PRINCIPAL RAILROADS IN THE UNITED STATES.

CAMDEN AND AMBOY RAILROAD.

The Camden and Amboy Railroad Company was chartered by the
legislature of New Jersey in 1830. With the exception of the Al-
bany and Schenectady railroad, this was the first railroad of any
magnitude in the United States. At that time the manufacture of
locomotive engines was still in its infancy, even in England; nor was
it generally known or believed on this side of the Atlantic, that steam
power could be successfully applied to the motion of cars on railroads.
This being the fact, the charter of the Camden and Amboy Railroad
Company, it will be found on examination, actually provides for the
use of horse power as the agent of transportation. Before the road was
completed, however, the locomotive had come into general use on the
English roads, and the Messrs. Stevens, the projectors and principal
stockholders in the Camden and Amboy Company, imported for ex-
periment on this road the first steam locomotive engine brought to the
United States. When this road was first projected, the public had no
confidence in the probability of its being ever completed. They were
equally incredulous of its even producing sufficient revenue to pay the
interest on the cost of its construction. Its successful progress was,
however, insured in 1831-2, by a subsequent contract with the State,
which provided, in consideration of certain concessions on the part of
the Railroad Company, for ample protection against competition for
the limited period of thirty years. The Camden and Amboy rail-
road was completed in the years 1832, '33; since which time, also, they
have, by connection with the Philadelphia and Trenton railroad, and the
construction of a railroad from Bordentown through Trenton and New
Brunswick to a junction at the latter place with the New Jersey Rail-
road and Transportation Company, given the public another medium
of communication between New York and Philadelphia.

The Camden and Amboy Railroad Company have likewise, in con-
junction with the Delaware and Raritan Canal Company, constructed

(312)

the Trenton and Belvidere Railroad, about sixty-eight miles, connecting at Easton with the Pennsylvania railroads, which penetrate the extensive coal fields of that State. They have constructed, likewise, a plank road from the Belvidere railroad, eleven miles to Flemington; also the Jamesburg and Freehold railroad, which extends fourteen miles in length to the marl beds of Monmouth county, and will probably soon be further extended to the sea shore, near Long Branch. The Burlington and Mount Holly railroad was likewise constructed by the aid of the Camden and Amboy railroad company.

Besides constructing these branch railroads, the joint companies contribute, by means of transit duties on passengers and freight, a handsome revenue to the State. These transit duties have been erroneously represented to be a tax levied on the citizens of other States. They apply to all passengers, whether citizens of the United States or elsewhere. They are no more a tax, than the tolls on the New York and Pennsylvania canals. These companies, relieved from the payment of these duties, they would not vary their charges from what they are at present. The fact is, that the State, instead of taxing the *capital* of the companies, which is fixed and inviolate, has seen proper to tax their *business* and *revenue*, which is constantly augmenting. The transit duties are not therefore a charge on the citizens of other States, but a tax on the Companies' revenue. They are taxed in proportion to the number of passengers and tons of freight they transport. But the charge on passengers and freight is no greater than it would be, were the Companies' *capital* taxed, or were they exempted from all taxation.

If there were no railroads through New Jersey, passengers and freight would have to pay, in tolls over bridges and ferries, a far heavier amount than the transit duties now paid by the companies.

The Camden and Amboy railroad extends from Camden, opposite Philadelphia, to South Amboy, on the bay of Amboy, thirty miles from New York. Commodious steamboats take the passengers at South Amboy through Staten Island Sound to New York; affording a picturesque view of that island, whose shores are studded with flourishing villages, and adorned with the magnificent country residences of the New Yorkers. In clear weather these steamboats often take the route outside of the island, through the narrows, by which the traveller enjoys a view of the ocean, and the forts and harbor defences of our commercial metropolis.

The other route, via. Tacony, or (in the winter) Kensington, transports the traveller through Trenton, the seat of government of New Jersey.

314

sey, within sight of Princeton, through New Brunswick, Rahway, Elizabethtown, Newark and Jersey city, to New York. Both routes are about ninety miles long. By a recent act of the legislature, and the consent of the joint companies, the average fares of the different railroad lines cannot exceed two and a half cents per mile.

The average time of passage between New York and Philadelphia, is from four to four and a half hours. Eight or nine passenger lines leave each city daily. The price of passage is from $1.50, $2.25, to $3.00. The cars are spacious and elegant, and the engines of the first class. In fact, all the equipments and appointments of the road are of the first order.

The principal Agents at Philadelphia and New York cities, are Wm. H. Gatzmer and Ira Bliss, celebrated for their courtesy and strict attention to their duties. The officers of this company are Robert L. Stevens, President; Robert R. S. Van Renselaer, Superintendent; James S. Green, Treasurer; Saml. J. Bayard, Secretary; W. H. Gatzmer, Agent, Philadelphia; and Ira Bliss, Agent, New York.

## LITTLE MIAMI, COLUMBUS AND XENIA RAILROAD.

On this road, four passenger trains are in daily operation. The main line of the road extends from Columbus, on the Sciota river, in a southwesterly direction through Xenia, Ohio, to the Little Miami. It has the following connections:

1. At Columbus, it connects with the Cleveland and Columbus and Central Ohio Railroads for Cleveland, Dunkirk, New York, Boston, Pittsburgh, Philadelphia, Zanesville, Wheeling, Baltimore, Washington, D. C., Newark and Steubenville.

2. At London, Ohio, it connects with the Springfield and Columbus Railroad.

3. At Xenia, it connects with the Dayton, Xenia and Bellefere Railroads for Dayton, Indianapolis, Chicago, St. Louis, and other points in Western and Southern sections, and also with Springfield and Delaware, Ohio.

4. At Morrow, it connects with the Cincinnati, Wilmington and Zanesville Railroad, for Circleville, Lancaster and Zanesville.

5. At Loveland, it connects with the Marietta and Cincinnati Railroad, for Hillsborough, Chilicothe and Marietta.

6. At Cincinnati, it connects with lines of steamers on the Ohio

river, and by the Ohio and Mississippi and Covington and Lexington Railroads, with St. Louis, Louisville, Memphis, Nashville, New Orleans, and all other points of the South and West. The President of the Little Miami Railroad is Jacob Strader. The President of the Columbus and Xenia Railroad is Wm. Dennison, Jr.; Superintendent, Wm. H. Clement; General Agent, P. W. Strader.

CLEVELAND, COLUMBUS AND CINCINNATI RAILROAD.

On this Railroad, three trains run daily between Cleveland, Columbus and Cincinnati. The accommodations for travellers are of a very superior order, combining speed, safety and convenience.

The Cleveland, Columbus and Cincinnati Railroad connects as follows:

1. At Cleveland, with the Lake Shore Railroads and the line of steamers for Buffalo, New York and Boston, and with a series of steamers for Detroit, Sault Marie and Lake Superior.

2. At Grafton, with the Cleveland and Toledo Railroad, for Toledo, Chicago and the West.

3. At Shelby, with the Sandusky, Mansfield and Newark Railroad, for Sandusky, Mansfield and Newark.

4. At Crestline, with the Ohio and Indiana Railroad, for Fort Wayne and the Wabash Valley, and with the Ohio and Pennsylvania Railroad for Pittsburgh, Philadelphia and Washington City.

5. At Galeon, with the Bellefontaine and Indiana Railroad for Indianapolis, St. Louis and the Southwest.

6. At Delaware, with the Springfield, Mount Vernon and Pittsburgh Railroad for Springfield and Dayton.

7. At Columbus, with Little Miami and the Columbus and Xenia Railroads.

From this view it will appear that the Cleveland, Columbus and Cincinnati Railroad communicates by its various branches, directly or indirectly, with every section of the country, and offers a convenient mode of access to all the principal cities of the United States. The President of this Railroad Company is L. M. Hubby; Superintendent, E. S. Flint.

317

THE NEW YORK AND ERIE RAILROAD.

The internal improvements of the United States, like the rivers, lakes, mountains, and other natural features of the country, are on the most magnificent scales. The Egyptian pyramids, the Roman aqueducts, and the famous Chinese wall, were indeed stupendous undertakings; they are astonishing monuments of human enterprise and industry; but, with respect to real utility and adaptation to the purposes required, some of the railroads of the United States are the greatest results of human energy that the world has ever witnessed. Among these enduring records of our country's greatness—records traced in lines of iron on the most substantial tablet—the great work, whose title appears at the head of this article, deserves special attention. Not to mention it in a book of this kind, would be a sin of omission which would certainly be unpardonable.

The New York and Erie railroad has the unrivalled length of four hundred and sixty miles, extending from the Hudson river to Lake Erie. It communicates with the Hudson by three *termini*, viz.: 1. At Jersey city, opposite the city of New York. 2. At Parmont, where it has another connection with New York city by a ferry of twenty-four miles. 3. At Newburgh, where it is connected with New York city by a sixty mile ferry.

On Lake Erie and Niagara river it has three *termini*. 1. The most western *terminus* is at Dunkirk, on Lake Erie, forty-two miles west of Buffalo. 2. It has a *terminus* at Buffalo, via the Buffalo and New York city railroad, branching off at Hornellsville. 3. It has a third *terminus* at Niagara Falls and Suspension bridge, via Conandaigua and Niagara Falls railroad branch, connecting with the New York and Erie railroad at Elmira, Chemung county, New York.

The New York and Erie railroad keeps in operation three daily express trains, and one mail train, in addition to its numerous stock and freight trains, making direct connection with all the steamboat lines on Lake Erie, and with all the railroad trains running on the northern and southern shores of that lake. It connects with its various branches as follows :—

1. With Buffalo, by the Buffalo and New York city railroad.

2. With Niagara Falls, by the Conandaigua and Niagara Falls railroad.

3. With Cayuga Lake, from Oswego, by Cayuga and Susquehanna railroad.

319

4. With Avon Springs and Rochester, from Corning, by Corning and Rochester railroad.

5. With Syracuse and Binghamton, by Binghamton and Syracuse railroad.

6. With Scranton, at Great Bend, by Delaware and Lachawana railroad.

7. With Philadelphia and Elmira, by Williamsport and Elmira railroad.

8. With Newburgh, at Middleton, by Newburgh branch railroad.

Among many other inducements for travellers to take the New York and Erie railroad, we may mention the circumstance that they will have one less change than they would have by any other route; and, besides, in travelling to New York city by this railroad, there is a saving of distance in comparison with the Albany route, as follows:—

27 miles saved in distance to and from Dunkirk to New York.

22 " " " " Buffalo " "

17 " " " " Niagara Falls " "

Persons leaving Cincinnati at 6 o'clock, A. M. daily, and Cleveland at twenty minutes past 3, P. M., arrive at New York city on the following day at thirty-six minutes past 12 o'clock, M. Those who leave Niagara Falls or Buffalo in the morning trains, arrive in New York city on the same day. Those leaving the same places in the evening rain, arrive at New York early on the following morning. See the map of this railroad on the opposite page.

In concluding our notice of the New York and Erie railroad, we are compelled by a sense of justice to speak of the efficient means which have been used on this road to insure the safety of passengers. With this great object in view, the prevalent error in the construction of railway tracks has been corrected by adopting a gauge six feet wide—one foot and a quarter wider than that of the New York Central Railroad. This is an improvement in railroad building which must strike every judicious observer as one of the obvious necessities of railroad travel in the United States, although the narrow tracks, notwithstanding their manifest dangers and disadvantages, are still in general use. Owing to the unusual width of the track, the cars on this road afford very superior accommodations to the traveller, being more spacious than railroad cars generally are. As a security against those accidents to which travellers by railroad are commonly exposed, the New York and Erie company have established a telegraph line along the route, by which notices of delays, &c., may be transmitted, with the speed of lightning, from one extremity to the other; collisions on this road are therefore

320

LLOYD'S STEAMBOAT DISASTERS.

impossible. We can conscientiously recommend this line as the safest,
cheapest, quickest, and in all respects, the best railroad route between
the East and the West. The President of this company is Homer
Ramsdale; General Superintendent, D. C. McCallum; General West-
ern Agent, B. F. Smith.

THE EARTHQUAKE OF 1811.

This earthquake was the most remarkable phenomenon that ever
occurred on the American continent within the memory of man. The
shocks were repeated with more or less violence, for the space of three
months, and were felt along the course of the Mississippi from Cairo
to New Orleans. The central point of the convulsions appears to have
been about seventy miles below the former place. The scenes which
presented themselves during the earthquake, or succession of, earth-
quakes, to speak more properly, were terrible beyond all powers of de-
scription. The first shock was felt on the night of December 16th,
1811; it made a great commotion in the waters of the river, and
greatly alarmed the boatmen. The steamer Orleans, the first steam-
boat built in the west, was on her passage to New Orleans, and was
tossed about as it were by a violent tempest. Just below New Madrid,
a flat boat belonging to Richard Stump was swamped, and six men
were drowned. During the various shocks, the banks of the Missis-
sippi caved in by whole acres at a time. Large trees disappeared
under the ground or were cast with frightful violence into the river.
At times, the waters of the Mississippi were seen to rise up like a wall
in the middle of the stream, and then suddenly rolling back would beat
against either bank with terrific force. Boats of considerable size were
often cast "high and dry" upon the shores of the river. Frequently
a loud roaring and hissing were heard, like the escape of steam from
a boiler. The water of the river was much agitated. Whole islands
disappeared. On the shores, the earth opened in wide fissures, and
closing again threw the water, sand and mud, in jets higher than the
trees. A dense fog or mist pervaded the atmosphere. The air was
impregnated with a sulphurous effluvium, and a taste of sulphur was
observed in the water of the river and the neighboring springs.

Each shock of the earthquake was accompanied by what seemed to
be the reports of heavy artillery. A man who was on the river in a
boat at the time of one of the shocks, declares that he saw the mighty

LLOYD'S STEAMBOAT DISASTERS.

Mississippi *cut in twain*, while the waters poured down a vast chasm into the bowels of the earth. A moment more, and the chasm was filled, but the boat which contained this witness was crushed in the tumultuous efforts of the flood to regain its former level. The town of New Madrid, Missouri, was almost entirely destroyed by these convulsions of nature. This town, which formerly stood on a bluff bank, fifteen or twenty feet above the summer floods, sunk so low that the next rise of the water covered it to the depth of five feet. Many of the inhabitants were drowned, and the buildings generally were destroyed.

One of the lakes formed by this earthquake is nearly sixty miles long and several miles wide. The legislature of Missouri, in 1851, made an appropriation for the purpose of reclaiming the sunken lands. A more terrible calamity of this kind has rarely been recorded in the history of the world. Fortunately, it occurred at a time when that part of the country was but thinly inhabited.

## BURNING OF THREE STEAMERS.

Between the hours of 12 and 1 o'clock, on Monday morning, December 3d, 1855, a fire broke out on board of the steam packet George Collier, Captain Burdett, lying at the lower landing, Memphis, Tenn. The steamer had just arrived, and had not been made fast, when the mate discovered the fire in a small closet under a flight of steps in the forward part of the boat. From this small beginning, the flames spread to every part of the steamer, in less than five minutes. All efforts to arrest their progress proving ineffectual.

Captain Burdett, perceiving that the total destruction of the boat was inevitable, gave the alarm to the passengers in the cabin. His first efforts were directed to the preservation of the ladies, and in this, by almost superhuman exertions, he succeeded. The male passengers and some of the officers and crew were compelled to save themselves by jumping off, some into the river and some on the lower deck of the wharf boat, which lay near the Collier. This fine wharf boat, called the Mary Hunt, together with the steamer May Flower, which lay on the other side, was soon involved in the fate of the George Collier, and the three burning vessels are said to have presented one of the most magnificent and terrible spectacles ever witnessed in that locality. A flood of light, even at that dreary midnight hour, made every object distinctly visible for a great distance around the conflagration. Crowds of people rushed to the wharves, all in the most intense ex-

21

LLOYD'S STEAMBOAT DISASTERS.

citement and anxiety for the fate of the many people who were known to be on board the blazing steamer. There were more than forty passengers on the George Collier, who together with the officers and crew made a total of sixty-five or seventy people, all of whom, for a time, appeared to be doomed to an agonizing death. The register of the passengers names was destroyed with the boat. It is impossible, therefore, to state, with any degree of precision, how many lives were lost, but twelve persons, at least, are known to have perished.

The George Collier had just completed her trip from New Orleans to Memphis, with a valuable cargo, all of which was destroyed. None of the passengers had landed.

**KILLED.**—Arthur Dignan, of Philadelphia, assistant bar-keeper of the Mayflower; R. S. Candon, of Louisville, engineer of the Gaines' Landing Railroad; another gentleman attached to the same Railroad, name not mentioned; James Banks, cook of the Collier, and Sidney, a cabin boy of the same boat; several of the cabin passengers and three or four colored people, names unknown.

The George Collier was valued at $35,000; the Mayflower at $100,000, and the wharf boat at $15,000. The whole loss by this conflagration is estimated at $250,000.

## THE MARTHA WASHINGTON.

The loss of the steamer Martha Washington, with its attendant circumstances, is one of the most extraordinary events in the records of marine disasters, a cloud of mystery hanging over the whole subject, which will probably never be cleared away. This steamer, Captain Cummins, commander, was on her way from Cincinnati to New Orleans, when she took fire on the Mississippi river, near Island No. 65, at about half-past one o'clock, on the morning of January 14, 1852. The boat was entirely consumed. Several passengers lost their lives, but all the officers and crew, except the carpenter, were saved. The work of destruction was completed within three minutes. A whole family, consisting of a man, his wife and two children, perished in the flames. Two or three other persons were either burned to death or drowned while attempting to escape from the fire. The books and papers were all lost.

The burning of this boat has given occasion for several law-suits and criminal prosecutions. A charge of conspiring to burn the boat has been made by Sidney C. Burton, of Cleveland, Ohio, against Wm.

LLOYD'S STEAMBOAT DISASTERS.

Kissane, L. L. Filley, the brothers Chapin, Lyman Cole, Alfred Nicholson, the clerk of the Martha Washington, and several others. It was alleged that a heavy insurance on the cargo was obtained from several

BURNING OF THE MARTHA WASHINGTON.

offices, and that the boat had been fraudulently laden with boxes containing nothing more valuable than bricks, stones, and rubbish. It is said that in the summer of 1852, L. L. Filley of Cincinnati, one of the persons implicated in this imputed crime, confessed on his deathbed that there had been no merchandize shipped on the Martha Washington, and that the boat had been designedly set on fire to defraud the Insurance Companies. Sidney C. Burton states that he shipped on this boat a quantity of leather valued at $1,500, and that he was unable to obtain the insurance money, because the insurance officers protested that the boat had been fraudulently set on fire. At the suit of Mr. Burton, the persons named above were arrested on the charge of conspiring to burn the boat, which involved the charge of murdering the passengers who were lost. Kissane was tried at Lebanon, Ohio, and afterwards at Cincinnati, and was convicted; he obtained a new trial, and was acquitted. All the persons implicated were afterwards tried at Columbus, Ohio, for conspiracy, forgery, &c., but the jury brought in a verdict of "not guilty." Burton then obtained a requisition from the Governor of Arkansas on the authorities of Ohio, and had all the accused parties arrested by officer Bruen, at the Walnut street house, Cincinnati, in 1854. They were hurried into an omnibus heavily ironed and ill-treated, and conveyed down to one of the wharves below Cincinnati, placed on a boat, and carried away to Jeffersonville, Ind., and from thence to Helena, Ark., to be tried for murder, arson, &c., where they were confined in a miserable jail three months.

LLOYD'S STEAMBOAT DISASTERS.

They were again acquitted in the Court of Arkansas. But the
determined prosecutor again returned to the charge. Kissane, one of
the defenders, in order to raise money to defray the expenses of his
legal defence, committed a forgery on the Chemical Bank of New
York, in the summer of 1854. Some of his friends or advocates as-
sert that he committed this deed in mere desperation, having been
driven to the last extremity by the prosecutions or persecutions of
Burton. Kissane was arrested for this forgery, but while in the cus-
tody of an officer, he contrived to make his escape from the railroad
car by creeping through an aperture in the water closet. After con-
cealing himself for some time, he was retaken, tried, and sentenced
to the State's prison, at Sing Sing, two and a half years; but in De-
cember of 1855, he was pardoned by Governor Clark, of New York.
In the same month and year, the Grand Jury of Hamilton county,
Ohio, found a true bill against Burton, the prosecutor of Kissane, &c.,
and another person, named Coons, for perjury. Coons acknowledged
that Burton had paid him for giving in false evidence at the trial of
the persons charged with burning the Martha Washington.

Such being the facts of the case, there are many conflicting opi-
nions in relation to the guilt or innocence of the parties charged with
the horrid crime of setting fire to the steamer and sacrificing the
lives of several passengers, for the purpose of obtaining a sum of
money from the insurance offices. Several other incidents of a mys-
terious and romantic character are related in connection with this nar-
rative. Sidney C. Burton, the prosecutor of Kissane, &c., lately died
(December 11th, 1855,) at Cleveland, Ohio, in circumstances which
give a color of probability to a prevailing suspicion that he was poi-
soned. It is mentioned also that an attempt was before made to
poison him at a hotel in Columbus, Ohio. The whole affair presents
a tangled web which it would require a good deal of ingenuity to
unravel.

EXPLOSION OF THE LEXINGTON.

This disaster occurred at six o'clock, A. M., on the first day of July,
1855, about ninety miles below Louisville, on the Ohio river. Every
person on board, except those of the crew who had been appointed to
keep the night watch, were in their berths. Three boilers exploded at
the same moment, demolishing the whole of the upper works forward
of the wheel house, and hurling many of the sleeping crew and pas-
sengers into the water, without any premonition of danger. The

326

LLOYD'S STEAMBOAT DISASTERS.

KILLED.—W. C. Larkins, Madison, Ind.; Mr. Phillips, Liberty, Mo.; Henry Lewis; John Taylor, colored porter; Thomas Baldwin, and William Harrison, colored; James Miller, second clerk, Nashville; M. R. Fairchild, bar keeper; P. Willis, second engineer, Smithfield; M. Bernard, pilot; Samuel Lowery, colored; two brothers, names unknown; Mr. Haines, carpenter; a German deck hand; a colored fireman, and eleven others, names unknown, making a total of about thirty five.

WOUNDED.—Capt. Throop, Col. Bales and Thomas Payne, Louisville; Thomas Gibson, first mate; E. G. Davidson, first clerk, Paducah, Ky.; Sneed Strang, pilot, J. B. Johnston and M. Twigg, Nashville; S. W. Anderson, assistant engineer; D. Harris, Cincinnati; Henry, colored boy; J. Gardner, King's Landing, Ky.; P. Flynn, Auburn, N. Y.; J. Johnson and A. Badger, pilot, St. Louis; W. P. Johnston, Madison; T. Ryan, St. Louis; Capt. Thomas White, Louisville; Mr. McElroy, Lebanon, Ky.; J. Hall, Liberty, Mo.; Charles Squire, and others, names not mentioned.

The boat turned bottom upward, and sunk near Stephensport. The steamer D. A. Given took charge of those passengers who had been carried to the Kentucky shore by the wood choppers. It is remarked as a singular circumstance that few persons were scalded by this explosion. Most of the wounded were badly bruised or had their limbs broken. Many were drowned, of whom no account will ever be given, as the books and papers, and all the baggage, except that in the ladies' cabin, were destroyed.

Capt. J. V. Throop, the commander of the Lexington, has been engaged on the river for twenty-five years. He is a prudent and experienced officer, and this is the first accident that ever befel a boat under his command.

YALE

THE END.

WM. B. SCAIFE,
FIRST AND SECOND STREETS,
BETWEEN WOOD AND MARKET,
PITTSBURGH, PA.

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BUFFALO, NEW YORK.

CAPTAIN VAN ALLEN, PROPRIETOR.

This Elegant House is kept by Capt. VAN ALLEN, so long and favorably known as Commander of the fine Lake Boat May Flower. Since under his control he has given it a reputation equal to the

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CAPTAIN VAN ALLEN

Superintends the entire House, and the

TRAVELLING PUBLIC

Are as well taken care of while at the "CLARENDON," as they formerly were while travelling with him on the Lakes.

MR. JOSEPH WHITNEY,

His ASSISTANT, is well known as one of the most courteous and gentlemanly Clerks in the country.