APPENDIX - xi set for any emergency, and it is surprising how cool and fresh it is kept during the heated summer weather. There is here a seating capacity for nearly one hundred persons at a time, and we speak from experience when we say that host Bovey's cusine is unsurpassed by similar institutions on any other line in the Union. He has also the additional accommodation of twenty-seven neatly appointed sleeping chambers for guests, with cozy ladies, parlors and every other accessory usually found at a first-class hotel; and better still we are glad to hear that steps are being taken by Mr. Bovey for the remodelling and extending of his platform refreshment counter, after which it will be 100 feet long, and entered from the front by double glass folding doors—lit by eight windows during the day and attractive chandeliers by night. The interior will be graced with plate-glass mirrors and the counters :tastefully fitted with handsome urns, tankards, &c., while the addition of a barber's shop and commodious bath rooms will not be overlooked. In short, it is Mr. Bovey,s intention, that in the foregoing respects travelers shall find Dennison equally inviting with the best depots on any line in the country. TAKING OUR WALKS ABROAD, we found that Dennison had three places of public worship—Presbyterian, Episcopal and Catholic—a reading room and library, and an exceedingly neat and well appointed literary hall—admirably adapted to the presentation of entertainments —being under the control of the "Tuscarawas Library and Reading Room Association'" of which organization Col. Jas. R. Shaler is the president, and Mrs. Newton acts as librarian. The railroad company contributed handsomely to the establishment of the foregoing indulgences, and their employes are made beneficiaries, while the general public are subject to -asmall due. A more inviting and well kept institution we have seldom inspected. The Presbyterian, or as it is generally called "the Railway Church," was built some eight years ago, mainly at the instigation of Mr. W. W. Card, then superintendent on the P. C. & St. L., and Mr. Thos. Denmead, at that time master mechanic at the Dennison shops of the same road. The railroad company, in their accustomed spirit of generosity towards their employes, lent substantial aid towards its construction, as did also the two gentlemen already named from their private means, and the result has been the construction of a most attractive and commodious building at a cost of some $20,000— it having a seating capacity for about 600 persons. Internally it is neatly fitted throughout with solid black walnut—reversible seats, similar to those in the cars, and the whole comfortably upholstered in crimson plush. It is suitably carpeted, perfectly heated and ventilated, and has an organ and choir gallery at one end, containing a very fine pedal pipe organ of full compass. The pastor is the Rev. C. J.-Hunter, whose privilege it is to share the highest regard,' of a large congregation and a distinguished position in the estimation of the- Presbytery. The Episcopalian Church, though much smaller, is a perfect little model in its construction. It was built in 1877, will seat about 200 persons, and is a frame structure upon a substantial stone base. It is finished inside very plainly in a light walnut, presenting a remarkably neat and comely appearance for a house dedicated to the worship of God. It contains a suitable pipe organ, and the stained glass windows have a rich effect—particularly a magnificent memorial window inserted to the memory of the late Rev. W. Probasco, rector of Massillon, who rendered much spiritual consolation to the laity of this parish while it was yet a mission station. It may be said, however, that it was mainly through the Christian zeal and liberality of Col. Shaler that this interesting sacred edifice was first erected, and we understand that steps are already being taken to immediately erect a parsonage connected there with. The Rev. J. M. Hillyar is the minister in charge, having received his appointment some twelve months ago, and in re-return for his characteristic energy in his sacred calling he shares the respect and sympathies of quite a considerable and influential congregation. The Catholic Church is small, but very repletely fitted and well attended, being under the spiritual care of the Rev. Father Hawe, who is much beloved and manifests the utmost sincerity, ability and enthusiasm in his labor of love. In Dennison there is further A VERY COMMODIOUS PUBLIC SCHOOL BUILDING said to have been constructed at a cost of $5,000—well lit and ventilated—and at present commanding an average attendance of about 200 to 250 children, who are instructed under the superintendence of Mr. A. C. Bagnell. COMMERCIALLY SPEAKING, there is no gainsaying the fact that though Dennison has quite a good representation of well stocked and ably conducted stores, a considerable amount of trade, ostensibly belonging to it, falls to the share of Urichsville, where a large number of the railroad men have shown a preference to reside—the distance being so trifling—or the probabilities are that the former would, to-day assume even much larger proportions. With the foregoing outline of the town in general we now propose to take in what may emphatically be styled "the lion sight," or in other words, AN INSPECTION OF THE P. C. & ST. L. RY. CO’S. LOCOMOTIVE SHOPS. The " Iron Horse" at Home—How He is Cared for and Stabled- " Insight to What is Necessary to Sustain Thoroughly Efficient Motive Power for an Impor- tant Railroad System. Dennison can probably boast one of the most replete, thoroughly appointed and ably conducted—if not most extensive—locomotive works in the country. The P. C. & St. L. road here controls a perfect "hive of mechanical industry," employing an average of at least 400 hands the year round. On the south side of the depot, upon forty acres of ground, will be observed a series of substantial brick buildings, conspicuous among which is what is termed an extensive "Round House " —or, if you please, a stable, with suitable stalls for the "wonderful iron horse of the nineteenth century." To the gentlemanly and generous attentions of Mr. Ross Kells—the master mechanic—are we largely indebted for subsequent information freely given while chaperoning us through the institution over which he has the privilege of presiding. Commencing with THE MACHINE SHOP, which is 310 feet by 90 feet, lighted by innumerable windows, and an extensive perpendicular sky-light in the roof, we were not a little surprised to gaze upon so interesting and diversified a scene of mechanical and physical animation. In this department the erecting and fitting is conducted under the able foremanship of Mr. W. A. Stone—no fewer than fourteen tracks running into the building. Among the numerous appliances in active operation—for 150 men are employed in this shop alone—we noticed a magnificent 6 foot lathe for turning " driving wheels," beside a score of lesser lathes for various purposes. Also, quartering, slotting, heading and bolting machines, drill presses, wheel presses, planers, boring mills, and so on. At the west end of this shop some wood work is also -performed, such as constructing locomotive cabs, bumpers, " end sills," &c., involving the additional use of scroll saws, mortising machines and other modern devices in artifice. In fact, so re- xii- APPENDIX. pletely appointed are the departments, that at these shops, the present year, they completely built engine No. 15, "from stem to stern," and she is one of the best locomotives now on their hands. Usually, however, they only put together their engines and conduct general repairs, turning out an average of fifty-two engines a year—or one a week. Ascending a stair case at the west end of this building we were introduced to the pattern making and storage rooms, near to which is "THE DRAFTING ROOM," in charge of Mr. W. P. Edwards. Here, we decidedly struck a "bonanza "—something entirely new, novel and instructive, in the way of copying plans and drawings by sun-light—similar to the principle of photography, only much more simple. It is a process by which duplicates may be produced within even ten minutes, in fine weather—thus enabling one man to easily accomplish the work of nine draftsmen, on complicated designs, in one day. Through the kindness of Mr. Edwards, who has decidedly become an adept in the manipulation of the art, we are enabled to give some idea of the process. He first prepares a solution of red prussiate of potash, adds a solution of ammonia—citrate of iron—and mixing, preserves them from the light. With this combination he sensitizes his paper in a dark room—subsequently dries it, and it is ready for use. To perform the printing, a large plate of glass in a frame is necessary. The drawing is placed therein, face to the glass—the sensitized surface of the copying paper is laid on the back of the original to be copied, and a flannel padded and perfectly even back-board fills up the frame, when it is carefully screwed down. The frame is then turned up to the sun light, and exposed to its influence for a few minutes according to the light,s strength. The copy is next taken out, thoroughly rinsed through a running stream of clear water, and the result is as follows: The dark lines on the original have left white fines on the copy, while the balance of the sheet has turned a deep blue —and thus a perfect fac simile of the original is secured. The process is simple to a degree, and perfect as photography, while copies are so cheaply, expeditiously and faithfully produced that the advantages thus conferred are of inestimable value—enabling mechanics in every department of the company,s service to have their own copy of the draft they are engaged upon. Indeed, Mr. Edwards did suggest that he could even take us a photograph by his novel process, but having too much regard for the misappropriation of material such an experiment would incur, on so ordinary a visage, we bowed our acknowledgments and were soon introduced to "THE BOILER ROOM," where the "rattle, rattle, rattle," and " rattle, tap, tap" of the industrious hammers furnished one with a lively conception of the precise locality nature had selected for the organ of hearing. This building, 80x100 feet, gives employment to about 45 hands mid is under the foremanship of Mr. J. C. Johnson. Two sets of rolls, punch and shears, bolt cutter and bolt machines were being run sprightly, and nothing was wanting to convince one that this shop was contributing its full quota to the general activity of the works. Taking a breath of fresh air, for we verily imagined workers in iron and steel could hardly be constructed as other men, in the matter of standing heat (assuming ourselves to be among the decided majority coming under the style of others), we nerved up to explore "THE SMITH'S SHOP," a fine building, 80x120 feet, in which we were cordially received by Mr. Geo. Miser, the foreman. Here we found about 50 "sons of vulcan," "with broad and sinewy arms'" scattering broadcast a shower of sparks--not "like chaff on a threshing floor," but verily to be comparisoned only to a mighty hail storm. The merry "anvil chorus" that saluted us, intensified in its noise by the sprightly " thugs" from a 30 cwt. steam, hammer, attesting to Solomon’s wisdom—were it necessary-- when he ascribed all honor to the smith, as the king of artificers. This shop would seem to be the veritable key to the whole business, for upon it is made calls from every section of the works, and if we may judge from "the willing toil of the hardy crew," they are equal' to any and every emergency. From here we proceed to "THE ROUND HOUSE," so called from the fact of its being built in the form of a semicircle, with a host of tracks running into as many apparent stalls, while in the centre of the yard a ponderous 50 foot turntable is constructed to transfer the engines to or from any stall in the building. Among the makes of engines we noticed particularly the Baldwin eight and ten wheel' the Pittsburgh Locomotive Works eight and ten wheel, and the Norris eight and ten wheel, which average in weight from 34 to 40 tons each. J. W. Rusk is foreman in this department, and merits commendation for the general tidiness and system everywhere apparent. Indeed, the passenger engines are the handsomest and cleanest kept we ever saw. Retracing our steps to the main building, we enter a branch therefrom' and find ourselves in "THE ENGINE ROOM," where a fine 60-horse power stationary engine, the pink of cleanliness, is noiselessly revolving an immense fly-wheel in response to the promptings of a cylinder with a 24-inch stroke. Robert McCulloch, to whom this department is entrusted, is a time-tried and most efficient servant, having been with the company over eighteen years. Now entering what is termed "THE TOOL ROOM," the same system and good order that governs every department again suggests itself—" a place for everything and everything. in its place." Here are carefully arranged to view, on shelves, reamers, bits, machine and hand taps, dies, &c., without end—a full set of templets for duplicating standard parts of locomotives, and, in fact; everything the mechanic can call for. A window is provided, whereat applications are made for whatsoever is wanted, near to which a book bears witness of whatever goes out—whence it went and to whom. Adjoining this department, we step into "THE STORE ROOM'" measuring 30x40 feet, and from the variety of its contents it could not be more appropriately named unless styled "a multum in parvo" —for there is literally everything, piled up or arranged. around, in systematic order, from flues, springs, bar, iron, buckets, brooms, lamps, lamp chimneys, down to matches, Spriggs and even tacks. And this brings us to what is termed "THE OIL ROOM," a solid brick structure, semi-detached and designed especially for the purpose to which it is applied. Here, in the cellar, are stowed ten large tanks with a capacity of ten barrels each, containing lard oil, carbon oil, paraphine and black oil, the contents being drawn off by a cyphon in a room above—hence, the whole of the combustibles are cut off perfectly from anything likely, or even possible, to ignite them. The upper room is used for the storage of waste, tow, &c.—the whole is perfectly heated by steam, and is kept under special lock and key. From here we were introduced to THE ROUND HOUSE OFFICE, a convenient and tastefully fitted room for the special use of engineers. It is attached to, or connected with, the "Round APPENDIX - xiii. House," and as the men alight from their "iron steeds," this cozy reception room is at their elbows. It contains a series of wardrobes, desks, time cards, bulletin boards, mirrors, pictures, and in fact everything to be desired for their comfort. Here they can make out their reports at leisure, and indulge social intercourse among themselves without interference—and from appearances, the boys regulate the order of their apartment with a taste and neatness that would excite crimson to the cheeks of full many a materfamilias who is so want to exclaim, "Oh! that husband of mine!" THE BRASS HOUSE, or what might be consistently put as the brass casting hall, is a semi-detached structure on the premises, presided over by Mr. Isaac Denmead, than whom, in his specialty, there are few more competent mechanics. On entering we were received with a good natured smile of welcome that flit over as jolly and frank a countenance as man could desire to greet—the worthy "disciple of shining metal" being up to the elbows fashioning moulds for the boiling composition' while around were crucibles innumerable, and a "slack air furnace" was noiselessly performing its part in the work on hand. Adjoining the casting hall is Mr. D's office and finishing room—or perhaps, we should say store room, for there were castings of every size, shape and make packed around, that suggested the proportions of a wholesale warehouse, while hundreds of patterns were hung around. Employing only a very limited number of hands under him, the excellent order displayed in the conduct of this shop may be said to redound all the more to Mr. Den_ mead's personal exertions' as he conducts the whole of the brass castings and car bearings for the company,s shops. On our continued ramble we next came in contact with THE COMPANY'S ICE HOUSE. This we found to be a substantial, tall frame building, 50x60 feet, in which, every season, an immense quantity of the purest ice to be obtained is stored for the purpose of replenishing ice coolers in the cars, through the heated summer months, as trains are delayed at the depot. Though a somewhat humble looking structure, as compared with the others among which it is associated, the good offices to which it is employed far more than compensate for its appearance—suggesting to us that "we should never take a bird by its feathers." After this we were taken through THE SAND HOUSE, where we found a worthy son of the "Emerald Isle" to be "officer and high private on duty." "Matthew O'Donnell," remarked Master Mechanic Kells, as we entered—and the affable humor that flowed with the good-natured smile put on by Mat. left little doubt that we were introduced to the right " gintleman." Surrounded with huge bins of sand—each containing that commodity in a process of drying or refinement—and with three stoves, or ovens, at command for drying, we found Mat,s responsible duty was to keep up a constant and sufficient supply of fine dry sand for the use of locomotives in wet weather, to prevent them from slipping—"an, faith he,s the boy phat kin do it." Adjoining is also the hostler,s house, where several animals are kept for transient light work around. Happening to speak about their water supply, Mr. Kells remarked that the Company had established THEIR OWN WATER WORKS, which we subsequently found to be a most efficient institution, consisting of a very fine reservoir on a lofty hill. Its capacity is 450,000 gallons, and it supplies the whole shops and Company’s premises contiguous. There is an engine-house connected therewith, containing a fine Knowles, pump that throws 350 gallons per minute. THE CAR REPAIR SHOP. Proceeding to the east end of the yard we found yet another important branch ,department, as above. It is a wooden structure, 240 feet long, and employs quite a large number of men, being under the foremanship of Mr. D. F. Andregg. The ease and alacrity with which the ponderous cars and their several heavy parts are here handled by the mechanics is something marvelous, and the expeditious manner in which repairs are conducted only excites one,s surprise that this department is never run out of a job, were it not a pretty generally conceded fact that for wear and tear a railroad has few equals short of an army train in active service. And finally we come to THE OFFICES AND OFFICERS OF THE MOTIVE POWER DEPARTMENT. The offices are located in the western end of the wing running from the main building and form a continuation from the store room. The chief clerk of motive power is Mr. Charles Peirce, son of a former master mechanic at these shops, and who has himself been in the company's service since 1872, he filling his present position with the utmost attention and efficiency. The Master Mechanic—Mr. Ross Kells—is strictly what his title implies—a thorough master of mechanics—one who has worked his way up from the vise by sheer perseverance and integrity. He engaged with this company in 1856 at their Steubenville shops, and was removed here as a foreman in 1865. A few years later he became general foreman of the shops, and subsequently (at the death of his predecessor, Mr. Elbridge Peirce, who had previously succeeded the late Mr. Thomas Denmead) he, in turn, received his present appointment, and in that capacity remains still' one of the Company,s most valued and faithful servants. Mr. W. A. Stone, at present the general foreman under Mr. Ross Kells, has been with this company over thirteen years' and from the bench has preeminently fitted himself for his present responsible position, which he fills so efficiently. Indeed, old servants is the rule in this Company,s employ, and a very desirable one, too, which may be said to largely conduce to the proverbial safety of the road and its rolling stock. Taking the shops and yards as a whole, for orderly appearance, systematic working and completeness, the most uninitiated could not fail to recognize ample reason to extend hearty congratulations to the management .of the road, whose privilege it is, we again repeat, to control one of the finest and best regulated, if not largest, locomotive shops to be met with in the country. DENNISON TO COLUMBUS, OHIO. OUR THROUGH TRIP ON THE MAIN LINE CONTINUED. Having passed a pleasant half day in Dennison, meeting with the utmost civilities and attentions of the railroad officials, sweetened in no measured degree by the generous hospitalities and accomplished entertainment of host Bovey, of the Railroad Hotel, we resumed our seat with a resolve now to accomplish our journey through. Half a mile, and we find ourselves AT URICHSVILLE. This is a much older and larger town than Dennison, being divided therefrom, on the east (as we have said), by "Little Still Water Creek," and on the west it is divided from the village of Edgefield by "Big Still Water Creek." Urichsvilie was laid out in 1833, by one Michael Urich, then residing in an old log hut which still stands at the head of the town. A Mr. Welch was the first post master and Michael Urich opened the first hotel. Down to 1864-5 the growth of the town had been but very slow, and in those days a whole block is said to have been sold for $500, which now could not be purchased for xiv - APPENDIX. less than $6,000 to $8,000. It was the opening of the P. C. & St. L. C,y shops at Dennison that gave life to this town and enhanced its property in a superlative degree. The town has now two good hotels (the "United States" and the "Central"), both of which run omnibusses to meet every train from the East at Dennison. A small weekly paper is published here" The Tuscarawas Chronicle "—owned and edited by Mr. James Graham. There are two capital banks and three places of public worship. The Methodist Church is a fine building, at which the Rev. Jas. Rogers officiates—the Moravian Church is under the spiritual direction of the Rev. J. M. Levering, and the Disciples, place of worship is in charge of the Rev. J. H. Dodd. The population of Urichsville is about 2,300, and in addition to receiving a large amount of support from the railroad shops it is favored with the trade from a large and wealthy agricultural district around. Captain Paris is Mayor, and is to be congratulated on the business like appearance of the town over which it is his privilege to preside. There are perhaps as fine public schools in Urichsville as in any portion of the State—the magnificent structure being put up in 1874 at a cost of $30,000. The architect was a Mr. Mosher, of Columbus, and the board of trustees at the time, whose names worthily adorn a tablet on the building—for they engineered the project with indomitable perseverance and ingenuity—were: Messrs. E. A. Parish, W. A. Bovey, F. McCauley, C. Forney, B. Wilkins and A. Holmes. The present superintendent is Professor Ray, who has been in charge for two years, and is assisted by a staff of ten competent assistants—the total enrollment of the school being from 700 to 800 pupils. The building is internally fitted to perfection, having ten class rooms, and three play rooms in the basement, while the entire grounds upon which the building stands, yards included, is three acres. Not far distant we also observed a fine fair ground, to all appearance, but which is known as " Dennison and Urichsville Driving Park." It was recently opened by a private company, and though there has only, as yet, been one meeting thereon, that occasion proved most conclusively what a popular enterprise had been floated. The track, which is half a mile round, is one of the finest to be found anywhere—solid, even and smooth—while the stand, stables, floral or refreshment hall and other buildings are substantial, neat and convenient. For a country town Urichsville is very pleasant to reside in; business is not subject to serious fluctuations, and as a rule the tradesmen are shrewd, solid and enterprising.' The next station we find to be. EDGEFIELD, the point at which we make connection with the Cleveland, Tuscarawas Valley & Wheeling Railway, at present running from Edgefield to Black River, though the company are actively engaged in cutting a section between Edgefield and Bridgeport, Ohio. To the left, from the car window will be seen the Magraw planing mill and lumber yard, as also an engine shed belonging to the C. T. V. & W. Ry. Co.,—but with these exceptions this stopping point is simply a railroad track crossing. Nevertheless, Edgefield, as a farming district, is thickly populated and represented by agriculturists of means and wide experience. Leaving Edgefield, a distance of some half mile affords magnificent scenes of rich woodlands on the sides of lofty hills, while the soft, pure air wafted therefrom, over mantled fields of rich herbage or waving grain, suggests that "To live among such charming scenes A "round old age" would win." Next we come to TRENTON, * (a depot and siding) after passing which, it will soon be seen * Some two miles hence, (Trenton being the nearest station) is found the following interesting relict.: Among the earliest and most zeal, us workers as a Moravian missionary in this section was David Zeisberger, who with his co-worker, one Edwards, terminated their earthly pilgrimage here, and their graves are still kept green—that of the former bearing a small marble slab, on which may yet be very imperfectly traced—" David Zeisberger, who was born 11th April, 1721, in Moravia, and departed this life 7th November, 1808, aged 87 years, 7 months and 6 days. This faithful servant of the Lord labored among the Moravian Indians, as a missionary, during the last 60 years of his life." Some friendly hand, perhaps a relative, placed the stone there many years after the good man's death. Those acquainted with the history of the Moravian missions will readily recognize the deeply interesting associations with the above names, while others, less fortunate, will find a perusal of the same' as set forth in "Caldwell's History of the Pan Handle"—or "History of Belmont and Jefferson counties," published this year, yield them a feast of the most intensely interesting historical lore. from the right, that we first strike the Tuscarawas river, which we continue to view for three-quarters of a mile. To the left we pass Trenton mines, now fallen into disuse, while the distant woodland scenery, from the left side of the cars, appears even to intensify in beauty and extent, until we strike what is termed "Gravel siding," where the Railroad company get most of their excellent ballast. Then we approach GNADENHUTTEN, a rural station with a name of decided Indian derivation, and located in a prominent historical section. It was near here, during the last century that some ninety Moravian Indians were enticed into huts and massacred innocently for supposed blood thirsty depredations, and to the memory of the red skinned martyrs a magnificent monument has of late years been erected, which is a noble shaft, standing sixty feet high—procured by public subscription, ;and supplied by a prominent Chicago firm.* At the same point, a nice public park has also been laid out with pleasant walks through it, but it is to be regretted that in late years local residents have seen fit to appropriate part thereof to a burial ground. In the fall and winter seasons, when the trees are divest of foliage, a sight of this memorial monument is obtained from the car windows, as the train is crossing the railway bridge spanning the river near the depot. Gnadenhutten is a village of probably 300 to 500 inhabitants, whose residences are scattered, and, of course, agriculture is the exclusive occupation, while every year brings quite a large number of visitors to the monument and park. Leaving the depot, a distance of about two hundred yards brings us to a very fine bridge crossing the Tuscarawas river, from which it is only a little over half a mile till we arrive at "LOCK 17," originally a great grain shipping point on the Cleveland and Portsmouth Canal, which water course—popularly known as the "poor man,s highway"—we here first observe from the right side of the car, as it is called into requisition to propel' the "Clay Flouring Mills," run by Mr. John Heck. Behind will also be observed a small brick structure used for a church and school house, nestled, as it were, in a bunch or cluster of trees. From here the canal runs, within half a mile of the track, all the way to Newark, though frequently being unobservable from the cars. There is a scattered population of * Howe's History informs us that " The first white inhabitants of Tuscarawas county were the Moravian missionaries and their families. They had their stations on the Tuscarawas, or either, Indian stations—Shoenbrun, Gnadenhutten and Salem. The site of the first is about two miles of New Philadelphia ; seven miles farther south was Gnadenhutten, in the immediate vicinity of the present village of that name; and about five miles below that was Salem, a short distance from the village of Port Washington. The first and last mentioned were on the west side of the Tuscarawas, now near the margin of the Ohio canal. Gnadenhutten is on the east side of the river. It was here that the massacre took place on the 8th of March, 1782, which for cool barbarity is perhaps unequalled in the history of Indian wars. The Moravian villages on the Tuscarawas were situated about midway between the white settlements near the Ohio,and some war-like tribes of Wyandots and Delawares on the Sandusky. There was a British station at Detroit and an American one at Fort Pitt, (Pittsburgh) hence the Moravians were situated, and held neutral grounds, between the two fires. In the autumn of 1781, an English officer, named Elliott, two Delaware chiefs and 300 warriors visited Gnadenhutten and compelled the Indian christians, (or Moravian settlers) to proceed west for safety. After suffering from cold and hunger during the winter, about 150 Moravian men, women and children returned to Gnadenhutten to recover their corn left the preceding fall on the stalk. Several Indian depredations being reported at this time, from Pennsylvania and 'Virginia \a company. of 100 men formed under Col. Wiliamson, ass corps of militia. Under false pretexts, they induced the Moravian Indians to surrender their arms, subsequently securing them in two houses, males in one and females in the other. A council was held forthwith, and upon taking a vote, only eighteen were disposed to show mercy and the balance voted to slaughter the whole lot, which was promptly carried out in the most merciless manner; only two boys miraculously escaping to bear witness to the barbarous cruelty of the white men toward their unfortunate race. After perpetrating the henious deed, Williamson and his followers set fire to the houses containing the bodies, and marched to Shoenbrun, the upper Indian town." APPENDIX - xv about 200 inhabitants, and the admirable cultivation of the productive river bottom lands leaves little doubt that farming is profitably and extensively carried on. Having passed "Lock 17" about a mile, or a mile and a half, from the rear of the train a splendid view is obtained, as the track runs between the canal and river for some half mile, within fifty or sixty feet of each, while the backgrounds of thickly wooded hills contributes in no measured degree to enhance the richness and beauty of the scene. The Tuscarawas river abounds in fish—principally pike, salmon, bass and perch—its banks being frequently lined with disciples of "Isaac Walton." The two water courses subsequently branch away from the track in opposite directions, after which, from the right side, will be seen a saw mill and the flouring mill run by Messrs. Barney, Demoss & Co., when we come to FORT WASHINGTON. This is an incorporated village of 500 or 600 inhabitants, with Mr. B. Ross for its Mayor. It was laid out by a Col. Knight, and by him named. There are a few stores, good schools, and everything essential to a growing agricultural district’s "own little head center" for supplying daily necessaries. This place, too, in canal boating times, was a noted point for the shipment of grain, and to-day fully realizes the advantages accruing from the dawn of the iron track. It will be noticed from here' on' that the track on this division is remarkable for its straight, level road-bed' a direct run frequently being made of two or three miles without any curves. From a half to a mile distance from the depot we pass the splendid farm and buildings owned by the Stocker Bros., and soon after come to a side track leading to the Glasgow and Port Washington Coal and Iron Company,s furnaces and mines, an enterprise of exceptional magnitude. The company make their headquarters in Glasgow, England, and employ about a million and a quarter in their enterprise, operating some 200 acres of coal and black band iron ore. They have a splendid furnace, a number of other buildings, and run their own locomotive for hauling between their works, mines and the main railroad track. Their side track runs around a high hill, and by a careful look out from the main line, after passing their switch and the small platform depot, called "GLASGOW," a glimpse of their furnace stack may be obtained in the distance, between the hills. Beyond "Glasgow" the diversified scenery on the left side of the car even increases in interest as we near NEW COMERSTOWN STATION. We pass a remarkably neat frame residence, with fine barn standing near, on 200 acres of ground, and once owned by Col. John Knight' known as "The Knight property'" but where a Mr. E. K. Anderson at present lives, but whether as the owner we are unable to state. Some two hundred yards and a small school house is observed, a branch only of the chief school in the town. From the left also is seen a woolen mill on the banks of the river and amid the tree—it belonging to the estate of the late Mr. James Peeling. And still further will be particularly noticed a very attractive frame residence owned and occupied by the widow of the late Hon. R. H. Nugent. New Comerstown has a population of 1,100 and its mayor is Mr. S. F. Timmons. A very neat cemetery is also seen near the track, which has been open about seventeen years, in which the fine monuments to the memory of the late Mr. John Miskimen and wife, originally wealthy property owners in the neighborhood, and the late Col. R. H. Nugent are most conspicuous. A little further on will be seen a newly-erected foundry, built by Mr. T. Furgeson, and then on the right of the car we come to saw and planing mills, run by Wilson, Benton & Co. Near by is the public school, Mr. Joseph Rey, superintendent, and the Lutheran church, conducted by the Rev. U. J. Knisley. There are here also a Protestant Methodist church, under the Rev. Dibble; an Episcopal Methodist, under the Rev. Harrold, and a Presbyterian church in charge of the Rev. Riggle. There are three or four hotels' the "Commercial," at the depot, by T. Lybarger, who also controls a refreshment stand called "The Lybarger House," on the opposite side of track, where the Marietta and Cincinnati Railroad crosses' while the "Shields House" is conducted by Mr. W. H. Mayberry, at the depot, and the "Globe House" is located in the town. There is a sprightly little paper published here called The Eye," edited by Messrs. Kent & Furgeson, and which is quite a compliment to the town. The name of New Comerstown is said to have originated among the Indians, one of whom took unto himself a white woman who happened to cross their path, when a second white woman, straggling into their tents, was named, for distinction, "Newcomer"—hence "New Comerstown."* It is a very old town, and claims a population in the neighborhood of 1'100 inhabitants. Just after leaving the depot, on the left, will be observed a fine brick residence, probably the largest in this part of the county, owned by Mr. James M. Burt, a retired farmer, who also owns about 1,000 acres of land in West Lafayette township./ Still further we observe, on the left, a branch of the Tuscarawas river gracefully winding its way through scenes of rural magnificence until we reach a very fine iron railroad bridge, where the main river and its branch unites. At this point the rural scenery on both sides of the car is something grand, presenting almost every country feature of interest that eye could desire to rest upon. The next station is " OXFORD," at which, opposite the depot, stands the attractive farm residence of Mr. Daniel Leighnenger, while the district around abounds in specially fertile farms. From here it is about four miles to WEST LAFAYETTE, which township being formed about the time of the famous General Lafayette’s death, it was called after him. But a mile before we reach this depot, on the left is seen a small cluster of houses known as "Loos, Corners," being at the crossing of the Coshocton and Jacobsport pike roads, while west of that is what is known as "Hickory Flats." As we approach West Lafayette the grounds are very flat but splendidly cultivated and present a glorious scene. To the left is a neat brick school house, under the superintendence of Mr. H. Gorsline, as also the pretty residence, surrounded with trees, wherein resides the widow of the late Mr. Samuel Ketcham. The village has probably 400 inhabitants and supports two comfortable hotels; * LEGEND OF THE WHITE WOMAN AND NEW COMERSTOWN. —We learn from history that at the junction of the Killbuck and Walhonding rivers, a few miles northwest of the present Coshocton, lived, as early as 1750, Mary Harris, a white woman. She had been captured in one id the colonies by the Indians between 1730 and 1740, and was then a girl verging into womanhood. Her beauty captivated a chief, who made her his wife in the Indian fashion of that day. About 1740 the tribe of Custologa had retired into this valley where the white woman became one of the inhabitants with her warrior, and where they raised a wigwam which formed the nucleus of an Indian town near the forks of the stream above named. Mary Harris had been sufficiently long with the Indians to become fascinated with their nomadic life and entered into all its romantic avenues, followed Eagle Feather, her husband, to ail the hunts in the valley, arid whenever he went off with a war party to take a few scalps, she mixed his paint and laid it on, and plumed him for the wars, always putting him up sufficient venis in and patched corn for the journey. She was apecially careful to polish his little hatchet and admonish him not to return without some good long-haired scalps for wigwam ornaments. So prominent did she become that the town was named "The White Woman Town," and the river from thence to the Muskingum was called, in honor of her, "The White Woman River." All went well until Eagle Feather came home, one day, from beyond the Ohio river with another white woman whom he intended should live with Mary and also share his affections. But Mary failed to see happiness from this standpoint, and, naming her "The New Comer," made things singularly lively for the lady. Some time afterwards Eagle Feather was found one morning with his head split open and the tomahawk remaining in the cloven skull, while "The New Comer" had tied. She was subsequently overtaken and tomahawked, the body being afterwards found by one Andrew Burney, of "The White Woman Town," and buried. Mary Harris married again, had children, and removed west in 1778-9. After that she became oblivious in history, but the river from Coshocton to the mouth of the Killbuck is still called "The White Woman River." xvi - APPENDIX. one conducted by Mr. S. Gorsline and the other by Mr. John Wier. On leaving the depot, a conspicuous looking two-story frame, painted slate color, will be observed on the left, which has been designed for a Grangers, Hall. Still further from the track will also be noticed a long white frame,. with special windows, which is the Baptist Church, conducted by the Rev. Jones, and yet another mile and we notice between the hills what is called " Walker's Run," a famous coal region. By close observation the train will now be noticed to pass through a perfect forest of trees, in which the track forms a most delightful shady avenue. The sparkling surface of the Tuscarawas river occasionally peeping through the foliage as if to remind one that " He who sent the herbage green, The waving crops and forest scene, Was mindful of their needs—and so Bid creeks and rivers ceaseless flow." From the left is seen the "Pentwyn Mines," operated by Messrs. Kessingham & Prosser, who ship extensively. Soon after passing here, from the right side of the car may be observed, though very imperfectly through the trees, about a mile hence, a small village known as "Canal Louisville," having two places of worship (a Baptist and a Methodist church)' with a population in the neighborhood of 100 to 200 people. We again rush through rich foliaged avenues till we come to the "Beach Hollow" mines, also operated by Messrs. Kessingham & Prosser, near which is located a water tank, on the side of the track, and the occasional stoppage of trains here for a supply of water affords passengers an opportunity of enjoying one of the finest prospects the admirer of nature could hope to meet with. Anterior to railroads, the old Cadiz & Coshocton pike was the main artery for trade and commerce through this section, as the river, within man's.memory, in these days, was never navigable beyond the capacity of rafts or what was termed " arks." Leaving the water tank, the track presents quite a curve, or double curve, if you will, as it is soon apparent from a glance out of the last door on the train that we have just been describing the form of the letter S, after which we are informed that it is a comparative straight run into Newark. Now is the time to gaze out on the right side of the car, and away in the distance, over the rich foliaged trees, will be seen a high hill occasionally peeping out with a sort of green mantle encircling its summit—or circular grass plat peak. That is the famous historical point where in 1764 Col. Boquet marched up to with his army from Pennsylvania, against the Indians, and there camped—commanding a view of the three rivers and the entire surrounding country. It was there he compelled the Indians to surrender 260 white prisoners, without the loss of a man, and with equal success did he accomplish his return march.* Near by is also where the Tuscarawas and Walhonding (or "white woman") rivers join and form the Muskingum, which runs to and joins the Ohio at Marietta. About an eighth of a mile from Coshocton, on the left, will be observed a sort of half circle, sandy bottom valley, or river bed, with fine wooded hills on its banks, after which we strike the "Home Mines," operated by Mr. G. W. Rickets. Being only about 200 yards from the depot, once more turn to the right of the car, and a final and much more distinct view of Boquet,s camping grounds is visible ere we come to a stand at the depot. * Among the captive children surrendered on this occasion to Col. Boquet was one whom no one claimed, and whose after history proved full of romance. She proved to be the daughter of one John Grey, heiress to half her father's farm in Mifflin county, Pa., but which property during her absence had reverted by law to her aunts and uncles, on the supposition of her death, and though, on her return from captivity, neither she nor her mother could recognize each other, by the stratagem of Colonel Boquet Identity was unquestionably established by the old lady singing a hymn that she always sung to her child in infancy, when the familiar strains caused the long-lost child to rush into the old lady's arms. Col. Boquet's success in conquering the Indians made him a brigadier general, but he died in 1766, at Pensacola, of fever. * * * * * * COSHOCTON* is a very old town, around which clusters much interesting history dating back in the last century. It was here that the Delaware Indians established their last capitol, which they named "Goschackgunk," it being located between the present railroad track and the forks of the river, as seen from the right side of the car, and that capitol was destroyed in the neighborhood of 1781 by Col. Broadhead. Coshocton has ever given evidence of enterprise and effected a gradual healthy growth to its present importance. The town was incorporated in 1808, thus establishing it among the earliest in the State. The present mayor is Hugh Rickett, Esq., and the population is estimated at something over 2,000 inhabitants. Being the county seat of Coshocton county, it has a capital court house and public square that cost over $100'000, while it has some six or seven religious denominations worshiping within its limits, among them the Methodist church, under the Rev. Brown; Presbyterian, Rev. E. Hunt; Baptist, Rev. Joseph Hunter; Lutheran, Rev. Nunnemacher; Catholic, Rev. Father Jacquet, &c. First class schools are conducted in the eastern and western portions of the city, under the competent supervision of Professor Henry, as superintendent; two banks, (the First National and Stewart,s private bank,) beside two excellent weekly papers that zealously protect the interests of their constituency. Both are old established and edited with considerable ability. They are the Coshocton Democrat, by Mr. J. C. Fish, and the Coshocton Age, by Mr. Search. In the way of manufacture, we find here an important steel works' paper mill, planing, grist and flouring mills, fine cooper shop, &c., while most of the stores are quite a compliment to their proprietors. There is an opera house and three capital hotels—the "Price House," east of the depot, run by Mr. Harrison Price; the "McDonald House," at depot, by Mr. G. W. McDonald, and the "Central," in the west part of the city, conducted by Messrs. Seward and McCabe. There are quite a number of very attractive residences at Coshocton, particularly that belonging to Mr. J. G. Stewart, opposite the depot; others owned by Mr. Eustace Hays, Mr. Lewis D, Moss and Mr. S. Lambertson, and quite a number on Chestnut street, including those occupied by Messrs. Jackson Hay, Anderson Johnson, William Walker, E. T. Spangler, Seth McLain, &c. Coshocton is a great mineral and agricultural district, both cannel and bituminous coal being mined here in almost endless quantities, while the land around, for agricultural purposes, is said to be so desirable and rare to obtain that it must be at forced sale if a purchase could be effected at $70 to $80 per acre. Leaving Coshocton the route is productive of little interest till we have proceeded about a mile and arrived at the old "New York," but now "Union" mines, run by a Mr. Robinson. They are prolific and extensively worked, being located in a splendid lay of country. About half a mile therefrom may be seen, from the right side of the car, a genuine mound, near which, so late as 1860, bullets were often picked up, and it is said that huge skeletons have there been found. † "Col. Charles Williams was the first settler in Coshocton county, though born in Washington county, Maryland, in 1764. He married Susan Carpenter, on the banks of the Ohio river, in the vicinity of Wheeling; emigrated to the salt works on the Muskingum river, and subsequently removed to the forks of the Muskingum' and built a cabin on the banks of this latter stream where Coshocton now stands. This was in the year 1800. The next year George and Thomas Carpenter arrived, also William and Samuel Morrison. These men, making their home with Col. Williams, the first year raised a crop of corn on " the prairie," four miles up White Woman's creek. This was probably the first crop of corn raised in the county by the whites, and was in 1801. The same year Michael Miller located here, and lived seven weeks on venison, bear meat, and other game without bread of any kind. * * * From 1805 to 1812 the population of the county increased very rapidly, as is shown by the fact that Coshocton county, embracing at that time part of what is Holmes county, furnished four companies for the war of 1812, under Captains Adam Johnston, Tanner, Beard and Evans. * * C s * Coshocton was laid out in 1802 by Ebenezer Buckingham and John Matthews, of Marietta, under the name of Tuscarawas. The county was organized and the name of the county seat was changed in April, 1811. The first mill in the county was built by Jesse Fulton in 1812, and the first brick house in Coshocton was erected in 1816, corner of Cadiz and Second streets (the Fitchey house). It is said that Louis Phillippe, afterward Sing of France, visited Coshocton, in the character of a schoolmaster, during his exile."—Ohio Annals, by C. H. Mitchener. APPENDIX - xvii. It is probably 50 to 60 feet high, and near by stands the ruins of an old log hut. Next we pass the old "Rock Run" mines, which have now fallen into disuse, and presently again obtain glimpses of the Muskingum river from the right side of the cars. Crossing a fine trestle-work bridge that spans the river, we come to FRANKLIN STATION, whereat will be observed the "Summit Mines'" operated by F. S. Barnes & Co., but beyond these there is little of special interest till we arrive at CONNERSVILLE. Here is seen the " Connersville Mine," run by Mr. T. R. Morton, as also a small brick church or school house near the depot platform, suggesting beyond doubt, that " 'Neath America's standard' it matters not where, Your lot may be cast to breathe freedom's pure air— There's spiritual comfort and learning as well To be found on the mountain—in forest and dell." Shortly before arriving at the next station, having again proceeded about the eighth of a mile between the canal and river, we approach a fine elevator on the right and almost opposite, across the track, is a beautiful residence, the whole owned by a widow lady by the name of Mrs. Robinson, whose son conducts the business of the elevator. Yet a little further, on the right, and there will be noticed a saw mill, on the canal bank, " That's cleft full many a lusty log to shield our pioneers." Next we come to ADAMS' MILLS DEPOT where there is a scattered village of probably two hundred inhabitants. A fine mill will be seen on the right and a small school house on the left of the cars. The residences round here are for the most part small and humble, with the exception of the rural abode of Mr. H. A. Smith, which is exceptionally attractive. Following the canal, about half a mile distant, on the right, it will be seen to run through a splendid large dam or lake, admirably adapted to a small boat and suggestive of affording "a happy hunting ground" for "ye manipulator of ye rod and line." But calling to mind Dr. Johnson,s definition of a " fishing-rod "—which was that it "consisted of a pole, with a string at one end and a fool at the other," we beg to be excused from giving further expression to our enthusiasm in this direction, and simply note the sentiment of our brakeman' which still rings on the ear- "DRESDEN JUNCTION is the next station." Alighting from the car we were promptly informed that the Cincinnati & Mount Vernon train was on the opposite side of the depot, and it was well that it was—for the junction depot has little else to keep it company. It is however, located on a most agreeable and convenient spot, but without any buildings around it, except a miniature " Refreshment Saloon," and small boarding house with livery accommodation. Thanks for this to a Mr. R. Donaker, from whom we were glad to receive assurances of something in the hotel line, much better, in the near future, as there is unquestionably a need of good accommodations at this point. Now Dresden is quite a little town, about 1i- miles from the junction, and supplies hacks from its hotels to meet the various trains, while the C. & M. V. Road also runs through it. It is a town of some 1,500 inhabitants, has seven or eight places of worship, excellent school and its own newspaper, appropriately styled the Dresden Doings, neatly gotten up and spicily edited by a Mr. W. Smith. The hotels are the "Osborne House," kept by Mr. T. Osborne, the " American House," by Mr. B. Green, and the "White House," by Mr. John Watson, while in the way of manufactures will be found a woolen mill, 3—APP. three flouring mills, foundry, &c., besides a very fine grain house, the property of Messrs. Jones & Son. Dresden is an old town, and from its location derives most of its support from agriculture. Leaving the junction our train soon crosses another very fine bridge and we again enter upon the indulgence of magnificent rural scenes, though we have bid farewell to the last coal works on this line. Some five or six miles from the last station brings us to the little town of FRAZEYSBURG, having a population of about 500 persons, and we are informed it is an incorporated village. There will be observed here a a planing mill and of course a flouring mill—the chief support, commercially, being derived from agricultural and mining pursuits—iron ore is also prolific in this section. NASHPORT ROAD, HANOVER AND MONTGOMERY'S follow in succession but are simply road side stations affording little variety in the way of attractions to comment upon, unless we repeat the sentiment: " Wherever the eye, upon nature may dwell, Commanding rare prospects of hillside or dell— Perfection's the rule—to the plain humble sod, Bidding man to look up' from nature to God." Next we approach NEWARK, another of the most important towns along our present route, to arrive at which our train crosses the north fork of Licking creek, ere we come to a stand. Newark* is an important centre for manufactures, and boasts a population of 12,000 inhabitants, while it is the junction of the P. C. & St. L. with the Central Ohio, Lake Erie and Straitsville divisions of the B. & 0. R. R. The present Mayor is J. W. Bigelow, Esq., and the educational facilities here are said to be second to those of no other town in the State—so many as seven school houses being under the able superintendence of Professor Hartzler. There are some twelve or thirteen places of worship, though some of the pastorates are going under change at the present time, and we are enabled only to give the following: Second Presbyterian, Rev. G. A. Beattie; Trinity Episcopal, Rev. F. M. Hall; Methodist Episcopal; Baptist, Rev. D. E. Owen; German Presbyterian, Rev. J. Kromer; Congregational, Rev. E. Jones; and Catholic, the Rev. Father De Callia. The town is an old one, yet still growing, and its tradesmen are shrewd business men of more than average enterprise. There are four capital papers published here, viz: The Advocate, by W. D. Morgan; the American, by Messrs. Clark & Underwood; the Banner, by W. R. Scott; and the Advance, by J. B. Lawlor. Prominent among the industrial enterprises are the "Newark Rolling Mills," the "Star Glass Works," by Shields, King & Co.; portable engine works by H. & F. Blandy, portable engine works, and saw mill, by Sheidler & McNamar; stove foundry by Ashley & Kibler; engine foundry, by J. E. Thomas & Co.; beside a number of smaller enterprises, such as flouring mills, wagon shops, &c._ The freight agent in the employ of the P. C. & St. L., at this depot, is Mr. A. B. Jackson, who has worthily filled his present position for the past sixteen years, while the ticket agent, Mr. J. M. Malone, has served the company faithfully for seven years—four years, during which, in his present capacity, at Newark. Leaving Newark, much as the town merits a still more lengthy notice—withheld only as our space is somewhat limited—we next come to LOCKPORT, which is in Licking county, and has a population of about 300 inhabitants. There is a rolling mill here, owned by parties in and around Newark, but that is all in the way of manufactures. * It is the county seat for Licking county, and possesses a very fine fair ground and race track ; this county's annual meetings being always very largely attended. xviii -APPENDIX. There is a suitable school house, but no church building in the village, near the western part of which the railroad runs through a portion of the old fort, part of which can be distinctly seen on the south, or from left side of the car. GRANVILLE SIDING is simply a convenient stopping point, but without a depot, taking its name from the "Feeder" that ran from Granville town (three miles north) to the canal south—the proposed crossing of the Ohio Central Railroad. From here we next approach UNION STATION, also in Licking county, though probably not blessed with a population to exceed 75 to 100 persons. It is, however, the depot for Granville town, three miles north, and has one store, owned by a Mr. N. Nash. The principal residents here are Messrs. A. Cunningham, Asa Parks, Felix Ford, senior and junior' W. H. Tyhurst and R. Kyle. East of the station one half mile, and on the north side, is the residence of Mrs. Jakeway, while west, one half-mile, and in a. nice secluded grove (on the north side) is the residence of Mr. William Schisler. Just north of this, and conspicuous from the road, is the County Infirmary, and still further, in the same direction, the residence of Mr. J. A. Lee, formerly owned by Mr. Elias Fassett and later by Mr. Frank Dunlevy. KIRKERSVILLE STATION takes its name from the town of Kirkersville, two miles south, and, being very sparingly populated, only commands one store, kept by Messrs. Rugg Bros. There are telegraph and express offices at the depot. On south side of station is the neat residence and productive farm owned by Mr. L. Beecher, as also a saw mill and tile mill, owned by Messrs. Wygart & Morrow, while one mile west, on the south side, close to the road, is the attractive residence of Mr. J. M. Stoddard—the first residence and farm south was originally owned by the late George Vance, and, we believe, succeeded to by his family. And this brings us to PATASKALA STATION, still in Licking county. The population here numbers about 700, and its name, which is of decided Indian derivation, is taken from the creek running near by. It has two good flouring mills, run by Messrs. Peters & Son and Jesse Horn as proprietors thereof, respectively. Two saw mills, by Messrs. Peters & Bro., and N. R. Pheaster; one handle factory, by N. G. Blanser, and a cigar manufactory by G. Lynn. Also a capital general store, Messrs. Mead & Youmans; dry goods and grocery, Hildreth and Stratton; dry goods and notions, H. & 0. D. Ashbrook; grocery, C. L. Roberts; drugs, H. L. Beem; drugs and grocery, J. H. Baird & Bros. and J. W. Burnside; hardware, S. D. Whitehead; boots and shoes, D. H. Travel & Sons and Geo. W. Taylor; harness and saddles, H. C. Arnold; hardware and stoves, L. E. Skinner; furniture and agricultural implements, S. & J. Travel; merchant tailor, W. B. Arnold; jewelers, S. Ramey & Son; and two livery stables, by Messrs. Rinker & Outcalt and Rosengrant & Bro. There are three millinery establishments, conducted by Mrs. E. Davis, Mrs. W. Arnold and Miss Eliza Clarke; a job printing office by Mr. E. Davis, and a bakery by Mr. A. J. Clifton. In the matter of hotel accommodations' the "American House," under the efficient conduct of Mr. William Outcalt, affords ample entertainment for all corners. There are three places of worship here: the Presbyterian Church, in charge of the Rev. T. H. Kohr; a Methodist Episcopal, under the teachings of the Rev. D. Y. Murdock, and a United Brethren Church, presided over by the Rev. Joseph Hopkins. In the way of education, there are five schools, (graded) under the able superintendence of Prof. S. Stoughton. The principal residences on the north side of the railroad at this point are those of Messrs. W. C. Elliott, C. H. Elliott, J. S. Youmans and Jesse Green, (farm and residence.) On south side Messrs. W. H. Mead, E. B. Joseph, O. Nichols, M. V., Joseph, and J, H. Stimson. Just east of the town is Mr. M. E. Youman’s residence and farm, with Mr. Joseph Atkinson’s residence next south. Then one half-mile northeast is the residence and farm of S. Philbrook, while the neat cottage residence north of the water station is occupied by Mrs. C. Moore. Mr. W. Elliott is the popular agent at Pataskala, to whom, with Mr. S. B. Howe, telegraph operator, we are indebted for courtesies extended. A mile hence, and we draw up at COLUMBIA CENTER, having a population of about 200 inhabitants. There are two churches here a "Congregational" and "Christian Union," while there is a good school under the superintendence of Mr. Robert Foregraves. The principal residents are Messrs. Stoel Mills, Edmund Besse and Jacob Anderson. A short distance south of town are the prominent residences of Mr. Samuel Vand and Mr. Reuben Alward, while one mile west, on the south side, is the neat residence of Mr. George Gilbert. SUMMIT STATION can probably claim from 75 to 100 inhabitants. Has a "Christian Union " church, but no school house in the village. A. D. Morgan keeps a hat and shoe store and H. Moore, a general store. There is here a B. & 0. express and telegraph office, and the most prominent citizens are Messrs. Overturf, Jas. Stewart, David McIntosh, George Holcomb, Levi Geast and James Layton. One mile west, on the south side, is the residence of Mr. Wm. Williams. It may be interesting to learn that this last station derives its name from being the highest point between Columbus and Newark, there being a gradual ascent almost the entire distance of fourteen miles from Columbus. We next come to BLACKLICK, the first depot we strike in Franklin county, having a population of probably 300. There are no church buildings here, but one school house. The freestone quarries seen, just before arriving at the depot, being the property of Mr. S. R. Armstrong. Near the west side of the town, south of the road, is the farmstead and lands owned by Mr. Ezekiel Compton. TAYLOR STATION claims in the neighborhood of 200 inhabitants, is a delightful rural depot, but makes no display of ecclesiastical architecture, though there is ample provision made for educational purposes. A short distance west, and from the left side of the cars, may be seen the attractive residence of Mr. David Taylor, Jr., one half mile before arriving at the next station, which is BIG WALNUT, in Franklin county, There will be observed on the right a fine residence owned by Mr. Andrew Morrison, while one mile west of the depot, on the same side, will be noticed the rural home of Mr. Corbin Zane. Big Walnut depot derives its name from being a telegraph and water station located on Big Walnut creek, but it is not surrounded with any prominent residences. ALUM CREEK SIDING, which is the next point of call, is only a side track, half a mile east of a creek bearing the same name. Really, however, the correct original name of the latter was "Elm creek," which has been perverted to " Alum creek." From this water course is seen (on the north side) the famous " Water Cure" conducted successfully by Dr. Shepherd, and beyond it " St. Mary’s Academy." A little to the west of the " Water Cure," and on the APPENDIX - xix same side, are several acres of land devoted exclusively to gardening, and owned by Mr. Adam Dich. Next we arrive at CALDWELL STATION, two miles east of Columbus, and the junction of the Scioto Valley Railway, with the Columbus and Newark Division of the P. C. & St. L., and B. & O. Railroads. A little beyond the junction, on the left side of the track will be observed the "Revolving Scraper Factory," and still half a mile further on, to the right, we come in view of the P. C. & St. L. Ry. Co’s "round house "—a substantial structure where their locomotives are stabled and admirably cared for, as demonstrated in the fact' (which has frequently escaped the lips of travelers) that the old "Pan Handle " engines are among the finest—and "kept up to the handle" with the most attractive and serviceable locomotives—that ever turned a wheel on this American continent. ARSENAL SWITCH, is so named from the "arsenal" standing in sight, not far from the right hand side of the track, and of which we might say " This is the arsenal. From floor to ceiling Like a huge organ rise the burnished arms But from their silent pipes, no anthem pealing Startles the citizens with strange alarms, yet it is a lively quarter for the initiation of recruits and the frequent entertainment of accomplished regiments, while the band attached, has attained almost a national 'reputation for excellence as the "Columbus Barrack's or Garrison Band." We are now virtually in Columbus corporation, hence we will skip over the last mile of the city sights, the more speedily to refer to COLUMBUS UNION DEPOT. It will be found one of the largest' lightest' best arranged and most efficiently kept terminals in the country—lofty and unusually free from all unnecessary smoke and noise beyond the actual requirements of traffic. On the left are ranged a series of rooms including every facility for the comfort and convenience of passengers, from the refreshment counter and dining room down to a free reading room and library, the ticket office being located in the center, where the indefatigable agent, Mr. Edward Pagels, officiates with so much attention and polite.. ness. In a previous article' and under the head of "Connections made by the P., C. & St. L. Ry.'" we give the names of the several lines running into this noble and substantial structure—hence to repeat them would be unnecessary. Columbus, we need hardly say, as the capital of the famous "Buckeye" State' has a widespread popularity equal with that of Pittsburgh for its manufacturing resources, therefore to elaborate on the city, its trade, commerce and characteristics, would only be, to the average American citizen, like resorting to an exhaustive argument in the hope of convincing him that Chicago and St. Louis were in the West. We may remark, however, that the General Manager of the P., C. & St. L. Ry—D. W. Caldwell, Esq., than whom a more experienced, energetic and gentlemanly representative no road in the nation need desire—has his offices located here, as also Col. W. L. O,Brien, General Ticket Agent, whose superior ability, careful discretion and uniform affability retain for him such universal popularity. Having now completed a most agreeable trip, and indulged innumerable pleasing associations during our series of inquiries, we should be lacking in becoming respect—if not common gratitude—did we fail to pay a parting tribute to the uniform kindness, civilities and attentions of the P., C. & St. L. officials, EVERYWHERE—from the highest to the lowest—with whom we have come in contact, which has positively converted our apparent tedious task into an absolute season of the highest enjoyment. TRAVELING REDUCED TO A SCIENCE. SAMPLE PRIVILEGES AND CONVENIENCES FOUND ON THE P. C. Sr ST. L. RY.-THE PULLMAN PALACE CAR COMPANY,S WONDERFUL ACHIEVEMENTS. There was a day—and that at no remote period—when to journey over this vast American continent was deemed a feat far from a sinecure achievement. And in those days nothing fell upon the ear of the weary, footsore traveler with such a ring as the rude invitation of the teamster on the pike when he sung out, "Jump into my wagon' and we'll all take a ride." But with the universal metamorphosis that have dawned in modern life, what a revolution has been instituted in the modes of travel! No longer is a progressive community satisfied with seeing the jaded stage horses of yore superseded by the ponderous locomotive that dashes through tunnels, climbs mountains and bounds frantically through mighty ravines, but as if "to render perfection perfect," the skill and ingenuity of man has positively reduced the old-time monotony of traveling to an absolute season of the highest enjoyment. Figuratively speaking, if you should desire, or necessity requires you' to take a trip in these days from St. Louis to New York, a distance of 1,062 miles, you need take no concern. All that is necessary is simply to take an early supper and board the cars. Indulge a pure Havana cigar until "old Sol" has fairly sunk to rest in the western horizon' and then retire to a couch of ease and comfort in a chamber of elegance. On awaking in the morning you are politely presented with a sumptuous bill of fare, feast "royally," as you would in the most competent hotel in a metropolitan city, and retire to your drawing room (car), from the window of which you take in an endless and diversified series of delightful panoramic views, from actual nature, at a pace fully equal to the capacity of your comprehensive faculties to digest. An epicurean dinner, consisting of everything in season—fish' game, fowl, meats, fruit, and even the indispensable "side issues," such as hoc' port, claret or champagne—next awaits your pleasure. After this comes the usual "noontide nap," followed by a brief association with new-made acquaintances' the cracking of jokes and interchange of opinions and experiences from cushions of ease, surrounded with cheerful tapestry and trappings of palatial grandeur, well calculated to enhance the gratification of your interview. Supper, in due season, once more graces the festive board' and you partake, after which the exhilarating fumes of another regalia again wears around the hour for rest. You retire, and, with the morning's sun, "rise in the East." Yes, even in New York, as unconscious of having traveled nearly eleven hundred miles as though your privilege had rather been the indulgence of a brief season,s hospitalities at the "White House," the distinguished guest of America,s Chief Executive! Why, such an achievement, on the face of it, would seem ample to shock the confi- xx - APPENDIX. dente of the most credulous. And yet such indulgences are the daily experience of travelers over the ever reliable and efficiently conducted old "Pan Handle Route." But the question naturally suggests itself—to whom is especial credit due for the perfecting and regulating of the essential details to so extraordinary a combination of privileges? when we cheerfully respond— "THE PULLMAN PALACE CAR COMPANY." ORIGIN OF THE SLEEPING CAR SYSTEM. About the year 1858, sleeping cars were adopted by a few of the leading railways in the country. The cars then used were, for the most part, crude and unsatisfactory in their arrangement and appointments. They were constructed under a variety of patents, and employed various devices which had not been perfected by experience, and in many instances ordinary passenger cars were utilized. They served, however, to educate the traveling public to the existing want, and demonstrated the necessity of something better. These cars were, moreover, .confined to the roads of the railway companies owning them, and were unsuited to the necessities of travel on long lines, being chiefly used to accommodate local travel, and then only in case the road was of sufficient length to occupy an entire night in the transportation of its passengers. It soon became apparent that a class of cars that would furnish accommodations adequate to the wants of both night and day travel, together with a system that should afford continuous and unbroken communication between far distant points over several distinct lines of railway, would supply a growing want of the traveling public, and probably largely increase the passenger traffic. It was not easy, nor indeed possible, for a great number of independent railway companies to unite upon a uniform pattern of car, to perfect uniform arrangements, or to utilize the many different inventions and devices, which, combined, make up the comfort and convenience .of a sleeping car. Even had any general plan been suggested by one or more companies for acting in concert, some companies would not, perhaps, have found it convenient, at any given time, to furnish their proportion of cars ; nor would it have been easy to decide, without experience, what, in such a case, equity between the roads, would have demanded. It is obvious that the constant provision of abundant supplies of bedding and changes of linen, and the necessary laundry arrangements, as well as the selection of suitable devices for heating, ventilating, constructing and operating cars with special reference to their use as sleeping apartments, are the very essence of a successful sleeping-car system; yet this was foreign to the regular business of railway companies, and less likely to receive their careful attention than that of a company especially organized for the purpose. Hence the necessity for a separate organization, which should be able to make arrangements of a uniform character, with the different railway companies, on such reasonable terms as would appeal to their interests. The organization of such a company, which should be charged with the duty of providing the accommodations required by an intelligent public, presented questions of much magnitude and importance. The problem was to build cars which should embrace inventions and improvements perfected by the best ingenuity and skill of the country, and thus meet the just demands of the traveler, secure the railways a fair equivalent for their service, and at the same time provide a reasonable return upon the capital invested. The foundation for such a company was laid by Mr. Geo. M. Pullman, who had originally conceived this idea and was then operating, to a limited extent, sleeping cars in the west. For the purpose of perfecting this system on a scale which would extend its usefulness to the immediate demands of the traveling public, and also keep pace with its growing wants he organized a company in 1867, known as " Pullman’s Palace Car Company," incorporated under a special charter granted by the State of Illinois. The management of its business, together with the advantages of the system, have so recommended it that at the present time more than seventy railway companies, not only in the United States and Canada, but also in England and on the Continent, have contracted for the use of Pullman cars. The contracts are made for a long term of years and cover over forty thousand miles of railway, on which it now controls and operates more than seven hundred cars. The Pullman Company represents a cash outlay of twelve million dollars and upwards. These facts present the best evidence of the great importance of the conveniences which the Pullman cars, and the system under which they are operated, afford the public and the railway companies who have adopted them. It is but a few years since the first sleeping-car—a rude adaptation of the ordinary coach—was attempted; and it is much more recently that the necessity of frequent changes of cars by day and night, in a journey over several roads, was obviated by the establishment of continuous sleeping-car lines, by means of which not only the hurried business man but also solitary women, children and invalids are conveyed in a luxurious cars half way across the continent without a change and with astonishing ease and freedom from anxiety. We believe every candid traveler will admit that there is no expense of his journey which he pays so willingly. In the ordinary car the passenger takes his chance of a seat when he enters. In the sleeping-car he is the absolute owner, for the journey, of a certain selected portion, the purchase of one berth entitling him to a whole seat, or twice the space belonging to him in the day car. Secure in the possession of his berth, section, state-room or drawing-room, the favored passenger can sleep, sit, read, write, eat, converse, or comfortably stretch out' and gaze through the wide plate-glass windows at the flying landscape. The wealth of a railway bondholder cannot give greater luxury or privacy in traveling than the poorest man can command for $2 for a journey of hundreds of miles. The annual average cost of operating a Pullman car, including its repairs, together with maintenance of upholstery, bedding and equipments' and pay of employees, is about $4,000. One considerable item of expense is the car service. In addition to the conductor and porter of each car, many other employees are required in the general conduct of the business. It has a thoroughly military system of inspectors who are constantly moving over its lines, noting the efficiency and deportment of every conductor and porter, and marking his conduct according to a certain scale of excellence. The far-sighted enterprise that is constantly increasing the cost and completeness of appointments—that is all the time experimenting with new devices to add to the traveler,s comfort, and that not only keeps pace with the public demand, but in advance of it, and at frequent intervals brings out a new marvel of luxury ahead of all that preceded it—all these contributions of money and genius are fairly entitled to handsome reward. It is believed that the public will never consent to return to the old plan of frequent changes of cars and broken travel, but, instead of taking any step backward, will demand even further improvements. These, so far as attainable, the Pullman Company can furnish, if its efforts to meet the public wants shall be as thoroughly seconded by the railway interests and community at large in the future as they have been in the past. APPENDIX - xxi " THE PULLMAN OPEN SLEEPER," to the uninitiated, by day, much resembles an ordinary first-class car—so far as the seating facilities are concerned. But the internal fittings, decorations, plated lamps and upholstering are much more elegant, while the toilets and other conveniences, for ladies and gentlemen, at the respective ends of the car, afford indications that the accommodations provided are something extra. It is not until night-fall that the full advantages afforded by these model traveling chambers of ease and repose are fully realized. Not until the liveried attendant has transformed the scene, and a series of cozy, full draped beds have been fully prepared "in apple-pie order." Then awaits you the comparative comfort of your own couch at home, and as you ensconce yourself between sheets of snow-flake whiteness, ,tis in such an hour—such a moment—you realise with Montgomery— "How sweet at evening's close To draw around a weary breast The curtain of repose." No clatter and jolting—rolling or tossing—for these magnificent cars are constructed regardless of expense. They are balanced on the most approved and highly tempered springs, have improved couplings, and every wheel is composed of a patent compressed paper material that is next to a perfect non-conductor of sound. In blissful ignorance of the fact that you are being whirled through the air at from thirty to fifty miles per hour, you have barely time to fully vision in your sleep the probable denouements that await you at your journey’s end, ere you find yourself awaking to an experience of the realities. Cheered to encounter the buffetings of commercial life—refreshed by a sound natural sleep—or, mayhap, invigorated to indulge pleasure pursuits in the society of your friends, then it is that you see and appreciate the advantage, the comfort and satisfaction of a sleeping car. Mean, indeed, would be the selfish disposition that could begrudge the nominal additional expense thus incurred. Virtually, not more than the average damage inflicted on a good suit of clothes where penuriousness has subjected them to a season of incessant rocking, twisting and groveling, in a dusty seat, in the vain hope of catching a series of broken naps—invariably resulting in a feeling much easier imagined than described. It was the frequent necessity for taking long journeys that lead to the perfecting of these cars, and the immense advantage they have proved richly entitles them to unlimited patronage. But with their characteristic enterprise, ingenuity and liberality, the "Pullman Palace Car Company" conceived yet greater advantages, and resolved next to combine drawing rooms in their cars, and even to produce DRAWING-ROOM CARS FOR DAY TRAVEL. Then dawned experiment upon experiment, expense upon expense, resulting in the adoption of easy-backed chairs, settees and lounges, richly upholstered; floors carpeted with handsome pile Brussels carpet, and blinds and lamps were introduced of corresponding magnificence, until an apartment was produced of palatial grandeur. Society promptly appreciated the idea, and no sooner was it seen that it was good" than "THE DRAWING-ROOM SLEEPING CAR" was introduced, combining not only the familiar associations of home by day, but also the comforts of one’s own chamber by night. In the most exquisite style imaginable the cars were so ingeniously constructed that to metamorphose them was only the work of a few moments, elegant retiring rooms receiving their guests the while. The toilet rooms were appointed to the minutest detail. Marble-top washstands, plate-glass mirrors and the advantage of handsome spring blinds (by which the light could be regulated at pleasure) were among the prominent features adopted, together with special apartments so arranged that invalids, families, or private parties might engage and occupy distinct rooms, enclosed within richly engraved and obscured glass doors, secure from observation or intruders. In fact the elegance and completeness of these cars then seemed to suggest that absolute perfection had been arrived at. And such would have decidedly been the verdict of any one short of the enterprising "Pullman Palace Car Company," but their motto being "Excelsior!" with indomitable perseverance they again set to work, and next dawned their wonderful "HOTEL DRAWING-ROOM CAR, such a charming multvm in parvo as only the most extraordinary genius could commence to devise. These cars are absolute marvels, and so completely furnished and appointed, even to a professional cook, that, added to all the privileges hitherto referred to, they afford the utmost advantages of a first-class xxii - APPENDIX. metropolitan hotel. At one end is the kitchen, fitted with range, shelves, cupboard, ice chest, tables, and a full complement of culinary utensils. Adjoining it is a waiter,s room (easily converted into a snug little sleeping apartment for that individual) surrounded with china, glass and linen cupboards, and flanked with a bread locker, &c. Near by is the wine chest and conductor's desk—the entire arrangement not occupying over a quarter of the car,s length. The cellar or receptacle for the preservation of game, fish, fowl, meats, milk, butter, &c., consists of a large iron ventilated safe affixed to the under part of the car, wherein' during the hottest weather, everything is kept perfectly cool, fresh and sweet at a low degree of temperature, occasioned by the incessant draught surrounding it, produced by the velocity of the train. At the opposite end of the car from the kitchen department are admirably fitted toilets and a handsome private drawing-room. The center of the car, on each side of a richly carpeted aisle, affords a series of easy and handsomely upholstered seats, in front of which small tables may be drawn out at meal times, when the scene presented can be compared only to the inviting comparison afforded by a first-class banqueting apartment in a suburban villa. But, better still, you are not confined to prescribed meal hours—for you give an order when you please and for what you like. It is duly prepared in epicurean style and served in the most tasteful and accomplished manner. The immense advantages over taking hasty "snacks" or so-called "meals" at roadside refreshment counters, will at once be apparent. Your food is specially and carefully prepared to your peculiar taste and laid before you in the most presentable manner. You sit down at perfect ease and indulge at your pleasure; while the trifling extra costs over a gobble in a refreshment saloon, is more than compensated for by the simple relief from an anxiety of being left behind while dispatching a few morsels of "you know not what." This comparatively new and important feature in railroading is something absolutely wonderful, and speaks volumes in honor to American ingenuity, skill and enterprise, but nothing short of a personal experience can possibly convey a correct estimate of how much society is indebted to the "Pullman Palace Car Company" for their astonishing achievements. In addition to the foregoing styles of cars the Pullman Company also run an " EXCLUSIVE HOTEL CAR" and an "EXCLUSIVE PARLOR CAR," with a "SPECIAL PARLOR CAR "—the latter being open for engagement by special parties where the conveniences of a whole car may be required; and it is needless to say that the superb manner in which that traveling palace is furnished is simply immense. THE BEAUTIFUL CHARTIER'S VALLEY. Its Rural Fascinations—Fertility—Healthfulness and Pre-eminent Claims to the Location of Suburban Residences, as Suggested During a most Delightful Ride from Mansfield to Washington, Pa., over the Popular "Pan Handle Route." To admirers of nature—and particularly such as take special delight in improving "God,s broad acres"—there is probably not a section of country to be found, for its extent, more inviting and remunerative than the territory it is now our purpose to review. Boarding the P. C. & St. L. train, at Mansfield which, by the way, is quite an interesting country town, and an extensively patronized site for suburban homes*—barely two hundred yards are traveled ere we cross a bridge spanning the famous "Chartier's creek "—a feat, we are politely informed by the affable conductor, it will be our privilege to repeat twenty-two times before arriving at Washington. Without for a moment questioning the necessity for this wholesale " bridging over the distance," we nevertheless resolve, if possible to keep tally for curiosity’s sake. No sooner are we prepared to take in the surrounding prospects than the freshness, sweetness and purity of the air breaks upon us, exhilarating to a degree. Rich pasture lands, dotted with lowing herds' and traversed by full many a feathered songster on its daily mission for food—hills, dales and groves thickly wooded and crowned with variegated foliage—each in happy contrast flourish in the association :of the graceful winding creek, as its stream of crystal purity ripples a ceasless and audible attestation to the perfective, works of nature. Gazing upon such a scene—enhanced by the brilliant rays of a resplendent noon day sun, why should we wonder to recognize conspicuously, in such seclusion, the united skill of the architect and artizan displayed on delightful villas for the enjoyment of rural homes in such a model Paradise- "Away from the turmoil, bustle and strife— The worries and cares of commercial life ; Where health holds its own, in retirement sweet, And nature's fair beautees constantly greet." † But the brakeman announcing "LEASDALE " suggests we are expatiating a little too freely between stations. This is a small country stopping point, about a mile and a half from Mansfield, and named after the late Col. Lea, who was once a prominent and popular resident near by. Soon after passing the depot, from the right side of the car may be seen in the distance, on the hill side, in a cluster of trees, a neat and substantial structure, forming the residence and out buildings on the Allegheny county farm, which is not only ex- * See full account given in Trip over Main Line. † A recent writer, referring to " The Desirability of Suburban Homes," says : " The health and pleasure of his family, appeals to the business man for a home in the country—free from the impure atmosphere and incessant excitement inseparable from a large manufacturing centre. Families, even of limited means, will find it far cheaper and infinitely more comfortable to permanently reside in country villas, when such are easy of access from whence the head of the family is associated with business. And those having city employment will fur ther discover that the walk to and from a depot, in connection with a short and refreshing railway ride, much more agreeable, and pleasant, than a tedious "jig, jag," between widely separated points in the city in a crowded street car. It has been proven, " time and again, upon the most unquestionable computation that rural homes not only pay for themselves in a little time, but while doing so invariably secure for their occupants health, happiness and longevity." APPENDIX - xxiii tensive but exceedingly fertile. About a mile hence is Bower Hill, near to where Ne vill,s property was burned during the Whisky Insurrection,* while on the left side of the cars will be noticed an extensive coal works on the bank of the creek. Passing " WOODVILLE " STATION, to the left, we observe where " Peter’s Run " † flows into the Chartier’s creek through a comparative ravine, thickly wooded. Arriving now at " BRIDGEVILLE " STATION, near the mouth of "McLaughlin’s Run," we find a few stores and a number of highly attractive residences. Most notable among which being the "Norwood Springs Hotel," conducted by Mr. Wright and extensively patronized by Pittsburgh’s citizens as a country resort. Its rooms are large, airy, well ventilated and handsomely furnished—lighted by gas, and open into spacious halls within, and broad piazzas without. The architecture of the building is exceedingly fine, its conveniences perfect and the manner the business is conducted affords a flattering compliment to "mine host," whose facilities for the conduct of a sumptuous cuisine enables him to entertain his guests " royally." Leaving Bridgeville, for over a mile the woodland scenery is magnificent, while the highly cultivated farms contribute a diversity of mantled fields that enhance the beauty of the scene immeasurably. Coming to. HASTINGS, STATION, Clark's coal works will be observed on the right, while the clatter of milk cans on the depot platform leaves little doubt but we are in the midst of a rich dairy district, from whence the "Iron City" is extensively supplied with that nutritious indispensable. ‡ Again, continuing our course, we shortly observe, from the left side of the car, an old mill dam or sort of miniature cascade, which marks the spot where probably the first flouring mill in Western Pennsylvania once stood. It was erected over eighty years ago, and shared wide popularity as " Winfield’s mill," but it fell a prey to an excessive flood about two years ago, leaving the stream still flowing as if to perpetuate the sentiment of the poem on "The River"— " Men may come' and men may go' But I flow on forever." Two miles brings us to "BOYCE'S STATION," where Boyce’s old mill and a few isolated residences alone appear to warrant the necessity for a railroad stopping point, though the eligible sites that everywhere abound for the location of country residences, seem to invite those with means, from crowded cities, in the forcible interrogation— "However can you, who have means at command, Inducements of country enjoyments withstand; To be parboil'd and smoked in city or town, 'Mid confusion enough to turn brains upside down?" But we are now warned of our near approach to HILL'S STATION, on arriving at which we find it located near the mouth of * " The Whisky Insurrection " of 1791-4 grew out of an attempt to collect an excise tax on this liquor, in Western Pennsylvania. † This stream is the only object in the " Pan-Handle Territory " upon which history has unquestionably fastened the derivation of its name upon an Indian chief. It is named after the famous " Indian Peter," who came to that stream every year in early days, to make salt, and of whom the Pittsburgh Leader recently remarked: " In Brownsville is the remains of an Indian grave-yard, where lies the body of the famous chieftain, Indian Peter,' who for many years led his warriors in battle against the white settlers, but afterwards relented and distinguished himself as the peace advocate among the Indians, at tho conference held in 1767 at California, seven miles down the river." ‡ A competent literary authority writes from. the " Nail City " as follows: " The farms of their Chartier's Valley are the richest the State affords, and the product of their dairies ever meet with a distinctive preference in Pittsburgh market, while I am assured that the ice cut from the Chartier's creek is the purest and most extensively sought after for scientific and medicinal purposes." "Brush Run," and named after Mr. William Hill, an extensive local land owner. There is a splendid ravine running between the hills, opposite this depot, leading to a disclosure of as fine a tract of country as eye could desire to dwell upon. Some fifty rods from the depot and we are in Washington county, receiving the intimation from our brakeman that the next station is "GREER'S," and in due course, at " Greer’s " we arrive, that station being so named after a worthy old pioneer by the name of Robert Greer, who still "Plows and sows, and reaps and mows In hopes of toil's reward." His farm, like others in the locality, is an ornament and compliment to the county. Leaving the station, as we gaze from the left side of the cars, the richly wooded lofty hills present a magnificent sight, while the creek still continues within sight of the track. The next stop is at " VAN EMMANS," named after Joseph Van Emmans, who owned property there at the time of the location of the road. From here the hills commence to recede, as it were, and a more open country with leveler grounds continues as we penetrate the county. We next come in view of the original "Morganza" property, once owned by old Col. Morgan, of revolutionary fame, passing which about a half a mile distant, to the right side of the car, is seen the "Morganza Institution," containing some three hundred boys and girls, and commanding about 500 acres of land. It is really the Pennsylvania Reform School, and instead of being entitled to the name of "Morganza," because it is supposed to stand on the old "Morganza" property, the fact is that the property in question was formerly owned by three families named Bracken. The buildings, at the distance, have a very pretty appearance. and near MORGANZA STATION, to the left of the cars, will be observed a newly constructed water works to supply the aforesaid buildings. We next approach "CANNONSBURG," quite a town of probably 1,500 to 1,800 inhabitants. Before arriving at the depot, from the left side of the car will be observed a neat fair ground of twenty-two acres, with first-class half mile track. This place was originally laid out about 1790, and was the seat of the old "*Jefferson College" for some seventy-five years. It is an incorporated town, with Mr. Espee as burgess, and boasts beside a grist and planing mill, a full. ing mill, excellent lime-stone quarry, coal mines, wagon and smiths, shops, &c. It is quite an interesting country town, surrounded by a wealthy agricultural district. Between here and Washington, a distance of some six miles, there are three other stations, viz: "HOUSTON'S," "EWING'S MILLS," AND "COOK'S," with interesting scenery much similar to that marking the previous portion of the route—if anything different, perhaps affording more extended views. Each of said stations is named after a prominent resident in its neighborhood, and though barely distinguishable by the scattered private villas and farm residences, each alike, is conveniently positioned in a rich and prosperous agricultural territory. † Arriving at the ancient town of * This institution was recently removed to Washington, Pa., where it was incorporated with the Washington College, the two still being conducted there as "The Washington and Jefferson College." † Desirable locations for country homes we should remark, however, are not confined, to the Chartier's Valley. As far west as Steubenville, on either side of the Pittsburgh, Cincinnati & St. Louis Railway, property possessing peculiar advantages of location, and at convenient distances from Pittsburgh, can be purchased at low prices alai on the most liberal terms. xxiv - APPENDIX. WASHINGTON,* the seat of Washington county, and terminus of this branch of the P. C. & St. L. Ry., we found the conveniences and attentions of a first-class depot. Upon making the acquaintance of Mr. D. I. Roberts, the efficient and gentlemanly agent, we were not slow to find in him a rich fund of local information for one who was simply making an inquisitorial excursion. The earliest settlement of Washington extends away back in the last century and there was a time, in the early part of this century when it was a place of considerable importance for those days, while at present it can boast of a population in the neighborhood of five or six thousand inhabitants. It is an incorporated town with Mr. Samuel Hazlett for burgess, and is an important educational center. Here are located the " Washington and Jefferson College," Dr. G. P. Hayes, president; " Washington Female Seminary" (with few if any equals in the State) Miss Sherrard, principal; and a new Episcopalian Preparatory College, just about to be opened under the direction of the Rev. Samuel Earp. There is also one of the finest public schools in Washington to be found in any part of America, under the superintendence of Mr. Welsh, late of Syracuse, beside capital union and night schools in prominent parts of the town. Washington has grown very considerably in the past nine or ten years, but is not characterised for its manufactures. It has, however, two excellent carriage works, small agricultural works, flouring mills, woolen mill and steam tannery. Nor should we omit to mention the fact that Washington is the seat of Dr. Le Moyne’s noted crematory, that has of late years engrossed so much public attention in scientific circles. The town has a capital Court House, and the stores are, for the most part exceedingly fine, two of them in particular, presided over by Mr. Caldwell and Mr. Smith, respectively, being of metropolitan proportions and worthy the leading thoroughfares of the largest cities in the Union. In the matter of railroad facilities, in addition to the P. C. & St. L. branch terminating here, the "Hempfield Branch of the B. & O.," and the Waynesburg narrow gauge line runs into Washington, but Wheeling being thirty miles distant and Pittsburgh only thirty-one miles' of course these towns take much local trade, and the latter, being so much the larger commercial center, it is looked upon as the prominent market town for the district. Washington—particularly the eastern portion of the town—owes much of its growth to the facilities afforded by the Chartier,s Branch of the P. C. & St. L. Ry., which has not only cultivated an immense business in the past but is to-day developing the entire country along its line of road at a marvelous pace. In the matter of literary publications, Washington is fully up to the standard. So early as 1808, the Reporter was commenced and found hearty support. In 1817 the Examiner also came into circulation, and in 1851 the Review was issued—the latter becoming consolidated in 1865, as The Review and Examiner (Democratic) under which title the said publication is still carried on effi- * Washington county, Pa., of 1781, may very justly claim an existence as a portion of Virginia under the original charter granted to Sir Walter Raleigh, by Queen Elizabeth, on the 25th day of March, 1584. James I., in 1606, divided the entire colony between the London and Plymouth land companies, and the southwestern portion of Pennsylvania, claimed by Virginia, belonged to the Plymouth land company. Charles I., being successor to James, gave extensive grants of lands to Lord Fairfax and Lord Baltimore, which caused much difficulty in 1634. Virginia was divided in eight shires or counties, which, sir ce the Revolution, have been further divided into one hundred and fifty-two counties, of which fifty-three are in Virginia. The original act of the Legislature of Pennsylvania under date of March 28th, 1781, gave to Washington county its metes and bounds. The borough of Washington was a portion of Strabane township, and was originally called " Catfish Camp," from two facts : first, from an Indian Chief by the name of Catfish, of Kuskee Indians, who owned the land so early as 1759. The stream also bears his name. Then, again, in 1769, when David Hodge purchased the three tracts of land from the Hunter family, the patent designates one as catfish camp, because it was the resting place of persons traveling from Red Stone Old Fort to Wheeling—hence it was called "Catfish Camp." When the town was laid out by David Hodge, October 13, 1781, he gave it the name of Basstown, but on the 4th of November, 1784, the name was changed to Washington. On the 13th of February' 1810, it was incorporated as a borough, and its limits were extended in 1854.-Illustrated Pennsylvania, by William H. Engle, M. D. ciently by Messrs. Johnson & Neale. The Washington Observer, a first-class (Independent) weekly, entered the field in 1871 and is still very ably and successfully run by Messrs. Shellman & Campbell. The Elevator, a Temperance monthly, came out in 1874, being issued by Messrs. Johnson & Neale, and the Evening Reporter, a live little daily, with capital circulation' was launched in 1876 by Messrs. Moore & Christman. Nor is this all, for last year, 1878, Mr. A. H. Ecker also came forward with the Washington Democrat, which is also finding a wide circulation. Nor should we omit to state that Messrs. Shellman & Campbell, with their characterstic enterprise, last year circulated The Farmer’s Advocate, issued quarterly with an immense free circulation that induced extensive advertising patronage. WHEELING JUNCTION TO WHEELING. How we were Wound Round the Charming "Skirts" of West Virginia in Full View of Ohio,s Most Attractive " Dress," Decked in Verdant Green and Animated with Natural Or- namentations of Matchless Interest. A Fascinating Section of Country, Abounding in Lovely Locations for the Establishment of Rural Homes, and where a Peaceful Life can be Spent with Economy, Ease and Comfort, to the Enhancement of Worldly Pros- perity and Old Age. There is, probably, no section of road identified with the entire "Pan Handle" system equally meriting of special comment with that included in the above caption. Except it be the superbly rich district so familiar as the "Chartier,s Valley," extending from Mansfield to Washington, Pa., though the special attractions of the two widely differ in their geological aspect—the superior expanse and animation, marking the surface of the Ohio river, also affording a wide contract, as compared with the still graceful windings of the famous Chartier,s creek. Indeed both lines of railroad so abound in magnificent prospects that it would be impossible—along one or the other—for the most fastidious not to gratify his peculiar taste, in a pre-eminent degree, should he be in quest of a location to " Share God's bounty in a rural home' And sip life's sweetest draughts." Leaving Wheeling Junction, under the experienced "conductorship" of Capt. Tate—whose affability and attentions, it may be said, have inseparably associated his popularity with that of the road—our attention is first attracted by the singular comparison of sights here afforded by the two States of Ohio and West Virginia—separated by that ever restless and historical stream, the Ohio river. To the left, towering above us, we commence to follow a continuous chain of lofty hills, thickly wooded, and presenting the grandest display of rich and varied foliage, once forming a covert for roaming beasts of prey, but now intersected with wild flowers, winding paths, and not unfrequently patches of nutritious herbage. These hills are, however, in many parts, too steep for pasture or adoption to agricultural pursuits, hence their forest like attractiveness has become so little impaired at the hands of our enterprising pioneers, while their rocky nature, below the subsoil, is frequently disclosed by rude stony projections and naturally formed grotto spectacles, of rare attractiveness, in the solid rock. To the right, as you sit facing the engine, a few rods from the depot, the first building (an old frame) still bears the almost obsolete sign of the "Pan-Handle House," and was the original ter- APPENDIX - xxv minus of the first railroad cut in this section. But it now stands only a rude relic, with the old stage coach, well calculated to inspire us (in these days of progression) with the poetic sentiment of " Who weeps for the days that are gone? Not a man that can think—not one !" Beyond it we take in a magnificent view of the fine bridge constructed by the P. C. & St. L. Ry. Co., spanning the river, and froth its western extremity breaks upon our vision a fine view of the city of Steubenville*—its noble court house, ecclesiastically designed temples for Divine worship, manorial residences, secluded villas, and even busy streets, with here and there pillars of smoke ascending in the air in testimony to its importance as a manufacturing centre and as a hive of commercial industry. It will further be noticed that while we are being comfortably " carried around " the margin of West Virginia "on iron rails" we have the satisfaction of observing, (across the river) others, by the car load, being similarly treated in Ohio, on the track of the "Cleveland & Pittsburgh Railway," which likewise contributes its aid to enhance the business interests of the town and county seat just referred to. Nor is the river less condescending in rendering its best services for Steubenville,s prosperity, it runs—(for it never stands)— between us and the corporation line of the latter place. But we are nearing our first stop, prior to which, will be observed on the left a delightful glen recently cleared by Mr. Wells (who is owner of the property) for the reception of visitors, and named by Mrs. Dr. Reid, " Fairy Glen," to which our readers might with pleasure and profit turn their attention. In short, a more inviting field for mineralogical and botanical research—and to indulge a free and agreeable picnic, neither the States of Ohio or Virginia can boast. And yet a little further, to the right, at a somewhat declining position from the track is the fine old mansion owned by Nathaniel Wells, Esq., the veteran worker in the people,s cause, who so successfully operated in conjunction with a Mr. Edgington in opening up the first railroad that ever run in the vicinity of the present Wheeling Junction, then known as the " Edgington and Wells Railroad."† We now arrive at MIDDLE FERRY, as its name implies, being so called because it is the centre one of three ferries connecting on this side with the P. W. & Ky. line. As we draw up at the platform, (for station house there is none,) the ferry will be observed on the right, a small steamboat plying across the river every ten minutes to Steubenville landing (320 yards) which will probably be best located from the cars on this side by noting the foot of the slip directly in front of a fine hotel building, on the opposite side, displaying in bold letters the sign of the " St. Nicholas House." On this side there are only two or three isolated houses beyond the residence owned by Mr. Wells, whose family originally owned the major part of the tract of land here located, but Mr. Nathaniel is said to retain only some 200 to 300 acres of it, while he also controls the ferry to Steubenville. And now we must be pardoned for a somewhat lengthy comment on a subject of exceptional interest. Mr. Wells is here the fortunate possessor of some 200 acres of magnificent hillside property, which he generously throws open to the public, year in and year out. A spot, we believe, unsurpassed in America to which excursionists may resort, with equal pleasure and profit, in the investigation of geology, or in fact, the study of any other perfective characteristic in nature. The property in question—a hill rising to an altitude of about 300 or 350 feet, is not only owned, but in person cared for, by Mr. Wells, and has been * For further account see trip over main stem. † Fully described in a foot note under the head of " History of the P. C. & St. L. Ry,"—in the first chapter. 4—APP. aptly termed "one of God,s most inviting gardens." "Anterior to the present owner coming into possession of the said property in 1836 "—recently remarked that live local daily paper, the Steubenville Gazette—the entire area of the hillside was without a step, walk, plateau or even seat, but he having liberally made provisions in all these respects, we ascended two tiers of steep wooden steps that landed us, with weary legs, upon a rugged path at an altitude of about 150 feet, and we took to the left, under the shade of rich foliage, where only a few yards ahead a seat awaited us with two ever flowing streams of crystal water. Proceeding a little farther we came to a platform provided for picnic dancing parties, seated around—and having rested, we advanced only a little further along a zig zag path till we arrived at the famous " Blowing Spring," so named from the blowing sound it makes during springing—equally as loud as a jeweler’s blow pipe, though continuous. Here Mr. Wells originally found a cave filled with broken fallen rocks, which lie had removed, affording a space of seventy-six feet by seven feet and seven feet high, presenting all the grandeur of the caves on St. Michael’s Mount, in England, where the tradition of "Jack the Giant Killer" was founded. Cold, sullen and sepulchral hang the surroundings, and the echo of the voice seems to arouse the inwardness of the conscience as one approaches the spring, with the words; "Let us drink." A neatly cut trough is provided, as also seats for visitors, and though we pass this object of interest, comparatively lightly, to take a general survey, believe us, reader, it forms a conundrum for the scientist and a mystery to the world. It blows at intervals, and would seem to stop at pleasure, but defies all definition. Continuing our course yet 200 yards, we come to "Diamond Springs," cracks resembling a diamond as the pure water gushes from the crevices. Subsequently passing the "Twin Springs," the rugged grotto scenery presented, is indeed rich, but yet another 200 yards, and we are confronted with the gigantic "Parlor Rock," having the appearance, as one gazes upwards, of a pantomimic scene of leviathan cliffs of 150 feet overhanging us in honeycomb splendor, the result of the weather,s operations, yet perfectly awe-inspiring in its grandeur. Still further and we approach the favorite seat of the late Secretary Stanton, formed in a cliff at least 100 feet high, where, in his youth, he resorted to study in seclusion—hence to him was it dedicated. As we h( re stood and beheld the sublime work of the "Great Master," with a deep ravine at our feet, the lofty trees striving in.vain to tip the mighty rocks, and contemplating that we were treading the paths of the red man centuries ago, we could not desist musing- " How trivial man's conceptions, Lord, When thou reveal'st thy works." In exquisite grandeur the towering oak, the beech, sycamore and sugar tree, with scores of others, at immense altitudes, would seem to have grown to shelter secluded spots in the gigantic rocks. Passing "Stanton Rock" we ascended yet sixty feet, almost perpendicular, and arrived at the summit of the hill, indulging the most exquisite panoramic bird’s-eye view of the city, until locating the top of the steps we ascended and took our course to the right. Then came another plateau, where swings were erected, and the rough grandeur of the rocks again seemed to tower as if laughing at the humble attempts of the mightiest trees to reach them—such a scene of grotto, and natural wrought rustic beauty, the naturalist seldom beholds. Arriving at the "Castle rocks," we found them presenting an invincible front high as the cedars of Lebanon, and equally grand in grotesque beauty presenting the veritable home of the famous sea king " Who calls all he has, for his own, In one hundred fathoms deep." But we must hurry up. Rounding the south end of the hill we return by the track of the P. W. & Ky. R. R., and soon sight a magnificent isolated spiral rock called the "Devil's xxvi - APPENDIX. Pulpit," some 200 tons, standing forty feet high, and resting on a pivot of about ten inches in circumference—to look at —just the kind of treacherous box one's idea would depict to place his "Satanic Majesty" in, to get rid of him. But still grander we next come to one of the finest and most perfect Indian sepulchres ever witnessed in this country, discovered in 1834, internally 18 feet by 7 feet, egg-shaped, and 7 feet high in the centre—hewn out of one huge solid stone, centuries ago. When found it was filled with human skeletons that lay in a mass huddled together, grinning at the explorer as he removed the stone from the entrance. This is really one of the most valuable and interesting curiosities we ever saw. From here, on to the ferry, the woodland crested hillside is splendid to behold, while rabbits gambol and squirrels chirp to bid the visitor, as it were, a welcome to their rural home of nature's. grandeur. Resuming our trip along the smooth running track (in which there is a graceful winding), we next arrive at LOWER FERRY, where a small ferryboat runs across to the Ohio shore, in the vicinity of the famous "Jefferson Furnace and Nail Works,"* clearly visible from our car. Here we find a platform only and a few houses to the right of the track, while we also pass the railway company's gravel bank from which they obtain the greater part of their rough ballast for the tracks. And soon we come to MAHON'S, simply a crossing, near to which, on the left, is the fine brick residence of Mr. Thomas Mahon, a well-to-do farmer, more familiarly recognizable as " Uncle Tom," being a worthy "disciple of the plow," whose affability and genial turn of mind retains for him universal respect. But, not being afflicted with neighbors to disturb him "on the even tenor of his ways," he can well afford to be "Uncle" to a whole community and keep in store an ever ready friendly greeting for all. Not far distant is Mr. Burgoyne's farm, and adjoining to it is Mr. Dewinney's land. Opposite will be seen from the right side of the car, and across the river, "Mingo Iron Works," with the village (or "Mingo town") in the rear of it, that spot being associated with highly interesting reminiscences as recorded in Indian history and the early settlement of Ohio by the whites. Passing over about another mile of the most interesting part of the road, we suddenly hear the announcement from our brakeman that we are at CROSS CREEK. This is certainly a beautiful and secluded spot, with somewhat more the appearance of business than the last place. There is a platform and switch, with a warehouse, owned by Mr. C. Devinney, who purchases grain, wool, &c., besides acting as depot agent. Soon after leaving the depot we cross a bridge spanning Cross creek, where it will amply repay to secure a view from the platform of the rear car. The surface of the Ohio, dotted with steamers, barges, &c.; the lovely distant hills, vales and magnificent farm lands of the " Buckeye State," and the picturesque view of the Pittsburgh and Cleveland Railroad, on that side of the river, contribute to a scene of rare * Few places are equally favored with Steubenville in the location of so extensive and successful an enterprise as this. The grounds occupied by the Jefferson Furnace and Nail Works may be fairly estimated at twenty acres, whereon are erected two very large blast furnaces, and two exceptionally fine nail mills or factories. There is also a prolific coal mine connected and one hundred and thirteen coke ovens, the latter, when in full run, contributing in t he neighborhood of five thousand bushels of coke per day. The mine and ovens are only about eighty or a hundred yards from the main buildings and connected with a track, the entire product of both mines and ovens being consumed in the works. This firm manufactures 100 to 120 sizes and varieties of nails, from three-quarters of an inch to seven inches long, and the capacity of the works is 180,000 kegs, or 9,000 tons per year. They employ, on an average from 500 to 550 hands, paying out for wages every two weeks $12,000, in addition to which, for limestone and kegs, bought locally, with a host of incidental expenses, another $2,500—or an aggregate of ,348,000 a year. Mr. D. Spaulding is president and takes general supervision ; Mr. Calvin B. Doty is vice president, and, ma practical nailer, is superintendent of the nail department ; Mr. C. II. Spaulding is secretary. attractiveness. A few moments and our fleet locomotive dashes past the coal mines, owned by Mr. Lazear, located on the left of the track, and we find ourselves at LAZEARVILLE, a rural stopping point named after Mr. Lazear, a prominent director of this line, residing at Wellsburg, and who laid out a little town here about the time the road was opened. We may take occasion to compliment that gentleman's excellent judgment in the selection of so delightful a spot to induce the erection of suburban residences. The healthful advantages rare prospects, exceptional facilities and fertility of the soil here afforded, will be found matchless, while we understand that the liberal terms submitted are such as to merit the immediate and careful consideration of all desiring to establish for themselves a delightful country home. There are, however, at present only some half dozen sites taken and residences erected thereon, which leaves abundant choice for intending purchasers. Leaving this depot, from the left of the cars, we soon observe Brook County Cemetery, one of the finest burial grounds in this section of the State, being neatly laid out, abundantly shaded with drooping trees and shrubs, and containing a rare variety of imposing monuments, tombstones, tablets, &c. The major part of the bodies originally buried in the old Wellsburg cemeteries were, upon its opening, exhumed and reinterred here. This cemetery, however, has only been opened some fifteen years. An amusing incident is related of an Eastern traveler, who, upon passing Lazearville depot, remarked, "Well, well! bless me, that's a remarkable good-sized cemetery for so small a town," little dreaming it was the representative institution of an entire county. About a mile hence, and to the right, we come in view of a very fine fair ground, with excellent race track and extensive outbuildings, within the corporation limits of Wellsburg, the annual meetings at which are invariably a great success, enjoying a widespread popularity for fine stock and the enjoyment of first-class turf indulgences. Across the river will be seen the coal works of the Pittsburgh Coal and Iron Company, on the track of the C. & P. R. R., just before Lagrange depot is arrived at on the same line. It is a prosperous enterprise, and employs quite a large number of hands. Nearly opposite the fair ground, on the left, is Mrs. Freshwater's fine residence, probably one of the most attractive In the county, while several other charming residences, on the same side of the track, we continue to view until our train arrives at WELLSBURG, the county seat of Brooke county. It is said there are few cities in the State, either older* or as old as this, while in the annals of history its record in the past has furnished an, unlimited amount of exceptionally interesting reading. Across the river, though not seen from the depot, is Lagrange, Ohio, quite a little village. Wellsburg is a solid business place of about 2,500 inhabitants, being largely supported by a wealthy and successful agricultural community. It is possessed of capital schools and ample church accommodation, while the stores throughout the town are thoroughly stocked and presided over by men of superior business tact and experience. There are two excellent weekly newspapers printed here, which jealously guard the interests of the ancient borough—the Herald, owned and most ably edited by a Mr. Jacob, and the News, controlled with ability and enterprise by Mr. A. Glass. Good hotel accommodations are provided, and the general good order of the city—its healthfulness and numerous other advantages—make it a most desirable locality in which to live. In the way of *Report has generally had it that Wellsburg was laid out in 1795. but records on file in Ohio county Court House show that at the January term of the county court of Ohio, in 1791, Charles Prather produced the plat of " Charlestown " (now Wellsburg) in open court. Moses Chapline was clerk of the court at the time, and Jas. Griffith was the surveyor who surveyed the plat of "Charlestown." Nut bad authority to settle the subject. APPENDIX - xxvii. manufacturer, there is a capital paper mill, reaper and mower establishment, carriage and smith shops, mills, &c. Those taking a lively interest in historical research and who may be desirous of. locating a villa residence in the country—still commanding the advantages of ready access to a live town—can select no finer place than the vicinity of Wellsburg. Mr. James Hervey is at present Mayor of the city, and may be congratulated upon his good fortune to preside over so interesting a county seat and so prosperous and peaceable a community—one special good feature in the local government of this borough precludes the establishment or conduct of any saloons or restaurants where intoxicating liquors are provided for public indulgence. Senator W. H. Tarr, of the West Virginia Legislature, and a member of an old and influential family in this section, resides here. In addition to occupying a very fine country seat himself, he also owns other attractive residences in the city and is a gentleman exceedingly popular. There is a depot here, the principal one between the Junction and Wheeling, at which is found a telegraph office, express agency, &c., and Mr. J. P. Kline is the respected agent, most indefatigable in his attentions to business. Leaving Wellsburg, about a quarter of a mile and we cross Buffalo creek, the mouth of which Washington and Crawford visited in 1770, while it is a stream most popular in historical lore, both for its adjacent hunting grounds and for being where " Reckless chiefs and Wiley braves— Blood thirsty—lurk'd around, Our noble pioners to find And fell them to the ground." From the left we soon observe the neat white frame residence of Mr. Forbes, partner in the firm of Forbes and Carmichael, whose coal shoot crosses the track a very short distance further on, and from which the engines on this line are supplied with coal. Next we cross the Wellsburg and Beech Bottom county road, which crosses our track several times. Having also witnessed Bowman's coal chute, on the left, we are politely informed that we are at BEECH BOTTOM, a strictly rural district of singular attractiveness and fertility. Here the country is specially open and the river is temporarily lost to view, though "mother earth," highly cultivated, fully makes up the deficiency with a diversity of crops that strike every one passing with admiration at their perfection. A platform simply marks the stopping point, yet it is one not unsparingly patronized by surrounding residents even from a considerable distance. Nature's richest mantle still continues to surround us until, as we flit past Mr. E. Wells' farm on the left, we come in view of Mr. Robert Miller's homestead. MILLER'S, is so named after the Miller family. Mr. Robert Miller and his sons conduct prosperous farms near the crossing and switch here located, but it will be observed that sufficient space has been reserved by the railway company for the erection of a depot at some time—thus suggesting their presumption that this point is destined to future active growth. Immediately opposite the depot, in the midst of a fine field, will be observed an ancient mound, covered with locust trees and surmounted with a rude board stand under their graceful shades. This is what is known as old Beach Bottom race track, but is now only occasionally resorted to for the indulgence of picnics, for which it is a truly charming spot. This, we believe, is the only ancient mound to be witnessed from the cars along this track, though its entire length is through an interesting historical section of country. Across the river will be seen "Rush Run" coal works, doing an extensive business along the Ohio shore. Next comes HEDGES', which will again be found a crossing, only, with no houses around it, except one, to the left, which is occupied by a widow lady by the name of Hedges, after whose husband this calling point was named. There is nothing in the vicinity to dwell upon, except the beautiful country scenery, so we will pass on to WINDSOR. Here a Mr. Windsor would seem to be, as it were, "monarch of all he surveys," for beyond his own desirable residence, near the depot, there are only some three or four small tenant, cottages—all of which he owns. Mr. 'Windsor has also a large warehouse at the west end of the platform, from which he ships considerable grain and other produce by water. Mr, John Day also owns a neat farm south of Mr. Windsor's, and this brings us to SHORT CREEK, thus named from the creek running under the track west of the depot. Here is a platform, warehouse and switch, also a small store and tavern—" Short Creek House "—the whole in charge of Mr. Joseph Wilson, who further acts as the railway company's agent and keeps the post office. There are probably some forty to fifty persons residing within a brief range; while still further in the country are some capital farms. Across the river from here may be seen the agricultural village of Warren, Ohio- " A prosp'rous little country town That's nobly earned its own renown— Though not remarkable to fame, It's growing "smart "—and that's the same." M'CULLOCH'S comes next, known on the river as " Burns' Landing "—at which Mr. M. McCulloch, an influential farmer, resides—though south of this point nearly the whole of the river front is covered, to Riley's farm. Tiltonville, on the Ohio side of the river, may be fairly viewed from here, situated on the track of the Cleveland and Pittsburgh line, that has run almost parallel with us all the way from Steubenville. Also the extensive farm owned by Capt. Moore. WILSON'S, we are acquainted, is the next call, approaching which we observe, in the river, the first of three islands, called "The Sisters," the water in the channel only being navigable on the north side. There is simply a platform again at Wilson's and its name is derived from that of a gentleman who formerly owned the property thereabouts, but it was subsequently purchased by a Mr. Youngman, who resides in the only house near the platform. LARKIN'S is a flag station, where passengers are permitted to get their hands into railroading for themselves, by signaling the required trains. The whole region round is delightful for the location of villa residences, which, we shall be surprised if the near future does not bring in goodly numbers; it is, in fact, a rural location that can only be fully appreciated by paying it a personal visit. It is called after Mr. Larkin, a successful farmer residing on the hill, about a mile from the depot, and who is also a member of Wheeling's City Council. WILLOW SPRINGS, like the previous stopping point, is surrounded by rural prospects, and derives its name from a fine spring at the foot of a willow in that neighborhood. Mr. J. C. McCord here farms and conducts market gardening for supply to Wheeling market. We find only a simple platform—houses, "like angel's visits," being "few and far between." Looking in the direction of the xxviii - APPENDIX. river we are now in view of the second "Sister Island," which is frequently flooded, yet each season produces quite a little crop of corn. GLENN'S RUN. Near the platform, to the left, will be seen the attractive brick residence of Mr. Barr, attorney at law, and also the summer resort of Dr. Bates and family, of Wheeling. There are no other houses very close thereto, but the district is characterized for extensive garden plats, cultivated to supply city markets. Glenn's Run, after which this stopping point is named, will be observed to run under the track, west of the depot; on the left will also be seen an orchard, known as Green's Grove, freely used for pic nic parties. The middle "Sister Island," seen on the right, is very fertile and farmed by Mr. McCord. Glancing over the river, we begin to site Martin's Ferry and its manufacturing interests—the first four of the latter, in rotation, being Laughlin's extensive nail factory, Excelsior glass works, }Etna mill and Benwood blast furnace, a large keg factory, &c. We are now also passing the third of the "Sister Island" and the surface of the river affords increasing evidences of maritime activity. Crossing the boundary line between Richland and Washington districts, Ohio county—to which Wheeling corporation limits extends—we soon arrive at the "TOP MILL," a platform that is not only an advantage to the adjacent country people and the numerous employes at the "Top Mill," but also to a large number of citizens of North Wheeling. The extensive manufacturing institution, adjacent to it is the popular "Top Mill," blast furnace and nail works. From here the view of Martin's Ferry, across the river, has largely increased in extent. In addition to its manufactories already referred to, are now visible Spence, Baggs & Co's foundry; L. Spence's agricultural works, "Star" planing mills, Warwood's agricultural works, &o.; also extensive vineyards. Leaving the "Top Mill," other manufacturing institutions crowd upon us, as we proceed in the direction of Wheeling depot, far too rapidly to enumerate in detail, but among them are included prominently Fox & Ott's North Wheeling glass bottle works, Sweeney & Son's foundry and ship building yard, the "Superior" machine works, Bell's stove foundry, Wilson & Dunlevy's keg factory, the city water works, and so on—most of them, if not all, surrounded with residences—the track running parallel with, and only a block from, Main street. On the right side, having passed the ferry, a little south of the "Top Mill," will be observed the commencement or point of Wheeling Island, marked by a gravelly beach, shrubs and trees Ætnaville iron works, Ohio, being opposite). We now continue to get full views of the Island, at intervals, until the magnificent suspension bridge,* connecting it with Wheeling, comes in full view, and passing under it, a few yards, we find ourselves arrived at WHEELING TERMINUS, a fact readily realized from the presence and jargon of over zealous " runners " for the various hotels. The agent here is Mr. J. M. Belleville, by whom the depot is conducted with much satisfaction. Wheeling is the capital of West Virginia and county seat of Ohio county, having a population of some 30,000 to 35,000—it is about 92 miles below Pittsburgh, and by far, the largest and most important city in the State. In addition to being the terminus of the P. W. & Ky. Ry., (of the " Pan Handle " system) it is also the end of the Wheeling Division * This bridge, one of the largest, if not the largest single span structure of the kind in the world, spans 1,010 feet from the summit of the towers on the opposite shores, each of which . stands 153 ½ feet above the low water level of the river. The highest elevation of the flooring is immediately over the channel of the river, 212 feet from Wheeling shore, where the top of the flooring is a fraction over 93feet above low water. The bight from low water to the bottom of the flooring, i. e. the lowest projecting timbers, is 91 ½ feet leaving that space for the passage of steamers and vessels. Resisting strength, 297 tons. Engineer, Charles Ellett, jr., Esq. of the B. & O., and the western terminus of the P., B. & W., or Hempfield Road, while by means of its admirable suspension bridge across the river, easy and prompt connection can be made at .Bridgeport with the C. & P. R. R. Wheeling is essentially a manufacturing city and one of steady growth, its main manufactures being iron, nails, and glass, (not forgetting—if you please—stogies.) Her manufacturing establishments number about three hundred, and the value of the articles manufactured annually amount to about $10,500,000—the chief item in which, being nails, having secured for it the style of " Nail City." The real estate, in the city of Wheeling, according to the latest returns, is valued at $9,945,621 00, while the personal property amounted to. $4,943,094 00. In the way of street railroads, it has over nine miles of track in operation ; with a perfect system of water and gas works. It has some thirty churches and a large variety of religious denominations, with a perfect educational system in the way of schools, colleges and seminaries. There are two first-class daily papers—the Intelligencer and Register, with some six or eight " weeklies " published in the city, and several hotels—one of them equal to the reception of the most distinguished guests. The architecture of the public buildings and leading business blocks is very attractive and the drives and suburban residences in the extreme city limits, and the environs, are especially interesting and enjoyable. Nor should we fail to remark that Wheeling is also famous as a shipping port, its fleet of fine river steamers having few equals, and contributing immensely to its commercial success, while in the way of boating, for recreation, it has some six or eight excellent boat clubs, out of which successful oarsmen have been produced, who have spread the name and fame of the "Nail City" even far wider than we can hope to accomplish by the publication of this brief sketch of A TRIP FROM WHEELING JUNCTION TO WHEELING. PITTSBURGH, WHEELING & KENTUCKY RAILWAY. ITS ORIGIN, PROGRESS AND SUCCESS—WELLSBURG ENTITLED TO THE HONOR OF ITS INCEPTION. " From small acorns giant oaks grow," was never more forcibly illustrated than in the inception and success of the above road. So far back as 1867 and 1868, the seat of justice for Brooke county saw no good reason why the "giant achievement of the iron age" should not be her privilege as well as that of neighboring towns. Or, in other words, why Wellsburg should not be included on the "march of progress" by commanding railroad facilities commensurate with her necessities. Accordingly, J. H. Pendleton, Esq., L. Applegate, Esq., A. Kuhn, Esq. and Thomas Everett, Esq., all of Wellsburg, put their heads together—raised a capital fund necessary to comply with the law—$20,000—and J. H. Pendleton drew up the charter for a road to connect with the old "Pan Handle" line. Now, in evidence of the popular chord they had struck, we next find the common council of Wellsburg discussing their enterprise, which resulted in that corporate body voting a sum of $200, payable to the order of Messrs. Thos. Everett, Adam Kuhn and J. H. Pendleton, to be used at their discretion for the purpose of securing a charter for their proposed road. An application was duly made to the Legislature of West Virginia, and the charter granted on the 17th of July, 1868, as follows: AN ACT TO INCORPORATE THE " PAN HANDLE RAILROAD COMPANY. (Passed July 15th, 1868.) " Be it enacted by the Legislature of West Virginia that for the purpose of constructing a railroad from the Holliday's Cove Railroad in Brooke county, to the town of Wellsburg, and thence to the city of Wheeling, it shall be lawful to open books APPENDIX - xxix in the town of Wellsburg, under the direction of Adam Kuhn, Thomas Everett, William H. Harvey, Lewis Applegate, and A. M. Buchanan ; and in the city of Wheeling under the direction of Sobieski Brady, Thomas Sweeney, J. C. Acheson, Thos. H. Logan and Andrew Wilson, and at such other place or places as the commissioners or any three of them may decide, and under the control of such other agents as they may appoint, for the purpose of receiving subscriptions to an amount not less than twenty thousand nor more than five hundred thousand dollars, to be divided into shares of fifty dollars each. And so soon as the sum of twenty thousand dollars shall have been subscribed, the subscribers, and those who may hereafter become associated with them, and their successors, shall be, and they are hereby incorporated by the name and style of " The Pan Handle Railroad Company," subject to all the provisions and entitled to all the benefits now conferred by law upon internal improvement companies, (in which the State has no interest) and especially to the provisions of chapters fifty-six, fifty-seven and sixty-one of the code of Virginia, edition of 1860, except as herein otherwise provided. In all meetings of the stockholders, each share-holder shall be entitled to cast one vote for each share of stock he may own, and should the amount of stock subscribed, be in the judgment of the directors, insufficient to complete and equip said road, it shall be lawful for the said board to borrow, from time to time, such sums of money as it may deem proper, at a rate of interest not exceeding seven per cent, and secure the payment thereof by a lien upon their road, and property, or such portion thereof as they may deem advisable. It shall be lawful for the boards of supervisors of the counties of Brooke and Ohio, respectively, to subscribe, on behalf of said counties to the capital stock of said company to such an amount as to said board may seem proper, provided the assent of the voters of said counties be first had thereto, the same to be ascertained in the manner provided by the ninth section of chapter seventy-eight, passed October 21st, 1863; but said section shall not otherwise apply to the subscription herein authorized; and should such subscription be made on behalf of said counties, or either of them, it shall be lawful for the board of super visiors to raise the money necessary to make the same by issuing the bonds of the counties, respectively, bearing interest payable at such times as such board may deem best, and provide for the payment of the same at maturity, as in other cases of county indebtedness, and may also exempt said bonds from taxation for county and township purposes. The provisions of this section shall apply to any of the townships of said counties. The like authority to subscribe to the capital stock of said company, such an amount as she may deem proper, is hereby conferred upon the city of Wheeling, the assent of her voters being first had and obtained in the manner now provided by law. The Legislature reserves the right to alter or amend this act." Once in possession of this act we find them imbued with still stronger confidence and seeking for an extension of franchise, for under date of March 1st, 1869, they further obtained the following: " AN ACT TO AUTHORIZE THE PAN-HANDLE RAILROAD COMPANY TO EXTEND THEIR ROAD TO THE KENTUCKY STATE LINE. "Be it enacted by the Legislature of West Virginia, that the Pan-Handle Railroad Company, incorporated by an act passed July 15th, 1868, shall have authority to extend its road from the city of Wheeling in the direction of the Kentucky State line, through each section of the State contiguous to the Ohio river as said company may deem most desirable. The counties and townships through which the extension hereby may pass, shall respectively have the same rights to subscribe to the capital stock of said railroad as by the fourth section of said law are conferred upon the counties of Brooke and Ohio, and may raise money in like manner and upon similar terms. The Legislature reserves the right to amend or reppeal this act." It will be observed that up to this time the style of " Pan-Handle Railroad Company" had been adhered to, but receiving their new powers, we still further find, under date of February 16th, 1871, another act granting a change in their corporate title, which reads: "AN ACT TO AMEND THE CHARTER OF THE PAN-HANDLE RAILROAD COMPANY. "Be it enacted by the Legislature of West Virginia, that the charter of the Pan-Handle Railroad Company, incorporated by an act of .Legislature, passed July 15th, 1868, and amended by the act passed March 1st, 1869, be further amended as follows: The corporate name of said company is hereby changed to the name of the Pittsburgh, Wheeling and Kentucky Railroad Company, and all contracts and liabilities to or from said Pan-Handle Railroad Company shall be transferred to the said Pittsburgh, Wheeling and Kentucky Railroad Company, which shall succeed to all the rights and be responsible for all the obligations of said `Pan-Handle Railroad Company.' All proceedings or suits now pending on behalf of the Pan-Handle Railroad Company may be prosecuted without delay by the insertion of the name of the new corporation in place of the Pan-Handle Railroad Company, and be tried and decided just as though such change of party had not been made. Any county or municipal corporation or township may subscribe to the capital stock of said company under the provisions of the charter applicable to the county of Brooke and to raise the money necessary to pay such subscription, any such township, county or municipal corporation may issue its time bonds bearing not more than eight per cent interest, and such bonds and their interest, whether heretofore or hereafter, shall be exempt in the hands of the holder from all taxation other than for State purposes. The maximum capital stock of the company is hereby fixed at eight millions of dollars, or such less amount as may be fixed by the board of directors of said company, and the board are authorized to receive subscriptions of land and other property from persons or corporations in payment of subscriptions to the capital stock upon such equitable terms as may be agreed to by the board and such subscribers, which land or property shall be disposed of by the company as soon as practicable at fair prices. The said company shall not construct their work within less than twenty feet of the dwelling of the land owner without his consent, but this prohibition shall not apply to tenant houses, nor to towns where the consent of the corporate authorities to use the street has been obtained." In proof of the popular interest manifested in Ohio county for the opening of this road, it may not be out of place to give the vote taken in January 1872 :