will be seen that the Marietta Road has already secured an excellent equipment in power and cars, to which additions are contemplated as soon as its business is placed upon the desired footing by the perfection of its through connections, and the completion of its local engineering works, which will add greatly to the value of the road.

Tlie Stations. - There are 37 stations in all on the line, including the terminal points. They are appended, with their distances from Cincinnati, as ft>llows ; -

Railway Celebrations Of 1857 Chapter Ix

Tnis road is one which, in its projection, progress, and completion, has been regarded as remarkable, and has been conspicuons before the country. Cincinnati and St. Louis may. Avithout a reasonable accusation of ostentatious assumption, be permitted to pronounce themselves the great cities of the system of rivers that water the Mississippi valley. This might be said, even in stronger terms, without disparagement of the proud positions of New Orleans and Chicago. Tlie one belonging to and wielding the sceptre of commercial dominion over tlie gulf; the other enjoying the dignity and profit pertaining to tlie empress of the lakes. Cincinnati and St. Louis unquestionably rank as tlie metropolitan emporiums of the Ohio and Mississippi valleys. The immeasurable regions of the Upper Missouri are not yet among the conquests of civilization. If they were, a railroad, the twin of the Ohio and Mississippi, not in time, but in place, would pierce the Central America from which that grand river rolls. Then we might speak of the Ohio and Mississippi and Missouri Kailroad. We have only, however, now to sjieak of the eastern wing of the railroad system of St. Louis, sim[)Iy, and with excellent propriety named the Ohio and Mississippi.

It is a favorite theme with the Honorable and distinguished Edward Bates, of Missouri - the central position of St. Louis - the prodigious valley of the Mississippi, with tlie Missouri and Ohio rivers forming to the Mississippi the arms of a Ckoss, extending over the better portion of the continent, - each mighty stream bristling with navigable rivers! The great stream of travel "".ross the continent, when the rivers were more pre-eminently than now the national highways - though even yet, considered as commercial channels, who can have the teinei'ity to question their supremacy? - was naturally along the Ohio, flowing for a thousand miles from east to west. Lording it over this river of many waters, a point where the stream of travel was stilled and left a golden sediment, and great manufiictories sprung up, and the produce of a wonderfully rich conntr}', vast in extent, and full of the energy to make the most of its resotirces, was the city of Cincinnati, her way to the wide wide world" beyond the seas, down the river and through the gulf alone ; the wheel and hoof carriage over the mountains not being, from a merchant's or manufacturer's point of view worthy of enumeration as a prominent exception. The business men of Cincinnati were secure, and it seemed had nothing to do by way of improving the commercial ways of the world, but by giving assistance in the construction of canals and turnpikes, and the pulling of snags from the rivers, and the improvement of steamboats. St. Louis was far away, perched on the bank of the Mississippi, above the confluence of the Ohio with its turbid mother, out of the way of the current of Cincinnati events.

.^Vhile the men of Cincinnati Avere busily loading fleets of steamers with pork and grain, and the articles from their manufactories, and taking care of the tide of travel that ebbed and flowed from stages and steamers, a change passed over the spirit of the dreams of the age. The IRON HORSE burst upon the scene, and there was the -inauguration of a new era of progress. The capital of 'Sew York, the commerce of the lakes, tremendously tending to the ocean, the ease with which roads were built along the lake shores, the level plains of Illinois, and the grants of lands for railroad purposes in that State, combined to outstrip the wealth and energ}' of Cincinnati in making communication between the ocean and Mississippi, by rail. The iron tracks were constructed from New York to St. Louis by way of the lake shores, and the travel from the south-east and far West to the middle States and New England, passed away from the " Queen of the "West," swooped far to the north of her, left her high and dry on the banks of the beautiful Ohio, certainly not a fossil or in danger of having a signally fossiliferous tendenc\-, but out of line, out of the wa}' of the stream of liumanity, whicli is to the civilization of the continent what the gulf stream was to the waters of the Atlantic - emigration tended to the extreme north. Chicago reaped riches from the marvellous development of Wisconsin and Minnesota, and gathered greatness from the throngs of travellers that streamed through her streets from the north and the soutli. Now the best lands were not in the extreme north but in the centre of the United States territory. Kansas and Southern Nebraska should have had the preference to Minnesota and Wisconsin, and Northern Iowa and Nebraska, but the lake shore railroads gave a vast north-western hnpetus to the national growth - the drift of development.

Years before this state of facts had existence, the event had cast its shadow, and there Avere sagacious Cincinnatians who proposed to stretch their hands to St. Louis; or, less figuratively, to unite the great cities of the "West by a road that should be the great railroad of the AYest, and pi-eserve tlie vantage ground of the positions of tliose cities and of the centre of the continent which they represent, from tlie tem- I)orary overshadowing to which thev' might be subjected bj- incidental advantages falling to lake cities and regions, from the quick construction of northern roads. And before the northern system of railroads liad been made a fixed fact, and before the wonders that it wrouglit had been more than dreamed of, the Ohio and Mississippi Railroad was under way. But tedious months before the iron liorses of the Queen City rolled over an unbroken track to the brink of the yellow flood of the father of waters, the Boston, New York, Philadelphia, and even Baltimore travel for the deeps of the AYest, instead of passing through its natural channel down the Ohio, was in flight in the flying cars via the lake shores, touching at Chicago, down the Central Illinois road, branching ofl:" to St. Louis, and through Cairo, not only to the West but the South- West. Surely this was literally circumventing the Queen of the West. It became then to the leading men of the Queen City, as much of an object to restore the equilibrium of trade and travel, as to European politicians is the i)rescrvation of the balance of power. And it was to those leaders in the business of the metropolis of the Ohio valley, a matter essential, practical, immediate, definite. Their pride and their pockets were touched. That which was to be done, was the completion of the OiHO AXn MrssissiPPi Railroad.

We are informed of the history of the early jirogress of this road, whose completion and the incidental mngniticent celebration was the event in the railroad world of the summer of 1857, that there was a project of a railroad from Cincinnati to St. Louis as early as 1832, for a portion of which a charter was obtained, while some subscriptions were actually paid. This was premature, however, and the enterprise, after making no sign, of which any indication is now noticeable, for more than ten years, was revived under the present charters of the Ohio and Mississipj)! Railroad Companies, granted by the Legislature of Indiana in Februar}-, 1848, while the Indiiuia charter was recognized by the Ohio Legislature in March, 1849, Illinois following suit in 1851. The preliminary survey of the road was commenced on the 1st of November, 1848, By the terms of the charter, by the Legislature of Indiana, the company was authorized to survey and locate a I'ailroad on " the most direct and practicable route between Lawrenceburg, on the Ohio river, and A'^incennes, on the "Wabash river." A distinguished engineer, Prof. O. M. Mitchel, a graduate of the "West Point United States Academy, made a recognizance of the country, and reported that " throughout the entire distance from Cincinnati to St. Louis no grade exceeding forty feet to the mile" had been found necessary. The entire cost of construction and equipments he put down in round numbers at six millions of dollars, but in a revision entering into particulars, he reduced his estimate to $5,045,390. A few items of experience, with its unexpected accompaniments, however, has demonstrated that this estimate was far under the final figure.

-The organization of the Ohio and Indiana portions of the road w^as effected in 1850, Abner T. Ellis, of Vincennes, being elected President, and a number of the solid men of Cincinnati and Yincennes and of the country between those points chosen directors. In 1851 Prof. 0. M. Mitcliel was appointed commissioner and engineer Avith powers to procure stock, survey the route, and negotiate for the interests of the company. He was energetic and successful ; stock to the amount of two millions of dollars was procured, and in January, 1851, the construction of the line was put under contract to Messrs. H. 0. Seymour & Co , of New York.

" The work of construction was commenced by the sub-contractors of H. C. Sej'mour & Co., during the summer of 1852, but in consequence of the prevalence of the cholera along the line of our road, in the summer and autumn of that year, most of the contractors did not get fairly to work until late in the fall. From that time up to tlie following summer, the road was pushed forward as rapidly as the great scarcity of hands would permit. During the summer of 1853, our contractors had the great misfortune to lose, by death, two prominent members of their firm, H. C. Seymour and Calvin E. jMather. The surviving members of the firm disposed of their contract for building the road, anil a sale of the entire contract witli all its conditions and obligations to Ilonry D. Bacon, Esq., of St. Louis, was consummated on tlie 22d of October."

On the IGth November following, O. M. Mitchel resigned his official connection with the company to take charge of the contract ofiice of the eastern division of the road, as a partner of Mr. Bacon, under the style of O. M. Mitchel & Co. Prof. Mitchel had rendered

(listiiiguislicd servifes to the Coiiipatiy in his capacity as eniriticer, and as negotiator of the bonds of tlie road in the London market. His services in negotiating boiids, was such as to encourage greatly tlie projectors of the road, though it is a point susceptible of doubt, whether this success, showing the ease with which money could be raised in behalf of the splendid enterprise presented, was not eventually injurious, througli the spirit of overweening confidence that the greatness of the broad gauge road would allow any margin of expenditure, however extravagant, without impairing the stability and fertility of the Company's resources. The extent of the Professor's negotiations in London was $2,750,000 in bonds and stocks. The bonds he sold to George Peabody, tlie "well-known American banker, at their full par value, an operation that created a nsarked sensation in financial circles at the time.

We will go back in the course of events to state that Erastns Gest, as chief engineer , was assigned the duty, December 15, 1850, to survey and estimate the road. He made an elaborate survey and report, and estimated the total cost of building and equipment of the road at $9,9-42,000. These figures, however, were deemed extravagant, and were not made public, through fear - but the contractors seem to liave had an appreciation of the cost of the road as high as that of this engineer. Tlie Seymour contract provided that Messrs. Seymour and Co. should build, finish, furnish, and equip the entire line of railroad for nine millions of dollars, the distance not to exceed three hundred and thiity-tive miles. The contractors obligated themselves to finish the work in five years. They were also to build all depots, stationhouses, turn-tables, and machine shops required on a first-class railroad, and finish as they might be wanted, forty locomotives, forty passenger cars, five hundred freight cars, etc. The contractors were to be paid by the companies three and one half millions in cash, two and threequarter millions in stock, two and three-quarter millions in bonds. The Charter of the State of IHinoi3 required that the work on the Western Division should be commenced before the 12th of February, 1852, and ground was formally broken at Illinoistown, opposite St. Louis, on the 9th of that month. By special arrangement with the contractors, the Western Division of the road - that from St. Lou'" to Yincenncs - was to be finished in three years from the 1st of July, 1852. The cost of this division was by agreement of the companies to be rated at three of the nine millions.

change in the raih-oad stock-market, these securities became inadequate, so that the financial agents were constrained to carry on tlie on their private means. "When th.e Seymour contract entirely broke down. Page and Bacon had to take the Eastern Division of the road also, which they did, under the firm name of O. M.Mitchell A; Co.. and continued to push the work until January, 1855, when, owing to the railroad depression, they were forced into suspension, and the O. and M. road languished when they fell. But Bacon was indomitable. In a few months he had raised half a million of dollars, and completed the Western Division of the road, which Avas opened on the 1st of July to Vincennes. The firm of Page and Bacon held altogether at the time of the opening of the Western Division of the O. and M. railroad, $1,000,000 of the bonds of the road, and $900,000 of stock, and other liabilities of $800,000 in addition . A deed of trust was made by the company to secure Page and Bacon - made to J. H. Alexander. Under this deed the road was sold and bought in to H. D. Bacon, by whom it was held until recently, when it was deeded to the company by H. D. Bacon, and the company issued bonds to him (8d and 4th mortgages) in discharge of their indebtedness.

Tliose who are most familiar Avith the trials and struggles attendant upon the progress of the Ohio and Mississippi Railroad, do not hesitate to accord to Henry D. Bacon the highest praise for his extraordinary eflbrts in furthering tlie interests of this great undertaking. The names of 0. M. Mitchell, the late Judge Burnet, and James 0. Hall, of Cincinnati, Judge A. T. Ellis, of Vincennes, Col. John O'Fallon, of St. Louis, and others whom we cannot noAv recall, deserve to be filly remembered for their instrumentality in advancing the work.

Railway Celebratioxs Of 1857

The first section of the Ohio and Indiana division of the road from Cincinnati westward, was opened to Cochran, 26 miles, on the 2d of April, 18.54. This section connected with the Cincinnati and Indianapolis road, then constructed to Lawrenceburgr, and a large and lucrative travel and movement of freight at once took place, realizing an instalment of the practical advantages, that the proprietors of the road had always in glowing terms contended would be incident to its opening. The nest section of the road, formally opened, waa to Seymour, 87 miles from Cincinnati, crossing two important tributary lines, the Madison and Indianapolis Railroad, intersected at iSTorth Vernon, 71 miles west ; the other the Jeftersonville and Columbus road at Seymour, opening a railway communication between the sister cities of Cincinnati and Louisville.

Now there was a Dark Age in the history of the road, ^fany misfortunes delayed its final com[)letion. It was beset by pecuniary difficulties. The Western Division of the road, though " finished," was not in first-class working order. Mr. Bacon, though supporting the road, and sustaining himself with gigantic energy, was embarrassed and perplexed ; and though his division of the line, united with the Terre Haute and Indianapolis road transacted a large business, and was highly advantageous to travellers, still the Great Central route from Cincinnati to St. Louis was incomplete. The financial affairs of the Eastern Division were, if not in confusion, in a condition of terrible depression. The stock sunk disgracefully low. The name of the Ohio and Mississippi Koad, from being that in which Cincinnatians took pride, became a by-word. Its glory was under the rubbish of unfortunate financiering. The citv of Cincinnati was appealed to, and after a preliminary examination of tlie road by a committee of tlie city council, and a report upon its condition, the road was iielped to city bonds, to the amount of lialf a million of dollars, the road surrendering its title to a tract of wharf property, the necessity for the use of wliich by the city was conveniently discovered. This assistance was giveii on the presumption that the road would be finished as soon as money could do it. Presently, however, it was apparent that the affairs of the road were too deeply involved to be remedied v.-ithout some radical operation.

The problem of the completion of the line was solved by the contract with tlie New York capitalists, headed by William H. Aspinwall. Ths people of Cincinnati, considered as distinct from the stockholders in the road, rejoiced greatly at the tidings, tliat at last the great road to the West - the straight line, broad-gauge - of which they had lieard so much, was to be completed. The sentiment of the people of Cincinnati liad always been, finish the road at any cost, but they had become discouraged at the fatal facility with which money was spent along the line, and at the principal points thereon - at the destiny of the "material aid" furnished to be "'switched off" at the side track. Therefore there was a sense of relief and general congratulation on receipt of the news that a contract was to be made, or was made, which, whatever it was, insured the completion of the road at an early date.

January 23d, 185G, Samuel L. M. Barlow, in behalf of Win. H. Aspinv/all. Joseph W. Alsop, Henry Chauncey, Samuel W. Comstock, David Leavitt, Charles Gould, David Hoadley, William A. Booth, Lucien D. Coinan, Edward S. Gould, Edward Learned, Nathan Y. Carryl, Manuel Escandon, Lewis B. Parsons, Edwin Ludlow, AVilliam Whitwright, Schuchardt & Gebhard, and Edward Delano, otl'ered to the Ohio and Mississippi Eailroad Company, to finish their work from Cincinnati to Yincennes, within eighteen months from the first day of May following, to pay the arrearages of interest on the first and second mortgage bonds, and all interest accruing upon the same, until the road was opened in its entire length, and also to settle the floating debt of the company, as well as the balances unpaid to contractors, upon condition that the company should at once create a new mortgage upon all the property, rights and franchises of the company, to be a second mortgage to secure bonds for $i,500,000, Avhich bonds should be used in exchange for the then secured mortgage bonds of the company, and that the company should create a third mortgage for the purpose of securing $3,450,000 of bonds, called Income Bonds, The conditions Avere accepted by tlie company at a meeting on the 23d of January, 185G. The contract was closed on the lOtli of May following. Tills, it should be borne in mind, has reference to tiie Eastern Division of the road alone.

When the New York Company subsequently agreed to extend its road through the State of Illinois, by the jiurchase from Henry I). Bacon of tlie road, late of the Ohio and Mississippi Eailroad Company of the State of Illinois, in part consideration of the execution of tlie purclmse. other income bonds to the amount of $2,900,000 -were issued. By resolution of the Board of Directors the entire net income of the road through Ohio and Indiana had been pledged irrevocably for the jayment of the princii)al and interest of the income bonds bearing date May 1st, 185G. Now the Board of Directors so amended this resolution, that the entire net income of the road, through its entire length, through the States of Ohio, Indiana and Illinciis, was irrevocably pledged for the payment of the princii)al and interest of the first mentioned income bonds, and of the new income bonds, to the amount of $2,1)00,000, in the proportion of nine-sixteenths of the entire net income to the first mentioned income bonds, and of seven-sixteenths of the entire net income to the new income bonds, sulyect to the payment of the interest of the seven per cent, mortgage bonds of the Eastern and Western Division respectively, and of the seven per cent, mortgage bonds issued and to be issued in ])art consideration of the purchase of said Western Division.

The New York Company applied to the tottering enteri)rise those "sinews'' which are as essential in the internal improvement of continents as in carrying on wars, and all the Avorld, so far as the Avorld has heard the shriek of a locomotive, or has seen itse.f mirrored in the pages of a daily newspaper, has heard of the success of the company, in the many histories that have been jjroduced of the unparalleled railroad celebration last summer, which was a festivity appropriate to the grandeur of the accomplished fact, the opening from Baltimore to St. Louis, tlirough the heart of the continent, of the Great Trunk Line at North American railroads. The fact fixed, the brilliant festival over, Ave may refiect upon the fact that it has appeared that the road, - the first estimate of the cost of which by an eminent engineer was less than $0,000,000, while the first contract for its complete construction and equi|)ment was for $0,000,000, - has cost, now that it takes its place among the things that are, near twenty millions. But, though individuals liave lost, the country has gained. The road is worth the money. To show the vast and glowing ideas and hopes entertained of tlie Ohio and Misiissippi Railroad in its infancy, we may quote a few passages from the writings of its early and prominent advocate. Prof. O. M. Mitchel, in a Eeport, dated February 20, 1852, said :

" Tiie Ohio and Mississippi Railroad unites the great cities of Cincinnati, m Ohio, and St. Louis, in Missouri, by a short, direct, and admirable route, with moderate grades, slight curves, and peculiar adaptation to higli velocities. The route passes through a few miles of the State of Ohio, across the States of Indiana and Illinois, joining by two roads four of the most populous, rich, and productive States in the Union. It passes tlirough a district of wonderful susceptibility, over rich alluvial lands, rolling prairies, and heavily-timbered forests. It lies near the Ohio river, so near as to preclude forever the possibility of any competition, and thus secures to itself the advantages arising from intersecting all the natural and artificial channels of communication with this great river, at points not remote from their termination. It crosses many railroads, several navigable rivers, two canals, all of which must become tributary to its wealth. It commands the travel of that vast region embraced by the mighty arms of the Lower Mississippi, and the interminable Missouri on its western terminus ; while, at the East, all the great lines extending to the Eastern seaboard, concentrate at its terminus, as a great focal point."

" The Ohio and Mississippi Railroad, when completed, will be the central axis - like the hub to the wdieel - in what may be properly called the Railway system of the IMississippi valley. That system wiU be as grand in artificial works as that valley is vast in extent and resources. Already ten thousand miles of railways, exceeding in aggregate those of all Europe, are either finished, constructing, or planned with a moral certainty of completion. On the North, they connect with the great basin of the Lakes, from the Gulf of St. Lawrence to the Arctic plains ; on the South, they stretch to the Gulf of Mexico ; on the East, they are linked to every great city of the Atlantic ; and on the West they are already rapidly tending to the broad bosom of the Pacific. On a straight line between the cities of Cincinnati and St. Louis, will be found a point midwaj' between the Atlantic and Rocky JMouutains, and between the lakes and the high lands of the Gulf; on that line will also be found the centre of population for that -ndde region, where eight millions of people already reside, and where nature has furnished abundant food and a temperate climate for hundreds of millions in time to come. In every sense, therefore, natural, commercial and civil, the railway line between Cincinnati and St. Louis occuj^ies a central and commanding position in reference to the whole railway system of the Central West. In estimating the traffic and profits of such a work, we must not merely consider what we know of the present, but look beyond into some of the great elements of nature, society, industry, and commerce ; for the stream of business and of movement on the artificial connnunic;itions of a country, as certainly pi'oceed by fixed laws, from the resources of nature and the arts and the growth of a people in that country, as do the streams of water from their original and perennial fountains."

"The Ohio and Mississippi Railroad will be the central axis of the railways, commerce, and population of the Mississippi valley. It unites the two centres or foci of that vallcj'. Cincinnati is the metropolis of the Ohio valley, as St. Louis is of the valleys of the Missouri and Upper Mississippi, To the East of Cincinnati lies all the commerce of the Atlantic, and to the West of St. Louis all the commerce of the immense territory between the Mississippi and the Pacitic. These great masses of human movement, from the Atlantic on one side, and from the Mississippi and the Western Temtory on tlie other, must meet and mingle in some common current ; and none such can be found, except that between Cincinnati and St. Louis ; the one the entrepot of the Ohio, and the other of the ]\Iissouri ; the one receiving the whole tide of the East, flowing in by railways, roads and rivers, and the other the whole tide of the West, flowing to the Mississippi. Then this is the axial line for the great cities of the West, and the commerce which flows into them from every side. * * * Here, too, in the midst of the Ohio and Mississippi valleys, is the garden of America, rich in the most fertile soil, the most temperate climate, and the most various products. * * In such a couutrj' lies this Axis Railway, and in every sense it is central to commerce, population, and production, unrivalled in fniition and imexampled in resources."

Now, we will not undertake to say that this is not colored extravagantly - that there is not somewhat of exagg< ration and much of vagueness in all this magnificence, but we contend tliat there is under their strong rlietoric a substantial basis of fact. Tlie final completion of the Ohio and Mississippi Road was au event regarded with universal interest and pleasure by the people of the West, and the feelings aroused by an event so conspicuous were disseminated to an unusual degree throughor t the whole country. The completion of the Marietta and Cincinnati Kailroad, about the same time, added importance and siguificance to the inauguration of tlie Oliio and Mississippi. The Baltimore and Ohio road, with the Marietta and Cincinnati, and the Ohio and Mississii)pi, form one grand chain of first-class roads, stretcliing almost on a direct line from St. Louis to Baltimore - the whole chain farming the Central Continental Road - the road for travel and commerce between the Central Mississippi valley and the great Atlantic city tliat is situated at a point nearest to, and most easy of access from, the Great West.

Before railroads were an institution, l?altimore was the Atlantic city nearest Cincinnati. The newspapers of Cincinnati clipped their news from the Baltimore journals. Wlien the Northern railroads were constructed, New York became the metropolis on the seaboard most easy of access, and tlie point from whicli the press of the West drew the current history of the world. But the completion of the Great American Central chain of road has given Baltimore her old position relative to the West; and now the Baltimore newspapers over the Baltimore and Ohio Railroad, are often first to give intelligence to tiie West, in spite of the nearly incredible energy and lavish expenditures fi>r news by the New York press. Tiiis is a lest of the

The 3d day of .June, 1857. was the day of the celebration in Cincinnati of the "opening of the American Central Kailroad."' Tlie admirable paragraphs following, from the Cincinnati Comviercial^ of June 4th, give the spirit of the occasion at a glance :

"The pin-poses for which the Creator erected the Alleshany barriers, against free communication between the seaboard and the Valley of the Mississippi, are accomplished. The populations on either side have been developed in their habits and pursuits up to the precise point, where necessity for comparative separation ceases, and the Divine that piled the mountains and scooped the vallej's, has permitted their removal and filling iip, that the middle way across the continent may be levelled and made straight, f jr the swifter marches of the armies that shall achieve the Industrial Milleunium.

" The 3d day of June, 1857, will be a date scarcely less memorable in the history of Cincinnati than the 24th of September, 1 788, when the first white settlement was made between the two ]\Iiamis. Seven hundred miles of new railroad, that perfects the direct route between the Central East and the Central West, and restores to its ancient channel the stream of trade and travel temporarily devoted to the extreme north, is this day jDublicly opened, after an expenditure cf thirty millions ! We all know that long before there was either stenmboat or stage route along Lake Erie, emigration and ti-alfic was across the mountains from Philadelphia and Baltimore to and through Cincinnati westward to the Mississippi. But just as temporary tracks or " W's" are made for cars around mountains during the construction of long tunnels, so the east and M-est movement has turned the AUeghaiiies by the long circuit of the lake shore, while the engineers have been levelling the mountains and filling up the valleys in the air line between Baltimore and St. Louis through Cincinnati. - The world has not seen a greater achievement, nor will see its like aijain till the builders lay the last cross-ties at the mouth of the Columbia, and the continent is spanned with its bridge of h'on."

As the reader of tliis book will have observed that both of the above dtsignatious have been ai)plied to the Baltimore and Ohio Road and lis chief western connections, a word of explanation njay find a place here.

Before the railroads to the West were built, the tide of travel foun(l its way by the t;reat turnpike known as the " National Road." This title was accorded because it was built by tlie United States Government, having been founded by Thomas Jeiierson, and completed mainly through the eftorts of Henry Clay. That line led from Baltimore through Ellicott's Mills, Frederick, Cumberland, and other well-known places upon or near to the line now occupied by the Baltimore and Ohio Railroad, and also thruugh Wheeling, the original terminus of the latter, on the Ohio River. Thence the "National Road," pursuing its almost due westward way, passed through Cambridge, Zanesville, and Columbus - the capital - ^Ohio, very near the line now occupied by the Central Ohio Railroad, which is the chief connection of the Baltimore and Ohio road at Benwood Junction, in Virginia, (opposite Bellaire in Ohio, connecting by a short steamboat ferry,) four miles below Wheeling. The through-railroad line, thus formed, as it Avere, upon the ruins of the government thoroughfare, by the Baltimore and Ohio and the Central Ohio Railroad, has al- Av ays been, with peculiar propriety, called "The Gkeat National Route," between the East and the West.

The completion of the North-west Virginia arm of the Baltimore and Ohio Road - from Grafton, on the main line, to Parkersburg on the Ohio - and the Marietta and Cincinnati Railroad, from a point near Parkersburg to Cincinnati, formed the very shortest line between that city and the seaboard, and also with the Ohio and Mississippi Ri)ad, the shortest line between the seaboard and the city of St. Louis. This fact, as well as the high character and the importance of the several roads constituting the route, has caused it to be known as the "American Central Line," a title used by Governor Chase, of Ohio, Mayor Swann, of Baltimore, and otlier.'^, in their speeches made upon the Great Opening Celebrations, wiiicii we here so tidly record.

Railway Celebrations Of 1857 Chapter Xi

Tjie three great Avork?, wliose varied liistory wc have thus narrate*!, were fomplete at last - atfording a direct and continuous line westward from Baltimore to St. Louis - and were ready for public inauguration as one grand whole. The Ohio and Mississippi Kailroad Company took the initiative, and, acting independently of the other companies named, proceeded to nuxke arrangements for a celebration worthy the occasion which saw their own line in full and perfect operation from the Ohio to the Mississi])pi. It was determined tiiat the chief feature of the celebration should be a grand railroad excursion of guests from Eastern cities, over the line of the mad, to St. Louis. Accordingly, the following circular was first issued to the executive ofticers of different railroad companies, whose courteous co-operation was desired; viz. :

SiK : - It is our intention to inaugurate the opening of our entire road through from Cincinnati to St. Louis, with some appropriate festival and celebration. Tlie citizens of each of the termini have signified their wish to make tlie occasion all it should be ; and we hope to see a large company of thos-; who are interested in public improvements, to join us in the excursion from Cincinnati to St. Louis, and return in the latter part of May.

We hope for the presence of a delegation from your road ; and to facilitate the plans, we trust you will accord to us the covirtesies usual on svich occasions, and direct your conductors to pass the guests bearing our tickets, signed by the I'resldunt and countersigned either by the Superintendent or Treasurer, to Cincinnati and St. Louis, at any time for some ten days bel'orc the excursion; and from Cincinnati and h^t. Louis, for about ten days after the celebration. The dates and regulations will be expressed on the passes we shall issue. ^

I will thank you to send me a memorandum of the number of guests we may expect from yoxir olticers or directors and their families; and if you please to signify your consent to honor our passes for the excui'sion. On behalf of

The executive committee will be pleased to have 3"0ur company on their excursion trip, to celebrate the completion of the Direct Railroad Line from Cincinnati to St. Louis, on the 3d and 4th of June.

An early reply is requested, as only a limited number of tickets will be issued, and the tickets will be immediately forwarded to those who accept the invitation. It is necessary to insert the name of each person in the ticket, and it is hoped that the ftimilies of the guests will join the excursion.

The guests, holding our tickets, will be passed free over various routes to Cinciunati and St. Louis, on am' day before the excursion, after the 27th day of ftlay ; and on the return trip on any day before the 13th day of .Time. At Cincinnati and St. Louis, they will be the guests of the Ohio and Mississippi Railroad Company. Tickets not transierable. On behalf of

CHARLES GOULD, Treasurer. To eadi gentleman accepting the foreg;)ing invitation, a ticket was forwarded, of which the following is a cojjy :

Invited to the celebration of the opening of the direct hne from Cincinnati to St. Louis. To leave Cincinnati on the 4th of June, at six A. m. Office of the Ohio & Mississippi Kaii.uoad Company. ) A'etc YorA; Mai/ Gtli, 1S57. )

N. B. - The Railroads mentioned on the other side, have agreed to pass tlie Guests free over their respective Roads and on their Steamboats on Lake Erie and Long Island Sonnd, on any day after the 27th of May, going out ; and ou the return trip, on any day before the 13th of June.

Not Transferable Ohio And Jiississippi Railroad Company

The holder can either take the Hudson River Railroad, or the Harlem Railroad from Xew York to Albany, thence over the Xew York Central Railroad, or by the Xew York and Erie Railroad to Buffalo or Dunkirk. From Biitialo by railroad westward by the lake shore route to Cleveland ; thence, if bound direct to Cincinnati, by the Cleveland, Columbus and Cincinnati Rail road, or the Mad River and Lake Erie Railroad. If desiring to go by this route to St. Louis, leaving the Cleveland, Columbus and Cincinnati road at Crestline ; or to St. Louis by the Toledo, Wabash and Western Railroad, and tiience to the Ohio and Mississippi Railroad at St. Louis, or any point eastward 1)y the difieront routes or from Buffalo and Xiagara Falls, by the (ireat \Vestern Railway to Detroit, and the Michigan Central to Chicago; or by the

Michigan Central Steamers, or the Steamers of- tlie Michigan Southern and Kortheru Indiana Railroad from Buffalo to their respective i-oads, and then on westward over either road, thus reaching the Ohio and Mississippi Railroad, either by the Ilhuois Centi-al, or the New Albany and Salem or the Great Western, or the Terre Haute, Alton and St. Louis, or the St. Louis, Alton and Chicago Railroads.

If the Southern route be preferred, going by the New Jersey Railroad to Philadelphia, and thence by the Pennsylvania Railroad to Pittsburg, and thence to either Cincinnati or St. Louis ; or from Philadelphia to Baltimore, and thence by the Baltimore and Ohio Railroad and connecting roads to Ginciimati.

It was the design to provide for all the guests in Cincinnati and St. Louis, but this has been foiuid to be impossible for various reasons, not the least of which is, the purpose of special parties to be together, for which the Committee cannot provide.

The Excursion Trains will leave Cincinnati and St. Louis on the morning of Thursday, June -ith, and meet at Vincennes, whence the guests can proceed either to St. Louis or Cincinnati.

It was considered to be neither the interest nor the policy of the Ohio and Mississippi Railroad Company to become identified in their arrangements with any other corporation ; their guests were left free accordingly, to take whatev'er route to Cincinnati they should choose; and in order to avoid any seeming preference for any one route to the Ohio terminus of the road, the company omitted all efforts to organize any excursion parties east of that point.

Public interest in the contemplated excursion soon became very general in New York, and tlie rush of applicants for tickets was far beyond reasonable ]X)ssibiIity of supply. The papers of the day teemed Avith anticipatory notices, and the favored recipient of ao invitation to thojete was looked upon by his friends as a lucky individual.

Company

Funis worth and Wire. " Advertiser," Newark, N. J., Thomas F. Kennad}-, "Age," Angusta, Me., B. A. G. Fuller. "Altox Courier," George F. Brown. " Associated Press," W. W. Fulton, Philadelphia. " Ameemcan Exchange Bank," New York, Williaia A. Booth and and Family. Local Editor, Geo. II. Bronson and Family. " Cleveland Plain Dealeu," J. W. Gray and Wife. Cincinnati Gazette," E. D. Mansfield, Richard Smith, E. B. Babb,

T. 0. Diirand and J.ady. " Covington and Lexington Railroad," 10 tickets. " Cleveland and Pittsbukg PtAiLROAD," 15 tickets. " Cincinnati, Ham. and D. Railroad," H. O. Ames, J. A. Wostwiiud, I). McLuiie, R. B. Evans and Wife, Jos. B. Varninn, J. C.

" Farmers' axd Mechaxics' Bank," Hartford, Conn., J. C. Tracey, L. Stockbridge and AVife, S. F. Bnrnbani and Wife, S. Belden and Wife, Jobn Goodwin and Wife, II. Connall and Wife, H. R. Hills and Wife, H. Perkins, G. R. Pbelps.

" New York and Erie Railroad," D. Von Hoffman, II. Ramsdell and Friend, M. Clary and Mr. Gregory, S. Brown, Cusliman Skidmore, II. Gelpecke, S. Marsh and "Wife, and N. Marsh.

"New York and Harlem Railroad Company," N. P. Bailey and Wife and Daushter, J.E. Dnnham, Pliilo Ilurd, Ladv and Daughter, A. J. Dennis, 'Edward Haight and Lady, J. II. Taill, J. W. Leeds, L. N. Miller, D. Ivimberly,"E. S. Abern'ethy.

Great Ohio And Mississippi Railroad Opexing

u Pittsburg, Fort Watxk and Chicago Railroad," Gen. W, Robinson, Jun., and Wife, Hon. Samuel Hanna, Hon. -John Lawrence, Hon. J. Conle, Dr. John Evans, C M. Russell, A. L. Wheeler, Major Wade, John Scott, G. W. Williams, J. Sawall, II. D.Foster and Wife, Hon. J. L. Dawson and Wife, Hon. M. Hampton and Wife, Hon. A. W. Loomis, C. T. Sherman, J. Robinsrn, J. W. Brown and Wife, J. F. Cowan, J. McAule}', R. Everett.

Guests Of The Ohio And Mississippi Road Route Of The Guests Towards The West

Many of these guests from New York and points east of that city, started a Aveek before the date of the excursion, proceeding by the northern lines of railroad, touching and halting briefly at Niagara, and various other points of interest easily taken in their route. In the West, mean time, ample preparations wore making to receive and en- tertaia the expected strangers. At St. Louis and Cincinnati the citizens and public authorities vied -witli each other in arrangements, which sliould favorably impress their visitors, enhance their enjoyment, and give due eclat to the occasion. At Marietta, Chillicotlie, and other places the citizens also prepared themselves for such exhibitions of Western liospitality as the time of the excursionists would enable them to accept. One of the most gratifying incidents of this entire affair was the heartiness with which the people all along the line of the roads about to be opened, thus practically expressed their interest in the enterprise, and the generosity with which they arranged for the reception of their stranger-friends from the East.

Probably one-third of all the guests invited by the Ohio and Mississippi Railroad Company proceeded to the West TiCi the Baltimore and Ohio Railroad, in advance of the excursion, to view its grandly imposing scenery, and breathe the pure air of the mountain region through which it climbs. It will be seen that by this arrangement the Camden and Amboy, and Philadelphia, Wilmington and Baltimore railroads become a Western as well as a Southern line, - the passengers by it reaching Cincinnati or St. Louis from New York just as easily as by any other route, travelling less distance than by any other, and in the least time of all.

Guests And Letters

When the liberality of the Ohio and Mississippi Railroad Company had been taxed quite as far in the way of tickets as decency would permit, the Baltimore and Ohio and Marietta and Cincinnati Companies issued special excursion tickets to tlie latter point, to guests invited by those companies. At Cincinnati these tickets were kindly recognized by the Ohio and Mississippi Company, so that all the excursionists who desired were enabled to go to St. Louis and return. The following circulars to invited guests were issued by the Baltimore and Ohio and the Marietta and Cincinnati Railroad Companies:

Sin : - The Ohio and Mississippi Railroad, unithig Cincinnati and St, Loui.<, will be formally opened on Thursday, 4th of June next. The Marietta and Cincinnati Road, which connects Cincinnati with the Ohio River, near the western tcnniuu? of the N. W. Va. Branch of this company's road, will also be opened on Tuesday, 2d of June.

It is proposed to celebrate at the same time, the opening of the branch road of 104 miles in length, - which unites the Baltimore and Ohio line at Grafton, (100 miles east of Wheeling,) with Parkersburg on the Ohio, (96 miles below Wheeling,) and which forms an important link in the direct line between Baltimore and Cincinnati and St. Louis.

You are respectfully invited to make one of the company on this occasion, and to participate in the joint incidents and ceremonies attendant upon the trip.

The party embraced under this invitation will leave Washington at 6 A. M., or Baltimore at G.45 A. M., on Monday, .June 1st, and reach Cincinnati on Wednesday morning. On Thursday the Ohio and Mississippi trains will start at an early hour for St. Louis, going through upon the same day.

It is necessary for us to know before Monday, 25tli instant, whether or not you will accompany us. The invitation is not transferable. Your acceptance in wi'iting of this invitation will be followed by your receipt of the tickets required to pass you through, and upon your return.

W. P. Smith

Sir : - On Tuesday, the 2d day of June next, it is proposed to celebrate the opening of the Marietta and Cincinnati railroad. The N. W. Va. Branch of the Baltimore and Ohio Road will be opened at the same time ; and on Thursday, June 4th, the opening of the Ohio and Mississippi Road will be celebrated, - the three new roads above mentioned, in connection with the Baltimore and Ohio Road, forming a direct line between Baltimore and St. Louis.

The Directors of this company will be pleased to have you make one of the party on the trip, and participate in the joint incidents and ceremonies of the occasion.

The guests from the eastern cities, receiving this invitation, will leave Washington at 6 A. M. or Baltimore at 6.45 A.M., on Monday, June 1st, and reach Cincinnati on Wednesday morning. The Ohio and Mississippi trains will leave Cincinnati at an eai-ly hour on Thursday, and go through to St. Louis the same day.

As only a limited number of tickets will be issued, an early reply to this invitation is requested. Your acceptance in writing should, for convenience, sake, be sent previous to Monday, 25th inst., to W. P. Smith, Esq., Assistant Master of Transportation of the Baltimore and Ohio Railroad Co., Baltimore, through whom the tickets necessary to pass you through and back, will be forwarded. Tickets are not transferable.

The Committee of Arrangements, for the representation of this road, in the opening of the Ohio and Mississippi and the Marietta and Cinciiniati Roads, and the inauguration of the North- Western Va. or " Parkersburg " Road, propose the following Programme : -

The guests will be furnished with the general ticket of the Ohio and Mississippi Road, countersigned by this company, or a special ticket for the Marietta and Ciiioiimati Road, with this company's endorsement, which will pads thom from all the Eastern cities to Cincinnati by this route. These tickets will be good upon the Baltimore and Ohio Road from Thursday, 28th instant, to Tuesday, 2d, for the westward trip, and eastvvardly until the 20th of June, upon the return trip.

occasion, will leave Camdeu Station, Baltimore, on Monday morning, 1st of June, at G A. M., precisely, and stop over night at Grafton or Parkersburg.

The tickets being good from the 28th inst., their holders may start for Parkersburg (or Wheeling), Marietta, Chillicothe or Cincinnati, by any of the Baltimore and Ohio trains previous to Monday, and thus avoid the crowd, if they so desire.

On Tuesday morning early, it is intended to proceed from Grafton to Parkersburg over the X. W. Ya. Road, and stopping awhile in Parkersburg, on the Ohio, proceed upon the Steamboat (that connects this line by ferry with Marietta), to the Marietta and Cincinnati Railroad.

Marietta And Cincixxati R. R. Opening

Baltimore, ifay 'i.lth, 1S57. JT^" This ticket is good for the Baltimore and Ohio Railroad, including the Washington Branch, and the N. W. Ya. Railroad, for the dates specified on the face. L. JI. Cole, General Tuket Agent.

Persons invited by the Baltimore and Ohio, or tlie Marietta and Cincinnati Railroad Company - or by both Companies - as their gnests on the occasion of the opening of the Northwestern Ya. Branch and the Marietta lioad, June 1 and 2, 1857.

His Excellency Henry A. Wise, Governor. Hon. Elisiia W. McComas Lieut.-Governor. George W. Mumford, Secretary of State. Wilms P. Bocock, Attorney-General. John S. Calvert, Treasurer.

Editor " Patriot," Colonel W. C. Patterson, George Peabody (of London), Hon. James A. Pearce, Editors, " Pennsylvanian," Charles H. Pitts, Editors, " Evening Post," Roger A. Pryor (Editor), E. W. Perry, "

In answer to the invitations issued, numerous letters were received in reply by the Baltimore and Ohio Company, from Avhich we select the following for publication : -

Esteemed Friend: - I have received thy uote of the 13th inst., enclosing an invitation from the Committee of the Marietta and Cincinnati Company to attend the celebration of Opening the Marietta Railroad, and the opening of the Ohio and Mississippi Road, in connection witli the Baltimore and Ohio, forming a direct hne of railroad between BaUimore and St. Lonis.

I regret that it will not be in my power to be present on that interesting occasion, having been confined for several weeks by a severe illness, from 1 am now very slowly recovering. Do me the favor to malie my acknowledgment to the committee who have sent tlie invitation, and assure them of my cordial congratulation upon the trium pliant success tliat has crowned their labors, which will, I trust, in connection with other similar avenues of intercourse, open and secure to our extended country the facilities of social and commercial intercommunication incident to a small island, and thus unite us as one family with one common interest.

P. E. Thomas

me to attend the celebration of the opening of tlie Ohio and Mississippi Railroad, the Marietta and Cincinnati Railroad, and of the branch road uniting the Baltimore and Ohio Line at Grafton A\-ith Parkersbnrg.

From the uniform interest I have taken in the success of these enterprises, it would afford me pleasure to attend the celebration on the occasion of their opening, but must regret that engagements already made prevent me from doing so.

A meeting of the stockholders of the coal company of which I have charge, upon the 1st June, the same day, compels me to forego the pleasure held forth by the Committee's invitation,.

Dear Sir : - I am honored by the receipt of your letter of the 13th instant, inviting me to be present at the opening of the ilarietta and Cincinnati and the Ohio and Mississippi Railroads, and to participate in the joint incidents and ceremonies attendant upon the trip.

With a very great desire to join you on this interesting and instructive excursion, I am compelled by circumstances which I cannot control, to deny myself this pleasure.

T. Wations Ligox

Ann^vpolis, May 21, 1857. Dear Sir : - ^AVe have been honored by the polite invitation of your Company, covering one from the Marietta and Cincinnati Railroad Company, to join in the celebration of the opening of new communications with the West, and have felt much difficulty in deciding not to avail ourselves of it ; but we liave been forced to do so by the pressure of our official business at this place. Our court is now in session, and the next term will commence on 1st of June. A\'erc it not for this latter circumstance, we would most gladly avail ourselves of your kind invitation.

Dear Sir : - I regret that it will not be in my power to attend your proposed trip to the opening of the Ohio and Mississippi and the Marietta and Cincinnati Railroad, the 2d and 4th day of June next.

I shall then be in the extreme east of this State on private business. But to manifest the deep interest I take in the western works, and in the connection of Virginia's works with them, I enclose you a pamphlet copy of a correspondence I have lately had on the subject.

Henry A. Wise

Washington, J/mj 20th, 1857. Sir : - The invitations of the Baltimore and Ohio Railroad Company, and the Marietta and Cincinnati Railroad Company, to attend the celebration mentioned in their invitations, Avere not received until to-day, and I hasten to retui-u my thanks for the honor they have done me, and regret that my advanced age and official engagements put it out of my power to accept them. I am, with much respect, your obdt. servt.,

Chestertown, ^fatj 21, 1857. My dear Sir : - The excursion to which I am invited by your note of the 13th, to become a party, would of itself be one of much and varied interest to me, and the occasion it is to celebrate is of great commercial and national importance. I should hke to join the pai-ty which is going, but I have so long been accustomed to give up my personal wishes and pleasure to the duties which I owe to others, that the self-denial ceases to be a merit in me. I acknowledge the compliment of the roads' invitation, and remain

United States Patent Office, Washington, B C, 23d May, 1857. Dear Sir : - ^I have the honor to acknowledge the receipt of your circular letter of the 13th inst., inviting me to join in the opening of several railroads constituting links in the chain connecting Baltimore Avith St. Louis.

I was in hopes I should be able to avail myself of that invitation, and promised myself much pleasure irom being one of the party on the occasion, but I shall have to yield to the necessity which requires my pi-esence elsewhere. Please convey my acknowledgments to the Committee of Arrangements, and my regrets at not behig able to avail myself of their polite invitation.

Letters From Invited Guests

Baltimore, 19?/( J/ny, 1857. Mu dear Sir: - I am most reluctantly compelled to decline the invitations with which your Company and others have honored me, to the contemplated railroad celebrations at Cincinnati and St. Louis. This I am forced to do by professional engagements of moment to my clients, which I am not at liberty to neglect and am unable to postpone.

Xothiiig could have afforded me more pleasure than to have been one of the organs of your Company, to have set before those who will be assembled at Cincinnati and St. Louis the immense advantages, pecuniarily, socially and politically, involved in your great route, bcgim as it was in a spirit of enlightened enterprise, and pressed to completion amidst unexampled difficulties, now snccessfully overcome, and adding to the worth of our State beyond even the power of figm-es to estimate, whilst serving materially to strengthen the bonds which tie us together as one people. It is idle, however, to lament the inevitable, and I submit to the disappointment as well as I can.

Bear Sir : - On my return home this p. m. after a few days' absence, I find an invitation from the Committee of Arrangements, through you, to be one of the company who will participate in the celebration proposed, on the opening of the lines of railroad from Grafton through Cincinnati to St. Louis.