The Atlanta daily herald. (Atlanta, Ga.) 1872-1876, July 20, 1873, Image 3
THfrOBQUUlA WB81MIW.
I ces. tbe area tributary to our road, closely
| resembles that tributary to the Western and
| Atlantic. Ttfe former has less second and
! third class, and more first class lauds in cul
tivation than the latter. The third class ara f
ble lands along our route, from the Chatta
hoochee ridge to the rim of the limestone ba
sin east ot Cboekolocko valley, are for the
most part ufecultivated. The second and
third classes in cultivation are yet generally
fresh and productive. The Chockolocko,
Alexandria and Coosa valleys are classed with
the most productive lands of Alabama.
In the product of lumber our road will
■ command a large business. The poorer qual-
To Tin Dirzctobs or the Georgia Westees ities of ridge lands along our route are gen-
Rcport of President Srsst.
Geobgla Westebs KAILBOAI) Urncx,)
A iT.asxa, June 21, 1873. f
Ktsolttd, That the President be requested
to furnish this Board of Directors a written
communication of his views relative to the
Georgia Western Railroad, embracing the In
formation obtained by him during his iate
visit to the State of Alabama, and that the
city papers be requested to publish the same.
erally covered with unouiled forests of a au-
* rehouse to the fongdog I ^^f^fo^u^long^hTot^'re^^
Baileoad CoarrANi :
resolution, I have the honor to state that the j rendered it difficult to obtain a good qualitv
visit of tysjor Campbell Wallace and myselt of lumber in Atlanta, even at high rates. This
to Talladega had reference mainly to the act has forced into use inferior qualities, to the
1 detriment ortho consumer. Our road will
of the General Assembly of Alabama, granting
aid to railroads, ineluding so muck of the
Georgia Western as should be constructed in
Alabama. A condition in the grant requires
the work in Alabama to be commenced at the
city of Talladega, and prosecuted in either or
both directions, and that twenty miles be
completed by the first day of November, 1874.
The nature of the grant is a loan, without in>
terest, of $4,GOO of eight per cent State bonds
per mile of completed road—$80,000 to be de
livered to the company on the completion of
twenty miles, and $20,000 as each successive
live miles shall be completed. The company
to pay the State three-fourths of one per cent
of the gross receipts of the road in Alabama,
each year, for the term of five years, and five
per cent of the gross receipts as aforesaid,
each year thereafter, until the principal of the
loan shall be paid.
The loan is a donation of interest. It is a
lien on the revenues, but not on the property
of the company.
To pass the road through the city of Talla
dega will require a large deflection lrom the
direct route, and a consequent increase of dis
tance and cost Without material aid from
supply this lack for many years.
The deposits of iron and coal in Northern
Georgia, Tennessee and Alabama, are attract
ing capital from the Northern States and Eu
rope. Developments along the railroad in
operation are in rapid progress. The con
sumption of iron has reached such large fig
ures as to constitute its production one of the
leading branches of industry in the world.
Where the ore, fuel and flux for smelting are
convenient to each other, the profits of smelt
ing are so large as to seem fabulous to those
who heve not the data by which to estimate
the cost of producing pig iron.
The profits of well managed furnaces in
Georgia, Tennessee and Alabama, during the
past year, have ranged from fifty to sevent> -
five per cent. These results will rapidly peo
ple the iron districts, stimulate other branch
es of industry, and make these favored regions
tho wealthiest south of the Potomac. The
railroads now in operation and in progress
through and into these districts will soon
! have a tonnage business of iron and coal be-
{ yond the most sangnine estimates of their
managers and projectors.
Of these advantages, our roads will have a
. lull show. Iu the Chockolocco, Alexandria,
and their lateral valleys, are deposites of
i brown hematite ore, apparent!}’ inexhaustible.
| Near our western terminus, we reach the Red
Mountain deposits. This range is capped al
most continuously, for a distance of exceed-
^ ® ® - , ing thirty miles, with red hematite ore, yield
the city and county of Talladega, it was deem- j ing from thirty-five to sixty per cent, ot metal,
ed inexpedient to attempt a compliance with ! The ore leads in some places are twenty-five
the conditions of the State grant, as the in- J feet thick, lying above* the drainage, admit-
ereased cost and perpetual expense of main- j tiDg the greatest facility for mining.
A number of furnaces are now iu blast
along the range near Birmingham, and prepn-
taining and working the longer line would .
neutralize the benefit of the proffered loan.
We found a lively feeling of interest in the I rations are making for many more. Invest-
road manifested by the citizens of Talladega, ments have been made in these deposits by
and an impromptu meeting of representative i
men. residing in and near tho city, was or- 1
capitalists of the Northern btates and Eng
laud, with a view of extensive smelting and
ganized. Maj. Wallace addressed the meeting ; manufacturing works. The estimated yield
in a plain, candid speech, explaining the po- j of this range of red hematite ore beds would
sition of the company in reference to the con- ■ tax the capacity of ten doubl-3 track railways
ditions of the StAte loan. He stated that sur- j for two hundred years.
veys were then in progress for the purpose of i In the lateral valleys of the Chockolocco,
instituting comparisons of cost and distance ; i two furnaces are in blast, and others in pro-
and if the route via Talladega should be ' cess of erection. By the time wo can com-
deemed feasible, the city and county of Tal- | plete our road, there will be tributary to it
ladega would be asked io subscribe $300,000, j one full train load of pig Iron per day, and
to be applied to the construction of twenty this tonnage will expand in increasing ratio,
miles of road, as required by the act granting j The crude ore is now beiDg shipped to points
State aid. In his opinion this was the least in Illinois, by the Red Mountain Iron and
sum, in addition to State aid, that would jus- Coal Company, at a clear profit of lour dollars
tify the company in deflecting the road so per ton.
largely out of the direct Ponte between its ob- I was informed by an intelligent gentleman
jective points, even if the route should prove , from Ohio, that this company had been offered
of easy construction. . a contract to supply 600,000 tons of ore to
The agricultural and undeveloped mineral ! the same parties in Illinois at the same price,
resources of the county were shown to justi- | The contract was declined.
lroutwBui mmmffPBmm and
We 4hall also compete successfully
“ * Our
Texas.
for Louisville and St. Louis business,
distance from Atlanta to Selma will be ton
miles longer, and to Meridian twenty miles
shorter than the route via Montgomery. To
8t. Louis via Corinth will be about twenty
miles shorter; to Memphis via Corinth about
forty miles shorter, aud to Louisville via roads
controlled by the L. and W. R.R., eighty
miles longer than the route via Chattanooga.
That w© shall compete successfully with the
shorter line for Louisville freight lies in the
fact that the control of the line from Louis
ville to our junction is in the Louisville Rail
road Company. This company can afford a
lower rate per mile for 395 miles to our junc
tion that on 185 miles to Nashville. Aa evi
dence of this, on the opening of its line
through to Montgomery, this company pro
posed to compete for business from Louisville
to Atlanta and Augusta via Montgomery, over
a line 192 miles longer than via Chattanooga.
To control the Atlanta and Augusta busi
ness, and to prevent a reduction of rates, the
N. and C., and W. and A. roads agreed to re
linquish to the Louisville and Montgomery
some miles ©f any given width—say fifty
miles oneachside of the road—than there is
for a like width along the Central route from
North Platt© to Sacramento, 1,480 miles. Yet
the gross receipts of the two roads composing
the Central route for 1872, wore equivalent in
currency to $23,734,750. This sum includes
the receipts of 472 miles of branches, which
probably amount W '$£.500,000. This esti
mate would leave $21,234,750 as the gross re
ceipts of the main line, 1,907 miles in length,
being a trifle over $11,000 per mile. Will
not the Southern route largely exceed this
sum per mile ? I think so. My convictions
are strong that the principal tonnage of the
Southern route will seek the short land transit
between good harbors.
If I am correct in this. Port Royal must
become a point of the first importance, as a
harbor it is said to be superior to any south
of Norfolk, and inferior perhans to none on
the whole Atlantic coast. In this expression
and connection, we do not propose to ignore
the claims of the excellent harbor of Bruns
wick, with its equal advantage of overland
distance. The opening of the Southern route
to the Pacific will infuse new life into the
line all business south of West Print, origins- , whole system of Southern railroads, and
tihg at or beyond Nashville. The route via
Grand Junction competes for business be
tween Atlanta and New Orleans, over a line
297 miles longer than via Montgomery and
Mobile. Our route to New Orleans will be
80 miles louger than the latter, but will be
about the same distance as the short line,
w he a the New Orleans and Selma toad shall
be completed.
For the foregoing reasons we shall compete
successfully lor business between Atlanta and
all stations along the Lonisville line, includ
ing Nashville; also all station on the St. Louis
route, with an increasing advantage in dis
tance as we come South from Union City:
all stations on the S., R. and D. Railroad,
from Jacksonville to Selma, and the Alabama
Central Railroad to New York ; all stations
on the Alabama and Chattanooga Railroad
from Atlanta to Meridian, and the Vicksburg
and M. to Vicksburg ; all stations on the N.
O., J. and G. N. and Mississippi Central Rail
road, as tar north as Grenada, and all stations
on t^e Mobile aud Ohio Railroad, giving us a
field for competion embracing miles of
finished railroad, east of the Mississippi river,
in which we have equal advantages with other
lines. But the great line running nearly due
west from our western terminus, to the Mis
sissippi river, at the city of Greenville, thence
west to trans-continental railroad at Texar-
cana, passing through Columbus, Mississippi,
crossing the Mobile and Ohio Railroad at
, and the Mississippi Central at
Winona, on which the work ot construction
has been commenced, will make ns a link in
the strongest line south of Richmond. From
Texarcaua, the Trans-Continental is graded
to Sherman, in Grayson county, and the iron
rails in course of delivery ; and thence it will
connect with the Texas Pacific at Fort Worth.
stimulate the trade and growth of Southern
tmde centres.
The subject of future trade centers in the
South is au interesting one, in which our city
is deeply concerned. My theory touching
the subject will doubtless be scented by
many. I hold that our past experience justi
fies the conclusion that no leading trade cen
ter will exist on the Atlantic coast south of
Norfolk during the life of the present, and
perhaps the succeeding, generation. The
cities of Charleston and Savannah are among
mately thus: Western and Atlantic and A. R. Trusting that our citizens will not per-
and Air lane 75 degrees; Atlanta, Richmond mit the great enterprise so aue^icioasljraA-
ana Air Line and Georgia 45 degrees; Ga. and j menced to liiger for lack of their farther s$p-
M. and W., 50 degrees; M. and W. t and
and W. P., 70 degrees; the sum of which is
240 degrees, and the average 60 degrees.
This leaves 120 degrees between the W. and
A. and the A. and W. P., being exactly
double the average of the other angles. Here
is this large angle confronting us on the
West, the bi-section of which points to the
country, of all others, from which Atlanta
would most naturally control the trade, if di
rectly ucoessible; and a country pre-eminently
superior in resources to that traversed by
four of the other lines, and in some import •
ant respects decidedly superior to that tra
versed by the W. and A. K. K. The Ga.
Western will give to our merchants ad
ditional facilities,
ally result in extending their
trade to tho Mississippi river. These facili
ties embrace quite 1,000 miles of railroads
completed and in progress, aiong which there
are no controlling markets. It will give At-
port, I am
I
TmirWTlWTT. 1 —
L. P. GRANT,
Pres. Ga. Western Railroad.
CHARLESTON CARDS.
Geo. W. Williams,
William Bihnik,
JOS.JL JiOMUXb*.*',
Am fiMMa/B.,
Host. & 0 atkoabt.
Frank E. Taylor,
. I. WILLIAMS k CO.
WHOLESALE GROCERS,
tb '“uX Th£ Cotton Factors and Bankers,
HAYNE 8T., CHARLESTON, S. C.
WILLIAMS, BIRNIE A CO.
Fanta cheap eoaf of excdUnt1 CO ITl fTI i S SiOII Merchants,
ening the price of fuel for domestic purposes,
and stimulating investments in many branch
es of manufacturing. It opens to Atlanta the
great .mining fields of Alabama, destined to
contain a great industrial population, by a
shorter line than to any other leading market.
How important, then, that we enter these
fields at an early day, and give direction to
the trade during its growth. Atlanta started
out with an earnest purpose to construct
the Georgia Western railroad sufficicently far
to give a basis on which the mortgage bonds
of the Company could be negotiated, to
[complete it. The city has made a cash sub-
the oldest colonial settlements. They have j scription of three hundred thousand dollars,
had every advantage which long established Another of like nmouot from the city, and
capital and ample facilities of communication j the payment of the Georgia railroad supscrip-
H5 lleaver Street, New York.
may35-6m
HENRY BISCHOFF & CO
WHOLESALE GROCERS
AND DEALERS IK
Carolina Rico,
with the interior and coastwise could give.
Added to them, they had, previous to the
war between the States, an advantage result
ing from the labor system, indirectly control
ling the trade and exchanges of the more
opulent planters, thereby restricting the inte
rior towns generally to the small trade of the
poorer classes. At the same time they fur
nished the retail merchants of the interior
with their stocks. Only a few years ago
Charleston supplied a large majority of the
merchants of Middle, Western and Northern
J . E . ADCER & CO.
IMPORTERS OF
HARDWARE,
tion, will complete and equip the first thirty I CUTLERY, GUNS; BAR IRON, STEEL AND AGRICULTU-
milee. This consummated, I would feel that
the completion of tho whole road was as- j
sured. In this I maybe over sanguine, but I !
have never known a line of equal strength, in
resources for business, with a like basis of j
credit, fail to command means for its comple-!
tion.
A further subscription by the city is op-
ou the ground of increased taxation. This |
subject should be fairly and candidly stated.
RAL IMPLEMENTS.
130 Meeting Street and 62 East Bay Street,
CHARLESTON, S. C.
•naySS-dGm
Georgia with their stocks of dry goods, boots I The individuals composing the board of di-
aud shoes, hats, hardware and groceries.
Notwithstanding these advantages, the city
was not increasing in population, nor trade,
for some years preceding the war, while Sa
vannah, by reason of the extension of rail
roads into Southwestern Georgia, and Eastern
Alabama, was advancing with a steady, though
slow growth. The war dismantled Charles
ton, blockaded up the harbor, and destroyed
her avenues of communication with the inte
rior.
Savannah having sustained no serious in
jury, promptly applied the means for re-
FRENCH’S NEW HOTEL,
posed by a minority of our citizens, mainly | CORNER CORTLANOT AND NEW CHURCH STREETS
NEW YORK.
ON THE EUROPEAN PLAN.
. - - . , - - _ _ _ , RICHARD P. FRENCH,
T» V e r 0U ? . P f Qper X H ld h 7 ™ Ch \ i of late Colonel Bichaod Funncii. of French’*
lhey have no direct interest to be advanced Hotel, has taken this Hotel, newly litted up and en-
by the construction of the Georgia Western tirely renovated the same.
" ’ - centrally located in the business part of the
rectors ara interested iu common with all our
tax-paying citizens, in proportion to the real
j city.
W. H. PARKINS.
This route from Atlanta to Fort Worth, a dis-1 opening her avenues of trade, and absorbed
fy a much larger subscription, if #necessary,
to secure the road.
Up to the present time,the furnaces in Geor
gia and Alabama have been run with charcoal,
The remarks of Maj. Wallace were favora- I a convenient supply of which cannot long be
bly received and elicited a general expression
it. favor of the subscription, with the opinion
that it would be voted.
On leaving Talladega, and after a brief
visit to the iron works of Messrs. Tyler and
Noble, near Oxford, I proceeded by rail to the
young city of Birmingham, with a view to an
•lamination of the topographical features of
the country east of the Coosa river. So
much has been said and written of Birming
ham that it is quite unnecessary for me to go
over the 44 oft trodden ground.” 1 was favor
ably impressed with the location, the sub
stantial character of its principal business
houses, the neat and tasty designs of the pri
vate residences and the evidences of respecta
bility and good order of the people. The
future progress of the city deDends mainly
relied on. A supply of mineral coal free
from sulphur, or which cokes freely, is there
fore indispensible to the future working of
these iron deposits.
It is sufficiently well known that an abun
dant supply of good bituminous coal exists
in Tennessee, Northern Georgia and Alabama,
but its existence along or near the route of
the Georgia Western Railroad has been ques
tioned. On this point the citizens of Atlanta
feel a lively solicitude, as a supply of good
coal, at a moderate price, was a leading argu
ment in favor of the city subscription to the
road.
They may rest perfectly assured that the
most sanguine representations made to them
on the subject did not exaggerate the supply.
The coal measures of Alabama are known as
upon the development of the mineral depos- the Coosa, the Cahaba aud Warrior fields.
its of iron and coal which, in close proximity,
literally surround it.
Our route crosses the two former, and ter
minate8 about ten miles east of the W estern
Heavy rains detained me in the city beyond border of the latter. The British Consul of
my intended stay, and contracted the time I
bad expected to devote to the country.
Through the kindness of Gen. E. P. Alexan
der, President, and Major Wm. S. Greene,
Chief Engineer of the Savannah and Mem
phis Railroad, I was permitted to inspect
plans and profiles of surveys, made for that
road, from Childersburg and Talladega to
Birmingham. These, with verbal explana-
Mobile, in a review of the resources of Ala
bama sent his government, estimated the pro
duct of these coal fields at 52,250,000,000
tons—equal to the maximum capacity of
twenty double track railways for more’ than
600 years.
Where our surveys cross the Coosa and Cft-
haba fields, the width of each is about ten
miles. Outcrops of coal are frequent along
tanco of 860 miles, combines greater agricul
tnral, mineral, and lumber resources than
any continuous line of like extent in the
United States. I am fortified in this impres
sion by the indorsement of Hon. Jno. P.
King, who has examined this subject carefully
and willi a lively interest.
As before shown, we have the shortest line
to Meridian, ou which route westward there
is a gap of only 96 miles unconstructed to the
initial point of the Texas Pacific. Thence to
Dallas, on the Trinity river, the line will be
completed about the 1st of October next.
Thence to Fort Worth the grading is in pro
gress.
During the year 1874, both the Trans-Con
tinental and Texas Pacific are to be completed
to Fort Worth. Col. Thomas A. Scott, Presi
dent, expects to complete the entire line to
San Diego in five years
The Southern Pacific of California is now
progressing from San Francisco southward, to
join the Texas Pacific at or near San Gorgonia
Pass, being completed an. in operation to Sa
lmas, 118 miles.
The Southern Transcontinental Railroad is
no longer a myth and a delusion. Already
there has been expended about $7,000,000 in
construction and surv eys. The company have
donations from the State of Texas, and the
United States for 31,000,000 acres of land; an
ample and most reliable basis of credit. We
may, therefore, reason upon the results of its
completion, without being obnoxious to the
charge of “blowiug bubbles.” These proba
ble results are of such magnitude, that an at
tempt to elaborate them, would extend this
communication beyond the limits to which I
had intended to restrict it. I will, however,
briefly state some of the points of leading im
portance.
The distance from New York to Omaha by
one of the shortest, if not lhe shortest line, is
1,401 miles. From Omaha to San Francisco
is 1,907 miles, making a total of 3,308 miles.
tion by Major Greene and information fur- j our line in both fields. In the latter our chief
nisbed by John A. Grant, gave me quite a
correct idea of the physical features of this
portion of the country.
In compaoy with our Chief Engineer. I
spent three days on horseback in a critical ex
amination of the leading topographical diffi
culties to be overcome in the construction of
our road between the Coosa river and the
Alabama and Chattanooga Railroad.
engineer saw workings by the country people
for smithing purposes, on a vein six feet in
thickness. The same vein is reported ten
feet thick about two miles distant from these
workings.
The Coosa field has beeo opened on Broken
Arrow and Trout creeks, a few miles north of
our direct route, where the outcrop is conve
nient for loading into flat-boats. ^This is gen-
ComiDg east from Birmingham lour ranges , erally known as the SL Clair coal, and has
of high ridges, or low mountains, are eu- | been used lor smithing purposes in the adja-
countered,lying nearly parallel with each other cent country and towns, and in the cities of
and tending about north twenty degrees east
and South and twenty degrees west They are
named in their order, Red, Shades ana Oak
Mountains. The fourth I will name Coosa
Mountain.
Red Mountain is crossed by the Alabama
and Chattanooga Railroad six miles northeast
from Birmingham, at a low gap, requiring a
short ent of about thirty-five feet at the apex
of the gap. Our road con join and intersect
ibe Alabama and Chattanooga at any point
within ten miles northeast of Red Gap, pass
ing west to a jnnetion with the South and
North, or run along the Alabama and Chatta
nooga Railroad to Birmingham.
Shades Mountain beaks down into knobs,
and low gaps, appftjaching the water-gap
made by the mam Cahaba river breaking
through from the northwest. We have the
option of crossing the range by a low gap re
quiring a summit cut of thirty-five feet depth,
or passing through the water-gap. Oak
mountain is cut to its base by the water-gap
of Kelly’s creek, known as 44 Carr’s Gap,” in
our direct line. The Coosa range is cut by
Kelly’s creek at Lolly’s gap, about five miles
due South from Carr’s Ga|>. It is plain that
Lolly's Gap will not avail us. To pass the
Coosa range in our direct route as lar as ex
amined by John A. Grant and myself, will
require a tunnel of one thousand feet in
length. We concur in the opinion that fur
ther examinations will result in avoiding the
tunnel, with a small increase of distance.
From the Coosa range to the Coosa river, a
moderate profile is attainable. From the lat
ter to the eastern border of the Chockolocko
valley, a distance of about thirty-lonr miles,
the work of graduation will be unusually
light, with favorable alignments and gradients.
Tee ascent eastward, out of the Chockolocko
▼alley,to the sharp serrated ridge dividing the
waters of the Chockolocko creek, from those
of the Tallaposa river, will involve about four
miles of heavy grading. Thence to the work
in progress, the country admits a choice ol
two or more lines, either of which is practic
able, at a moderate cost. The road can be
substantially built, with iron rails weighing
fifty-six pounds per yard, at an average cost
of $33,000 per mile.
In presenting some general views of the
probable local business of the Georgia Wes
largely of the area before tributary to Charles
ton. Savannah is now the largest shipping
port on the South Atlantic Coast
The value of imports and exports through
Savannah for the cotton year ending August
31st, 1873, will probably exceed $100,000,000;
yet the trade, manufactures, and all other in
dustries of the city, do not sustain a larger
white population than we now have in
Atlanta.
I see no grounds of hope for any consider
able future increase. The main drawback is
climatic. The lack of immediate local sup
port, by the interposition of a wide belt of
pine barrens between the coast and good agri
cultural settlements, is another serious draw
back. These insuperable disadvantages are
common to all South Atlantic ports.
Again, the larger class of ocean steamers
cannot enter the harbors of Savannah and
Charleston. This fact must tend to transfer
a considerable share of the shipping business
to the superior harbors of Port Royal and
Brunswick. Climatic causes will ever retard
the growth of interior cities of the South,
originally located with reference to river navi
gation.
What are the prerequisites, then, far future
trade centres in the South ? I answer—alti
tude above the draining rivers sufficient to
reach a pure atmosphere, good free-stone
water, and ample railroad facilities to insure
low rates of transportation in receiving and
distributing all classes of freights. Does not
Atlanta meet all these requirements more fully
than any city yet founded in the South ? The
history of this city is a complete verification
of the theory I have advanced. Without the
pecuniary or moral aid of a single capitalist
or leading representative man in the incep
tion—with immediate surroundings of meagre
promise—Atlanta has grown to the rank of
the second city in Georgia. Slowly in tne
outset, but in an increasing ratio from year
to year, Atlanta has absorbed much of the
Railroad other than is common to all our
citizens.
The taxable wealth of Atlanta is the result- |
ant of the commercial, industrial and pro- j
fessional interests built up, aud attracted here f
by a common junction ot four lines of rail- 1
roads. I do not include the Atlanta and Rich- >
mond Air-Line for the reason that the portion i
operated from Atlanta has yet had only a small
effect upon the general interests of the city.
In less than three months hence this line
will be opened through, when I expect to see
our merchants absorb a large share of tho
trade tributary to the line between Atlanta
and Charleston. But to return to the main
subject. The taxable property of Atlanta is -
assessed at S13,000,00(1 for real estate, and i p °"«»!d*wl“
$4,000,000 for personal property. If this is j
J. WAJtNKK ALL«
PARKINS & ALLEN,
Architects and £ugirmUndents,
Will furnish Plans and Specifications for
In less than three months hence this line ! CHURCHESi BANKS, STORE BUILDINGS*
AND DWELLINGS
OF ALL DESCRIPTIONS.
OFFICE, Corner of Pryor and Decatur Streets, op-
By comparing distances of unfinished links, 1 areas of trade, once controlled by the old es-
|we have the following comparison of routes j tablisbed marts of Augusta, Macon, Colum-
irom New York io Fort Smith, Texas: | bus and Montgomery; all of which were cifc-
1st. Via Philadelphia, Pittsburg, St. Louis and Sher- | ies of considerable importance when the site
1 Tinmilas
folk.
Talladega, Wetumpka and Montgomery for
many years.
In 1847, while in charge of the Montgome
ry A West Point Railroad, I purchased a flat
boat load of St Clair coal for the smith shop.
It was pronounced by the foreman superior to
any he had ever used. Its fine cooking quali
ties led the Confederate authorities to work
the veins to some extent during the war.
The Cahawba field has been opened near
Montevallo and a number of points along the
South and North Railroad. This ooal is su
perior for grate purposes. Capt. G. J. Fore
acre, JL M. Farrar, Esq., Dr. Armstrong aud
myself used it for domestic purposes for a
short time during the past winter, and wo con
curred m pronouncing it superior to the best
Tennessee coal.
The South and North Railroad enters the
Great Warrior field about fifteen miles north
of Birmingham. Coal of good quality is now
being mined in this field, at three or tour
points in view from the railroad.
The Savannah k Memphis Railroad will en
ter the Warrior field about ten miles west of
its intersection with the Son'h & North Rail
road, and will traverse n for more than thirty
miles.
Owners of coal land in the Warrior field
offered to contract in advancr ol tne comple
tion of our road, to deliver the Warrior c al
in Atlanta at $5 per ton —our freight charge
to be limited to 1} cents per ton per mile.
We cad do better. The Coosa and Cahawba
coals can be laid down in Atlanta at $4 per
ton. This estimate gives $1 90 for royalty
and cost of uiniug, and ten cents for freight
age per ton. *
Classing the coal and the iron products of
Red Mountain as local to our line, we claim
a local support io itself sufficient to justify tho
construction of the Getrgia Western Rail
road.
Our sources for through business are un
rivalled by any road in the South. Intersect
ing the Selma, Rome and Dalton at some
point in Chockolocko valley, or at the city of
Talledega; joining the Savannah and Mem- ! great value of which has beei. attested by
phis at some point east of Red Gap; inter- 1 practical geologists. Already there is trihu-
meeting the Alabama A Chattanooga Railroad j tary to tbia route, between the eastern border
near the same point: joining the South of Texas and the Pacific, including the Nor-
of Atlanta was a forest. In what consists
this marked advantage, until recently unap
preciated by our most sagacious and far-see
ing men ? It is not alone in geographical po
sition. It is not in superior facilities of trans
portation. Augusta has five railroads and a
navigable river. Macon has the same. Co
lumbus has four railroads and a navigable
river. Montgomery, five and a navigable
rive*. * It is not in immediate surroundings.
All of the cities named, in comparison, have
the advantage of Atlanta in this respect;
while Augusta and Columbus each has water
power of very large capacity. The prepon
derating advantage of Atlanta is in a dry,
pure, invigorating atmosphere. This enables
all classes to reside here during the entire
year, with complete immunity from climatic
fevers and the enervating effects of a humid
miasmatic atmosphere. For the same reasons
all outside may visit Atlanta, on business or
for recreation, at all seasons, with security
from local sickness, if not with a fair chance
of improved health.
Our merchants can hold in store every de-
. 1,710 miles.
Via Baltimore, Cincinnati, LouisviUe, Memphis,
Ditto Rock and Longview, 1,780 miles.
3d. Via Washington. Lynchburg, Chattanooga, Mem
phis, Little Rock and Longview, 1,670 miles.
4th. Via Washington, Lynchburg, Chattanooga, Meri
dian and Shreveport, 1,680 miles,
fith. Via Washington, Richmond, Atlanta.Georgia West
ern, Meridian and Shreveport, 1.740 milea.
6th. Vi* Washington, Richmond, Atlanta, Montgome-
ery, Meridian and Shreveport, 1,760 miles.
Nos. 1, 2 and 3, will have complete lines
to Fort Worth by the end of 1874. Nos. 4
and 6 will probably have complete lines to
the same point by the end of 1875. The com
pletion of No. 5 will depend upon our ability
to push the Great Western to a connection
with the Alabama and Chattanooga.
From Fort Worth to San Diego, as demon
strated by actual surveys, will not exceed
1,250 miles; and to San Francisco 1,650 miles,
making a total distance lrom New York to
San Francisco by the shortest line 3,320,
and by the longest 3,430 miles; the former
being only 12, and the latter being 122 miles ]
longer than the Omaha route, and with prac- !
tical advantages ot working, by reasou of j
lower gradients and easier curvature, equiva- j scription of goods and produce, without inju-
lent to at least ten per cent. : ry lrom dampness of climate. Mechanics can
From New York to the Pacific, at San Die- perform as much labor here without exhaus-
go, the Southern route will be tour hundred tion os in more northern latitudes. This
miles shorter than to San Francisco, by the i latter fact is far more important than
present completed line. j is generally conceded. I have the opinions of
It is evident from the advantages stated, some leading railroad managers and master
thut the Southern route will command a fair -
share of the through business aiong route
number one to Sfc. Louis, with advantages as
we come £outb, increasing to a complete
command of that below the latitude of Nor-
For coast^-wise and trans-Atlantic busi-
the Southern route can have no success
ful competitor, and in rigorous winters, the
whole transcontinental business will be con
trolled by it
With the unrivalled harbor of Port Royal,
where the largest class of shipping can enter
without a pilot, and receive aud discharge
freights aloug the railroad wharves directly
into cars, for passage from ocean to ocean,
between which will occur only oue tranship
ment, and with the advantage of 1,000 miles
less distance than the Omaha route, over
roods of superior alignment and grades, no
one can doubt for a moment that this is to
become the great thoroughfare of tonnage
and travel between th©Atlantic and Pacific.
Emigrants from Europe and the older States
of this country will fioclc by thousands along
this ronto to people the rich prairies of Tcxas
aud the fertile valleys of New Mexico, Arizona
mid California. A large mining population
will -be attracted to the numerous and exten
sive gold-bearing quartz, silver and copp*r
ores, known to exist along this route, the
GULLETT’S LIGHT DRAFT
COTTON CIN!
SIMPLICITY, DURABILITY, LIGHTNESS OF
DRAFT, with PERFECT WORK, beiDg the objects
arrived at, have all been accomplished. Having sold
cotton from these Gins during the two seasons past,
we can with safety assure the planter that it will sell
in our market at prices ranging from one-quarter to
three-quarters of a cent per pound above same grade
of seed cotton from &Dy other Gin, excepting the Steel
Brush.
FIRST PREMIUMS
were awarded this Gin at the following named State
Fairs:
Mississippi—Jackson. 1871 and 1872.
Gf.cbgia—August*. 1872; Savannah, 1873.
Texas—Houston, 1873; Texas State Fair, 1873.
Louisiana—New Orleans, 1873.
call at our office and ex-
Agents for COLEMAN’S CORN AND WHEAT MILL,
which makes superior meal, and can be attached to
aud run by the ordinary gin gearing, without expense
above the cost of the Mill. iune22-d&w2m
aud North Railroad, either at Birmingham or j them Statta of Mexfc
a few miles north, we will be in a position to jug threo million H
i population txceed-
tern, I shall discard statistics. A general i compete on eqaal terms with auy other route In agricultural resources, tho southern route
knowledge of the
of the oonntry is » fl>r all travel and freights between i* no vastly superior to the c«-htral that is dit-
k much surer guide. A good eountry, re*- 1 the Atlantic rlope north of Savannah , ftcult io iu*titu$e n comparison. Therein, to
mote from faciliilM, ju*y show meagro figures I ami Mieon, that area of Alabama lying webt the beat ol my belief, more aud better amble
in population aud products, in comparison • of the Ooona and Alabama rivers. Middle aud t lands on th^ Southern route between the 8a
with a poorer, having superior fooditie*. | Western Tfcnneasee, Southern Arkiusas, aud pm .• aud Btuzm river* itr'lVxHK, a dMauce of
mochnnics of the South, aud they concur in
estimating a difference of twenty-five per
cent, in the average amount of labor per
formed by mechauics here, from April to Sep
tember inclusive, aud in the cities of the South
located in low, * miasmatic atmosphere, and
this supposes no loss of time in either case,
from loss by sickness. The difference is
from enervation of the system. But this, as
a general rule, falls on the employer, aud not
on the employee. The latter, with his family
—if he have a family—is liable to loss of time
and expense from local fevers.
These reasons insure to Atlanta the choice
of mechanics—men who are not drifting*froinl
place to place, but sober, Bteady, frugal men,
who save their earnings, bny freehold, and
constitute a large element of strength aud
progress in our city.
It should be borne in mind that these cli
matic advantages of Atlanta are perpetual.
No humnn agency can change them, nor sup
ply the lack, to cities located along Southern
rivers, or Southern Atlantic coast. In
estimation, Atlanta was certain to be-[
come a great trade center, as the ag
ricultural and mineral resources of the
South are certain to be further and
largely developed. What more do
we need to give us a preponderance
that shall insure this result beyond perad-
v« mure.
Let uh survey the field fora moment Com
mencing with the Western aud Atlantic Rail
road. and swinging around by the north aud
east to the Atlanta aud West Point Railroad
on the south weat, w« have five radiating lines
i t railroads, from aud over which Atlanta
draws all of its trade, except a small uiqouut
of wagon trade from the immediate surround
ing cuiintry. W»- find the angles continued
b -t\veeu tl*e*e radiating lines to be approxt-
the result of four roads, will not the Georgia 1C A 4 T II L' 4 |>|| & T f’||
Western, vastly superior in resources to the 1 1 • 11.IiA14If Ck
average of the four, give a proportional result.
This, at I cent the present rate, will i rOTTGN PAOTOR^
increase the receipts from taxes $60,000.1 1 ■ l vrvg,
Add a like proportion for all other sources 1
of income, $20,000, and we have $80,000 ad- j AUGUSTA, - - - GEORGIA,
ditional revenue without increasing the rate ]
of taxation. By the time the Georgia West- j
era can be opened through, Atlanta will need
50,000 tons of coal per year, and this con-1 Commission on Cotton, $1.00 Per Bale,
sumption will increase rapidly.
I have before shown that the Georgia West-1
era can lay down coal in Atlanta at a cost of
$4 per ton. Whether the coal all comes over the AGENTS FOR
Georgia Western or not, it is evident that the
r rice must comq to or below this standard, as
have allowed a margin of fifty cents per ton
in royalty and cost of mining over what I be
lieve will be the cost. The average price of
coal in Atlanta for the past two years has ex
ceeded $6.50 per ton. Rating it at $6, with
out other sources of supply, and we have a
saving of $100,090 per year in the item of
fuel, which enters into the household ex
penses of every citizen ; and the cost of all r __
articles manufactured here—for whether coal j other Gin made in the United States,
or wood be used, a reduction in the price of
the former will force a corresponding reduc
tion in the price of the latter.
might enumerate minor advantages
amounting to do inconsiderable yearly sav
ings.
A cash subscription of six hundred thou
sand dollars by the city, at the present market
value of herbonds, will entail a yearly interest
of about sixty thousand dollars.
The length of time this interest will run
without counterbalancing advantages depends
upon the rate of progress in constructing the
road to completion. It is quite certain that
the completed line will rapidly reimburse
the sum invested by the city, though the
stock yield no dividend.
The growth of business np to a dividend
paying point may require five years time.
If economically constructed, and prudently
managed, I see no reason why it may not pay
eight per cent, on the whole investment.
l he business of the Western and Atlantic
Railroad will soon reach a gross revenue of
$2,000,000 per year, even with the active com
petition for the long through business of
lines now in progress of construction. Our
line has superior resources bat not equal,
present development. In less than ten years
from the day of completion I believe its gross
revenue will exceed $2,500,000 per annum.
Events of the late past in the South have
been sufficient to depress any people on the
face of the earth; but we have passed through
the thick darkness, and there is light ahead.
There is unmistakable improvement and pro
gress in all the healthier districts of the
South. Improved systems of culture aud the
the judicious use of fertilizers have ren
dered profitable the culture of land, well
located as to health and markets, here
tofore estimated as valueless except for the
forest growth. The immense mineral resour
ces of the South are begining to be apprecia
ted iu our own and forgeign countries. Their
development has fairly commenced, with re
sults so attractive to capital as to justify more
sangaine estimates of the future value of' our
road than I have ventured to place upon it
There are some persons who oppose the Geor
gia Western on the ground that it will injure
both the Western and Atlantic and the
Altanta &. West Point Railroads. Openly ex
pressed opposition on this ground by those in
interest would be fair and legitimate. An en
larged view of the future justifies the opinion
that the operation of the Georgia Western, if
built, will ultimately benefit both roads in
question, by building up Atlanta to a com
manding industrial trade center, which will
extend its business over the Western & Atlan
tic Railroad into Tennessee and North
hunm and to a like extent over the Atlanta ±
West Point Railroad, into Middle and South
eastern Alabama.
One point of great interest I have passed
over in its proper connection. I refer to the
immense capacity of Texas, New Mexico, Ar
kansas, and the Indian reserves, for stock
growing. Already the annual supply for
market will doabtless exceed 50,000 car
loads.
With increased facilities for shipment, the
annual increase will be large. The great
portion of this carrying business wiU be
distributed to diverging lines eastward, in
one of which the Ga. Western will constitute
a link.
Iu closing this communication. I trust it
will not he deemed egotism to say that i have
never sought to induce individuals or com-
mum ties io invest capita! in schemes of
doubtful result. No stockholder has been
misled by my estimates of cost or revenues of
railways entrusted to my direction, in eon-, drew
sttnenott or mahagement. j jnir * dt
DISSOLUTION.
T HE FIRM OF PLATT & CO. I8 THIS DAY Dis
solved by mutual content. The succeeding firm,
Me**rs. Platt Brothers, will collect the accounts and
assume the responsibilities of the firm of Platt & Co.
E PLATT,
PLATT BROS.
-A. o.
R33.
thanks to a kind public for favora it has bestowed up-
ou me. and to solicit for the new firm a continuance of
the patronage ao generously bestowed upon the old
one. Messrs. Platt Brothers have devoted many years
to the Furniture business, and will be able to fully
supply the demand and satisfy the taste of the public.
Respectfully,
juneli-tt
PLATT
Dissolution of Copartnership.
Atlanta, Ga., July 18,1873.
_ Georgi and P. Pelligrini, under the name and firm
ot Pelligrini & Georgi, as proprietors of the Southern
Terra Cotta Works, is this day dissolved by mutual
consent.
All claims against the firm will be paid by the suc
cessors, and all debts due them will bo paid to Pelli
grini k Castleberry, who are alone authorised to col
lect the tame. P PUJJQRUL
jy!9-3t. E. OEOBQI.
NOTICE OF COPARTNERSHIP.
Atlanta, Ga., July 18.1878.
■THE undersigned have this day f
ship under the name and firm of PsUigrinl k Castle
berry, for the purpose of carrying on the business of
the Terrs Cotta Works.
AU debts due to the Isle firm of Pelligrini A Georgi
wiU be paid to them, they having the ooto authority to
collect tne same, and all orders for Terra Cotta Works
wtU be addressed to them.
P. PELLIGRINI.
JyiO-St _ M. T. CASTLEBERRY.
SOUTHERN FEMALE C0LLE6E
LiaOraugo, Orm.
fJ^UB INSTITUTION, with * corp. of Kio, Kir*
i'ia.s T.fc'hen. will ranimr «wrriM Uw Utt Widw
day in August. Four premiums for excellence in
Music aud Painting were awarded Pupils of this
college at the last State Fair. Wot OaUlouges ed-
t F. COX. President.