criptions had been taken."

(Follows a list of forty-two subscribers.)

"Which makes a total amount of $310,800; $300,000 being all that is
necessary to vest corporate rights.

"At a meeting assembled for the purpose, Mr. Elisha I. Winter was
elected President and John Brand, Benjamin Gratz, George Boswell, Walter
Dunn, Richard Higgins, Henry Clay, Joseph Bruen, Henry C. Payne, Elisha
Warfield, Benjamin Dudley and Charlton Hunt, Directors of the Lexington
and Ohio Rail Road Co."

CONSTRUCTION.

The succeeding newspapers published a great deal on construction, and
when it is remembered that all of it was experimental at that time,
it will be interesting to note that the Lexington and Ohio Railroad
Company, patterned most closely after the English models, undertaking,
however, to improve upon them by the use of our native limestone sills
which they believed to be indestructible and found, to their sorrow, to
be most perishable.

The Reporter of November 24th, 1830, says: "A great deal of information
on the subject of Rail Roads has been disseminated by public spirited
individuals in the course of the past two or three years. A number of
such works have been projected in the United States and some of them
completed within that period. The Baltimore and Ohio is first and most
important in every point of view. To the efforts of the enterprising
Directors and Stockholders of that Company, we shall be indebted for
the creation in a short period of time of a greater extent of Railway
communication between the several parts of the Union than Centuries have
produced of artificial or canal navigation. We firmly believe that the
digging of canals in all parts of the country will cease and that many
now in use will be abandoned and railroads substituted in place of them.
* * * * * As to the mode of construction--the route is selected upon
a minute survey, with as little elevation as possible, with a view to
economy--the line is then graded by excavating the earth to near a
level, say 50 feet slope to the mile. The excavation for a single line
of rails need not be more than one-third the width of a turnpike and, of
course, this part of the work is proportionately cheaper than grading
for a turnpike. Large pieces of limestone, two feet or more in length
and from 3 to 12 inches thick, made straight on the upper edge, are then
firmly imbedded along the graduated road in two lines, 4 feet 3 inches
apart. On these lines of stone