Excerpt from Philadelphia, Wilmington and Baltimore Railroad Guide George V. Keatinge, Esq., of Havre de Grace; J. J Heckart, Esq., of Port Deposit; P. C. Ricketts, Esq., of Elkton; Prof. E. D. Porter, of Newark; 0. P. Johnson, Esq., of Wilming ton; Y. T. Walter and Joshua P'. Eyre, Esqs of Chester; E. J. Lewis, M. D., Thompson Westcott and Samuel Haz ard, Esqs., of Philadelphia; Keynell Coates, M. D., of Cam den, N. J Hon. Richard Brodhead, Senator from Penn sylvania; and the ofiicers and employees of the Railroad Company generally. About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.

Excerpt from The Philadelphia, Wilmington and Baltimore Railroad Guide Book At Darby, Moore's, Norwood, Sharon Hill, Ridley Park, and at other points, a series of new places have sprung up, owing their existence entirely to the railroad and the facilities thereby afforded for reaching the country side from the city streets. Clustering around the choicest and most desirable sites, groups of villas, country seats, cottages and suburban mansions have sprung into being since the railroad opened opportunity for them, and new rural communities, enriched by all the advantages wealth and good taste command, are strung along the track like gems upon a necklace. These locations are not only'at tractive to the citizen seeking a home. But to the capitalists seeking investment as well. Few promises of profit ever realize so handsomely as land purchased by the square acre and sold by the square foot. And when the population is increasing and new homes are being established every day, conversion of prop erty can. Never be a matter involving much difficulty or delay. The land in the immediate vicinity of the stations is in the hands of parties who sell lots at reasonable prices and who are doing much to make the property desirable for residences. The scenery along the Darby Improvement is magnificent and has every element of landscape beauty and interest. -the broad Delaware widen ing toward the great bay, gives long vistas of water View enlivened by the con stantly passing commerce of the second entrepot on the Atlantic Coast. To the eastward lies the great city, with its thousand steeples shining in the summer sun; southward and westward the old town of Chester, and the hills there about, bound the View, while northward the rich farming region of Delaware county adds pastoral beauty to the scene. Here are all the conditions fulfilled that mankind has ever sought in establishing rural neighborhoods near large cities. No railroad line fi'om Philadelphia offers such facilities for quick and frequent local travel as the Philadelphia, Wilmington and Baltimore Railroad between Philadelphia and Chester. Chester may be reached in twenty minutes and the intervening stations are accessible in from five to twenty minutes, al most every half hour in the dav. The Railroad Company has made arrange ments with real estate owners along the line, by terms of which whenever a dwelling house is erected the Company issues to the owner a free annual pas o') About the Publisher Forgotten Books publishes hundreds of thousands of rare and classic books. Find more at www.forgottenbooks.com This book is a reproduction of an important historical work. Forgotten Books uses state-of-the-art technology to digitally reconstruct the work, preserving the original format whilst repairing imperfections present in the aged copy. In rare cases, an imperfection in the original, such as a blemish or missing page, may be replicated in our edition. We do, however, repair the vast majority of imperfections successfully; any imperfections that remain are intentionally left to preserve the state of such historical works.

In the popular literature and scholarship of the Civil War, the days immediately after the surrender at Fort Sumter are overshadowed by the great battles and seismic changes in American life that followed. The twelve days that began with the federal evacuation of the fort and ended with the arrival of the New York Seventh Militia Regiment in Washington were critically important. The nation’s capital never again came so close to being captured by the Confederates. Tony Silber’s riveting account starts on April 14, 1861, with President Lincoln’s call for seventy-five thousand militia troops. Washington, a Southern slaveholding city, was the focal point: both sides expected the first clash to occur there. The capital was barely defended, by about two thousand local militia troops of dubious training and loyalty. In Charleston, less than two days away by train, the Confederates had an organized army that was much larger and ready to fight. Maryland’s eastern sections were already reeling in violent insurrection, and within days Virginia would secede. For half of the twelve days after Fort Sumter, Washington was severed from the North, the telegraph lines cut and the rail lines impassable, sabotaged by secessionist police and militia members. There was no cavalry coming. The United States had a tiny standing army at the time, most of it scattered west of the Mississippi. The federal government’s only defense would be state militias. But in state after state, the militia system was in tatters. Southern leaders urged an assault on Washington. A Confederate success in capturing Washington would have changed the course of the Civil War. It likely would have assured the secession of Maryland. It might have resulted in England’s recognition of the Confederacy. It would have demoralized the North. Fortunately, none of this happened. Instead, Lincoln emerged as the master of his cabinet, a communications genius, and a strategic giant who possessed a crystal-clear core objective and a powerful commitment to see it through. Told in real time, Twelve Days alternates between the four main scenes of action: Washington, insurrectionist Maryland, the advance of Northern troops, and the Confederate planning and military movements. Twelve Days tells for the first time the entire harrowing story of the first days of the Civil War.

Major General Isaac Ridgeway Trimble, one of the oldest and more eccentric officers involved in the Civil War, made himself a favorite of Stonewall Jackson through his courage and stubborn energy. Born to a Quaker family, Trimble spent his childhood on the American frontier. After graduating from West Point, he served in the Old Army and then involved himself with the growing railroad industry of the 1830s, living at the forefront of American modernization. As the war began, he sided with the South, burning railroad bridges north of Baltimore to deny Washington the support of Union troops, and then moving to Virginia. He enlisted in the Engineers and constructed battery emplacements. Commissioned brigadier general in late 1861, Trimble distinguished himself at Cross Keys, Gaines's Mill, Manassas, and Gettysburg; was involved in the Baltimore riots; and spent time as a prisoner on Johnson's Island. This biography covers Trimble's personal life and career with both the railroad and the military. Simultaneously, it serves as a case study of an American who chose to side with the South. Before the war, Trimble traveled freely between states and showed no early indication of a regional attachment. The work uses Abraham Maslow's motivation model, the hierarchy of needs, to reconcile Trimble's self-interest with his need to belong to a community. It also raises various questions related to Southern history, including community identity, modernization, and the concept of the "New South."