Lippincott's Magazine of Popular Literature and Science, Volume 12, No. 31, October, 1873. VariousЧитать онлайн книгу.
THE POTOMAC TO THE OHIO
An old writer who dearly loved excursions, Francis Rabelais, inserted in one of his fables an account of a country where the roads were in motion. He called the place the Island of Odes, from the Greek [Greek: odss], a "road," and explained: "For the roads travel, like animated things; and some are wandering roads, like planets, others passing roads, crossing roads, connecting roads. And I saw how the travelers, messengers and inhabitants of the land asked, Where does this road go to? and that? They were answered, From the south to Faverolles, to the parish, to the city, to the river. Then hoisting themselves on the proper road, without being otherwise troubled or fatigued, they found themselves at their place of destination."
This fancy sketch, thrown off by an inveterate joker three hundred years ago, is justified curiously by any of our modern railways; but to see the picture represented in startling accuracy you should find some busy "junction" among the coal-mountains. Here you may observe, from your perch upon the hill, an assemblage of roads actively reticulating and radiating, winding through the valleys, slinking off misanthropically into a tunnel, or gayly parading away elbow-in-elbow with the streams. These avenues, upon minute inspection, are seen to be obviously moving: they are crawling and creeping with an unbroken joint-work of black wagons, the rails hidden by their moving pavement, and the road throughout advancing, foot by foot, into the distance. It is hardly too fanciful—on seeing its covering slide away, its switches swinging, its turn-tables revolving, its drawbridges opening—to declare that such a road is an animal—an animal proving its nature, according to Aristotle, by the power to move itself. Nor is it at all censurable to ask of a road like this where it "goes to."
The notion of what Rabelais calls a "wayfaring way," a chemin cheminant, came into our thoughts at Cumberland. But Cumberland was not reached until after many miles of interesting travel along a route remarkable for beauties, both natural and improved. A coal-distributor is certain, in fact, to be a road full of attractions for the tourist; for coal, that Sleeping Beauty of our era, always chooses a pretty bed in which to perform its slumber of ages. The road which delivers the Cumberland coal, however, is truly exceptional for splendor of scenery, as well as for historical suggestiveness and engineering science. It has recently become, by means of certain lavish providences established for the blessing of travelers at every turn, a tourist route and a holiday delight.
It is all very well for the traveler of the nineteenth century to protest against the artificial and unromantic guidance of the railway: he will find, after a little experience, that the homes of true romance are discovered for him by the locomotive; that solitudes and recesses which he would never find after years of plodding in sandal shoon are silently opened to him by the engineer; and that Timon now, seeking the profoundest cave in the fissures of the earth, reaches it in a Pullman car.
The silvery Capitoline dome at Washington floats up from among its garden trees, seeming to grow higher and higher as we recede from it. Quickly dominating the low and mean buildings which encumber and try to hide it in its own neighborhood, it gradually rises superior to the whole city, growing greater as Washington grows less. The first part of the course is over the loop of road newly acquired and still improving by the company—a loop hanging downward from Baltimore, so as to sweep over Washington, and confer upon the through traveler the gift of an excursion through the capital. This loop swings southwardly from Baltimore to a point near Frederick, Washington being set upon it like a bead in the midst. The older road, like a mathematical chord, stretches still between the first points, but is occupied with the carrying of freight. The tourist notices the stout beams of the bridges, the new look of the sleepers, and the sheen of the double lines of fresh steel rail: he observes some heavy mason-work at the Monocacy River. Two hours have passed: at Frederick Junction he joins a road whose cuttings are grass-grown, whose quarried rocks are softened with lichen. He is struck by the change, and with reason, for he is now being carried under the privileges of the first railroad charter granted in America.
We may not here undertake the story of the iron track, though it is from this very road that such a story must take its departure, and though we cannot grant that that story would be exceeded by any in the range of the author's skill as a matter of popular interest. This railroad, this "Baltimore and Ohio" artery, connects, through its origin, with the very beginnings of modern progress, and indeed with feudalism; for it was opened in 1828 by Charles Carroll, the patriot who had staked his broad lands of Carrollton in 1776 against the maintenance of feudalism in this country. "I consider this," said Carroll, after his slender and aristocratic hand had relinquished the spade, "among the most important acts of my life—second only to my signing the Declaration of Independence." Railroads, excepting coal-mine trams, were as yet untried; Stephenson had not yet exhibited the Rocket; for travel and transportation the locomotive was unknown, and the Baltimoreans conceived their scheme while yet uncertain whether horse-power or stationary steam-engines would be the best acting force. It was opened as far as Ellicott's Mills as a horse-road, the idlers and beauties of Baltimore participating in the excursion as a novel jest. In 1830, Baron Krudener, the envoy from Russia, rode upon it in a car with sails, called the Æolus, a model of which he sent to the emperor Nicholas as something new and hopeful. Passing the Monocacy, we roll over a rich champaign country, based upon limestone—the garden of the State, and containing the ancient manor of Carrollton, through whose grounds, by one of its branches, this road passes for miles. Near by are quarries of Breccia marble—a conglomerate of cemented variegated pebbles—out of which were cut the rich pillars in the House of Representatives at Washington. The Monocacy is crossed, near whose bank lies the bucolic old Maryland town of Frederick, to attain which a twig of the road wanders off for the few necessary miles. Soon the piquant charms of Potomac scenery are at hand, the mountains are marching upon us, and the road becomes stimulating.
A jagged spur of the Blue Ridge, the Catoctin Mountain, strides out to the river, and the railroad, striking it, wraps itself around the promontory in a sharp curve, like a blow with the flat of an elastic Damascus sword. The broad Potomac sweeps rushing around its base: it is the celebrated Point of Rocks. The nodding precipice, cut into a rough and tortured profile by the engineers, lays its shadow to sleep on the whizzing roofs of the cars as they glitter by, (Shadows always seem to print themselves with additional distinctness upon any moving object, like a waterfall or a foaming stream.) There are a village and a bridge at the Point, and the mountain-range, broken in two by the river, recovers itself gracefully and loftily on the other side.
For half an hour more, as we rush to meet the course of the Potomac, the broad ledges that heave the bed of the river into mounds, and the ascending configuration of the shore, seem to speak of something grand, and directly we are in the cradle of romance, at Harper's Ferry.
To reach this village, perhaps the most picturesque in the country, we must cross the Potomac from Maryland into Virginia. The bridge is peculiar and artistic. It is about nine hundred feet long; its two ends are curved in opposite directions, and at its farther extremity it splits curiously into two bridge-branches, one of which supports the road running up the Shenandoah, while the other carries the main road along the Potomac. The latter fork of the bridge runs for half a mile up the course of the Potomac stream over the water, the road having been denied footing upon the shore on account of the presence there of the government arsenal buildings. The effect to the eye is very curious: the arsenal is at present razed to the level of the ground (having been fired, the reader will remember, by the Federal guard at the beginning of hostilities, and some fifteen thousand stand of arms burnt to prevent their falling into Lee's hands), and there is no topographical reason to prevent the track running comfortably on dry ground. The arrangements, however, for purchasing the right to a road-bed on the arsenal grounds, though under way, are not yet complete, and the road marches on aquatically, as aforesaid.
Harper's Ferry, a town supported of old almost entirely by the arsenal works, is a desolate little stronghold among towering mountains, the ruins being in the foreground. The precipices on either side of the river belong to the Elk Ridge, through which, at some antediluvian period, the colossal current has hewed its way. At the base of the Virginia side of the mountains, hugged in by the Potomac and Shenandoah Rivers, and by Loudon and Bolivar Heights, cowers the town.
Across the river towers the mighty cupola of Maryland Height, far overtopping the other peaks, and farther down the stream, like a diminishing reflection of it, the softer