of the Allegheny
Mountains, over which they were transported to Hollidaysburg, a
distance of thirty miles by rail; thence by canal again to Columbia,
and then eighty-one miles by rail to Philadelphia--a journey which
occupied three days.[12]

[Footnote 12: "Beyond Philadelphia was the Camden and Amboy Railway;
beyond Pittsburgh, the Fort Wayne and Chicago, separate organizations
with which we had nothing to do." (_Problems of To-day_, by Andrew
Carnegie, p. 187. New York, 1908.)]

The great event of the day in Pittsburgh at that time was the arrival
and departure of the steam packet to and from Cincinnati, for daily
communication had been established. The business of the city was
largely that of forwarding merchandise East and West, for it was the
great transfer station from river to canal. A rolling mill had begun
to roll iron; but not a ton of pig metal was made, and not a ton of
steel for many a year thereafter. The pig iron manufacture at first
was a total failure because of the lack of proper fuel, although the
most valuable deposit of coking coal in the world lay within a few
miles, as much undreamt of for coke to smelt ironstone as the stores
of natural gas which had for ages lain untouched under the city.

There were at that time not half a dozen "carriage" people in the
town; and not for many years after was the attempt made to introduce
livery, even for a coachman. As late as 1861, perhaps, the most
notable financial event which had occurred in the annals of Pittsburgh
was the retirement from business of Mr. Fahnestock with the enormous
sum of $174,000, paid by his partners for his interest. How great a
sum that seemed then and how trifling now!

My position as messenger boy soon made me acquainted with the few
leading men of the city. The bar of Pittsburgh was distinguished.
Judge Wilkins was at its head, and he and Judge MacCandless, Judge
McClure, Charles Shaler and his partner, Edwin M. Stanton, afterwards
the great War Secretary ("Lincoln's right-hand man") were all well
known to me--the last-named especially, for he was good enough to take
notice of me as a boy. In business circles among prominent men who
still survive, Thomas M. Howe, James Park, C.G. Hussey, Benjamin F.
Jones, William Thaw, John Chalfant, Colonel Herron were great men to
whom the messenger boys looked as models, and not bad models either,
as their lives proved. [Alas! all dead as I revise this paragraph in
1906, so steadily moves