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Deooteb to literature, Science, anb 3rt, t!)e Sons of temperance, ©bb irellotusljip, Jtlasonrp, anb (general intelligence.
VOLUME I.
giisifii iiifSf.
.1 early to bed and early TO RISE.”
Early to tied and early to rise”—
Aye. note it down in your brain,
For it helpeth to make the foolish wise,
And uproots the weeds of pain.
Ye who are walking on thorns of care,
Who sigh fora softer bower,
Trv what can be dono in the morning sun,
And make use of the early hour.
pull many a day forever is lost
Bv delaying its work till to-morrow ;
The minutes of sloth have often cost
Long years of bootless sorrow.
And yo who would win the lasting wealth
Os content and peaceful power,
Ye who would couple Labor and Health,
Must begin at the early hour.
We mnke bold promises to time,
Yet, alas ! too often break them ;
We mock at the wings of the King of Kings,
And think we can overtake them,
but why loiter away the prime of the day,
Knowing that clouds may lower?
Is it not safer to make Life’s hay
In tlie beam of the early hour ?
Nature herself ever shows her best
Os gems to the gaze of the lark,
When the spangles of light on Earth’s green breast
Put out the stars of the dark.
If we love lhe purest pearl of the dew,
And the richest breath of the flower,
If our spirits would greet the fresh and the sweet,
Go forth in the early hour.
Oh! pleasure and rest are more easily found
When we start through Morning’s gate,
To sum up our figures, or plough up our ground,
And weave out the threads of Fate.
The eye looketli bright and the heart keepeth light,
And man lioldeth the conquerer’s power,
When ready and brave, he chains Time as his slave
By the help of the early hour.
Eliza Cook.
RAILROADS IN GEORGIA.
The following ‘articles appeared in June last,
in the Savannah Republican. As the subject en
grosses much of public attention at this moment,
they are re-published in the hope that the friends
of Internal Improvement will peruse them.
Number One.
The enterprise of the people of Georgia, unos
tentatiously displayed in constructing the splen
did lines of railway now’ in operation, has asto
nished our brethren of the northern and south
western portions of the Union. In railroad re
ports, in the public journals, in the letters of in
telligent travellers, every where, do we find evi
dence of the high estimation in which our State is
held. We w’ould not boast at this state of things;
rather would we seek to show what y r et is wanting
to perfect the system of internal communication,
so that the people of every quarter of our do
main could have the same advantages which the
railways now in use afford. #
We propose in a few brief articles to give a
succinct account of the roads now in operation—
how built, and at what cost —to show what lines
are projected and being constructed, and what
will probably be their influence —and then to ex
hibit a plan by which the State can, at a very
drifting expense, complete a system of so general
benefit that, for a generation yet to come, no fur
ther oullay of capital will be necessary.
The Macon and western railroad, the phoenix
°f the old Monroe road , first claims our notice.
The Monroe road was projected to run from Ma
con to Forsyth, and afterwards the project was
extended to Atlanta, Georgia. It was a bold
movement in its inception, but hazardous in the
extreme, for when its authors started, there was
no prospect of a road below Macon or above For
s\th. When it was determined to build the West
ern and Atlantic and Central roads, the Monroe
Company was to form the connecting link be
tween them, and thus was a way looked for from
I lennessee river to the city of Savannah. After
struggles, and the establishment of the
piesent flourishing town of Griffin, the company
a* t ns afters went into chancery, and the
j It is now in new hands —has
een completed and in operation for near three
n a splendid business. A mil
’ 0 dol ars was lost to the. people by the old
‘‘ I )an y> but the new company has finished a
worth over a million of dollars, on an oullay
not much over half a million. We shall con-
Sl 500 000° St ° f lhe r ° ad ’ 101 m ' lC3 ‘ n len S th ’ at
171 e /* < or °' a ra 'l r °nd, from Augusta to Atlanta,
‘t miles, was finished about three years ago.
, Us a branch of 40 miles in length to Athens,
i ‘"as cost, in round numbers, with all its equip-
I 50,500,000.
]g,, ne Central road from Savannah to Macon,
fro * , es> was finished five years ago. Its cost,
® first t 0 j ast w j t jj j t equipments, may be
plae d at 83,000,000.
The Memphis Branch railroad, seventeen miles
long, from Kingston, on the Western and Atlantic
railroad to Rome, at the head of the Coosa river,
has been finished within the last year. We do
not know its cost, but it may be fairly put down
at $130,000.
These four roads, together 520 miles in length,
were built entirely by individual and city corporation
subscriptions. Not a dollar was ever advanced to
either of the corporations by the State.
Thfe Western and Atlantic road, 140 miles in
length, from Atlanta to Chattanooga, on the Ten
nessee river, in the State of Tennessee, was
opened to Dalton, 100 miles, about two years ago,
and will be opened to Chattanooga on or about
the first day of November next. Then will Geor
gia have a line of railroad from Savannah to the
Tennessee river, of 432 miles—and a line from
Augusta to Atlanta of 171 miles, besides the
branches to Athens and Rome. These lines will,
in a brief period, be extended through the Nash
ville and Chattanooga road to Nashville.
The Western and Atlantic road has been built
by the State out of the public treasury. All the
citizens of the State, therefore, have contributed
in equal proportion to the erection of’ this great
road—an everlasting monument of the wisdom
and liberality of the State Legislature. Its cost,
with equipments, when completed, may be placed
at the sum of $4,000,000.
Thus have six hundred and sixty miles of rail
road been constructed and equipped within the
last fifteen years at a cost of about $12,000,000,
two-thirds of which amount have been furnished
by individual enterprise and exertion, and one
third by the State.
Os the skill and perseverance displayed in
these truly great works, or of the effects of the
roads on the prosperity of the people, we need
not say a word. The roads shall speakfor themselves .
Number Two.
The Southwestern railroad is the chief road of
those projected and under way. It is to run from
Macon across Flint river, near Travellers’ Rest,
to Fort Gaines, on the Chattahoochee—distance
about one hundred and fifty miles —estimated
cost, one and a half millions of dollars. The ob
ject of this work is to develope the beautiful and
fertile portion of the State commonly known as
Southwestern Georgia —the finest region for the
cultivation of cotton in all the south, and to bring
the products of it to an Atlantic market at Savan
nah. The road is destined, in our opinion, to be
part of a great line which will terminate at Pensa
cola, and thus to be part of the greatest contem
plated line in the Union-—a line of ocean steam
ships and railroad from New York to New Orleans,
which can convey passengers between these im
portant cities in ninety-five hours. The sub
scriptions to this magnificent work have reached
$650,000, over five hundred hands are at work,
about twenty-five miles of the road are graded,
and the whole work to the Western bank of Flint
river is progressing in so spirited a manner as to
leave no doubt of the crossing of the Flint by the
first day of August, 1850.
The influence of this road will be felt through
out the length and breadth of Georgia. There is
no portion of the State which is not directly in
terested in it—it is destined to improve the con
dition of the whole State and all the railroads
now in use. Its advantages may be thus briefly
stated: Ist. It will develope the best cotton re
gion of the south. 2d. It will afford in Georgia a
market for the cotton grown in the kMate. 3d.
It will be an avenue for the introduction into
Georgia of West India produce, and various arti
cles of western production coming from New Or
leans. 4th. It will be an avenue for the produc
tions of the Cherokee country and Tennessee to
the planting lands of Georgia and Florida. sth.
It will be part of a great line of travel from Ten
nessee and parts further west to the Gulf of Mexi
co. 6th. It will be on the great thoroughfare of
the Union from north to south, whether that great
thoroughfare shall be by railroad alone or by rail
road and steam ships ; and it will be of incalcu
lable value to the Government and people of the
United States, as it will connect the most south
western Atlantic port, of ample depth of water,
with the very best harbor on the Gulf ol Mexico.
The next road in process of construction is the
Muscogee road, from Columbus to Barnesville
distance seventy-five miles —estimated cost about
SBOO,OOO. The Muscogee Company is at work
with considerable force, and lias made arrange
ments, we understand, by which its road will
soon be placed under contract—already some
twenty-five miles have been let. Tb.s road wdl
connect the important city of Columbus with every
other important point in the State, anc am i ie
great improvements north and west, giving o itb
citizens an outlet to the Atlantic for then products
and an inlet for the iron and grain ol the moun
tain region.
SAVANNAH, GA., THURSDAY, SEPTEMBER 20, 1849.
The Milledgeville road, from Gordon on the
Central road to the seat of government of the
State —distance sixteen miles—estimated cost
about $135,000. The object of this road is to
render permanent the present seat of government
by opening to it railroad communication from all
points, and to give to the planters of central Geor
gia a way for their products to the sea. As Mil
ledgeville is near the centre of the State and a
convenient and healthy position, the object seems
to be one of general and great importance. Sev
eral miles of this road are graded, and with a lit
tle aid, beyond the present subscriptions, the work
could be finished within a year.
These three roads are the only ones now being
actually constructed.
Os the projected roads, the first is the road from
Atlanta, Georgia, to West Point, thence to unite
with the Montgomery and West Point railroad.
The object of this work is to connect the Charles
ton and Georgia railroads with the Alabama and
western improvements. The road is destined to
be part of a great thoroughfare of travel, and it
will open to Atlantic markets the northwestern
part of the State. The distance is about ninety
miles—the cost will bo about a million of dollars.
Then there is the road from Augusta to the
Central road, at or near the 80 Mile Station. Dis
tance about 53 miles—estimated cost $530,000.
We view this road as one of vital importance. It
will connect Augusta with Savannah bv a shorter
and less expensive road than that from Augusta
to Charleston ; it wall bind the upper and lower
country in the closest bonds; it will build up the
two first cities of Georgia, and will do more to
throw the advantages of Georgia roads into Geor
gia’s sea-port than any other work which has
been or can be devised.
The five roads indicated in this article, when
finished, would add 385 to the number of miles of
railroad now in operation, and run the amount of
iron way to over 1,000 miles! The cost of these
additional 355 miles will not exceed $4,000,000;
and the enterprising citizens of Georgia can and
will pay the half, or even more than half that
amount, if the State of Georgia, which hitherto has
not given a\ dollar in aid of individual capital , will,
now that individual capital and liberality have
placed the State on ground so high, and made the
outlets for the State's own road , pay the residue.
We are compelled to brevity ; in our next w r e
will endeavor to show how the great work of inter
nal improvement in Georgia can be speedily car
ried out to full success.
Since writing the preceding, we have heard
that the Muscogee Company has not yet made
the arrangement to goto Barnesville to which we
alluded. That company, however, can go to
Fort Valley, and there connect with the South
western road at **much less cost than to go to
Barnesville, and in our opinion by a better route
for the city of Columbus.’
Number Three.
It will, we think, be readily conceded, that
with the 1,045 miles of railway which we have in
our preceding articles pointed out, shall be finished,
the State of Georgia will present a system of iron
roa Is unsurpassed by any State in the Union —a
system which will answer the exigencies of all
parts of the State, not only for the present popu
lation, but for more than a generation to come.
The commanding position and power of Georgia,
in this regard, are the fruits of the enterprise of
individual citizens, as we have seen. The State,
as a body politic, owes a debt of gratitude to
ihose who have toiled so hard and spent so much
money in opening the outlets to the State Road.
Unless the avenues from Atlanta, eastwardly, had
been opened with the diligence which has marked
their progress, notwithstanding great pressure in
the times, the Western and Atlantic road would
never have passed beyond the town of Dalton.
The people of the Cherokee region also owe to
their fellow-citizens of all other portions of the
State a great debt. Their country has been de
veloped by the enterprise, the talent, and the
money of those who do not inhabit their beautiful
and interesting section. Every thing has been
done for them which can be done for their im
provement, their happiness, and their rapid ad
vancement.
Southwestern Georgia , an area as large, if not
greater, than the Cherokee Georgia , now appeals
to them, and says that they, at a remote and iso
lated quarter, have cheerfully submitted to taxa
tion that the great work which now pours its
riches and its blessings over the mountain tops
and through the rallies of the northwest, might be
finished ; that by their votes in the Legislature,
and their good word at home and abroad, they
have aided in giving wealth and power to the
newest territorial acquisition of the State. This
appeal of the southwest is irresistible. He will
be more than a bold man, who, coming from the
mountains, shall stand up in the legislative balls
and raise his voice against the-efiort which will he
made to do, in small part at least, for the lower
country what has been done for the upper. All
this is plain enough; already in all quarters in
telligent citizens declare that something must he
done by the State for those who have hitherto re*
ceived nothing from the common fund. And we
are happy to add, the people who have them
selves, without assistance from the State, been
successful in carrying through the great lines
which give value to the State Road, join with the
southwest in their appeal, and tender to them
their political aid.
If the Southwestern road was the only one
wanting to complete the general system, not a
day would he lost by tfie next Legislature in
granting all the aid necessary to finish it without
delay. The whole debt of the State of Georg ia
does not amount to two and a quarter millions of do!
lars , and the Western and Atlantic road is wordi
nearly twice that sum. The State therefore is \ ir
tually out of debt. No valid objection, on the
score of debt, can be made.
But we know it will be said, that if aid be
granted to the Southwestern road, there are other
roads in progress and projected which will ask
aid, and that a system of log-rolling will be intro
duced into the Legislature, and in the end the
State will be saddled with an enormous debt, li
has been our aim to show that the position of
Georgia is better than that of any other State.
We hold it to he clear that with 0 per cent . Bonds of
the Stale to the amount of one and a half million of
dollars , not only the Southwestern , hut every other road
of general ch a racter , projected as well as in progress,
can hefinished withinfive years from this day.
We would then respectfully recommend to the
next Legislature the grant of aid to the South
western, the Muscogee, the Atlanta, the Millcdge
ville and Waynesboro’ railroad companies. Let
$-500,000 be given to the Southwestern company,
on condition that a like sum be subscribed by in
dividuals in cash or work , and that road will spee
dily reach the Chattahoochee. In the same pro
portion—say one-third of the cost of the roads—
let the other companies receive aid, and their
roads will be built beyond doubt. In the case of
the Milledgeville road, we would recommend a
greater proportion of aid, say SIOO,OOO, because
the whole State is directly interested in that
work. We repeat that every work can be comple
ted by the grant of the small sum of one and a
half millions of dollars.
The State cannot lose any thing, for it is obvi
ous enough that the stock of either of the roads
would pay G per cent, dividends. But to avoid
all chance of loss so the State, the grant of aid
may be coupled with the further condition, that
the State shall, within a defined period, receive
from the respective companies six per cent, on
its advances.
We fear to be considered prolix on this inter
esting subject. We profess to give only an out
line of what we believe to be the true policy of the
State. When it is recollected that the ability
which the State now has, with so small an outlay
to finish a perfect system of roads , is mainly owing
to the great labors and the very great sacrifices
of comparatively a fe\vof her inhabitants—when
those who have borne the heat and burden of the
day, ask nothing for themselves, but even plead
for those who have come in at the eleventh hour,
it does seem to us, a voice so loud can he
sent up to the halls of legislation, that nothing can
resist it. We trust that our own people will
think of and study this matter, and that they will
make at once the only effort now wanting to
place our State in a condition of unexampled
prosperity.
The United States sloop of war Germantown,
was (owed to sea at three o’clock, Wednesday af
ternoon, from Boston harbor, by the steamer
Jacob Bell. She was in port not quite forty-eight
hours.
The Rev. John Pierce, of the Unitarian Con
gregational Church, Brookline Mass., died on Fti
day, in his 76th year. He was one of the earliest
total abstinence men in the State, and was famous
as a pedestrian, to which his long life is to be at
tributed.
Charles Albert, ex-king of Sardinia, is not dead*
as has been reported. The last accounts from
England announce that his ex-majesty is <J lily
expected in London, the Marquis of Stigo's town
mansion having been taken for him.
. During the prevalence of the cholera at San
Antonio Texas, the river water, there, celebrated
for its purity, was unfit for use when kept a few
hours. In less than half a clay a vessel filled
with water from the stream emitted an offensive
smell, similar to bilge water.
NUMBER 29