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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-