Newspaper Page Text
THE SOUTHERN SENTINEL
IS PUBLISH Bit
EVERY THURSDAY MORNING,
BY
T. LOMAX & CO.
TRN2EENI LOMAX Principal Editor.
Office on Randolph street.
REPORT OF THE PRESIDENT
OF THE MUSCOGEE It. ROAD COMPANY.
TO THE STOCKHOLDERS OF THE MUSCOGEE RAIL ROAD.
COLUMBUS, Ga., January 5, 1852.
I herewith present you the reports of the principal Engineer and the
Treasurer, from which you will be informed of the extent of the work
completed, the amount expended, and the balance of funds on hand
It is w—ll known to yon that the work was begun with a very limited
subscription, ami it was thought highly imprudent to commence operations
until sufficient subscriptions should be obtained to insure the completion
of the whole routr r r After a year’s labor, by a fortunate arrangement with
the Directors of the Central Rail Road and with the authorities of the city
of Savannah, twenty-one miles of the Eastern end, connecting with the
Southwestern Road at Fort Valley, was taken off our handv by the liber
ality of the people of Savannah, who are the principal owners of the Cen
tral Road. 1 take pleasure here publicly to acknowledge that we are in
debted to the people of Savannah for their liberality in assuming so large
a share of the responsibility of a connection with them, as without their aid
we could not, in any reason able time, have secured in outlet to the Atlantic.
The only obstacle to the completion of the road during the present year
will he the withholding of the payment of subscriptions by a portion of the
Stockholders. Tiie subscriptions were made in good faith, and upon th-ir
prompt payment we must rely. Hence the importance, under the present
evig-nev. of every subscription being deemed as much a debt of honor as
i>f legal obligation. _
Conoid-ring the prospect flattering for completing the Muscogee Road
before the close of the present year, it will not, I hope, be thought out ot
place, to present my views in regard to connections with it, which, if prac
ticable, will add largely to the commerce of our city, as well as to the
profits of qnr Road.
The Girard and Mobile Road, already commenced, promises great ben
efits —forso soon as it shall be extended forty miles, it will bring to us a
large amount of trade which has heretofore sought, a W estern direction.
Moreover, the extension of the road forty nii'es only, must secure its ulti
mate comp etion to Pensacola and Mobile. 1 hat tins end ot it, now ;om
m-ncecl. will be completed fur forty miles at least, I think is beyond ques
tion, as it p-netrates a choice section of country, abounding in good land
and gr. at wealth. lam informed by the President that a sufficient amount
of reliable subscription has been obtained to grade more than double that
distance.
The appropriation then, by the city of Columbus, of $150,000 00 to
supply the Iron as the road may be put in readiness to receive it, was not
only a wise m a-mre. but it was demanded as a matter ol justice—it being
a sound moral principle, that those who participate in the benefits of an
enterprise, whether they he individuals or corporations, are bound in lion
or to contribute to its success.
There is another road in contemplation which would be mutually bene
ficial to Eufaula a .<1 Columbus, if the citizens of the former place, in de
termining the most eligible route to Savannah, would examine that sug
gested through Columbus with an eye single to their interest, and discard
prejudices arising from an imaginary rivalry.
There can be no rUalry between Columbus and Eufaula—their patrons
and trade lie in different directions, and neither can, by „ny rail road com
munications, disturb the trade which naturally belongs to the other.
Eufaula wishes to seek Savannah as an Atlantic market —it is desirable
to us that she should take Columbus in her route, as we wish to secure
the advantage of her travel and freight upon our road. If she can give
us these advantages without detriment to her interest, I can see no objec
tion that will well lie against her complying with our wishes.
1 propose to show, bv a short detail of distances iron the different points
of the proposed connections, that the best interest of Eufaula will be pro
moted by the route through Colum ms to Savannah. She does not desire
a trade with either Columbus or Oglethorpe, but her object is to reach Sa
vannah by that route which will secure to her the greatest advantages. If,
then, the selection should be that leading through Columbus, the benefits
we receive by the connection certainly furnish no good ground of ob
jection. There is a great mistake prevailing in regard to Columbus being i
materially out of the wav from Eufaula to Savannah, as will be shown by
comparison of distances from point to point. It is admitted, by the most
sanguine <-f the advocates of a connection with Oglethorpe, that it is 85
miles to that point—thence to Macon 50 miles—making the whole distance
from Eufaula to Macon 135 miles. The distance from Macon to Colum
bus is 99 miles—from Columbus to Eufaula, down the valley of the river,
does not exceed 43 miles —making the aggregate of 142 miles, which is only
7 miles farther to Savannah by the way of Columbus th in by Og!< thorpe.
This calculation is upon the most favorable basis which can he claimed
for the Oglethorpe connection. But if the South Western Itoad. in its
extension, should pass near \mcricu:. as is most probable, and Eutanla
should connect with it south of Americas —Ihe chancr s depending of course
upon the point of connection —we are decided ‘,\ in favor ot the route through
Columbus, being the shortest. The people of Eufau a should recollect;
that the oulv advantage of a connection with Oglethorpe direct, would he ■
a saving of seven miles in the distance to Savannah, and perhaps not that
,—whilst, if they adopt the route through Columbus, they connect with
the Girard and Mobile road, and also with Montgomery and upper A!a-
UsiiDV and Georgia, by means of the road from Columbus to Opelika, which J
must lx-built. j
There is a great error prevailing with n portion of the citizens of Eu- j
fanla, which their good sense will correct when they examine their true j
pesiti n. Tha* error consists in the prospects of a rival road taking its;
direction from Oglethorpe through Eufaula to Mobile. Such a route has
not the advantages which the Girard and Mobile road has at its command. ;
In the first place, it is nearer from Macon to Mobile and Pensacola through •
Columbus, man by Eufaula, as figures and actual measurement will prove, j
The distance from Macon to Eufaula is 135 miles, and from Eufaula to j
Mobile upon a direct, line, 185 miles—making the whole distance 320
miles. From Macon t-o Columbus is 99 miles—from Columbus to Mobile I
is 210 miles —making the whole distance 309 miles. The Columbus j
Yolite has, it will be perceived, under the most favorable calculations for
Eufaula. the advantage of eleven miles in distance, which advantage will
he largely increased by file Girard and Mobile road approximating much
nearer the straight line than it would be possible for the lower route to do,
having many streams to cross, which would necessarily make it more cir
cuitous. It most b ■ admitted also, that there is much more wealth on the !
Girard and Mobile road than on the Eufaula rou*e, and consequently if
the Girard and Mobile road, commenced under favorable auspices, should
lad, tin- Eufaula route, having less to commend it, would have little or no
prospect of success.
Eufaula, having a connection with the M >bi!e road. Montgomery and At
lanta, bv turning her attention in the directi not Columbus, is certainly
abundantly compensated for the inconvenience of being thrown, at the
utmost extent, seven miles out ot the way to Savannah.
Some of the citizens of Eufaula have objected to the Columbus route
on the ground that the stock would he less profitable than that in a line di
rt ct to Oglethorpe. ’Phis is also a mistake which can readily be exposed,
for although I have not had sufficient experience in the business of roads
to make anything like a correct estimate of the value ot such stocks, it is
clear that the Columbus route would yield a better interest, as it would not
only transport all ‘lie goods and passengers which would be taken on the
Oglethorpe route to and from Eufaula, hut by its immediate connection
with the Girard and Mobile Road, .Montgomery and the upper part of Ala
bama andGeoigia.it would enjoy a business from which the Oglethorpe
road would be wholly excluded, and whenever the river is too low for our
boats to reach Columbus, our freights arriving at her wharves would be
taken on her read, which, in dry seasons, will be found no little perquisite
The construction of Rail Roads requires a great deal of money; there
fore the practicability of the enterprise forms a controlling element in the
selection of a route.* Consulting practicability, the comparison is much in
favor of the Columbus route. The distance to Oglethorpe is eighty-five
miles, encumbered with tiie disadvantages of crossing the summit levels
between a great many streams. The grading on that route would be ex
cessively expensive, and if the State of Georgia were to appropriate a
half mifliou of dollars to Stewart and Randolph, the only counties inter
ested in that route, Eufaula would still be left with a greater burden than
she could bear in carrying the road to completion. The other enterprise,
on the contrary, is easily accomplished, as the road would only have to be
built about thirty-two miles through the valley of the river, and connect
with the Girard and Mouile road in the neighborhood of Fort Mitchell. It
is in favor with the most of the river planters, who would willingly give
the right of wav and grade the road through their plantations,—this would
he very light, as all who are acquainted with the locality know that it is one
continuous plane from Columbus to Eufaula. One hundred and fifty thou
sand dollars raised by the citizens of Eufaula, with the hearty contribu
tions from both sides of the river, would be sufficient to build the road to
Fort Mitchell, while all that Eufaula and its neighborhood can raise assist
ed by subscribers on the line, will be found inadequate to force a connec
tion with Oglethorpe. The superiority of this route for the people of Eu
faula is so apparent that I am persuaded that it will be adopted by the good
sense of that community.
There is another connection of far greater importance to us than the
one just considered, and which involves the immediate attention of the
people of this city ; I allude to tiie contemplated connection with the M mt
gomery road at Opelika, a distance of only -wentv-eight miles. This is
not only ot the first importance iu the way of retaining the trade of a large
section ot Eastern Alabama which we have heretofore enjoyed, but it is
indispensable to the complete success of our own road : when the Georgia
road shall connect with West Point, we must lose ail the trade from that
quarter of Alabama, as well as all passengers not having business in Co
lumbus. I regard this connection as the most important to us of anv that
has been contemplated, and the profits of our road and the increased trade
of the city demand immediate attention to it. Many of our citizens advo
cate the building of a road to West Point instead of Opelika. A brief re
view of the comparative merits of each, will, in my opinion, fully demon
strate the superiority of the Opelika route; we wish to have,by one road,
a connection with both Atlanta and Montgomery—the choice* should be
made of that route which wiil best subserve both purposes. It is twenty
eight miles to Opelika.and twenty-two from there to West Point, making the
distance fifty miles, while it is only forty-one miles direct to West Point.
\\ e should lose then only nine miles in our travel to Atlanta by going bv
Opelika, while we would gain thirty-five miles over the route from Colum
bus round b\ West Point to Montgvinery, as fully appears by adding the
distance from Columbus to West Point direct, forty-one miles, from thence
to Opelika twenty-twt*, making sixty three miles to Opelika iu the circuit
by West Point, when it is only twenty- ighidir- otto Opelika, saving thirty
fi’- o mi’vs. This saving of distanc-’ it of mcslcufobk; value to u in tho
VOL. 111.
advantage which it gives us of running from Opelika to Augusta, through
i Columbus, Macon and Waynesboro, in the same time that can be made
j from and to the same points, by Atlanta and upon the Georgia road. It is
; true, the Georgia road would have a slight advantage in distance, as from
; Opelika to Augusta, by Atlanta, it is, computed to betwohundred andsev
‘ enty-eight miles, and between the same points, by Columbus, two hundred
1 and eighty-nine miles, but the disadvantage of tiie eleven miles against
us is believed to be more than counterbalanced by ihe superiority of a
I greater extent of straight lines on the Muscogee and Central roads. The
! advantage of a successful competition with the Georgia road in the travel
from the streets of Augusta, is certainly not to he viewed with indifference;
; but great as is this advantage, it is of but little consideration with the im
i portant hearing such a connection will have on the commerce of our city.
l as well as the city of Savannah. Again, let us consult our estimate of
i comparative distances, and the result must be manifest. From Opelika to
: Charleston, by way of Atlanta and Augusta, it is four hundred and four-
I teen miles, while the distance from Opelika to Savannah is three hundred
| and eighteen miles, making a difference of ninety-six miles in favor of Sa
! vannah. And even upon the presumption that ail freights from Opelika are
destined to Savannah, having no choree of routes aside from their cheap
ness, they must and will consult the nearest. The distance to Savannah
from Op -lika, by Atlanta and Macon, is four hundred and one miles, while
! by Columbus and Macon to Savannah is three hundred and eighteen miles.
\ giving the Columbus route the advantage of eighty-three miles, no part of
i which advantage should Columbus or our road be inclined to yield.
If the route to Opelika would materially injure our prospects with tho
| up country, there would he more argument in favor of West Point than
; can he now summoned to its support, but when we are only nine miles far
| ther from Atlanta by the Opelika connection, and LaGrange is left still five
! miles nearer Savannah by the way of Opelika and Columbus, than by At-
I lanta and Macon, I conceive it is demonstrated that our best interest de
j mands the Opelika connection over the West Point project. If we were to
| build to West Point, we should lose at once all the advantage of running
1 in the same time from Augusta through Macon and Columbus, which
! should not be thrown away. We should lose, also, a large portion of the
decided advantage which the Opelika connection will have on our acqui
| ring a largely augmented commerce from Eastern Alabama, and we could
gain nothing in our connection with the upper part of Georgia and Ten
nessee, beyond a saving of nine miles. Moreover,it will be recollected that
Augusta and Charleston must control the road from West Point to Atlanta,,
and that we would escape that mammoth influence by intersecting at Ope
lika. With this just comparison of the routes, if the West Point connec
tion was now formed, I should believe it to be the interest of Columbus to
persevere ana build the Opelika road.
But, as heretofore remarked, the practicability of an enterprise forms an
important item in the selection to be made. Columbus, and the people on
the line, are unable to build a road to West Point; we should have no aid,
and although the route is on the side of the river, its winding course makes
it absolutely necessary to cut through many abrupt and rocky projections,
in order to get a road with curves of practical radius. The cost of the
j road to West Point would largely exceed a half million of dollars, and is
altogetner beyond our means.
On the other hand, I am assured by gentlemen of Alabama, connected in
interest with the Montgomery road, that the sum of two hundred thousand
dollars would be raised in that State, provided we would co-operate with
them in the undertaking and furnish one hundred thousand to aid in its
execution. The former, even if it were the most advantageous, is out of
the question,on account of our limited means, while the latter lies within
! the compass of our power. This brings us to the consideration of the
means which I propose to employ t > perfect this enterprise—the advantage
to us is so apparent, that I consider the efiy might well spare fifty thousand
dollars’ worth of its bonds, and I suppose fifty thousand might in that event
be raised bv private subscriptions, of course upon the condition that the
people of Alabama would supply the balance and proceed forthwith with
the work.
I have considered ’he connections proposed as all that our locality de
mands, and if completed will place Columbus, with the aid of our river to
the Gulf, in a most desirable position, enjoying advantages which but few
inland towns possess. We should, then, if lam correct in my premises,
make the necessary exertions to complete these connections. In regard to
tin* Girard and Mobile route, ahhough we have not done enough to com
plete the connection, we have done our full part for fifty or sixty miles, oth
ers being interested to a much greater extent than ourselves.
The Eufaula connection i is their interest to make, and they have abun
dant ability to doit without calling on us; and more especially as they
simply expect to pass through our city to Savannah, Montgomery and At
lanta, without making any exchanges with us. But the Opelika connection
is more important than the others, as it would bring to us as much or more
produce as will be received from the Girard and Mobile road, if it were
now completed ; but when we consider the length of the Girard and Mobile
road, although it will proceed steadily on, yet the magnitude of the under
taking will require time for its accomplishment, far beyond that which is
requisite to complete the Opelika road. I have heard it intimated that some
holders of our city bonds, have expressed apprehensions that the credit of
those already issued, might suffer by ihs issue of others by the city. Let
them rest easy; the city will not act imprudently, and will not, under any
circumstances, issue more bonds than she will be able promptly to meet.
The bonds issued for thestoex which she holds in our road, 1 look upon
as merely a nomuial debt, tor bv the time they become due the stock may
he sol 1 to meet them, particularly as only twenty-five thousand dollars
becomes due iu any one year. I am warranted in this expectation from
the favorable receipts of the South Western road, which 1 have from Mr.
Reynolds, the President, who never indulges in exaggeration or extrava
gance, and on whose statements the greatest reliance may always be
placed—from which I learn that though the road has been in operation lmt
a few months, the receipts over and above its expenses will pay eight per
cent, upon the capital expended in its construction. Our road, I must be
lieve, will be at least as profitable, and as it will cost less per mile, the inter
est must he greater, bringing the stock to par, or so nearly, that the bonds
will he provided for by the stock without any mater.al sacrifice. The one
hundred and fifty thousand already appropriated for the Girard and Mobile
road, and the fifty thousand which I propose the city should subscribe to
the Opelika connection —making two hundred thousand dollars—is all that
the city would find necessary to subscribe to perfect these desirable results,
which two hundred thousand is all the city would owe, and which debt she
is verv able to bear until ttie stock in these roads can be sold to meet the
installments on the b >nds. without a depreciation sufficiently great to em
barrass the city or oppress her people. As soon as the Muscogee road
shall he completed, judging by the results of the South-Western road, it
is reasonable to calculate that the dividends upon the city stock will be at
least equal to the interest which she has to provide for upon her bonds, i
and that the citizens of Columbus will he relieved of all taxation hereto
fore necessary to prot ide for the payment of the interest upon the bonds
issued to aid in the construction of the road.
Respectfully, &,c., JOHN H. HOWARD,
President of Muscogee Rail Road.
REPORT OF THE CHIEF ENGINEER
OF THE MUSCOGEE R. ROAD COMPANY.
Engineer’s Office Muscogee Rail Road Company, >
COLUMBUS, January 1, 1852. $
TO MAJ. JOHN H. HOWARD.
President Muscogee Rail Road:
Sir: I beg leave to submit the following report of the operations of
this Department since the last annual meeting of the Stockholders. The
progress of the road, and especially the extent of road opened for use, has
not been such as was anticipated. The road was opened for the trans
| portation of passengers as far as Upatoie, on the Ist instant, when the
! stages commenced running between our terminus and Bartlesville.
As soon as the requisite stabling can he erected, the recent arrangements
1 made by Messrs. Griffin and Mott with the Post Office Department, for
! daily service in coaches between Ihe terminus of the Rail Road and Ogle-
I thorpe, and the same description of service, tri-weeklv, to Barnesville, will
‘be carried into effect. The stage proprietors are erecting their stands im
i mediately -n the line of Rail Road, so that every extension of the road
I will be made available to the travelling public.
It is not expected that the detached portion of the road now in opera- \
| tion, will do more than pay the current expenses of working the road : I
I but the facilities it will afford for its extension, and the earnest it will give
! of the speedy completion of the road, should prove a satisfactory dividend
while our connection is incomplete.
We may reasonably calculate on the opening to Pine Hill Depot,at the
end of Section 30, by* the first of May, and of four miles per month there
after. The high rates at which both labor and provisions have ruled du
ring the past year, presented obstacles to the more energetic prosecution of
the o work, which could only have been overcome by sacrifices on the part
; of the contractors which I did not feel that the interest of the company de
| manded, as without a connection east, of which there was no probability
\ at an earlier date than the coming fall, no adequate good was to be attained ;
| by completing the road in anticipation ot that event.
; ’To insure its completion by that period, a requisition was, last month, j
I made on the contractors for such additional force as was deemed neces- j
• < arv : and lam happy to state that the requisition has been promptly met, i
I and that a force ol upwards of four hundred hands is now engaged on the
line, and every disposition manifested to forward the work.
The experience of several years past has convinced rne, that a white
: force is at any time much less reliable than one of negroes, and especially
during the warm season, when, in addition to a disinclination to exertion, ,
j the prevalent and almost universal opinion among the Irish force of the !
J unhealthiness of our climate in summer, disbands that class of laborers •
: and prevents all accessions until the approach ol winter.
I The contractor is so well satisfied of this, that it is his intention to finish
I the grading before the approach of hot weather, and if no unforeseen obsta
cles arise °he will accomplish his purpose, in this connection, I would
j strongly recommend the employment ot a force o: at least twenty-five
j hands, independent of the force to be regularly engaged in ditching, and
i raising and adjusting track.
The company will tlfon always have at their coijmnhd. a force which
i they can threw at once on any portion of the work which is lik.oly to re
■ tard the Road ; and in that way accomplish more than by the employment
of the same amount of means in any other manner whatever—indeed,
I such a torce I regard as indispensable to insure the uniform and rapid
I progress of the work.
The “wet cut” on section twenty-one, always regarded as the most serb
ous on the line, was early last Spring re let to Air. A. Iverson, Jr., who had
! previously abandoned it,and conaff t< dby the Ist of Xovembr. Contrary
COLUMBUS, GEORGIA, THURSDAY MORNING, FEBRUARY It), 1852.
to all expectations, the character of the earth changed as the excavation
progressed, and from the softest and most yielding material, became, a short
distance above the grade line, very hard ; so that on no portion of the line
will there he a more permanent lload-bed.
Several of the cuts on the finished Road seem disposed to cave, but I
apprehend no difficulty with them, when they shall have been properly
ditched and drained.
* Our equipment on the finished road consists of one Passenger and one
Freight Engine, one Passenger, one Baggage and six Platform cars. The
trucks for live other Freight Cars are complete, and the bodies in a state
of forwardness.
The Passenger Car was “The Gift” of the ladies of Columbus who from
the first have manifested in this, as in every other laudable enterprise, the
most commendable zeal, which would not be satisfied with any thing less
than a personal effort in behalf of the Road. Did the entire city possess
the spirit of the ladies, no enterprise tending to build up Columbus would
languish for want of means.
Wheels were only ordered for a dozen cars, and we shall consequently
he unable to turn out any larger number on the Road, but these are deemed
an ample supply for all the business which will offer b fore our connection
East is completed. In the meantime, it is our intention to keep such a
force in the Car Factory as shall be necessary to complete, during the pres
ent year, the wood work of tbrty Freight cars, the wheels for which should
be ordered so as to arrive on the first boats leaving Apalachicola, next fall,
for Columbus. We have used the India Rubber SSpriiiff entiiely on our
Freight cars, and consider them better than JSteel Springs, while they cost
less by about forty-five dollars.
The performance of our Engines (from the manufactory of Mr. W.
Baldwin, Philadelphia,) is entirely satisfactory. The great demand for
Locomotives, from the most approved builders, is such that, when at the
North in September last, the Ist ot May was the earliest date at which I
could contract for the delivery of a machine. I would consequently advise
the order of four additional locomotives, to be delivered at such time as it
is certain the connection will be made through.
Our ariangements will secure the completion of our portion by the Ist
of November at farthest; and there is no room to doubt that the Central
and South Western Rail Road Companies, who are so largely interested
in the early completion of the connection, will see to it that the twenty
| miles next to Port Valley is in readiness for the heavy business which is
; awaiting an outlet to Savannah.
There is now finished, with the exception of the platform, a substantial
brick Warehouse, 150 by 50 feet, and in progress an Engine House, Ma
chine Shop, and Car Factory. The Engine House is a poLgon of sixteen
sides, of one hundred and forty feet in diameter, capable of accommoda
ting thirteen Engines. The Machine Shop is one hundred and sixty by
fifty, and the Car Factory one hundred and Forty by fifty feet; these latter
are built in connection with the Engine House, and altogether combine
every facility for conducting a heavy business.
The scale on which these buildings are projected may. at the first glance,
appear too grand for our circumstances. It is a singular fact, however,
that the Depot accommodations of all our Roads have, in the first instance,
been constructed on entirely too small a scale, subjecting the company
almost from the commencement, to great inconvenience and loss, which
were borne from a feeling of obligation to use what did not at all meet the
wants of their business, simply because of the sacrifice required in making
new ones.
The Central Rail Road Company are at this time engaged in construct
ing Depot buildings, designed to accommodate four times the amount of
their present business. So that we are certainly walking in the line of safe
precedents in erecting our buildings on a large scale. Besides this, the
unoccupied stalls in the Engine House can he used to shelter Passenger
Cars and other furniture of the Road which would otherwise require sep
arate buildings for thei •’ protection. So that, in any point of view, the pol
icy pursued 1 consider wise.
The work done and the amount expended for materials, &c., will ap
pear in the following statement, viz.:
Graduation and Masonry, January 7th, 135) $116,689 09
Superstructure “ “ 29,409 SI
Bridging, “ “ 11,471 00
Engineer Department “ “ 15,106 89
Right of Way, “ “ 2,6 iO 62
Two Locomotives and Machinory “ “ 18 961 47
Machine Shop, &.c “ “ 2,204 G 6
Car Factory, “ “ 3,751 43
Depots and Water Stations, “ “ 6:6 54
Iron, Spikes, &c.. “ “ 107,675 19
Real Estate, “ “ 6,753 88
$314,411 66
This statement does not embrace the Grading and Superstructure which
have been done in December, the estimates for which have not yet been
| returned to the office; they will probably reach $13,000 00, and make the
aggregate expenditure $327,413 Go.
I have seen no reason to increase my original estimate of the cost of
the work, and 1 now think of no contingency, save the encountering ofhard
material in the deep cuttings on Section 35, which are all of any magni
tude now left unopened, which should materially affect the result.
But with all the benefits to be derived from ihe possession of a good and
cheap Road to the East, Columbus will find the evils of her position but
half corrected, if she shall falter in her efforts to perfect her connections
to the West.
The question then arises as to tiro best, cheapest and most expeditious
method of doing so.
Reflection has only served to strengthen my views of the importance of
the branch to Opelika, a few additional claims of which, with all due def
erence to the advocates of other roads, I would present.
First, then, it will be admitted, that to the city itself, it is as important to
retain the trade from the West, as to go in search of new trade; and I be
live a Rail Road to Opelika is the surest, I may add the only way, to se
cure for her the full benefit of the trade she has enjoyed from the counties
of Chambers,Tallapoosa, Randolph, Macon, and the North-West part of
Russell, in Alabama.
If Newnan were to remain the terminus of the Atlanta and LaGrange
Rail Road, the Muscogee Read would prove effectual in checking any di
version of trade, and the construction of the Opelika Branch for such a
purpose would be unnecessary. But that road is steadily progressing,ami
will reach LaGrange by the next season, and West Point soon thereafter;
so that the time is not distant when Rail Road facilities wi 1 • be carried to
the very doors of the people who have heretofore traded to this city.
There seems, consequently, to prevail an impression that we must ne
cessarily lose that trade—that despite all our efforts, it will go in that di
rection. Such an opinion is erroneous.
If we tfish to retain that trade, we have only to extend to them like fa
cilities forgetting their produce to Columbus and Savannah, and it will
remain ours beyond any possible contingency.
If we sit quietly down until the connections above us- are perfected, we
shall, to all intents and purposes, be as effectually cut off from the trade of
the country bordering on the Montgomery and West Point Rail Road, as
if a mountain range divided us.
It is now confidently believed that when the Atlanta and LaGrange
Road reaches West Point, cotton will be carried ?//> tlio Montgomery and
West Point Road from stations within twenty-five or thirty miles of Mont
gomery, and with this opinion I fully agree, as it is within my own knowl
edge, that many planters on the line of the Road are looking anxiously for
ward to the time when they shall be able to reach an Atlantic market with
their produce.
If there is any foundation for such a belief, how much greater reason
have we to expect, that by opening a route to the Atlantic which is ninety
live miles shorter than that by West Point and Atlanta, we shall secure
the Cotton over the route through Columbus.
Suppose the road to West Point built—all cotton passing Opelika is car
ried twenty-two miles immediately in the direction of our rival, and is then
ten miles farther from Columbus than at Opelika, making it equivalent to
thirty-two miles against us.
Shall wo, by abandoning our Opelika Branch, throw away the advanta
ges of our position ? *
By going to West Point, we come directly in competition with the Geor
gia Rail Road for the produce of Harris and Troup counties, and by com
pelling alt the produce which passes up the Montgomery and West Point
Rail Road to go up to West Point, we do worse—we bring that same gi
gantic influence directly in competition with us for all that trade which has
been invited up the Montgomery and West Point Rail Road in search of
an Atlantic market; whereas, bv opening an outlet from Opelika, we might
enjoy, almost without competition, the rich trade of the country bordering
on the M. and W. P. R. R.
When it is remembered that the Atlanta and LaGrange Road is passing
through, and built by a community largely interested in its stock, and that
LaGrange, backed by the monetary influence of Augusta and Charleston,
is straining every nerve to direct to those points the trade of at! the sur
rounding country, it is not difficult to see that, in a contest for the trade of
that region, we shall stand but a poor chance, and having, by our policy,
brought into competition with the Georgia Rail Road, what was ours with
out competition, our case will he an unenviable one indeed.
There is another view which may, and should operate on the friends of
Columbus; and it is this: By extending a road to West Point, you build
up and strengthen that place to such an extent, as to make it a most formi
dable rival for the Grocery trade which Columbus has enjoyed, and the
facilities to supply which have, for several years past, constituted the chief
attraction of the Columbus market.
It should further be remembered that, by the substitution of the Road
to West Point for that to Opelika, the distance to the Cherokee country is
only shortened ten miles, whilst that to Montgomery is increased thirtv
one miles, and that the latter road can be constructed for $300.000; while
the former will, in all probability, cost half a million; and furihermore to
wards constructing the branch to Opelika, you have the guarantee of
generous and substantial aid, whilst the burden of building the other will
fall on the city alone.
I confidently believe that you could not build a road seventy-five miles 1
long, in any direction, which will bring to the city as much cotton as the
Opelika Road.
Delay in this matter is sure to bring about a diversion of our trade,
whereas, the trade sought to be controlled by the road to Chunnenuggee
will always be commanded whenever a Rail Road from Columbus shall
penetrate that region—it can go nowhere else.
But suppose the Girard Road, when completed, should accomplish all
which its most sanguine friends claim for it, are you willing to endure the
evils of a broken connection until the road is built?
It now remains to be considered whether the Cotton, reaching the city
by the Opelika branch, will here find a market, or pass immediately through
to Savannah. * *
That it will be sold here is clear to my mind, for the following reasons
That in all the towns of any size on either of the great lines from Charles
ton or Savannah, cotton readily commands the price at the tea port,less
the freight.
The novelty of a trip to Savannah mieht at first attract a few planters
to that city for the sale of their produce, but curiosity satisfied, the trip is
rarely repeated, and the planter is content to sell in the nearest market
where he can realize a fair price for his produce; and especially is this true
when that market can, at a reasonable cost, supply his wants.
The arguments adduced so far, in favor of the Opelika connection, ad
dress themselves more particularly to the city of Columbus.
But a more pertinent inquiry for the Stockholders is, whether the cot
ton wiH pass over their road to the Atlantic, or follow its accustomed chan
nel bv the river to the Gulf. That it must pass over the Rail-Road, I think,
will become evident from an examination of the annexed tables, and from
a candid consideration of the views advanced in the following letter of
Messrs. Padelford. Fay &, Cos., of Savannah, to whose kind attention 1
am indebted for the tables.
SAVANNAH, January 12, 1852.
Samuel G. Jones, Esq., Montgomery , Alabama:
Dear Sir : Your favor of the 7th instant, is to-day received. We have
I before us a hill of charges on some cotton sent forward for us to Liverpool,
from Columbus, in December, via Apalachicola. We have also quotations
and prices current from those two points. From these data we have made
up some tables which will cover all the information you ask for. When
the Muscogee Rail-Road is opened, the charges ol freight, &c. by the Riv
er, may be somewhat reduced t but even that cannot enter into the account
when the water is low. We give you from figures actually before us, the
tables referred to, and they cannot be gainsaid There is usually a differ
| ence of l-Bd. to l-4d. per lb. in our favor on Liverpool freights. While to
j New-YorK, we sometimes get as low as 50 cents tier bale. The rate usu
| ally is 1-Stli to l-4th cent lower from hereto New-York, than front Apalachi
-1 cola. The present quotations as placed in our tables, are about a lair
standard of comparison and are taken from Apalachicola and Savannah
1 prices current. No ship could alf >rd to go to Apalachicola ami load with
j cotton for Liverpool at less than 3-Bd., though possibly it may have been
taken at 5-16d. occasionally. Here it really goes below 1-d., but in such
times, it can be sent via New-York, at even less cost. Bat -s like the pri
ces of cotton, must fluctuate, and therefore for your argument, you may as
well take present rates, as given by us, and which afford a just and the
| usual comparative difference.
You can also form some idea for yourself of the value of Savannah as
an outlet for the cotton of your region, when we state that “good middling”
through the month of November, when your Rivers were low, was not
worth at anv time less than 7 5-Bd. r from which deduct Rail-Road freight
from Columbus 60c., would leave $7 02 l-2c. per hundred pounds, as the
gross price the planter could have realized, if placed on a parity with our
market by a Rail-Road connection. You will probably find that the Co
lumbus and Montgomery markets, were more than a cent below tins aver
age of price at that period. At times during the last month, good middling
has been worlh 5 1-Sc., and now hard to buy under Bc.
Our market is usually l-2c. above that of Apalachicola, and why? not
from any superiority of our cotton, but because it will net purchasers l-2c.
more. Moreover, if an order from Liverpool is sent to this country, it is
limited at such a price, landed in Liverpool; if then freight is 1-8 or l-4c.
lower than in Apalachicola, insurance 1-2 per c. less, and exchange 1 per
c. better, of course that much more can be paid here for cotton than
there, and yet deliver it in Liverpool at the same price. Mo the Macor
market is usually l-2c. higher than Columbus, in the fall, because it is
that much cheaper to get to market; and of course planters in that vicini
ty realize that much more for their crops.
Expenses on Bale of Cotton /-oin Coiambus ti New York, via Apalachicola,
weis/ting four hundred and eighty pounds.
Freight to Apalachicola—§l per bale §I,OO
Wharfage at Columbus, (estimated, may I e more or less; 07
Insurance to Apalachicola on a value of §35, at 1 per cent 35
Dray age at Apalachicola, per bale 03
Wharfages at Apalachicola, in and out, pe. hale I'M
Commission on forwarding at Apalachicola, per bale • 25
§1,874
Insurance from Apalachicola to New York on $35, at one per cent ... 35
Freight to New York at ie. per lb , on 430 lb- 2,1”
Interest ou 10 days’ time from Columbus to New York at 7 percent.. 274
Total §I,OO
Expenses on a Bale ol Colton from Coluin us to New York, via Savannah, iceight
estimated at four hun red and eighty pounds.
Freight by Rail Road to Savannah —130 lbs at 55c. per 100 lbs $2,64
Dravage and Wharfage at Savannah • 174
Freight to New York, 5-16 e. per lb 1,50
Insurance to New Yo k, 4 per cent, on §35 194
Interest on twelve days’ tune from Columbus to New Yoik at 7 per cent. 8
Total §1,59
Note.—The through rate of Insurance from Col unbus to New York may be less
than two per cent., (River and Sea :i k combined,) and so often the late from Savan
nah to New York mav h-- le-s than 4 per .cut.
| There is no charge by the Rail Ro.id Company for forwarding at Savannah—and
pagket agents would also, probably, receive and forward free of charge. Sho ild any
charge he made, it would he probably 124 c per bale, which would be, by so much,
again t Savannah. The above compari on, too, assumes that the river i-navigable,
and the r ite of freight the same from Columbus to Savannah as from Atlanta to llie
same point.
Expenses on a Bale of Colton, of four hundred and eighty pounds iceight, from
Coinin ‘ its, via Apalachicola, to Liverpool.
Freight on river and charges at Apalachicola a- per preceding state
ment, per hale $] 874
Freight to Liverpool—4Bo lbs at 44. or 1 cent 4.80
Insurance on $35 at 11 per cent 524
Additional length of voyage, 18 days’ interest at 7 per cent 12
§7,3 i
The same, via Savannah.
Freight per Rail Road.drayage and wharfage at Savannah $2,814
Freight to Liverpool 5-16,1. or 4c. on 480 lbs 3,00
Insurance to Liverpool, 1 per cent, on $25 35
$6,164
Comparison of Markets.
Quotation at Apalachicola on sth January—“ Good Middling” 71c
“ “ Savannah, “ 2d “ “ “ 7| c
“ “ Columbus, “1 t “ “ “ r.Jc
Apalachicola quotation—-“good middling’’—lo3 lbs $7 374
Charges and t,eight from Columbus for a bale of Cotton
landed on the wharf at Apalachicola for sale. $1,43, or per
100 lbs $0,314
Cost at Columbus per quotation per 100 lbs 6,644
- 6,931
Difference left at Apalachicola to cover commF.ion or profit®, per
100 lbs 0.431
Savannah quotation—“gooV middling"—per 130 lbs $7,75
Rail Road freight to Savannah Depot per 100 lhs $0.55
Cost at Columbus per quotation 6 624
Difference left at Savannah to cover commission and profits per 100
lbs 0,574
Freight and charges on a hale of Cotton sent from Columbus to Ap
alachicola, landed on the wharf. $1 43
Freight ai.d charges on 01. e sent to Savannah, delivered in depot, $2,61
Difference of q lotations between Savannah and Apalachicola 1c
per lb 1,83 0,94
Difference per bale in favor of Savannah 0,644
Exchange isal.-o at better rate® at Savannah than in Apalachicola, and there i less
loss in negotiating between Columbus and Savannah, doubtless, than between Colum
bus and Apalachicola.
The Sunk holders in this Road can surety need nothing in elucidation
of their interest in this connection. Suffice it to say that, in addition to
the profit the investment in the Branch would pay, the connection would
increase the receipts on the road fully fifty per cent.
So necessary is it to us, that it would be the part of wisdom, after the
completion of our road, to build the branch unaided, rather than that the
project should fail.
While on the subject of Branch Roads, it may not be amiss to notice the
signs of returning interest on the part of the people of Talbotton, in their
proposed Branch. The sum of $22,000 has been already raised towards
its construction, and meetings in aid of the project are ad veitised to take
place at the several precincts in the county. So that Talbot county, the
•'Rip Van Winkle” of the State in Rail Road matters, may be considered
as partially aroused to her interest, and may yet put forth her energies to
avert from Talbotton the impending ruin of her property.
In March last, Mr. B. G. Morse, Principal Assistant Engineer, resigned
his post to accept a situation ou the Memphis and Charleston Rail Road—
the high character as a professional man and a gentleman, which he sus
tained during his connection with the service, caused us to part from him
with great reluctance.
I was fortunate, however, in procuring the services of B. E. Wells,
Esq., who, aided by Mr. J. VV. Covington, has been entrusted with the
conduct of the work, and I take pleasure in acknowledging my obligation
for the able and faithful manner in which the duties devolving upon them
have been discharged. All of which is respectfully submitted by
Your ob’t servant,
SAMUEL G. JONES, Chief Engineer.
REPORT OF. THE TREASURER
Os the Muscogee Rail-Road , to January s fit, 1852.
Capital Stock, as entered upon the Treasurer’s Book $409,989 00
Wotk done for Stock, as returned by Engineer and not yet entered.... 25,100 1 0
Work to be done for Stock 40,000 00
$475,039 00
CASH ACCOUNT.
DR-—For Amount received for Stock and Sundries $134,303 94
CR.—By Amount expended 133,278 39
EXPENDITURES IN CASH AND STOCK.
For Engineer’s Department under I>. Griffin- 10,915 25
For Engineer's Department under S. G. Jones 13,9 M 42
For Superstructu e Account 23,252 33
For Bridging Account 9.123 04
For Grading Account 86,373 48
For Kmvix’s Corp® Account 3.843 13
For Expense Account 5.378 06
For Sc;ip Account, City Tax returned - 1.169 93
For Culveit Account 3,191 34
For Profit and Loss Account 13,512 86
For Right of Way Account 2,190 6 2
For Machinery Account 18.064 47
lor Iron Account..., 105,466 59
For Depot and Water Station Account 832 49
For Car Factory Account 3,751 48
Foi Machine Shop Account 2,2nl 66
For Wood Account 51 87
5303,c98 20
Columbus, Jan- 5, 1852. TL A. WARE, Tra^urer,
TKK3IS OF PUBLICATION.
One Copy per annum, if paid in advance,.. $2 00
“ “ ** “ “ “ in six month®, 250
“ “ “ “ “ “ at end of rear, 3 00
RATES OF ADVERTISING.
One square, first insertion, - - - - - $1 00
” “ each subsequent insertion, - 50
A liberal deduction made in favor of those who
advertise largely.
NO. 8.
[TOR THE SENTINEL.]
SKETCHES FROM LIFE.
In (lie spring of IS I—, I happened to visit
the little town of . the capital of j
county. Court was in session, and,
attracted by the notoriety of some of the j
learned counsel who practiced at the bar, Ii
strolled into the court room in the cool of the j
afternoon, to gratify my curiosity and whilo
away an idle hour.
To my great surprise and satisfaction, !
Judge P was sitting upon the bench, J
and “Squire ’ , the inimitable Mr.
- I
trymen at Mto top of his bent,” in the words !
and figure* following :
“Gentlemen of the Jury: Miss PameliaJ
Mehitable Mygall, my unfortunate client, in 1
the unsuspecting confidence of her virgin in- ]
nocence, left the inhospitable mansion of her |
deceased father and disconsolate mother, on \
the rock hound coast of the old York State, j
and threw herself upon the cold charity of j
this glorious Southern land, to teach our ;
young idea how to shoot. At the urgent so
licitations of the defendant, site sheltered her j
heat! beneath his humble domicil, and on- I
gaged in her arduous task; but, instead of
stretching out to her a protecting hand, iikoji
the giim Cassius, on a raw and gusty day, i
the defendant at the liar, and his numerous I
brood of offspring, have blackened ami bo
smutted with the vile tongue of slander, her j
fair fame—a fame heretofore as pure as the j
icicles that hang on Diana's temple.
“\es, gentlemen of the jurre, this sainted .]
canonical, who puts himself up us the para- |
got) of perfection, the galaxy of virtue, the ‘!
compound extract of purity, and the distilled |
essence of the bergamot of sanctity, has eu-|
deavored to trample this modest violet, Missl
Pamelia Mehitable Mygall, under bisunbal-j
lowed feet, like the stately hemlock in the!
hurricane’s pathway. But 1 thank God, gen-|
tlemcn of the jurec, that she is as far above
the reach of his diabolical tongue, as the tow-1
ering peak of the rock of Gtili.
“fie has followed his diabolical purpose!
with a fastidious levity which disdains alls
pursuit. And to accomplish his villainous!
machinations, he has sent a set of interroga- i
tories all the way to New York, and when j
we call for them to read before you, gentle* Jjj
men of the jure-, Jte refuses to give them up ; .
but holds on to them, like grim death upon |
a dead nigger.”
As the eloquent advocate uttered this last
sentence, the spectators, forgetting the re-1
spect due the court, lost all control of them*l
selves, and burst into a roar of laughter,
which the sheriff and his bailiffs found great f
difliculty in subduing And the patience of the |
court, too, was quite exhausted. The Juttge,|
being a very little man, was hitherto conceal* y
ed from view by the high’ desk behind which I
he sat; but now, he peeped over the stand, 2
and in a very dry, monotonous tone of voice,*
rernaiked: “Well—now—Mr. ——, that’s!
—not —a —very —pretty—figure.” Indignant :
at so cold a reception of his burning defence 1
of injured innocence, the learned counsel E
turned bis red and inflamed visage full upon
th° placid countenance of the Judge, and in 1
a tone of indignant remonstrance, exclaimed: jk
“May it please your Honor, this is ‘not a very ’
pretty’ case and wheeling in a towering!
passion to the jury, he was about to continue |
his animated defence. But alas! the courts
had no ear for the dulcent sounds of his mov
ing eloquence; no tear for the 1111 redressed
wrongs of his “unfortunate client.” “Mr. ij
replied.he couit,“I —will—fine—vou—
directly. You—either—don't—know—the—p
courtesy —due—the—court; or—you —don’t j?
—care —to—practice—it.” Poor “Old Hugh!’*l
the balance of that sublime oration nevertj
saw the light.
Respectfully bowing to the court, and slap- .
ping both hands upon his breeches’ pockets
the defender of injured innocence, in accents
of touching deprecation, turned aside the :
threatened blow, by saying; “If your honor jg
is about to institute a numerical inquisition jjj
upon a gentleman’s piivate resources, l have j
no more to say and therefore withdrew j
from the further prosecution of the case, and i
left the court room.
Kossuth not a White Max —Tite New
York correspondent of the Fred Douglass
(colored) [taper says:
“There is nothing remarkable in the phy
sique of Kossuth in ordinary, except that uni
versal, or tvpe countenance, which puzzle?
you with the conviction that he looks iiko
several men whom you are well acquaint-,
ed with, but cannot recall. This is true w
the physical appearance of many great men.
But Kossuth inspired, is grand, indeed, be
yond ordinary great men. But the fun of it
is, that Kossuth, the idol of the American
nation, is not a white man. He is not a Cau
casian, and. thank God, he is not an Anglo-
Saxon. Put that in your pipe and smoke it !
Confessedly the greatest man in Christendom
is not a white man. II is complexion is swar
thy, between a mulatto and a quadroon. His
form of skull is peculiar. liis forehead is
neither high nor perpendicular, but the per
ceptive faculties tire full, without projecting.
The greatest height of skull is just before the
ear ; he has not what phrenologists call con
centration or self-esteem. But the domestic
and home loving faculties he lots enormously
developed, along with very great breadth of
skull between the ears. His nose is so com
mon as to account forthe tact, physiogn mi
cally, that he did not, nolens volens. take the
dictatorship and free Hungary and \nstriaat
a blow, as Bonaparte or Jackson, i t April,
1849, would have done for Francis Jo
seph & Cos. 1 said he is not a Caucasian.—
He is by blood a Mongolian ; and therefore,
according to Ethnography, belongs to the se
cond best race of mankind.”