Indiana American, Volume 22, Number 14, Brookville, Franklin County, 24 March 1854 — Page 2

TO THE PUBLIC. . Tit Cincinnati! Il.irrlaam and . BlnapIU Mralght Lin UaII ItoaA Company. Tkt PrttlleiU an-i Directors of tht "Cin-nnJttl, Ifurrisoaanl InJianap Us Straghi Lint , JiailroaJ I onxs ny." deire to submit to mil candid, public spirited men. the consideration, wliiol in their opinion mke it proper, thut direct, unbroken ad independent ftil rovl s erlr constructed between Cincinnati ni indumpoli. They trust thatercry mnn, into whose hands this Kcport my fall, will consider himself especially Rddrced. since there cu bo but rery few iu Cincinnati, Indianapolis, or ftloti i the lino, whoso privstu interests would not bo promo'-ei by our enUrprUo, im all private interests are more or less JvpenJent upon the general welfare. hVery citiien may t least cive a few ( ryftu) tiunutes

of bis leiaure lira to read anJ to examine without prejudice, uch paper at the one now in hiü hands, whose object it is to promote a public improvement, from whoso construction the public alUro will derive moro benefit than tho individual Stockholders.Our enterprise aiksno donation! from the general Government, nor docs it cell the pecuniary assistance of ither of the States of Indiana or of Ohio; nor are the counties or the townships Jonj; the line, or the cities at the extremities, subscriber of stock, nor do they loan us cither public money or public credit. We are glad that the only basis for enterprise, is individual capital, labor and skill voluntarily associated. Thus our railroad will bo constructed without public wron', and its benefits will ba as widespread as possible. ' It commences in Western tTmciunati, and after pasin', by a tunnel through tho hill $outk of Mr. A. II. Ernst's residence, it goes up Lick Run to Mr. Wcrk's place, where it crosses the Summit by a short tunnel, and then pastin ' near Cheviot. Bridgetown and Dent.?; reaches the Miami river, near Miami town, descending Taylor's Creek. It crosses the Miami Hills by following Guy's Run, and thence to Harrison. There it enters Indiana, ascending the main branch of White Water Uiver, and traversing the counties of Dearborn Franklin, Fayette, fush, Shelby and Hancock, it touches the tewns of Trenton, Cedar Grore. Jrookville, Metamora, Laurel and Rushville, and thence it runs on the table lands of Indiana to Indianapolis. So much of the population of the counties traversed and within the range of our road, is. taking the late census and the well ascertained increase, as a basis, as follows. Weiter part af Ham Mod county, Kontur a part of lVtrborn Co., In Ohio,--- $3,000 aUisna-v' IUC0 r ranann no Southern corner of Feyeu do do . do . o.iM : Kuaa, do do , Kontiere part of Shelby do do, Hlhweetru pert of Hancock Co.,do Emmern part of Marion do do City of Indianapotie, do, cue orLinciua.au. uuio - 17J.UW ! tat, uuo Which will in two years, when we expect to have the road completed, not be tkr from 350,000. Cincinnati is the commercial emporium of the State of Ohio, and Indi- ! anapolis is the commercial and political centre of Indiana. Harruoa, Brookville, Metaroora, Laurel and A'ushvillu are the well established points for the ! ! a f i internal commercial transactions of the country traversed, and two of these 0 , ... a . growing towns, to-wit: Droukville and , Jlushviite, are the county seats of the J fertile counties of Franklin and Rush. ...... I 1 I ... . . I In the counties named below, there was, in 1853, basing our calculation on tho U. S. census, and tho county assessments, tho following live stock: Va. Carr 700 10,1km 4.0MI l,miu VTai6M part olMtiroIttoa anuoty Ohio.. JVorUtara part of laafborneouDty Iixlians Pranilla county, Iu1 kouUtnra cornar ol Fajrallaeountr. fna. Ruth aoanlj, laliana

13,0)10 T.000 3,000 tt.wx, j,nno m,(MQ 3S,0tX) S,UU0 10,uuu is.nnn t.ono a.rmt W.OWI t.OUO 90,1X10 23, (XXI 3,000 10,000 13,aob 1,300 8,000 j 40,0OU 7,000 IS.0U0

."Viru pirtorsiisihj fonnif, Intfiaaa HnnOtwlra part oi 3,000 spoo lianoc eounty. Iit. Kaatornpartof Marloatowaljr, lii.llaua I3,0nci Total ..74W, 14 DUO; W.iiui The principal annual productions thereof, according to th samo source of information, wcro as follows: !ssss;ss; iLfiüiüi 2 5 t 1 " 3f:a.x j In .'these samo counties the proportion of improved and unimproved land an I the entire valuo of real estate is as follows. V.l. r.f Im 'J. LalraM. Kaai VT, nt llaialltua, Itonrbnrn, . ......... franklin,Kayall, . Haolbjr , ... Ilaaanrk, Martxi" Tl WW t BUT 10 IJT I IIA 114 14 11 rti 4 MM it ; M no J I.I I. 114 mi IU l" 10 004 It 00 wo 4 I a Uo 4 44 1 II 4? S Tut) Oil I IVI ano ho J9 JijiTj To tola ; 44 1 3 This shows, that but half tho land is improved, since these counties contain but little waste land. Tho value of rial estate in the city of Cincinnati is about 900,000,000. Our road will do much to render very valuable and to ft a t a a,, a. . maao bamtawo the enure ilillcreek bottom, compri.ing some C00 acres, now assessed at but little value. Tho annual m inufacturin and mechanical proJucts of the two cities at the cnlremo points, and of the WhiuWater valley, cannot be much less than 4) millions per annum. We do not pretend to say that hII the fon-goingrem will be adVc ed and tlireetlv benefitted br Our RailmaJ. though we claim that by far the greaar part wouid. liirit iour.hs oi th annual productions above named, woulJ after saiiafyinjf iht home demand, seek our roid to market. The Whitewater Valley Canal yield td in 1052 very near hi'ty thousand

dollars, which proves a transportation of fifty thousand tons of freight; or, at Railroad rates of two dollars per ton, would produce 8100.1)00. It is in accordance with experience m other places, that a Riilroad lakes from a Cannl all of a curt tin kind ot frei 'ht. in which time is much of an object, but it also brings to it other freight, and that in fact the two are assistants to each other. The Wh'ue Water caiul will be of much service in the construction of the road. Wo do not give the receipts of last year, because the canal was open to business but a very brief period last year. It does not reach tho c u .ties of Rufh, bhtlby, Hancock and Marion. It may therefore bo safely assumed that an amount of way business treble that of the canal, would flow to our Railroad. - The canal is liable to overflows, to freezing and other casualties. It never has, therefore, afforded, and it never can afford, reliable means of transportation. So great, however, has tho necessity been in the Whitewater valley for some kind of public uaprovomcot, that the people therein have constructed and re-constructcd tho canal, (the only publics improvement Lawrenceburh and Madison influence would grant in tho Legislature of Indiana,) and enough Has been expended upon it, at great loss, to have constructed a first class and well paying Rai road. Tho canal has, however, done one good. It has demonstrated what the valley might be, if supplied with a Railroad, und the first opportunity, therefore, after Indiana was freed from special legislation, was seized to undertake the same. Is it likely that a people, energetic enough to construct and reconstruct the canal with one fourth their present means, will fail to push to ultimate completion, this enterprise of ours, which etjurtithein a certainty of uninterrupted means to market. In recapitulation it is clejr that there are 100,000 people upon and near the line ol our i odd, and at the termiui, to whom the Road is a work of necessity; and, we may adJ, as the certain result of the construction ot our road, that there are in Western part of Hamilton O... 50,000 Northern part of Dearborn, Ii. . . 50,000

Frsuk.ln 100.000 Fayette 20,000 Rush..,...,,' 100,000 Shelby 40;000 Hancock $0,000 Marion....... 23,000 or a total of 5 15,000 acres of unimproved land which would be rendered productive. Nor is it too much tony, that full 600,000 acres of land would be raised 810, per acre,-which U equal to six millions, or 5 c per cent, more than our road will cost. If any one doubt this we ask him to consider,- that 125,000 1 seres of land in Hamilton County, Ohio, are on average worth 100 Der acre, on

!""ujw!o! account of the proximity to Cincinnatis.uuo j Our Road brings 400,000 acres, or Dear- ! born' Franklin. Shelby and Rush Coun..'i.'.i Yuue I ty lands, as near to the city as the lands

r.l.rr.il nnui am in llaini tnn. ami uro can surely sea no reason, why these so much mure fertile land should not be worth at least 50 per acre, or half as much as those in Hamilton, which will make twenty million el dollars, while without a ilailro tu they are worth no mor than tto million. The preceding calculation is outside of Cincinnati and fudianpolis, at which places our railroad will alone create aa ol lQ$r"fJ ? l" Z'11! t costs. And it will do this, If it but dollars a foot to the 8U0 k .AlU l;. ,..,., , m;m. ...i. k TV1Ä1WS1 iiwiv iiv v wes.w i MiirvivbN wvtuU tnj lhU jncreaM ht, n hcl nal, t. re,df tCcruod since the promulgation of our p, eject. .v .... . . The lollowin? annual products are awaiting, in the White Water Valley alone, the completion of our road, to employ it as means to market: 1,000,000 lbs. or outicr ans cbeese. . 100,000 barrels or flour. 4,000,000 bushels of corn. 800.000 do of Oats. 100.000 Ibi wool. 75.000 bushel of potatoes. $3,000,000 worth of manufacturing proproducts. 20,000 head of cattle, 130,000 hogs. 10,000 horses. 30,000 sheep. Kqusl to at least 130,000 tons of freigtit, and equal to a freight of 8300,000. This Is wsy business only, In which there can b. no competition with our road, and which no road now constructor or proposod to be constructed, can reach. It is a well ascertained fact that where a canal barely pays expenses, and where a turnpike pays 6 per ceut. , a railroad will do a remunerative business. The Whitewater Valley Canal would pay good dividends, it it had not been sub jected to such very heavy repairs. The Harrison turnpike, kept as it is in the very best repairs, has paid for 5 years, 6 per cent, dividends, and is now earning more than that. The Harrison and Orookvllle pike U rapidly pay in off the debt Incurred In Us construction, and will, in a few months pay dividends. Two well-paying daily omnibus lines connect Harrison with Cincinnati, and a daily mail line connects the towu fur liter up ire valley with the first named city. These facts, duly weighed and consid ered, must satisfy any reasonable mind, that there is now population and business enough on t.ie line contemplated by us to authorise prudent men to undertake the the construction of a Railroad. The statistics we hive furnished ars) not diminishing in amount or valus on the contrary, they are steadily h. ereming many of them doub e every five years. How clcor.then, how Indisputable is the propriety of pushing towards completion this enterprise. but there are additional reasons.whlch wt will now pioceed to state. Thero exists upon the Miami river at Miamitown, and upon tho White Water, at Harrison, Trenton, Cedar drove, Brook ville, Metamora and Laurel, aud also from tho fiatrock at Rushville, extensive water power, which is applied to a very limited extent, to various manufacturing purposes, but not more than one-fourth the extent to which it might. Thero is also much water power running'to waste at many other places along White Water river It is believed that the water power on our line, both that already in use as well as that easily made available by hydraulics, is more than double that upon thu Miami canal. Tho smaller water power upon Taylor's ire ana xjck nan, useiui tiiougli u may be, on account of iu vicinuy to Cincinnati, for some branches of manufacture, we do not include; nor have we taken into consideration that which is known toexislupon the smaller branch' es of the White Water and thu tributaries of tho main branch. Cincinnati and Iudianaooli CM. bt looking at Uoston, see what ad vantage it is to lare cities to be tho mart for

tho industry of a manufacturing people; and to become such, in addition to its manr other elements of prosperity, no portion of the country can contribute more than the White Water Valley, with its immense water power, if it is once tapped by a Railroad. Population living from industrial pursuits are the only-rctlable basis to an inland city; and this basis is always precarious, unless it bu permanently attracted and secured by cheap and inexhaustible water power. Cincinnati may learn from Doston another lesson, and that is, to furnish

through Riilrond facilities, convenient and healthy rural homes for its citizens. This is attainable in a very eminent decree by our railroad. It is laid out over the western hills of Hamilton county, and thus affords a very large number of very beautiful building spots wnero these locations can as yet be purchasea cheaply, with extensive grounds around them. Tho other lailroads out of the city, except the Short Linejto D lyton.nnd the Western, run along citherihe Uhio river or Millcreek. These localities being very low, and therefore subject to the diseases and other objections peculiar to low locations, has hitherto prevented the citizens of Cincinnati from using railroads as avenues to surburban villages. It U undeniable, that 0 leadale would have had a far more rapid growth, if it had a higher location. It is intended to run an hourly omnibus train between Cheviot or Miamitown and the city, by laying at once a double track for that distance. This will afford every accommodation for the purpose indicated. And the citizens of Cincinnati may thus enjoy residences, seme 400 to C00 feet above the Ohio, and this will be west of Cincinnati; a fact well to be pondered since it is an admitted truth, that to locations eat und north of large cities are wafted all the deliterious substances, which are sought tobe avoided by country residences. And in this connection we will bo perm tied to say, that the propriety of constructing a railroad, is, in this country, too frequently discussed with reference to the country as it is. This may do in countries densely populated, and with fixed habits of production; but, in a case hku ours, we should as certain the results produced upon simiLr localities by the construction of railroads. "Then only can we arrive at correct concluiions. Farms previoualy used for the production ot hogs, cattle, horses and other live stock, (always a waste of production) will bo transformed into

man. Fruit farm, milk farms and !city am0re reliable golden harvest, than the St. Louisand the Ohio, Indiana, gardens will multiply. Hills now I tj, gej j9 0f California. Then only and Central routes, is essential to the profitless will be stocked for raising ' w-,jj Cincinnati remain the commercial business of Indianapolis, and Cincinpoultry, and their brows graced by ! cmporiura of Ohio, of Northern Ken- nati is, that point on the Ohio river, vineyards.. Occupationsin every branch 'tuckv and south eastern Indiana. I which makes the policy we have indi-

of industry will uudergo decided changes, by bringing manufacturing and mechanical branches there, not now dreamed of. Railroads thus unlock in new countries additional elements of weauu, ana in return tney open up to ' . I- ... 1 1 ' ... cities fresh wellsprings of prosperity. iiie localities iouciiu oy our roaa are susceptible of thu application of the most varied agricultural, mechanical, manufacturing and commercial labor and enterprise, and we should hava to be blessed with the most capious imaginative powers to give even a remote picture of the country, as it will be after thej-oad is completed, compared with what it now is. We presented our statistics with tho view, that the read tr may have a key, with which he may unlock the future. However high his imagination may soar, we are sure, the first ten years ut ter we shall commence ruining will render fancy's wildest dream an every day occurrence, no w w longer to Do wondered at by practical men. Artificial routes aro and will bo projected, and perhaps constructed, with the purpose of dttrnclin the productions ol im valley trom its nat.....i . i n:...: ! ... if.. urai icnucncy iu viiicuiiiau , enu inuianapolis, but we hopu und trust that the last named cities will listen lo our appeal in time, so as to secure them ugainst a result dangerous, and one winch ted. would forever after bo reirretrt l ncso cities liavo great and unchangeable interests to atlord to lhe people of the Valley cheap travelling laciliiieii to and from lliem, and still greater is the necessity to give them reauy means to market witu tiieir pro-i I. . . 1 a üuew. Ihey will find, m inland cit-j a..l.Aajk..a...Mr . . a I a .. . I. A....M.. iea iinf v ht iuuuu n, as 1 uiu course of time rivals rise in magnitude, that) aiter an tneir connections witn more distant regions; their real prosperity resw m he long run on the industry ot 1110 localities nearer homo, and lor whom they constitute the threat inter mediate marts. There are not, as is thoughtlessly asserted, too many railroads on lhe contrary there are loo few. We may have expended our means on schemes loo vast, and on routes too long in distance, though we doubt it. 11... . ... . 1 . 1 .1 1 - uubii we nave, ana niese ioug routes tail to pty high dividends, whfi -urvr, what belter method 10 retrieve tho trror. ihaii to do as Doston has done.; and to draw around U4 a net-work of raihuads, by which our cities will bo llio cvnlies of business for the busy oeeiiives 01 iiiuustry, uiu manuiacturing villages within u circle of u hundred miles. This net-work of railroads should not bo forced into the cities on one or two trunk lines, lhe attempt of the ; earlier constructed roads, stroni as' they are in money and credit, as well as in the inlluences which cluster around them, to prevent the construc . f tion of railroads nut tributary to iheru,

is not only reprehensible as ungenerous n Hl InJiannpoii, whcK ours and improper, but it is also a wry I finished. Travel and freh-short-sighted policy. Cities like Cm- amount hardly now to be

cinn.iti and Indianapolis want to reach every p irtof the country around them, l'luy do noi want all their business crowded into one locality. Multifariousness ot trade, aud a general spread of buiueaa activity vver their whole nrua,isindispeniblu 10 proper dispatch of business, and to healthful prosperity, il is a general truth, that many railroad enterprises, which at tirst wet regarded with disfavor by their elder brothels, were ultimately found to bu contributors of additional business lo them, and not as was feared, competitors. Cincinnati is surrounded by a most

lerulu country, well adapted t all fltUi eHst of Cincinnati almost frihtkindsof labor; and of no part of this en us from alluding to tho subject. country is this more emnienily true Some very strango things Invchappcnihan 01 Ike N hue water alley. I here f Jt howrver, nnd it mny be possible

the farmer has rich lands, tho artizan healthy locations, tho - manufacturer water power, and the merchant towns rapidly becoming good places of business. We certainly do not ex iggerate when we say, that nothing can offer to tht great city of the vVest a surer guarantee for continued growth, than the opening öp of this valley by a railroad. It can never be accomplished at less cost to this city, and it, as well as Ind

ianapolis', does its interests greivous iniurv. br the backwardness with which .they meet this, to them, all important project. 'These two cities arc on the eve of grasping far-rcachingconnections, and they may blame us for recalling them from those distant regions to matters nearer home; but we would, as good citizens, rather be blamed now for our importunity, than be blamed hereafter, for neglecting to call our fellow citizens' attention to that which, in our humble opinion, concerns them more nearly Of what use arc those great lines of railroad, if we fail to supply them with the products from the homes near us? There can bo no market without its smaller tributaries, and there can be no successful long chain of railroad. without the links which bring to the larger cities the products of the country near them. Baltimore, Philadelphia, New York, and Boston, are very properly stretching forth their hands through railroad facilities, to the larger cities iu tho West. We shall soon have a railroad to St. Louis, and the time is not very distant, when we shall have the broken links to New Orleans collected together into one lino. Does not the very Let, that these largo lines are drawing upon us for. produce of every descrip tion, suggest, that we must stretch forth jour hand to localities through which we may supply this growing demund? So great and so far-stretching a web, must have cross threads to support it, and to give it vitality. This extensive foreign trade must have a home foundation; and what can give this home foundation, except speedy means of communication from our city to the country, and the towns, lying within a circle of a hundred miles around us, and especially those West and South of us. They are, and will always be the mam accessories to our city a

growth. There is tho starting point alone we may have our business confor or Flour and Pork trade, lor our nections. Indianapolis and the entire

manufacturers, and our mechanic's shops, und our clothing establishments; there too is our market for groceries and drv -'oods. There labor, with water power at hand, may be aided by in-'cnuity. There it will find good The trade of the country which our ' roaj traverses, is now, and has ulways ' been a vital in-'redient in Cincinnati J commerce within the circle prescribed, 'p0 ieaVe it undeveloped, or to suffer it !tobe drawn toother cities, would be a . . .... . . m,wf fatal m-irlfct. The vh w never

can find its real prosperity except thro straight line road to Cincinnati gives to Cincinnati, but the latter will also find, them that point on the Ohio river, that the loss of the custom of that val- where they meet that combination of ley will create a vacuum, which can- 4 wciilih nnd choice of routes, which not be filled up from other quarters. gives to their business thrift and vigor. These are the chief considerations J We need not amplify this point, bcwbichwo would urge, even if our road , cause the fact that Indianapolis has, wero lobe conGned to tho mere way compelled by circumstances which have business. lnovr happily disapperred, spent much Wc shall now present a more cxtcn- f ts means on railroads terminating sivc view of tho subject, which, when ' on some point on the Ohio river, must o,l,l...1 thosn nlremlv advanced, be regarded as the most convincing

. . w ......... v must remove every doubt as to the practicability of our road. n.ni.tirb,litu of , Indianapolis is tho Kailroad Centre ' r in,i;in Tim fnlhnvin r Kailmad VI llllll , aaa-w vaav".a wj,ic, mU4t be accessories to ours, are already complated: The Tei re Haute, running 69 miles westward. The Peru, running 70 miles northi ward. 'rj,0 Lafayette . . running 75 miles northwestward. The fullowin ' railroads occupying the same relalion to our road, will soon bo completed: '1 ho Indiana nnd Illinois Central rail way, leading to Hannibal, Mo., The Cincinnati. Indianapolis nnd Chica-ro railroad. ( The Atlantic and Mississippi railroad - lQ c, T-u;4 I mm,- l.ufavetto and Indiana and Bloomin-'ton railroad to Hurlington, i0WA, Tho Terre Ilauto and Indianapolis i - n.a ra,nmil to Alton, III. 000 passengers arrive daily at, nnd ,?,,.., iV,.m iniiunmiM U. un,l ihn ' numbcr is rapidly increain '. uv ii 1 aa via susaMiMi's-ii-- . .... - a Thu distlUlcelo gt. Louis by our road Hnj tho Atluutio an.l Mississippi w ill be 330 miles Irom Cincinnati. IJy way of Indianapolis usui'' our route, it will bo 371). The first named distance is less than that of the Ohio and Miss, llo.id, and that by way of Terre Haute is very little moro. Jiy using lhe straight line from In dUn-pulito Chicago it will be 275 '.... - a ... . nuic.,lo Chicago, from Cincinnati, and j,y guin r by wty o( Lafayette il will bo 313, Wo have bt-en unable to ascertain t, Mmiliuu of freight now centering flum the west und northwest, nt Indianxpolis, but it must be very largt, with an unlimited prospective, increase. Cincinnati, by making our road, meets ml Imliun.irvili JliKl mill- tif lUilroitd already completed, running noilh( northwest aud westward, not to ...i, nr tu.. ...iiw.rn .n.i.. ...im - v a wiv nvutliVI II HII14 VIMVVI ll HIIVl All these lines aro rapidly lengthening westward and it is not anticipating too much, to take it for granted, that 1,000 miles of wentem Uailroada will come shall be ht to nn hardly now to be conceived will certainly tind it llailroad like ours a most convenient route, Mnceitatlords to them, lhe very link they want between two great llailroad centres, from whence they may, at Indianapolis nnd Cincinnati, tind 11 free choice of routes to all parts of tho Union. Can nny one doubt, that a Kailroad, connecting two such Hnilroadcintres us our load, will yield largo dividends from through business uloiiu? The largo Western coal fields arc but 50 to 75 miles from Indianapolis, and aireaay lapped oy a Unshed Kailroad. hut mention this inridiTilnlk- Inc.. .1.. i..r,rtl nPumisi.a mad,. i.tf ti, rni.i

yes, wo think probable that Rome

umo or other, Cincinnati would tin a it to her advantage lo be m the centre between two largo coal fields, and to have Railroads on both. And is it not a query worthy to be pondered over, whether the western coal fields are not of more consequence to Cincinnati than the eastern ones? Such is a very rapid and very general sketch of the position which Indianapolis occupies toward Cincinnati. It certainly needs but u very brief outline to show that no other city in tho Union is, in a Railroad point of view, of more consequence to Cincinnati. Think of it reader, that by making 9G miles of Railroad, thu Queen of the West may tap the Railroad net we have described, and secure to itself connections with Chicago, Hannibal, Durlington, SpiingHeld. Alton and St. Louis, and an cud less chain westward of those. 'Ihu mind tires in trying to grasp the multifariousness of tho scope. And just as important is our Railroad to Indianapolis. The Railroad men of the latter city may ttuiilo at this, but wo bog them to restrain their risible faculties long enough for us to uttcn.pt, at least, to demonstrate to them the fact, that all their Western land Noi ill-western Railroads, benefit ted as they uo doubt are by the roads to Fort Wayne, Dayton, Cleveland, l'itlsburg, Madron, and even Lawreneeburg, will lack one chief element to their success, as long as they are not directly connected with Cincinnati by an independent. Railroad. A very slight examination of Western products, and of their wants, both prospective and present, will soon bring conviction, that the markets of Daliimoru and Charleston are necessary to givo this trade a healthy tone; nor must Washington City be omitted in a point which, for passengers, is important. It isa well established nxiom that nothing renders the existence of cities and nations more precarious, than a one-sided tendency of their industry and trade. We liould not rely too much on the New York market alone. The break in our eastern connections at Erie, which occurred this winter should be u lesson to the West, since from this or similar causes, that eastern market may be cutoff, with which win und, as our western conueclions multiply, and as our couutry gets veiled, and as its productions are n greater variety, so ti tern markets and the r bo multiplied. Asouth western route caU;Ll effective. The merchants and the railroad men of Indianapolis can calculate what advantage a direct road to Cincinnati would have been worth to them this winter. They know how rapiuiy insir iraue increases, ana uiey t ... A. 1 1 ... 1 1 . 1. . . . . . . know lull well, mat nono except a ' . fill proot that our views are correct, lhe Lawrenceburgh and the Madison roads were built because these two citie prevented railroads from bcinr built t cities to v Cincinnati; und wo aro very sure, that if ludiitnitnolis had had her free choico I 111 . I. . J . . I II she would have sought, hst of all, a railruud connection with Cincinnati. Wc iisk every man of sense, whether, if lhe JSuite line bc-twicu Ohio and in-, diana had been run uliulu euaiuf Cmciuiiui, und this city hi J thereby beta a p.iriof ihu hitter Öuue, whether L tw - renceburgh would h.ivo evtr been seri-1 ously ihuuhtof as lhe point on the Ohio river 10 which iiidi.tna commerce should be drawn by a railroad? In t" er of god sense, it is certainly , wise, in a comiuercai point 01 view, lo Uit US it I lis Tat hit litirrMl unit Vhiln 1 - . - et as if ihei o was no longer any State i lino between Ohio und Indiana! vVe therefore urge upon Cinciunati and In : dianapoiis, he completion of that link in their respective commercial policy, which will bind them forever here af ter inseparably together. "This is de manded by every consideration of pat rioiism and interest. I 1 : : f 1 - 1 Vincinuau a uanerous rivals, in so much of the western trade as legiiinutely belongs lo her, are lhoe railroads which run from Indianapolis, ither m a duo easterly direction, or which, running in the samo direction, uro tributary to roads running north-, tributary wardly. These routes divert trade and travel from Cincinnat. The bt. Louis ro.id is too far ouih to counteract this tendency, and thu Liwrenceburg road being a tributary lo ihis same road, and having a local interest e ! . . t . 1 ui ta 1, vo .uoavivr, tau , n, nu will not do it successfully, lhe rail-1 ruud lciiilin ' ouiuf Driytou tu At'iuii und Si.ringlield, thenco tu Dchtwuro, Columbus or Chilico.ho, aro, as they lmvea right to be, allies in this general policy to deprive Cincinnati of the western trade which centres at Ind.anspolis. A Kink ur. llw muri will ulwtw ull this conclusively. And a similar policy is systematically pursued in rekrence to our Southern and Southeastern trade, including that to Baltimore. Madison is straining every nerve and w ith a fair prospect ot success, lo become u leadint f,r Indiana tradrt on thu Ohiii ri?..r. Louiaville. too. haa atrelchml hands to within 53 miles of Cincinnati to Hushville, and at that place, she is successfully competing with every branch of commerce either going loor derived from lhcouth. Thus Madison und Louisvillo on the Southwest aud Dayton, Hamilton, Xeni t und Columbus on the North, uro rapidly spinning a web around Cincinnati. What road except ours can so soon

und so effectually change this danger- considerations for their construction. ous tide? Iinot only secures forever J Tho truo question nt issue in all Westho way business of old customers and j tern Kailroads is, 1st whether it is defriends, but it opens up to even and wirablo to unite the two termiui of tho fair competition the entire Western road, nnd 2nd. whether tho Country commerce. Our road to Indianapolis! traversed is capable of furnishing way is tho real road to Chicago, Durlington, I bus'iuta cnouiA, lo pay tho necessary

Hannibal, Alton nnd Si. Louis, as well . . i V' .i in: us to Northwestern und Northern Ulinoi.

if .1.. -:.'..! i ...in 1 0 to 3J miles less than any other Rail road or combination of Railroads. We can carry freight and passengers 10 to 20 percent cheaper, or nt tho same rates, make 10 to 20 per cent more profit. Our route must always be the shortest, to the Table lands of Indiana. Competition with us can act only as a restraint on er.hoibitant charges, and such a competition we desire, since wo wi-di to furnish a cheap and popular load. The advantage in distance is however heightened by comparing our grades and curves with those of no called rivals. We have high grades only a few miles. (JO miles of it will have a grade, below 20 feet per mile. We have no curves on our higher grades, and the Radii of the curves uro never less than 2CC5 feet. This latter fact, will, when duly weighed, reduce even our heaviest grade below the grades of other roals ... 1.1.1. I a I r . .1 . . which have to ascend from ihu Ohio to the Table lands. Wo have very few curves, and rull half of our road will be a perfect tan getit. 75 per cent of it are straight lines. Wo say th'ereforo that the ndvuntage of distance is increased by the additional advantage, of easier grades und both fewer and wider curves. We can attain upon C5 miles of our road the highest speed, of which any Railroad is capable, and we might make tho run between tho two Cities in 'i hours, none will gainsay, but what wo can easily accomplish it in 3 hours, which is one hour less, than uny oilier roate can do it in. This hour is all important. It cmbles us so to multiply and so to arrange our trains, as to be able to male our connections with almost any western train leaving Indianapolis. Vexatious delays are thereby avoided. For intercommunication between the two Cities, this is still more .desirable, since we can and will run trains, which will take the passengers at either end, and ullordiug them an hour for business, will despatch them to and fro, between meals. With a Railroad havfour hours to run, this is impossible, less frequent trains will not answer the business. Our road being independent will run by its own lime, and it will not have to be subservient, to the objects of other Kailroads. With the other routes this is not the case. With the L twrenceburgh road, the tit. Louis Railroad will Du tho controlling interest and not Indianapolis, in the Western the Central Indiana Kailroad and iu lhe J unction, the Cincinnati Hamilton d: Dayton. Their time of arrival and departure will therefore be regulated by trains run for other, than Indianapolis and Cincinnati purposes and the reader must see that this will most likely not suit these points. This must occasion delays. It Cincinnati und Indianapolis do want a railroad Connection at all, they need one, free from all cutangling connections; ours alone allords tuts. These facts and the arguments based upon them aro surely consideration enough to prove the feasibility and practicability of our cnterprize. Wo have demonstrated its useluluvss us a Way-road only, and we have shown it equally udvuntageous as a through road. Joining the reasons for it all together, and thu conviction is irresisti ble, that it will bo ihu best paying road in Hie west. It is iuiposi0lok mat u 'l I I I ll:... I I 1 huudrcd mile Uaiiro.id ruuniii bo ' twvvu two auch pucua as Ciucuiuau Hiid Itidi.iu.tjjoiis arc and will be, can lad lo üu hulil pioJucliw. Wo umu all ilio.o wli known lue; a mid ai'uuietiis, wiucii in tho early ih- . nod ut JAiiio.ti u.i.i to be .iJ .nice i.iNor will we 10 aruo a.unsk ilw prejudice of luoao wno wm oppose , itailroads. Enjinccrt Kztimute. 1 Cii!Wtrilrliiiti liirlii.lin r .ill m4lt.ruU exo.pc Irüil. Ö2,C! 1,000 I . . . ... ' ' av a iiiviMiaitt a SS "U0 0 CIo'u, 2ü'uu!i ' 's. Iroti. Rolling Machinery. Total 83,951,000 Tho contracts have been awarded at near 20 per cent below the estiinato ' lor construction, being about CiuO.uuJ which is ample enough to meet all coniiii geiices of rutin ot way, olh cc is waiailea, iVc 1'ho buain 8S of the road iit.stim.ued lor Cuoahro ugh I jUSSeiigers daily M,soo per ,lAV 1 dav. CCO.000 90,000 450,000 U'JO Way 360 Freight OoO.OOO 4:o,mü Deduct for expenses. Lcrtv,n f ctciming. 8450,000 ,iw,.. n ,:, I ,.M . ..... , I 1 hw wd upon pres. C,U lrulrttioa and productiveness, nnd we nnticipato Hsceruin, that the !clUrtl rh w, bü doub ? w,l,1,u iltil lcU ) satter wo shallcomiuetice """,0 I A ll.l . . ... .It. lilt lull.ll ..... Ii.lun .. 1 ready said, tliattlie propriety of Railroads in this Country must not be judged alone by the standard of present population, und present productivelies. We must ulways take into consider RUon 1110 ation the capability and resonable probability Ol auch increase therein, as uom experience we know to bu the certain, und almost instantaneous result of tho construction of a railroad. In America Ra'rWoads serve a double purpose; they uro convenient vehicles for existing trade and travel and for bringing together dutunt populations, ami they also quicken into life latent sources of wealth und lhe latter is generally the more important of the expenses of the Uoad. Wo think we i i . .... i . i .' . t have demonstrated tho' nflirnntivo of j both tliene ptopositions. To the Tran -

ii iue vincinn;iu reauer wm examine the map, ho' will find that no City except his own, is in greater danger to lose its trade, and that none has offered to it so cheap and so certain an oppoitunity to remove this danger. Our Road brings tho two Cities within 100 miles of each other, some

scient objections, that "money is now very scaree" and 'we are constructing too many Railroads,' we have as to the 1st, but this reply, that in all Railroad enterprises, it takes sometime to prepare; and we think, we will get ready for energctis action, by the time the money market will be a little easier.

We do not anticipate however to see the time very soon, w hen money will be very plenty in the U. S., bo plenty, that those who do not menu to assist public improvements will not be able to say with some ho.v of truth, that money is scarce." Wo aro fully aware of the past, that money is but relatively scarce, and that wc, like all similar enterprises, shall havu to pass throngh our period of hard times after which money will for u$ no longer be scarce. Money and capital aro the creatures of labor and productiveness uaiiroaas create ooth, permanently, they absorb temporarily. As to the second, we are certain, that in twelve months there will be still more Railroad projects before the public than there are now. Railroads will and must be projected, not now thought of. Kvery finished Railroad is a gain for new and old. Cincinnati Capital is claimed as a monopoly bv the great Railroad enterprises, which , t a . ... arc ulready in txutancu or rapidly n approaching completion. These have absorbed the money and the credit of the City, and of the individual Citizens nu J, they are claiming thu l itter lo an indefinite extent for auch of their pet schemes, as are likely, to be "tributaries" to their lines. We claim simply for our project a fair examination ot its merits in and of its be If, and if it meets with public favor, we usk it to be extended to us, without the hindrance of the powerf.il combination just alluded lo. We think that timj will demonstrate, that these very Railroads, w hich would monopolize, every tiling, are not the routes which will ultimately be IJo mo t successful. ! made through and direct from t inciniv uoau w ui sometime or ouier ue nati to Indianapolis, und such a Road must run up tho Whitewater Valley. We know this, and knowing it, will persevere in presenting our project, and to carry it prudently but elhciently towards its completion. No belter time, than the present will ever come. Wo have labored one year, and we are farther advanced, than any other railroad enterprise of Cin cinnati has been in the same period. a. We have secured nine-tenths of the right of way, at reasonable rates. Our railroad will create the points of travel aud business, where way business will centre, ll will have none to get round of, or to destroy ; it is the fiknd of the whole Valley, as it is that ol Cin u and In iiauapolis It will never have las rivals, nnd ihoe it his, will not grow weaker by delay! Now vr bring to all the locali.h-s we touch, more, far more, than we ask them to subscribe, we disturb no existing uriMiigeiiieiibs miki we uo noi reuaei any capital now invested, less lucrative. Why then wait, in Cincinnati, or Indianapolis, ur in lhe Valley, until from downright necessity, arising from our own culpable neglect, collateral railro ids be constructed, and interests called into existenco with whom we must after all, sometime ur oJier, wage fierce war? fchall we wail until we shall meet at Uruukviilo, Kuihville, Harrison, und at other places, artificial interests which our slowness, has loitered, und fortified? The hot-bed ,of special legislation has l'or-:ed enough such into sickly life ulready, without us giving them and other schemes any tariher vitality I The world'will not stund Mill. Kailroads will be built Hlonj routes not now mimed and we m-u uo rv;ioii. ! why oar railro.id, which h is motu nu i I ItM it in it, than any other Hailroad enterprise wu know of, bhall be hustled down by the wind, by udcapundum lister lions and by combination., w hich, if llu-y kiuw, their real interests, would SUjipOl'l US. vv'e have provoked no rivalry wt in fact recognize none. We ask no (jiovtrnincut favors, we live and have our being from thu voluntary and free action ol the public at large. We have no lobbies at Wellington, none at Columbus, none at ihu City Councils. We propose to build the most direct und the tdioricsl route to InUianapolis, by the free action of our c'lUvll! uu Ww u0 think, that such a route would bo u vast improvement to the interests ol lhe points touched by our road. Theso are lhe reasons which luve had weight with ourclvcs, and which have enlisted us iu ihiseuterprise, and it is hoped, that others will imitate our example. I A real estate subscription of 81,l200,- ; 000 is hecured, we want an additional I subscription of C00,000 before we commence operations. Two millions of actual means in llealhstalu is as little, as we deem it prudent to base action upon, to bftxture, it is lieble that, upou which any former Kailroad started in Cin'ti. but under the circumstances it is not deemed prudent to start with less. Our Ileul Estate Subscription is fully worth what we allowed for it, and w c bhall continue to accept further subscriptions, if otic red at lair prices. We hall continue to resist however, nil uttempis to impose property upon us ut moro than us fair valuo. Our stock must eventually bo a very lucrative investment. We pledge ourselves tu the public, that tho management hall bu su:h, as to make it a safe one. Very little money, und that, only from bheer necessity, has been spent, and wm will make no permanent outlays until lhe two inillious of subscription are necured. The Lids we have acct-pttd, under which we intend to get the roud re.tdy for the Iron, are 20 percent below the estimates" of tlto Kngineer; nnd wo have every reason to believe, that the cost of the entire road, w ill not exceed four millions. Propositions for 400,000 of n subHci iption uro now before us, of which we expect to accept about half. IJy tho 1st of My ensuiug, wo think we hüll have tho subscription wo require to commence operations. re have thus sketched very briefly to be sure, but mill explicitly the reasons and tho facts bearing upon our enterprise. Wc Rsk the leader to prove them critically and if he thinks tht m sound, to do, as wo ourselves have , done, lend a helping hand in carrying 1 to successful completion a pmUrworthy

undertaking. Nvi t r before have, and never hereafter will the same auspicious circumstances unite again. The People in the Valley have cumo out manfully. Two thirds of the Subscription so far come from them. Cincinnati and Indianapolis are lacking. These two Cities can, for very little money, compared to the objects sure tr be accomplished, have a direct Railroad to Indianapolis, and through it the shortest and quickest routes to St. Louig, Alton, Hannibal, Burlington and Chitgo. (iivo us a subscription of 600,. 000 dollars in Cint'i and 200,000 in Indianapolis and wo will individually guarnmiee the completion of the road within thirty months. Our railroad will repay an hundredfold the seed thus sown. Wc bespeak once more for tho fore

going a candid examination, and wc are batUtied, that the more our project is examined, the higher will it risein pub lic estimation. K. M. (JKKGORV, ruksiutNT. John Wvxst, Secretary. 1'iiixkAs I'oMKor, Knginecr. DIRECTORS. Jons McMakix, J. W. TiBi:x, S. C. I'akk"urst, Wx.F. Coxvxasi,' (Jeo. Holland, J. Ü. Hakes, A. N'. Black ledge, A. W. IIuasAai), C. UxexELix. It. JI.ri.S5SV, J. D. HoWLASD, It. II. llfHToX, U. liüROOS, A. J. Ross, 1). IIazzakd, We deny that Mr. Pettit ever was a free-aoiler. -Trrre-1 taute journal. It is much caicr denying some things than disproving them. Let the witness he called. Jwhn l'ettit, take the stand. Tell us, John, was you ever a free-aoiler, or not' Answer. "I am dcrutcd to Free Soil an J Free-Ls lor; and no vote of mine shall kno inly ever be given topollute tho one, or oppress the other, with slavery .'WW' UU'r,iy 13, 1843, Tiiat is su.'liciem: Ailjouru the Court. Vu!ash fixprr?. CO" A piper has bcn started in New York, iu S(j.nii!i dialect, called El Mulatto, edited by a Cuban exile called Collins. The avowed dcaigo is the abolition of slavery in Cuba. a i a r Beta bbcrtisnntnts. HZTRY HT0BZZ, WHOLESALE GXOCIS. 4ilO.M.MI.IU. .NitKLllA.W, Mo44 VAL. uut i rest, botweeu From auii Columbia, Cincinnati, Ohio. war 34 '34 ly T)AX0NCA0TS, M ANUFACTUBEB Of 1 1 ami Spirit ;.. ALS3-l.AMr,si linlMol and retail, for burnUg liitt above. No 9 C'olL-go Uulldiug, ( inclnnall Oiilo. mar U 'ii ly VW.OI.KSW. JO. OLK J. a. .Lea. WM. OLET2T ATTD SOWS, WHOLESALE t.ROCKK. COMMlüsiuN c I'hOiillli rotftrntKT, x orin -can corns rot aioui ana Columbia plr.wli, Oat ixnATi, Ohio. ' mar 24 '34 ly r. o. imw. I.. Raicooit. t. C. STELL. a. aiaaora. QHAW. BUELT. AtfT) BABBOTnWIKPOBTM "V ia UK IIIHJllf VUK. TO'TT I). Ts.mWETXrtOCEB ATD C0.1 MISSION MtKlllAA'T, .-iil.-r In Flour, r"rv .ion. DvirlHin V'iii y. an! I'ro luce f anerally. "o Vi Wuln .it strol, CiiicinnaU Oliio. EXTER TO Slin'ix & lla l.lcn. N.o. ll. I). Cliipman A To Tin KiI.Kr St Jack, Iui- I MoTctt. Stilwell A Co, Iii.-. M. Loul tCTl.ibornl ndrancet mala on Comlfn menu. in.tr 34 "it ly DTE ATI MARBLE WOB KB. CHAS. BVLEO hl'l'lKioo K 1 tJ I.UUKV A. KL1.K. ( oruer llroii.la ay an l FirUi UrocC C'inrlnnall, Oliln. .Moiiumoiil. TooiImi. ai d ;rara Mono. Marbla I M mill', tin J Nl.Uiarj, Jl.iliii.mal Font. Mauntl j I'mIIi1., I ri.a , t. ;arilcn r iK'irr. CaDnrl nu& "i. i.ii r Mil'., v -r. A r, cmkHiliI) iiu bih! hi rnmii.'ii in or lor. Ilia Trail hi j j.l i o.l Uli Marlln Ir. Ulork anj Slab, or Sawi to or.ler. mar S4 '54 ly iMotrrKiri, ) K. ri .. GE3,C03PEa AND CO, WDLE3AUC DEAl.r.K In IIimi.'i', Uio l'n.uuiniC, .Noiioua ml K im ) no ula. ALS3 t'l'Uli, Ca.liii r . W.dnr, Tallora Iniiimiiitf, Ac., nnM Wain it KiroiU. ft 37 SUIU troct, Noulli-ou.teariiMr Walnut ami Sivlli, CUCI XATI,IIIO. mar V4 9m ITflLSON AND COHN CELL CABUII 24AC armvl, I ml, IV IXf.lt.1 ami ClitltTlHkrr., .M I .mill Thia firm t. roimlanily roailjr t ai r .mit.Ul ertn tili anyarnriK i it uicr una a; in j ruiron iriv. l'luy arii al In nio.lii of a Ilm. bjr Kl. h aitejr ran aecoiaojala on l-'ti.inral orra.loii. Tliajr rc.itfully mill It a liuroul iiaironar. Mar. tt, 14, mo. H. M. Bt'CKNER, PE!C E. HAt.L. TJTJCKNEB AND HALT-, WH01E8ALJ 0R0Jj ehiis I 0.4lsnio. ,V i-OHW AKlSil Mia H4KT, 34 Waluul ilrai-t, Cinciunati, Ohio. BiriaTO WI NSI.OW. l.iSIKK A CO, Xrw Toa C'LAfl, KE."r At HKCKI.K V, M. I.. ll.il.M)WKI.I. A; CO, Pnaaaairriia. JONES, .HO I IIKKS Si CO. CiMiiaaan. KKI.I.KY t i llO.Mr'so.N, Saw Oaut.at. h.MI 1 11 &s JOHNSON, mar 17 'ii 13 CINCINNATI HYpROPATHIC OB WATBB VV nil ( in U ImaU 1 dr ni)li Irnia Ui ( lty,n llio I Ini'lniiall, Hanillun, ami 1 ) ln Kllrud, a turn rinla rrom Hie Canlitc lKrHii, Thla larfii antl flourialiitia; In.tilatlnn la aotaiCfllad In iiilul of luraliuil, beauty ofataner;, con. venluiir of arrva. fU I ba biiililinr ara larca ainl ipiiilld, Uli ilia licnl InUtmal arrati(omxul baili rmmia (0 In number) ar all wall aupplleS with pure tun tiirlna water and conula all lb various klmU of ballit noooMarjr In turn an InaU. lulmn. l'al!nU ara r'iue.toil In brlnr 1 Ccimforta. ur ,ms truumiuiii oi an inrini oi ui.ca.a. xno 3 KlunkvU, S Crura haei-U. S Taa.-I. or. Uipr will ba rurnl.tiod al lb a run 'ur SU venia a weak. Trrma lor Hoard, MoüI.bI fi.rvU-e, and all ordinär) nUiMnlanrf.froin n lo 10 liulUrt per wavk, a)af)l weakly. I 4Bl.il pr.rana ttiider Irealin Jul III Im rliarcua ei r day. Three dollara will hu i-barg-itd for Ilia flrl eiamlnallon. For furllirariiculartadilrii 1). A. I'KAsK, M. D. Cariimjro, HaaiilU'ii ro., O. y.H. Till Iiiatltuitoi, will be open Kainnor anil WlniLf fur the rceiillon of 1'alionU. MarcbS, 1 4, Sw OP BIN 0 STOCK OF CABPFTS W BEO O lA'at e lo rail Iba atleiitloii o bu ten toourlaro and roinplnu aaaortinvnt of tho fullowlnf : Sew ami choice paltorm of Velveta, uo do io Hroaarla, lo do So Hruaaela Tve.lrr, do do do fciip.r and flue S pi) v do 1j do do do inj rata cii 'tliin., of all Ulllii ami iualillt(, Iloartli Kugt aud Uixir Mala, Oil cloth, or all widiha and al all price. VN hllo and Cherk Mailing, Cocoa Muiiinr, ilia bji arliila In nta for counting oltlcoi, i lo I'ltTAI'X COODS. Our Curlnln and l)ra.ory Kim in la now alocke4 wllh a rare aolortion ol iti.ihU. ron.laiiiir In part ofiilk, aatin, Womli'd and Cotton llarna.kt, and tint n.weai tirn of tare and Mualln Curuinaj liill Comic and Hand, W lodow ahadet of every variety. Ai,.n Tal'le Unrn, Toarlt ami Napklnt, American, KiiKlUh.aud l-rrm h 1'Uiio Table ( over. All tbo.o who are aboul to fiirnl.b tbetr bouif wllh new rootl a w III do wrll I rail at J.C. KI.NUWALTACO'fJ, 17 Main tl . bcl. 4 lb A Jib, cat tide. Mar 4, IM, 14, lyr SPRING inPfTlTTÄTIOK OP 3854. WATTS fe COLnURN", WIIOI.K1AI.K donlara In Dry flood , It. A3 l'rurl Ml. iiirlnnani hava now In "lore tbnlr uanal larpo aunrtinenl of Korelf and Uonie.llr liry ixxla, adapted lolh sprint 1 rade . and lo whU-b ailditinn will tin made alml dally, ron. Inline In pari of Clolha. ( Imerea, plain and fnnryi Vclliign, Itlrarhrd and llrowa bhevllnra, J. aiia, lrilL. Tlrklix, Hpool 1'oihma, Hoalery, Ilviiitua. White Ooixl, Ulove, Linea handker clilela, Ijiw and allk do. Laie bnmmI, Knibroldrrl', Crapea, larlrlona, llonncl, itlbbont, Fmbroldnrod itiuillna, I'lala and fancy llreaa Mlka, lire .imta, Hart-pi, fnmaier Ilea. Ijiwiii, IJIiifhaiiia, Kummer d'ljtlnra, frinta of every at v 1, Tiaauea, Print d Jaronou, l armer'a lirllla, Cravalt, kuihrndera, Tweeda, tare Mine, and (novwa, Knicli.li and Prvnrh Cottonad i'aiiUlnon Muff, torilier Willi a lanr and Varied aortineul of h.M AI.I. WAHKS, whlt-b wa offer forinla onUie nio.i liberal lerma, and to hielt wt Invito lb attenilou of lhe trade. . . WAi IS V COLBl'RM . MarC4 14 Smo ÜSAGK ORANGE BKKD. Ifin ni'SHKl.R Prime New Crop O.ae-e Oraafa I III; Heed for lledffinr w Ith direction for plantiiH and trimming tho bedre. Vor aale by JOll!4 F. HAIK d CO. ' 41 A i I n ar Narkvt r L, naclnnart. Mar. ?. 15. 5 ,