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The Advertiser nnd Appeal,
IS PUBLISHED EVEIIT 8ATUHDAY, AT
BRUNSWICK. - GEORGIA,
BY
T. C3r. STACY.
' Subscript! OH lltiei.
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One copy six month* , 1 00
Aitrerttiementn (tom responsible parties will
be published until ordered out, when thotime is
not s)>eciftod, nnd payment erected accordingly.
Communications for Individual benefit, or of a
personal oharaeter, charged an advertisements.
Harriage* and obituary notloee not are—ding
lour lines, *" “ “
c sodlng thi
Allletter*
dressed to the undersigned. ^ #
Brunswick, Georgia.
crrYflumocBS.
Slaror- It. J. Colson.
Aldermen- 3 3. Sneer*, 3. P. Harvey, P. t. Boer,
dinger. 8. 0. LlttleSeld, J. It. Oonper, t. Wllter,
W CIeri” , 5^wSlitoM Houston.
f^^'&SW^H.Bainey. O. B
Moore, 0. W. Byrd.
KteierofoJrdHtmeeand Clerk of MarUt-D. A.
Moore.
purl nytieiem—3.8 Blsin.
City 1‘Uytician—J. B. ltobins,
Sexton White Cemetery-C. O. Moor*.
Sexton Colored Cemetery—deckle Whit*.
Harbor Hotter—Matthew shannon.
fort IPardeiu—Thos O'Connor, A. E. Wattles, J.
II. Heater.
sTinpnin ooKKirrau or oovscil.
FnuKca—Wilder, Cook end 8petra, '
Htbketm, Daania A Budoes—Harvey. Herdy end
Littlefield.
Tow* oomtoira—Harvey, H>rdy and Speari.
Caarnmae—UtUeteld, Doyrtiiwer end Hardy..
HaaBOB—Hardy, Cook and Littlefield,
Public buh-diuo.—Harvey, Jonper end Wilder.
ItAtiBOADe-1Wilder. Bpears and Body.
Euocano»-iCook, Conper and Wlldir.
Chauti—Speera, Harrer end Cook.
Fib* DaranraaiiT—Doerfilnger, Heray end Speers,
Polios—Wilder, Cook end Hervey.
UNITED BTATE8 OFFIOEltS.
Collector ofCnetoms—H. P. Farrow.
Depnty—H.T.Dnun. __
Collector Internal Bevenne—D. T.Dnnn.
DeputyManhel-T.W. Better.
I’uatmaater—Linns North,
Commissioner—C. H. Dexter.
Shipping Jommlssionsr—O. J. Hell.
)CEAN LODGE No- 214,F-A-M.
Bfgniav communications oi this Lodge ere held on
leant end third Mondays In eeoh month. *t 7s»
Vieitfug'endnU brethren in good standing ere ire-
rnally invited to attend.
PEAKS
Seen
3AP0RT LODGB. No. 68. I. 0.
yft
0. F..
ieet.everyTnemmynljhtatrtghtoVl^^ Q
b'. HHWCH. V. o.
I. E. LAMBHIOHT, P. A B. Secretary.
LETUORPE III)ROE. NO. 24 -K. OP P.
ieeta every We 'nraday night at slgbt o'clock.
lotting ttUtl all brethren In good •Undlng «•
ernaily Invited to.trend. MEBBimU)>c . 0 .
MAX BICE. V.C.
A E. WATTLES, K. of B. and 8.
MILLINERY!
Miss HETTIE WILLIAMS
NOW RECEIVING A LARUE AND WtLIeSE*
LEOTED STUCK OP
Millinery & Fancy Goods,
LACES OF ALL DE8CBIPTI0NS,
Pattern Bonnets
In all the UteetjdjrleajJoaUrom New York.
Coilarette8iLftdies’3pderwear
PIIILBHRN'li DIIKSSKW, Kle.
Dress-Making u Specialty,
In all the most Ikehlonab!*etylM.CfdMPMtpti
ly filled. eprls-ly
el. /. Caovdm
ATTO^NE^ AT LAW,
BRUNSWICK, GEORGIA.
Office next to Adv*bti»kb axn AmuL building-
Lu*g II. Habbis.
Harris & Smith,
Attorneys and Connselon at Law,
Win practice in all the court* of the Brunswick Or>
cult, and in McIntosh county of the Eastern Cir
cuit, and in the C. 8. Court*. Office on Saweestl*
•trect, near the Adysstuib ann Amu offi«.
Brunswick. Georgia. Janffl-ly
HER PANT, PRESENT AND FUTURE
Of Brqpswick’s past, of the series
of disappointments, disastrous end
ings of earnest Efforts from 1836 an
ti!, 1878, it is approfitablp to speak. ..
Of tbe. immediate past,.from 1870
to date, it is profitable to speak for
tbe purpose'of comparison, and for
tlje purpose also ot showing wbat
may be accomplished by well direeted
and sustained effort, under difficul
ties and in tbe face of opposition.
Id 1870 tbe Maeon &. Brunswick
Railronu was completed after a fash
ion from Maoon to Brnnswick, and
the work of construction of the
Brunswick dTAlbany Road being vig
orously prosecuted. All was expects
tion. New settlers were occupying
the city, bnt it was only expectation.
The lumber business was then in its
infancy—the naval store business was,
unknown. In 1871 the B. & A. R.
R. was thrown into the courts, where
it remained a bone of contention for
three weary- years, without rolling
stock or epnipmenf of any kind—a
feeder, so far as it fed anything, of
the S., F. w/Railway (old Atlantic
& Gulf), tlaelf even them in the throes
uf financial dissolution. Business
languished, settlers who had come
with bright hopes in 1870, departed,
dwellings wore vacant in every quar
ter of tbe city, and gloom and decay
asserted Sway, i m ifi
The M. & B. Road was dragging
on, a weary series of expedients re
sorted to to postpone the evil day of
financial ruin to its promoters, and
finally was sold and bought in by tbe
State, whose government placed it
under control and management inim
ical to Brunswiok, only one bright
ray of light and hope being given us,
under Captaiu Grant’s short hut able
Administration.
At lost the B. k A. Fond passed
from the control of the the court and
its receiver, by sale to the German
bondholders, who, feeling badly
treated in the purchase of the bonds,
decided to only operate‘the road so
long as it would pay expenses, and
not to extend or do anything, but
hope for a sale. Wisely they placed
its management with Col. Charles L.
Schlatter, its chief engineer, the vet
eran of a twenty-seven years’ strug
gle for Brnnswick. Any man might
well have been appalled at the task
presented to him. He found the
road run to its lowest ebb, destitnte
of equipment, (for its cars nnd en
gines bad gone, back to parties from
whom they bad been purchased by
conditional sale for the unpaid pur
chase money), destitnte of iron for
side tracks and repairs, (for all sur
plus iron had been sold to pay lien
creditors), destitute of machinery,
with a bankrupt treasury, and with
no business ou the line of sufficient
volume to fprnish the mooing ex
penses nud leave anything for abso
lutely necessary betterments, will)
bridge ami wood work going to de
cay, and witb no money for its re
pair, with people at both ends of the
line clamoring, fpr a liberal manage-
ly pictured.
Patiently, appreciating fully the
situation, using 'bisperBODal,credit,
surrounding himself with tried and
faithful co-adjutors and assistants,
Col. Schlatter continued operating tbe
road,they and be knowiog full well that,
the day a call for funds was made ou
tbe owners the order would comoto
suspend operations, and that such an
order would postpone business pros-
rity to Brunswick for years, u not
With the weight of declining years
bearing heavily upon him, with the
full knowledge that bis twenty-seven
ighteat prizes
iff his chosen calling of civil engineer,
he watched every detail of bnsiuess,
and, witb the aid of bis able and
faithful assistants, Messrs* Header
nnd Jones, straggled on, leasing cars,
encouraging new lines of business,
gradually adding to tbe rolling stock
by purchase, patching tbe road in the
Worst plnees, replacing wood work
and bridges, until to-day we sen the
road -with a fair equipment, a fairly
good track, a handsome naval store
And lumber business built np along
its whole line—and every stroke of its
policy a stroke for Brunswick—ev*-ry
effort to divert trade from ns thwart
ed, nnd an impetus given to our busi
ness which has placed ns beyond the
fear of falling back from onr present
prosperity, and gives us assurance of
an ever brightening future. When he
took charge of the road in 1873, its
first mortgage bonds were rated on
’change iu Frankfurt at ten cents.—
They have risen to over eighty cents
on the dollnr. Could a stronger com
pliment be given this management?
He has done more: His management
has attracted the attention of capital
ists, and a contract ban been made
for the sale of the road to Fred
Wolffe, the financial agent, manager
and brain of the Erlanger-Seligman
syndicate’s system of roads, which
reaches out from Meridinn to the
Southern Pacific, tbe vast system of
roads in Texas, nnd penetrating Mexi
co, from Meridian; also in an air-line
to New Orleans in the South and Cin
cinnati in the North, nnd from Selma
northwest to Memphis, and now seeks
an outlet for this vast system, over
3,000 miles in length, via the B. & A.
R. R., to n south-Atlnntic terminus
nt Brunswick.
In 1878 H. G. Day conceived the
idea tnat tbe time was ripe for an ef
fort to procure either a lease or sale
of the Macon & Brunswick Railroad
by the State, and entered into an ex
tended correspondence with capital
ists, with a view to a demonstration
of tbe importaoce of the road if it
could be extended to Atlanta. His
enthusiasm and earnestness interested
others, who undertook tbo active
work of carrying through the Legis
lature some comprehensive mensuro
which should place tbe M. & B. R. R.
in the bands of capitalists, with a
compulsory provision for extension
to Atlanta. Such legislation was pro
cured by the friends of Brunswick,
Macon nnd Atlanta. We know the
result—through many perils tbe road
escaped the olutobcs of tbe Centra),
and passed into the hands of the Cole-
Sonev syndicate, who have with won
derful rapidity built tbe missing link
between Macon nnd Rome, lfil miles
iu length, under the management of
that prince of railroad builders, Maj.
W. V. McCracken, its present super
intendent, thus connecting it with
their vast spstem of ronds, 2,600 miles
in length. Thus we are connected
witb one system of roads 2,500 miles
in leDgth, nnd soon to be connected
witb another over 3,000 miles in
length, traversing eight’ Southern
States, and reaebing out to tbe north-
west* Mexico aid the Pacific slope.
To our immediate Senator and
Representative, Hons. J. M. .Tison
and T. W. Lamb, 4o Allen Fort, of
Americas, Charley Harris, of Macon,
Senators Fain, Wslborne and Haw-
kins, Hon. Wm. A. Harris, and a
host of others in and out of tbe Leg
islators (among others out of the
Legislature, Henry M. Drane), we
owe much for hearty co operation and
earnest work, but it is not too roach
to say that the material tor nil of tbe
strongest arguments urged before tbe
legislative committee nnd Legisla
ture were furnished by Henry C. Day.
His work has. borne bright frnit in
onr present prosperity, abd 'bebas
the right to be prond of bis connection
with it, although, modest man that be
is, few know of biB untiring efforts io
this behalf—in our behalf. May be
grow rich and prosper, obtaining bis
fall share of such benefits as may
flow to bim from tbe work be accom
plished so well, .
So much for the immediate past of
rial.toe,) we will only further advert
by way of business comparisons
Another system of railway, pr
ed by Major E. C. Gordon, its!
dent, a brother of General Gordon,
from Evansville, Indiana, on tbe Ohio
river (with extensions to the Gulf of
Mexico and Texas) is to mo, either
direct or by connection with the Er-
langer-Seligmau 1 system,’via the B. <fc
A.B.R to Brnnswick. This road
traverses in Alaba.nm L aud Tennessee
vast bodies, pf.jrqu ore andfloal, owns
260,000 acres of this richest mineral
lands ih the South, nnd has large do
nations of money from towos Along
the proposed route.
In 1875 our total exports were
$639,000; in 1876, ,$900,740; io 1878,
$1,873,842; in 1879. $1,39440)
1880,1,655,282; iu 1881, $2,S50,i
The nnmber of vessels which en
tered onr port for 1878 was 192,
cleared 198; for 1879, entered 220,
cleared 225; for 1880, entered 830,
cleared 332; for 1881, entered 870,
cleared 374.
Tbe tonnage of vessels hne increas
ed in even heavier proportions, hfidj
whereas, from 1870 to 1877 our ship
ments were mostly coastwise, in 1881
of the 374 vessels cleared 100 were
for foreign and - 274 for coastwise
ports. The figures of past years Bre
from January to January, which
makes it impossible to give a compar
ison of 1881 with 1882, bnt the best
information puts tbe increase io ex
ports of lumber at 30 per cent and of
naval stores at 60 per cent over 1881.
Ip 1880 tbe census gave us a popu
lation of 2,900. The tax digests, city
tax books nud increased number of
dwellings show onr popnfation nt
present uot less than 4,000. Lest the
correctness of this estimate may be
doubted, we refer to the fact that in
1S80, with the then number of bouses
in Bruaswick, vacant bouses could be
found for rent; that since that date
over 250 dwelling bouses of all sorts
have been erected, and that to-day
there is not an nooccupied dwelling
boose in town, and new ones nro go
ing up in every quarter—and, further,
that every old, dilapidated house has
been repaired, and in most instances
enlarged. Estimating four to a fami
ly for these 250 dwellings, we jmve
an increase in population of 1,000
Since 1880, a period of two years—
more than 33} per cent—without
counting the large increase in popu
lation boarding ot onr hotels nnd
boarding houses. The poll list in tax
digest shows that of this increase in
population the majority are whites. .
Two years ago we did no wholesale
business. Last year our bnsinefis ex
ceeded $500,000, nnd this year will
exceed $800,000, aud probably reach
$1,000,000.
Twenty-five new store and ware
houses have been erected sifice 1880,
and of u better olass than in previous
years, nnd two commodious brick
stores are in process of construction,
and still lnrger ones are under con
tract. All nre occupied, and a dozen
more nre needed.
A hotel bus been ejected of 75
rooms, and is constantly fall of guests^
and a new one is contemplated, to bo
built of brick, at an early day,
A club of young men bttye erected
an opera house which would.be cred
itable in a city of 10,000 inhabitants.
The Brunswick A Albany. Railroad
are constructing their box, platform
and express, baggage and mail cars,
and a company is forming to con
struct oarsou a larga'Soale.«
. A company of English and Boston
capitalists has been., formed aqdluv
corporate:!, who propose to engage in
an extensive commercial business at
an early day, with steamers ruuuing
direct to New York and Boston, and
to Liverpool, nod ultimately to other
foreign ports; who propose to estnb-
lisb an immigration depot for the
South at Brunswick, nud establish
banking facilities.
Ovex one-half mile of wharves have
beeu constructed and occupied, and
wore are in process of construction.
This is tbe Brunswick of tbe pres
ent. We submit that few cities in
the couutry present more gratifying
evidences of healthy growth. This
growth is based selely on a naval
store and 1 Umber business. Onr two
roads reach the finest cotton regions
of tbe South, and when the B. & A.
R. B. is completed into Alabama, we
have tbe right to expect, with proper
investment of capital, the handling of
600,000 bales Of cotton eaob year.—
Truck farming is becoming an impor
taut industry, and, so soon as w<
have rapid and sure transit to North
ern cities, will become still more im
portant
A word as to our future, iurwl the
reasons why we have the right t'n look
forward from the bright, pres-nrt to a
far brighter fnture. The Georgia
coast, ns anyone can see by an exami
nation of the Atlantic const liu« of
the United States, curves westward
further thsii at any other point north
or south .of it. This gives every G-or-
gia port on advantage over the other
Atlantic ports, to nuy point ip the
Northwest, West, South and South
west in distance. Brunswick, being
in the extreme western portion of
this ptirve, has the advantage in dis
tance .over every Atluntie port. She
is nearer Siin Francisco than Now
York is by over 600 miles. The dis
tance from Lonisville to New York ia
878 miles, nnd to Brunswick is 762
miles—a difference in favor of Bruns
wick of 116 miles. From St. Louis
to New York is 1,117 miles; to Bruns
wick 994 miles—a difference in favor
of Brunswick of 128 miles.
Continuing this comparison as com
pared with Savannah, and we find
Brunswick 77 miles nearer Montgom
ery than Savannah, 131 miles nearer
Albany, Gn., than Savannah by tbe
Central Road, and 85 miles nearer
than Savannah by the S., F. & W.
Road.' Brnnswick is 24 miles nearer
Atlanta, Ga.^than Savannah, and, by
tbe projected line of tbe Erlanger-Se-
ligman syndicate’s system via Selma
to Memphis, about 100 miles nearer
than Savannab to Memphis. Stating
this proposition generally, there is no 1
point west pr northwest of us that we
are not nearer to than any other At
lantic port. For these figures the
writer is indebted to Judge James
Houston’s admirable address to the
members of the Southern Commercial
Convention, held in Memphis May
18tb, 1869, and they may be relied
upon as accurate.
This difference iu distance, though,
our harbor* were only equal to other
South Atlantic ports, is an exceeding
ly important consideration. We pro
pose now to show that Brnnswick, in
many important particulars, 'excells
any Atlantic port south of Chesapeake
Bay and Norfolk, by reference to tes
timony which cannot be doubted.
In 1837 Chmmodores Glaxton,
Woolsey and Sbubrick, commissioners
appointed by the U. S. Government
to report upon the best AMantio port,
south of Norfolk, for a naval station
and yard, iu an elaborate report, in
which tbe advantages and disadvan
tages of all tbe ports from tbo Chesa
peake to Key West, inclusive, were
clearly stated, reported in favor of
Brunswick as the best port, nil things
considered, for tbe purpose.* Sabse-
eqtly, in 1855, our delegation in
ogress unanimously sigued a me
morial to tbe Seoretury of the Navy,
urging the importance of the estab-
lisbihent of a naval station at Bruns
wick, in pursuance of which a site
was bought. That delegation con
sisted of Robert Toombs, Wm. Daw
son, David J. Bailey, Elijah W. Chas
tain, Jnnins Hillyer, David H. Reese,
James L. Seward nnd A|ex. H. Ste
phens. This memorial would prove
of great interest if space could be-
found in this trade issue for its publi
cation. el* KJUT ,F
Succinctly stated, the special ad- -
vantages are as follows:
AH needful water over onter bar,
17 feet at low water, with .rise and'
fall of tideB of seven feet, giving 24
feet '-rt '••**& * •••
Land-locked harbor, affording am
ple protection from stornis.
Ample anchorage grounds, Hnd am
ple available deep water front.
Healtbfnlness of location, assured
by tbe fact that we arasurrounded by
salt water, and demonstrated by onr
mortuary report, which compares fa
vorably with tbe cities of eamo size iu
bill nnd mountain sections^
With 6,600 miles of railroad finding
an outlet here, and to be connected
with the Southern Pacific at an early
day, coupled with the advantages
possessed by our harbor, from onr
present standpoint of continuous and
healthy growth, wo have tbe right to
look forward witb complacency to tbe
fatnre, remembering, of course, al
ways, that “tbe Gods help those who
help themselves.” Respectfully,
C. P. Goodyear.
* Tbe report referred to is so in
structive aud fall of facts and data of
importance to Bronswiok that we
publish it elsewhere in this our trade
188 ue.—Editob.