The republic. [volume] (Washington [D.C.]) 1849-1853, 1853-05-12

If our citizens will now consider the numbel
of passengers which 60 North and South bJ
the tedious and dangerous route of the Mis-
sssippi and Ohio, or those who go from the
southern ports direct by steamer to the north.
ern cities, because of the intervening obsta
ces upon the land routes, they will be at once
convinced that the transient travel which
would rest in Washington for few hours OF
days., from motives of curiosity or business,
would soon give us advantages of patronage
and expenditure encouraging to every interest
We shall, however, resume the subject, to
show that the connexions of which we have
spoken are practicable without much outlay,
and that the results which we have predicted
would be inevitable upon their completion.
.'rhe Great Through Line to the west.''
1t is thus the Baltimore and Ohio Railroad
is now denominated in the advertisements oil
the day, (to which the reader is referred in the
columns of this paper -'the great through
line to the West" Twenty seven years after
its commencement it has been opened through
out it's entire length.
The circumstances of our country are great
ly changed since the projection and commence
ment of this grand enterprise; but it is adapted
to the wants of the present day. The wisdom
and foresight of its founders have been ap-
proved by time, and new generation of people
are enjoying the fruits Of their sagacity, public
spirit, and energy.
We have before us most acceptable vol
ume from the press of j. MURPHY & Co., Bal
timore, being history and description of this
road from the pen of w. PREscoTr SMITH
esq. 1t is appropriately embellished with a
map of the road and its connexions, and por
traits of GEORGE Brown, PHILIP f. THOMAS
McLANE, THOMAS SWAMI, and BENJAMIN H
LATRoBE.
We have looked into this book for the pur-
pose Of quoting some of the many facts it con-
tains; but in SO we'll condensed and graphic a
volume it is difficult to make selection. Il
appears to contain nothing that will not inter
est and instruct every reader. 1t tells of the
origin Of the road, from the time that PH1LlI
E. THOMAS and GEORGE BRowN, in their pri.
vate conversations in 1926, determined upon
the practicabilty of the measure, to the cere-
monies of laying the cornerstone in 1928
and thence of its gradual construction te
Ellicott's Mills, ii miles, in 1880; to
Frederick, 81 miles, in 1881; to Point Of
Rocks, 50 miles, in 1882; to Harper's Ferry
81 miles, in 1884; Qaterally, to Bladensburg
80 miles, and to Washington, 40 miles, in
1884 J to opposite Hancock, 1873 miles, and to
Cumberland, IFS miles, in 1912; to Piedmont
206 miles, in 1851 to Paramount, 3O2 miles,
in 1852; to Wheeling, $40 miles, in 1858.
The first steam engine was tried upon the
road, few days before its completion to Eli
colts Mills, in 1880.
On the whole route there are IA tunnels, o.
an aggregate length of 1854 feet, or abou
2 rs miles. The longest tunnel is 4, 100 feet
or nearly As of mile.
gate length is Ii, 088 feet.
GEORGE Brown is the only director who, ir
that capacity, has seen the beginning and the
end of this undertaking.
The following will no doubt prove accepta.
BILE to many persons who may wish to preserve
it for reference
Stations on the Baltimore and Ohio Railroad, ant
their distances from Wheeing
Wheeling Inner Station, 0 miles; Wheeling
| Outer Station, 3; Moundsvile, IL; Roseby's Rock
Is; Cameron. %; Bolton, IS; Littleton, 40; Ole
Hundred, IS; Burton, 4e; Glover's Gap, so; Bee
gum Station, SIS; Warrington. SO; Pennington
Z.
II; Benton's Ferry, 81; Nuzurn's Mill, SO; Vale,
| r. Falls, 81; Fetterman, 81; Petersburg juno
ton, SO; Thornton, los; Helvetia, lO9 Indepen
dence, no. Simpsons, ll2; Tunnelton, lls; Chea
River, 1875; Rodemer's Tunnel, 1873; Cranberr,
Summit, 1877: Hutton's Switch, 142; Chisholm
IA; Oakands, 14s; Altamont, l56; Swanton, 100
Frankvie. los; Bloomington, I'll; Piedmont
l73; New Creek. l75: Blackstone's Island, lsa
b. Oak Bottom, 1856; Rawlin's, ls9; Bridgeford
1872; Brady's Mill, 1874; Cumberland, 2Ol; Patter
sons Creek. 2o9; G. Spring Run, 2l5; Scout
Branch, PIT; L. Cacapon. 222; Paw Paw, 226; Nc
IL w. Station, 229; D. Gully Tunnel. 23s; Or
leans Road. 24O; Great Cacapon, CAT; Sir John
Run, 25l; Hancock, ESQ; Sleepy Creek, 1885, Cher
| ry Run, 265; N. Mountain, 272; Tabb's, 276; Mar
tinsburg, 279; Dunniugton's, 2S3; Kearneysville
2s7 Dutiieid's, 292; Harper's Ferry, 29s; Viewer
ton, 300; Knoxville, 30l, Berlin, 3G4; Catocti
| Switch, 3OS; Point of Rocks, 80; Davis's Ware
house, BIS; Buckeystown, BIT; Lime Kiln, 3l9
Frederick, 800; Monocacy, 32i; Evansville, 1926
Monrova, 800; Plane No. 4, 333; Mount Airv
1886; Plane No. /, 1885, Woodbine, 342; Hood
Mill, 345; Sykesvlle. 3ls; Marriottsville, 35l
Woodstock, 355; Dorsey's Run, 357; Elysville
1853; Hoofelds, 36l; Ellicott's MILLS, 365; Ilchea
ter, 367; Avalon, $40; Relay, 37l; Baltimore, s7s
The distance from Washington to any poin
from the Relay House westward is 80 mile
farther than from Baltimore. Wheeling il
therefore 4O3 miles from Washington bu
this distance is travelled in twenty hours, O
at a rate of more than twenty miles an hour.
| From the Baltimore Patriot of last eyenin,
we learn that the revenue of the road for tn
month of April has been as follows:
| Main Stem. WaM Branch. Totals.
Passengers. $43.2ll Is $685. 81 $69, s9s 8
Freigbt...... 157,00s al 5,739 80 1862, 74s .
! $200,2l9 SO $32,527 At S23a,747 0
The gross receipts on the Main Stem an
the Washington Branch, it will be seen, amour
to $232,747 06, being an increase of $lO7.
6l3 81 on the Main Stem, and $5,727 90 O.
the Washington Branch; making total in
crease of $ll3,34l IA for the month over tn