The location of the burgh, so near the ocean, on the beach of an immense river, and in the clasp of two smaller but partly navigable streams, kept it, in the old times, outside the latitude of railway improvement. Its naval facilities were thought to be sufficient for what business it had. The Baltimore line from Philadelphia passed through it, and could move its freight either north or south. With the development of its iron manufactures, however, the necessity of other connections became pressing, and in 1869 a road was opened to the coal-regions at Reading, crossing the Pennsylvania Central at Coatesville. Another road leads to New Castle. And now a short road has been opened to the westward, through a very rich region for way-freight; and with some notice of this, an artery for various mines and quarries, we finish our duty toward Wilmington as a railway nucleus. [Illustration: CUTTING THROUGH CUBA HILL RIDGE.] The Wilmington and Western Railroad has not yet got over the excitement of being constructed. The creative spirit, it may be said, was Mr. Joshua T. Heald, an enterprising Wilmingtonian, already a director of the Wilmington and Reading line. It was he who drummed up the stock-subscriptions among his fellow townsmen. On July 8, 1871, he struck the first pick into the line as president, and in October, 1872, the road was opened for travel as far as Landenberg in Pennsylvania. The Wilmington and Western Road crosses Christine River in the suburbs, then follows the valley of Redclay Creek, past all its mills and local improvements, sends visitors to Brandywine Springs, and passes the birthplace of the inventor Oliver Evans, while its contemplated extension will pass it close to the birthplace of Robert Fulton, in the Peachbottom slate region of Pennsylvania. No bad omen for a steam-road, to have had its ground first broken at the cradle of one steam inventor and to lead to the cradle of another! Regarding a map, to the west of Wilmington we see that there is a continuous tier of counties, from one extremity of Pennsylvania to the other, which has no great railway running east and west. A few of these counties are penetrated by feeders to the Pennsylvania Railroad or by other lateral roads, but they are not opened by any general comprehensive system; yet this section of Pennsylvania is one of the richest in mineral wealth. It has limestone, slate, iron ore, bituminous coal and other deposits. From one extremity to the other it is a region well worth development, and sure to reward by a large and valuable traffic the line of railway which will carry its products to the tide-water markets for sale or transhipment. The road is still an infant, but a good symptom is, that within six weeks of its opening the gross earnings of the company had reached a sum more than equal to the weekly interest on its bonded debt. Its extension to Oxford and the Susquehanna River is a matter for the immediate future.