Below is the OCR text representation for this newspapers page.

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