Newspaper Page Text
THE MACON TELEGRAPH: FRIDAY MORNING, OCTOBER 26, 1894.
Note# Arthur few, It. Am. So. <5. E...
Government or.-nemhlp of railroads is
not a new Idea.' Nearly every oountry
In the world has fexDerlmented with It,
an-i If we are wise we may profit by the
lessons they learned without having to
pay for the same instruction.
Let us now take a view of the moat
prominent countries where govern
ment ownership has been suggested or
tried.
GREAT BRITAIN.
has 20.200 mU«B of railroad, all owned
by private companies. The charters
generally prescribe the maximum rates,
Put the government has the right, at
certain Intervals of yeurs, to reduce
the rates when the net pro It to amount
to more than 10 per cent, of the capital
stock; but If the government reduces
the rates, It must guarantee 10 per cent,
to the companies. Amorlcan ralltvxtd
companies would think that n very mild
form of cfsmrol.
A commission was appointed by the
government in 1867 to investigate the
question of the purchase of the roads
by the government; but the cjmmlssnn
advised against it, and the purchase
was not made.
FRANCE.
Mr. M. M. KIrkman. an American wri
ter. and author of numerous standard
works on railroading, says of France:
"The plan of mixed ownership (some
of the roads owned by the state and
some by plrvate companies) ,was not
found to work satfofactUnKy. Under tt
the government suffered much by the
competition of private roads, and was
ultimately forced, by reason of such
competition, to lease to Its rivals such
parts of Its lines as were valuable to
them.” (See Railway Rates and Gov
ernment Control.)
The. French government considered
the advisability of purchasing all of the
roads, and a senatorial committee was
appointed to investigate end report -on
It. The following extract is taken from
their report, which was submitted In
m*.
“A comparative study of the two
methods of management, statistics of
whose ’ results we give, proves that in
Italy. In Germany, In Austro-Hungary
and In Belgium management by the
state has been very expensive, and wa
believe that the light on this point Is
clear, and that the report of the com
mission and the comparative tables
which we submit to the minister of pub
lic works will not admit of the slightest
doubt.”
At rareaent there are about 21,000 miles
of railroad In France, of which all are
operated by private companies, except
about 10 per cent,, which Is operated by
the government.
About a year ago the government
was consklerlng the advisability of leas
ing the state lines to some private com
pany, as they had been examined and
oatulemned by a committee of experts.
PRUSSIA
in 1878, bad 3.066 miles of State railroads
and 11,066 miles of orlvate lines. In 1393
there were 16.900 miles of state roads
and only 1,467 miles of private. The hie,
tory. of this great change Is as follows!
—- In 1873 a commission reported:
"In consequence of the extension and
perfection of railroads that have al
ready occurred and that may be ex
pected to a greater extent In -the future,
,, economical reasons and considerations
point to the desirability of the Ultimate
consolidation of all railroads In the
rnnds of ,t7w government."
, In 1879 the Prussian cabinet having
flvt If i to purchase ti e railroads, son.
muted to panlalmen t a plan for acquir
ing them. accompanied by an. argu
ment on the ndv"-ibd'*y of doing so.
Whoever will wade through the pon
derous verbosity of this argument will,
find that the reasons for the proposed
step-may be briefly stated as follows:
That the roads would be operated' for
the public good and not for private
gain. That'there would be one great
system complete ln-all its pin*, instead
of fifty small companies, not co-operat
ing, but having different depots, yards,
switching engines, etc., great trouble' In.
adjusting their time .tables to suit : the.
public, and great trouble in keeping
their accoubts with each other straight.
That bitter competition caused them to
be forever quarreling. That the rates
of these companies were often “arbitra
ry. complicated, confusing und varying.
That "'the Importance of railroad trans-
partutton for nil business forbids the
abandonment of such Important rtghiu
to private enterprise, except on condi
tions which will subject the construc
tion. operation and administration of
the enterprise so far as the aforesaid
conditions are concerned to the ouper-
vlivlon of the government." (P. 29.)
tt will be observed that If these hu
morous small companies had been con-
Bottdated into a few grout Hy.slwnn ns Is
usual In America, and the state had ex-
end sad supervision over them by an .-in
dent railroad commission, none of these
arguments would have bad any weight
Whatever.
It was also argued that It would save
n great deal of work In computing the
mileage of foreign ears, and that the'
construction of un-necessary competing
lines would -be stopped.
The roads were purchased, but the
result does not appear to.bo satisfacto
ry to the m->ple.
Oniy.a.few unimportant reductions of ;
rates have been made since 1890, and
parliament Is overwhelmed -with peti
tions from employes for Increase of sal
aries. ' 1
The face of the returns shows a profit
from the operations, but it 1b charged
that large amounts' whloh properly be
long to operating expenses have been
charged to tho railroad debt, which has
more than doubled since 1880. Never
theless. "In Prussia the railroad minis
ter mM In his report for 1892, ‘The rail
ing stock Is absolutely worn out. the
trains overloaded, the track out of re
pair. 1 and the budget report for 1893 as
sorted In still stronger terms 'the de
partment cannot si-.tsfy the needs of
the system.". (Aegis.)
Mr. Mange, the late minister of pub.
lie works in France. In an article on
the Prussian railroads In the Revue
He* nerux Mnndes. May 1. 1893. says:
‘The motives which lnduoed the Per
sian government to acquire the rail
roads under the law of 1879, were stated
by them to be as follows: ‘Tltat pri
vate companies, were tilled with a de
sire of dividends, and opposed to every
amelioration of the service, every re
duction of rates;'that only the state
could operate the'road* to the beat In
terests of. the public. Not only would
It show a more equitable and Judicious
pee of the capital invested : In rail
roads. a more rational and oconomlo
management, but free from any par
tiality, It would operate the roads ns
«n Instrument of general pros
perity Instead of ' seeking to
make tho road n source of prof
it; tbat lt won’*! devote as much money
Ps wise financial management would
permit, toward developing the system,
bettering the •errie* .and reducing
rates. 1 • • • "Have these prom
ises been kept? One would think.so
If he accepted the figures on the face
of the reports. But the debates which
have taken place In the Per-Ian parlia
ment during the la«t few vnrs. hove
9'k-I pa:cl thjs Impression, and enabled
u< to see the actual condition of af-
fi<rs. In a <Vbate in the Peretail par-
ll:m-nt In January, 1*92. Herr Rick-
err Mid. ‘the country suffered a great
fl Irlm-nt'by the abolition of the mixed
S.ve-m of railroads, (partly state -and
partly private nnnae*m*nt>: otherwise
we would hare coropHltlon. ntvl woo
er- r W as fam'llar with the management
ef the private companies, and will
Judge Impartially, must admit, that
they succeeded In responding to the exi
gencies of traffic, much better than -the
prc,i.-at minuffement.' If wc still -had
mi i i Di i
Are requested to see the new line of Novelty Dress
Goods w^th mirrored velvets and liberty silks to
match.
See the American Beauty Kid Gloves at 79 cts.,
the $1 kind.
See the handsomest line of Millinery specialty
Pattern- Hats south of Baltimore.
See the new Art Linens lor Brandenberg work.
See the new Silks for; Drapery. All at
GEORGIA SOUTHERN AND FLORIDA RAILROAD,
POPULARLY KNOWN AS THE
'Sowanee River Route to Florida.”
SOUTHERN It Air,WAY COMPANY-
WESTERN system.
SOUTHBOUND.
Is the only di-
reot line from
Jacksonville, Palatka,
St. Augustine, Ocala,
Sanford, Titusvill,
Bartow. Tampa,
And all points In Florida and Cuba. Our trains arrive and depart from Union de
pots In Macon and Palatka.
DEPARTURES-SOOTIIBOUND.
No. X for Montgomery and Ftl-
latka 11:10 a m
No. 31 for Jackaonvllle and Fa-
latka 10:33 p m
No. 6 for Tilton 410 p m
No. 31 for LaGrange 4.i4) p in
No. 61 for LaGrange 810 u m
ARRIVALS-NORTUBOUN D.
No S from Palatka and Mont
gomery 4S0 P
No. 4 from Palatka and Jack
sonville 4:06 a
No. 6 from Ttfton
No. M from LaGrange 1010 a m
No. 63 from LaGrange 3:45 p m
JNO. R. ELLIS
the mixed system today, he assured
that we would long ago have been
much further advanced on tho road to
reform.’ 11 ■ • • •
"In the session of the 18th of Febru
ary. Herr Hammncher, said: 'The hon
orable minister of railroads, though
knowing full well that tile reduction of
freight and passenger rates 13 a neces
sity. 1 nays -to the country, *on account
of financial considerations I am nod able
to do tt. The treasury Is empty. 1 "The
government spoke in very different
tenms thirteen years ago, when wo
were discussing the grave question ot
the purchase of the railroads by the
state. It said, ‘government railroads
are necofoary to develop the economic
and political power of the state. They
are necessary; for the public mission
which the railroads ought to accom
plish, Is Incompatible with the profits
which the private companies seek. It
will -In? seen ith.it ns toon as state man
agement 15 established, the considera
tion of profit will bo laid aside. All
the legitimate, economic desiderata will
be sitlsfled. in a -word, tho railroads
will no longer, as In the case with pri
vate companies, be operated exclusively
wiUt a view to profits. The state will
manage Iron roads In the servle of
public Interests, especially ot economic
interests; and the results which It will
accomplish, will mnJce of its adminis
tration a shining example of progress
and of policy for all Europe. 1 And now,
gentlemen, the government say3, that
for lack of money. It Is not able to per
form that which It has admitted Is nec
essary for the Interests of the country.
• • • If we, had in place of the etatu
tt private company which realized such
tt profit from Us operations,-I am sure
that the minister of railroads, the rep
resentative af tho government and of
public Interests, would know how to
compel that company to make these re
duction/!of rates which -the xtate thinks
It is not able to make today."
The' l'c-ader will pardon the Insertion
Of one more extract from the cabinet
report, (prospectus, we would call It
In America), which was overlooked:
"Tlfc pbre state railroad nystem Is
therefore,.the only one that fulfills the
Irementsi of the government rail-
policy? • • • Only In 'this
form do we find the possibility^of sim
ple,<?heaf> and'rational rates for trans
portation.'’ (see page 63.)
To give hn idea of the pdssenger
traffic,' wc quote from the Railroad
Gazotfc of September 16. 1893, us fol
low*:
The Prussian state railroads, In the
year ending, March, 1892, had tt passen
ger traffic equivalent to the move
ment of 441 passengers each way dal
ly, over .file entire system, which may
he compared with the 6lmUar movement
of 104 passengers on the American
railroads In 1890.”
A good deal of space has been de
voted to Germany, for the reason that
It U generally considered the country
par excellence of government owern-
ship, We will now pass on to
RUSSIA.
According to the Statesman’s Year
Book for 1894, there were at the be
ginning of 1892 18,444 mites of railroad
In Russia, of which the goernment
owned 6,434 miles, and private compa
nies 11,6H mllce. According to the
Railroad Gazette, March 2, 1894, the
operatives of the roads In 1893 were
as follows:
TABLE VII.
- -si Govt, private
Lines; Lines
Gross earnings per mile...,16,003 39,185
Operating expenses - 3,992 6,803
Net earnings...., .’.. 2,011
Ratio of .expenses to earn-'
3,377
lugs.... 06.5 63.2
To isecure a charter from the gov
ernment a private company must show
the necessity of -the rood, and that they
are able to build It, The maximum
rates arc usually specified In the char
ter, and the government appoints an
Inspector for each road to see that the
government roguta.tlonn are observed.
AUSTRO-HUNGARY.
The- "Revue Generate des Chemlns
de Fer’ for March, 1894, gives full sta
tistics of the operations of the Austra-
Hungarian system of the roads for the
year, lift.
The gbverrihient systems are com
pared with the principal private sys
tems, but details ot the report would
Uot be Interesting to the general reader.
The nveaiK? freight and pnwcng.-r
rates.are generally a little higher on
the private lines than on the govern
ment lines, though the lowest average
freight rats was on one of the Impor
tant private lines. This was In 1891,
[but In on article in the "Revue Gener
ate des Cbemlue de Per," for August,
.1892, Mr. Mange, (late minister of public
works of France) states that on the
state roods freight rates have already
been raised and propombi of raising
the passenger fare. In one Instant no
less than 100 per cenf., have been drawn
up by the minister for subdivision to
lit- next station of the state railroad
council.
The government railroads killed and
Injured 610 persons, the private roads
300. The passenger mileage of the pri
vate roads being approximately half
that of the governm -nt roads.
' The ratio of expense* to earnings
was on tfte two government system*
64.8 per cent, and 67.7 per cent. On the
three private systems 46.8, 43.3 and 43.S
f»v cent.
The per cent of profit on the cost
of me rood was, government line*. I.n
p'r eetft.; on private lines, 8.67 per
cent, 4.70 per cent and 6.80 per cent.
ITALY.
Mr. W. M. Aeworth. n prominent
English wrtter. says: "Italy lias had
more oxpertenee of various method*
of railway management than ony other
country on the face of the globe. It
his tried state ownership sufl private
ownership. It ha* tried allotting a dis
trict to ».company, as in France, nnd
It has held an Investigation Into the
whole subject unpumllclkd, both In ex
tent and manuteness. It has laid un
der contribution the railway experi
ence gathered in tile course of fifty
years by every nation In the world."
(See "the Railway's and the Traders,”
p. 164.)
The Italian parliament In 1878,
passed a resolution directing the ap
pointment of a eommlselon of Inquiry,
to investigate and report on the "rela
tive merits of private and government
management of railroads, ns the gov
ernment owned most of the ronds In
the country, and was not satisfied with
the management.
The commission was composed of
fifteen members, six being elected by
the senate, six by the house of depu
ties and three being appointed by royal
decree. This commission hold public
sessions in all of tho principal cities of
Italy, and In order to obtain all of the
facts, figures and opinions In regard
to railroad management, not -only In
I tally, but In foreign countries also,
formulated a 41st of questions, of which
4,000 copies were printed and distrib
uted all over Europe. These wore sent
to government officials, to railroad offi
cers, to chambers ot commerce, to the
principal Journals and to all persons
considered most competent to give In
formation ou such matters, in order
that a'U opinions and Interest could be
represented. They gave partlcuMr at
tention to ifno railroads of other coun
tries, especially of those .where both
government and private management
were fn operation. They heard all of
the arguments ■ that hh.ve been ad
vanced In favor of government owner
ship, which need not be repeated here.
The .most enthusiastic Populist could
hardly conceive an argument they did
net hear and consider. Their report,
which la In four volumes, contains the
following statements. .
'After considering impa’iicnltly all of
the arguments on both sides, the true
nature of the management of railroads,
the results of their experience, etc.,
they report that "the state Is essen
tially a political Institution, which Was
for Its object the protection of private
rights and the promotion of the public
good; not the exorcise of ludustrall
pursuits." And that "tho numgement
Of railroads cannot be considered os a
fuheton ot the modern state.” Also,
that "when the State undertakes that
which Its citizens, either atone or as
sociated, can.or Should do, tt restricts
the field of Individual action, causes a
Social and political Injury, and In ef
fect diminishes liberty.”
That "the stato should exercise Its
authority for the protection of private
rights and the promotion of public
Interests by laws and supervision, nnd
not by ihe direct management of tho
railroads."
“Government management brings
another aeries of consequence* depend-
Ig on the acts of the state, an Insti
tution ossentlaMy pomica.1, whoflo
ends, orders and arrangements art
either, troublesome or plainly irrecon
cilable with railway management.”
They reported unanimously: "'AH In
all. politics would Invade the adminis
tration of the railroads and the
administration of the railroads would
Invade poHtlca, and 'that would be -a
detriment to both railroads and poll-
tiro. 11
On page 136 of their report they give
table of the comparative earnings
and expenses of private and state
road* of the different countries ot ’Eu
rope, from whloh the following figures
arc taken: ,
TABLE VIII.
Ratio of expenses to earning*.
Country. State Private
Railroads. Railroad*.
Austro-HUngary, 7(1 per ot, 60 per eft.
Germany 69perct. 63 perot.
Belgium R3peret. 60 perot.
Denmark ...71 perot, 65perct.
Norway 74 perot. 63 perot.
Sweden 63 perot. 67p«ret.
France Glperct.
Their Investigation of the subject
was one of the -most thorough ever
made, and their report closes as fol
lows:
"The reasons adduced on the one
side and on tho other Ttavjng been ma
turely considered by the commission,
at a session in which all of Its mem
bers wero present, they decided unani
mously “that It Is better that the man
agement of the Italian railroad*
should be entriMted to private Indus
try." ("Relatione della commlsslone
advice of the commission,
d’liwhlesta"—page 164.)
The Italian government acted on the
It formed three systems out of it*
roads and leased them to private com
panies for sixty year*, with an option
for either the government or the com-
psny to terminate the lease at the end
of twenty or forty years, by giving
two years' notice.
This law went Into effect In t«85.
From a report of a government com
mission published in 1889 wc find that
by 'the end of 1888 the pay of all em
ployes had been Increased from 7 to 14
per cent. Notwithstanding this In
creased expense the ratio of expenses
to earnings had been reduced.
From this report are taken the follow-'
Ing figures, which were compiled from
the official reports of the various
countrsl*. presumably the latest at
hand. It Shows that then, a* well as
eight or ten yetrs previously, state
management was more expensive than
private: a point on which there Is u
remarkable unanimity of opinion.
1882, Belgium state railroads, 1,347
mllea operated: ratio of expenses to
earnings. 62.4 per cent: private rail
roads, 435 mile* operated; ratio of ex
pense* to earnings, 63.5 per cent.
1986, France stale railroad*. 1,375
mllro operated; ratio of expenses to
earnings. 81.5 per ceot.; France private
railroads. 17.044 miles operated; ratio
of expenses to earning*. 53.8 per cent.;
secondary railroads. 133 miles operated;
ratio of expenses to earnings, 64.2 per
cent.
. 19.96-7, Germany state railroud*. 20,557
mllea operated; ratio of expenses to
samtngs. 64.9 per cent; private rail
roads. 2,719 miles operated; ratio of
expense to earning!. 64.2 per cent.
1992, Netherlands state railroad, C97
miles operated; ratio of expenses to
earnings. 69.9 per cent.; private rail
roads. 514 miles operated: ratio of ex
pense* to earnings, 61.9 per cent.
Passengers in local sleeper, northbound, can sleep until 7 n.m. Pasenngers from
Jacksonville for Macon proper snbuld take tlda sleeper at Lake City.
Tho "Dixie Flyer," loivlng Macon at 10:3 p. m. cnrrles through Pullman but.
fet sleeping car to Jacksonville nnd local sleeper to Palatka, arriving In Jackson
ville at 8:30 a. m. and Palatka at a a. m. West India fast mall train leaving Macon
at 11:10 a. m. makes direct connection at Cordtle with S. A. M. fast express for
Montgomery, arriving then at 7:55 p. QU, at which point close connection Is mauo
with Louisville and Nashville vestlbuled limited (or New Orleans and all Texas
points. Bleeping car accommodations reserved In Macon for this train.
The Suvranee River Route Is the only direct line from Macon to Palatka nnd
all Interior Florida points, close connectlcn being msde at ralatka tn Union depot
with Jacksonville, Tampa and Key West. Florida Southern nnd Jacksonville, St.
Augusttno nnd Indian River railroad: also with 8t. Johns and Oealavvnha river
steamers. Bleeping ear accommodations reserved to Jacksonville Palatka or New
Orleans. Further Information cheerfully and promptly furnished upon .application.
Telephone 100.
Send your name and address for beautiful photogravure. .
J. LANE, o. A MACDONALD,
Genl. Manager, Usnb Puseonger Agb,
Macon, Go. Macon, Go.
OCEAN STEAMSHIP CO.
NEW YORK, PHILADELPHIA AND
BOSTON.
rate MIX rsou SAVANHMt
TO NEW YORKt
Cabin, (20; Excursion £32; Sleersge, 510.
TO BOSTON t
Cabin (22j Excursion, fll, Blserage.
V- 511.75.
TO PHILADELPHIA.
VIA NEW YuHEi
Cabin, (22.50) Excursion, 633) Btsersgs
. (12.54.
Manta anil few Orleans
Short Line,
ATLANTA ami AY KST POINT 11. Jl
<|iilrluvs( und licsl Route.
Montgomery. Beimo. Mobil* New Orleans,
Texas and NoutnncsL
Southbound. IE. ,1. No. w>. No. ex
I.v. Macon 4 69 pint 8 "A ami 8 25 am
Lv. Atlanta 6 So vii'■ | 4 39 pm 1 69 pm
Ar Montgomery.. 11 05 ami II 20 |uu| 8 69 pm
Ar Pensacola ... 6 65 pail 6 39 ami 5 w am
At Mobile A 3u pm| 6 09 ami S ue am
Ar New Orleans. 19 69 pint 7 63 urn] 7 13 am
Ar Houston „..| jig 3o piu|lo W pm
I No. II i No. ’.3.
Leave Macon 110 45 pmill 30 am
Arrive Cochran 1)3 ISumllJ 43 pm.
Arrive IIawklnarl!!e...l 7 40 am, 3 40 pm
Arrive Eastman., 113 64 am 1 29 pm »
Arrive Jraup... I fl6im| SISpirl
Arrive Brunswick 1 6 15 am 7 15 pm
Arrive Jacksonville....( 8 26 ami 3 25 pm
Arrive Savannah I 6 66 am) 9 67 pm
NORTHBOUND.
I No. 13. I No. 14. | No. 16,^
Lv. Macon I 4 30 anil 4 SS pml 8 25 at*
Ar. Atlanta... 7 35 ami 7 69 pmill 46 an)
Lv. Atlanta.,.I 8 OOamlU 00 pm 3 00 pn)
Ar. Dalton....112 oo n I 3 20am| 6 61pm
Ar. Ooltewh JI12 47 pml 4 10am| 6 37 pm
Ar..Chatnoga.| I I0pm| 4 46 am| 7 10 pm
Ar. Chatnoga.j I 7 lOuml 7 20 pm
Ar. Cincinnati! 1 7 46 pm) 7 90 on)
Lv. Chatnuga.l j 7 DO ami 7 45 pm
Ar. Memphls..| | 6 10 pml 7 Ou.im
Lv. Chatnoga. 0 00 amt 6 65 pra
9 36 ami 6 37 pm
13 43 pmill) 15 nm
THROUGH CAR ARRANGEMENT.^,
Southbound.
Nc* 11.—Solid vestlbuled train to Jack,
sar.vlllo, with Pullman buffet drawing
room pars attached for Jacksonville and
Brunswick.
No. 13.—Solid train for Brunswlok-
Northbound. 1
No. 12.—,"olid vestibule train to At
lanta, connecting with Incet train foe
Chattanooga and way nations. Curries
Pullman sleeping cars between Macoq
end Chatlannogj.
No. 14.—Soldi train to Chattanooga,
with sleeper attached from Atlanta, con-
nectlog with fast trains for Cincinnati,
Memphis and Knoxville.
No. IS—Cnrrles free chnlr car to Chat-
tsnooga. which '» attachJtl to aotld vow
ttlmle train fur Cincinnati, with Pullman
r.toping cars attached. Connections at
Chattanoogt with fant trains In alt di
rection*
For lull Information a* to routes,
rate* etc., apply to
JIM W! CARR.
P««senK0r nnd Ticket Agent, Macon. On.
C. II. Hudson. General Manager,
Knoxville. Tenn.
\Y. A. Turk, a-neril Pnseengef
Agent, Washington, D. C.
•L J. Farnsworth. Division Pnssengor
Agent. At’inw. Ga.
C. ’ A. Denscotcr. Assistant OenereJ
Passenger Agent. Knoxville, Tenn,
GEORGIA MIDLAND AND GULF R. H.
Tbeuarulftcmt stesmsaipsot taws base 1-
appointed to haII as follows Btaudarl tl a*
SAVANNAH TO NEW YORK.
(Central or 90th Meridian Tljhe.)
Tallahaasio ..Wed., Oct. 24, 2;00 pm
City of Augusta Frl., Oot. 36, 3:00 urn
City of Birmingham.Sat., Oct. 37, 4:30 pm
Kansas City Mon., Oot. 29, 6:00 pm
Chattahoochee Wed., Oct. 31, 7:90 am
NacooOhce Frl„ Nov. 2, 8:30 pm
City of Augusta....Men., Nov. 6. lido sm
City of Blrmgham.Wcd., Nov. 7. 1:(0 pm
Kansas City Frl., Nov. 9, 30X1 pm
Chattahoochee Sat., Nov. 10. 8:00 pm
Nacoochee Mon. Nov. 12, 4:30 pm
Tallahassee Wed., Nov. 14. 6:00 aut
City of Augusta....Frl., Nov. 16. 7:30 am
City of Blrmlnghm.Sat, Nov. 17, 7:00 pm
Kansas City ... ..Mon., Nov. 19, 10:00 am
Chattahoochee ...Wed., Nov. 21, 12:56 pm
Nacooube* Frl., Nov. 23, 2:00 am
Tallahassee Sat., Nov. 24, 3:00 pm
City of Augusts....Mon, Nov. 2C, 6:00 pm
City of Blrmgham.Wcd., Nov. 28, 6:00 am
Kansas City Frl.. Nov. 30, ISO am
SAVANNAH TO .BOSTON.
City of Macon....Thur., Oct. », 3:00 pm
Gate Olty Thur., Nov. 1, 8:00 um
City of Macon....Thur., Nov. 8, 1:30 pm
Gate City ......... Thur., Nov. 15, 6:30 pm
City Of Macon....Thur., Nov. 22, 1:00 pm
Gats City Thur., Nor. 29, 0:3J pm
SAVANNAH TO PHILADELPHIA.
(This ship does not carry passengers.)
Dessoug Sion., Oct, 29, 6:00 pm
Dessoug Thur., Nov. 8, 1:80 pm
Dessoug ...Sun., Nov. 18, 8:00 am
Dessoug Wed., Nov. 28, 0:00 am
J. P. BECKWITH, u. A„
Jacksonville, his,
Walter Hawkins, F.P.A., Jacksonville, Fix,
W. E. Arnold, O.T.P.A., Jacksonville, FI*
. Anderson, Agent, Savannah. G*
TO SELMA
Leave Montgomery,.., ,,.1 Vso pml * 10 am
Arrive Selma |U 15 pm|ll 16 am
Train 60 carries Pullman vestibule
sleeper New York to Now Orleans, and
dining car to Montgomery. Train M
csirles.Pullman vestibule simper New Or.
Ui.ns to Nsw York and inning car to
Atlanta.
Trains 64 and 61 Pullman Buffet Sleep.
Ing Cars betwten Atlanta and Mont
gomery,
_GEO. W. ALLEN. T. P. A.. Atlanta
Columbus Southern Railway
Tlmo Table No. 31, Effective Sept. 13, 1604.
SOUTHBOUND.
,i .' i. I No. L I No. 3. | No. 8.
| Dully. M ndy. i Friday.
’ t Wed'y j Batdy.
(:49 pm 7:00 atn| 7:00 *am
6:27 pm 9:20 ami 9:20 am
0:40 pm 12:45 am|U:32 am
7:40 pm 2:30 pml 1 :W pm
11:00 am 0:40 pm| 6:40 pm
8U0 am 8:10 am 8:10
8:2> um 8:36 am »Si
SCHEDULE IN EFFECT OCT. 11, 1894.
M w.~ NORTHBOUND."
I U‘
Lv. Columhue...........( 7;U a,m,
Lv. Waver I y Hall | 7:59 n.m.
LV. Oak 'Mountain....
Lv. Warm Springs...
Lv. Wooilbitry ..
Lv. Concord
Lv. Williamson
Ar. Griffin
Ar. Macon, C'. R. R .,
Ar. Atlanta. C. R. K
Lv. Griffin ,
Lv. McDonough
. 3:09 n.m.
. 8:40 a.m.
,| 3:01 n.m
10 00 n.in.i 0:31 p.nt.
7:36 p.m.|10:13 p.m.
11:30 a.m.| 8:03 p.m,,
6:40 p.m,
I 7310 p.m,
SOUTHBOUND.
No. 83
MACON. DUBLIN AND SAVANNAH
RAILROAD.
Time Table No. 13, Taking Effect Sunday,
September 9, 1894.
Read Down, Read up.
Sun.] |
X'o.i No.ii
Tutrai
4 001 *
srEcnosi
| nun.
oYjKoT
j A .V1|A it
10 30|19 16
10 20; 10 05
10 10|10 00
9 C0| 9 M
> 351 V tn
| 920| 9 30
3 OOf. Macon .....
3 06|....M. & N. Junction.
Swift Creek ...
3 30] Dry Branch ..
3 40] Pikes Peak ..
FlUparlck. .
.. Ripley '9 03| 9 25
...,, Jeffersonville, 8 66| 9 15
4 36) Gall!more 8 30 9 U1
Danville 8 16| 8 60
Allan to an 8 00| 8 <6
6 331 Montroa* 7 v,| 8 ;5
5 so| Dudley 7 :i| a 26
6 07| Moore 7 15| g 12
6 30| Dublin TOO) 100
JAS. T. WRIGHT, General Manager.
I, U, DUNN, Superintendent,
Lv Columbus. ,
Lv Richland* . .
Lv Dawson. , .
Ar Albany. . .
Ar Thonsuville,
Ar Brunswick. .
Ar Jacksonville.,
NORTHBOUND.
No. 2.
pally.
Lv Jacksonville.! 7:09 pm
Lv Brunswick. . 7:35 pm
Lv Thomoavillo. 2:20 pm
Lv Albany. . . . 6:50 tun
Ar Dawson. . . 7:50 tun
Ar Richland. . . 0:00 am
Ar Columbus. .[10:59 am
Trains Nos. 1 and 3 arrive and depart
from Union depots at Columbus ana Al
bany.
Trains Nos. 3. 4, 6 and 6 arrive and de-
put at foot of Seventh street, Columbus.
II. C. HILL, Superintendent.
No. 4. | No. 0.
Tueedy.i Friday.
Thusdy.l Satdy.
1:00 pm
7:26 pm
2:20 pai
7:00 tun
6.16 am
tlllO am
2 HO pm
7.D0 pm
7631 pm
2:00 tun
120 pm
431 pm
6:37 ,tm
6:00 pm
OCONEB AND WESTERN RAILROAD
TIME CARD NO. «,
To Tak* Effect Monday. April * let
No* 1 and 3 wilt run dally sscspt Muo.
day. All others irrsgulsr.
Read Down. Retd Up.
A. M.
• 00
•
Ur, Dublin .Ar
S3
• u
»
.. Hutchings ,,
41
» 80
10
.Spring Haven.
4J
• 4L
U
..« Dexter
40
WOO
u
.... Alcorns ...
17
10 20
19
.... Ch-«t*r mo
•4
1« 40
a
••• Tonkers ...
10
ar.UOO
»
.... Emplra ....
lv.ll 10
.... Empire ,M.
tl
il 24
m
.... Cypress ...
U
ar.U tt
40
. UawklntviUa
u
47
•
IS
... OroranU ...
0
P. M.
6 M
646
4 33
4 16
IK
141
I »
I Wile.
> Mar.
ill
Cloea connections made at Dublin'with
Wrlgbtevllle sad Tennllle railroad la bou
directions.
East Tennessee, Virginia and Georgia
trains pass Empire as follow*)
Oolnc South 12 66 Dm
Going North. 13pm
J. W. HIGHTOWER, O. M.
JL V. MAHONEY, O. F. A P. A.
Lv. McDonough
Ar. Griffin
Lv. Macon. C. n. n.
Lv. Atlanta, C. It. R.
Lv. Griffin
Lv. Williamson
Lv. Concord....
Lv.: Woodbury
Lv. Warm Springe...
Lv. Oak Mountain
Lv. Waverly Hall
Ar. Coflumbu*
■Dally
6:16 a.m.
8:57 a.m.
4:16 n.m.
7:30 n.m.
9:i5 a.m.
923 a.ml
16:46 a.ml
10:16 a.m.
10 36 n.mj
11:10 a.mj
11:20 a.m.
Il2:18 p.ml
4:25 p.m,
6HI p.m.
6:13 p.m,
631 p.m,
6:69 p.m,
7:34 p.m,
89>4 P.m,
1:14 p.m,
6:03 p.m,
All trains arrive und depart Union dc»
not* at Columbua and Griffin. Aalc fo#
tickets and see that they re.id via the
Georgia Midland and Oulf Itollroad.
CLIFTON JONK9, Gen. Pas. -Afft.
C. W. CHHAItS, aen. Manager.
Columbus, Oa.
MACON and’NORTHERN RAILROAD,
TIME TABLE, OCT. 30, 1*24.
Read Down. Rend Up.
A M.|AM|
mm s 45|Lv.
~ |PM|I» M.
Macon Art 6 80|
Machcn Ar 4 93|
Madison ....Ar| 3 45|
2 03ILV..... Athens Art 3«:
i 8 6^1 LV.... Abbeville
4 23 LVe.ee Greenwood ..LvjH 4JJP# Ak
6 23I1.V.... Chester Lvl 9 Ml
800ILV.... Monroo Lv 8 2.1
AM.[l32«lLv.... Raleigh „,..Lv 41.
IvflLv Weldon . i ..Lv|l/8,
6 40!Ar.... Richmond ... Lv|U23|AM
9 45 Ar.. Washington -Lv 730
11 oo|.\r... Baltimore ...Lv ‘J
PM.fW'W'Ar.. Philadelphia .•jwlJJH
| 3 53]Ar... Now York ...Lv)3JMl M.
' Faaeeneer train! will stop at Ocmulg-e
Btrwt to take on nnd let off passenger*
Car on electric railway will cgmjjM wfftj
No. 2 at 0:30 p. m. from tho North at oc-
m conmmtions wlth aeo^a iouthern^nd
road for alt points In Florid* and south-
"swon'U-No^ 402 leaving VMon nt 9 ilran.
makes close connection with Middle Geor
gia nnd Atlantic for Entonton.
* Third—With Georgia railroad at Madt-
""Fourth—With aotld train 7W WjuMnfe
ton and Pullman Par or Buffet ear*
Washington to New York
Ticket office Is temporarily located al
J. W. Burke's book atore.
K. T. HOtlN. firm era I Manager.
H, O. MAHONEY. A«t g O. *. A.
K. W. UUilKE. Ticket Afent.
— Oootiwyn & Hnmll. d™Sgt«ts, reo-
on:mend Joluion's Magpotlff Ou, the
great family imlu killer, Intcrael and
external.
CENTRAL R. R. ofGEORGIA
H. M. COMER AND R. S. HAYES, RECEIVERS.
Schedule In effect OdL 4th, 1S94J Standard Time, 90th Meridian,
BETWEEN MACON. COLUMBUS. BIRMINGHAM. MONTGOMERY AND AI.BANf.
—STATIONS—
Macon Arrive
Arrive....... Fort Valley Leave
Arrive Cblumbue .Leavo
^ rT Y* Opelika Leave
Arrive Birmingham Leave
Leave,,Macon Arrive
Arrive.. Fort Vulley Leave
Arrive Americas Leave
Arrive Albany Leave
Arrive Dawson Leave
Arrive Fort Oalnee ..Leave
Arrive Eufaula Leave
Arrive Ozark Leave
Arrive...... Union Springe Leave
Arrive Troy Leave
Arrive Montgomery Leave
7 46 p m .....
6 85 p m .
2 46 pm,
2 25 am,
•I 41 e 1
7 40 1
G 40 • m .
5 20 n m . ■
4 10 a ml.....
U 47 pm
10 17 p m
(JETWEEN MACON. ATLANTA. CHATTANOOGA. MILLEDOKVll.l.n. AUGUSTA AND SAVANNAH.
TT.r, P mini 23 p mill 00 a
i 41 p ml 8 35 p m » 03 a
26 p ml*e 66 p m.-7 30 a
•4 It
ft ml*4 28
p m
•7 68 s m
Leave.
Macon
Arrlv#
« 12
a tn{ 8 32
p m
9 47 a m
Arrive
Grlflla
.Leav«
7 46
* 6 06
p m
11 30 e m
Arrive
Atlanta
■ Leave
1 16
p ml 1 00
a m
7 66 p m
Ar.*..
Chattanooga via Atlanta
....Lv
!4 IS
p mini 00
p m
11 30 a m
Leave.
Macon
Arrive
6 06
p m|Ll 46
p m
13 17 p m
Arrive
Gordon
.Leave
< 10
P raj
Arrive
MincdRcvtUo
•Leave
t 18
a m
2 40 D m
Arrive
Mlllcn
.Leave
1 6 30
a mf 6 ,v» p m
Arrive.
Augusta
.Leave
..1
1 8 00
e ml 6 30 p m
Arrive.
Savannah
•Leave
11 03 a m
fHim
•8 50 a in
■pH m,
[ «i 13 p ml»3 29 a m .
3 46 a mild 00'
3 01 a ml 9 10
I I 06 1 m .
It 35 p ml.
3 30 p ml.
•8 46 p ml..
Train* marked thus * dally; thus 1 dally except Sunday. Trains marked thue 7 Sunday only.
Solid tralne arc run to end from 3Iacon end Montgomery via Eufaula, Savannah end Atlanta vie Macoo, Macoe
and Albany via Smlthvll!* Macon end Birmingham via Columbus.
Sleepiug cars cn night train* betteen Savannah and Macon. Savannah and Atlanta.
Parlor cars between Macon and Atlanta.
Passengers for Thomnston take 7:66 a. m. or 4:25 p. m. train. Passengers for Carrollton and Cedartown take 7:66
sum. train. Passengers for Perry take 11.16 * m. train: Fort Oalnee, Buena Vlsi* Blakely and Clayton should tak*
j* m. train. Passengers for Sylvanls. WriffhUvtlle and Sandersvllle take 11:39 a. m. train.
For further Information and for schedules for points beyond out line apply to
W. F. 8HELLMAN, Tralllo Manager. W. P .DAWSON. Paeeenger Agent.
j. C. mau.r. General Passenger Agent . I* J. HARRIS. Ticket AgL, Kacoa.
."L-
