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Chronicle & srutinrl.
AKI) XKg BAT MOEHIWO. JULY 14.
ißiltnUoi.
On another part of this issue will be
found an article signed “Hancock," in re- 1
ply to “Traveller,” on the subject of im- i
migration. We will cheerfully publish
communications from our readers on im- |
migration, agriculture, horticulture, man- ,
ufactures and on every subject which will
in any way tend to promote a spirit of in- !
quiry and interest in the development of 1
our industrial resources. We, therefore, j
solicit communications from the planters
aid all others interested.
The Virgin!* Election.
The telegraph informs us that Walker,
who heads the Conservative Republican
ticket in Virginia, has been elected Gov- j
ernor, over Wells, present incumbent, by
a large majority, carrying in with him a
working majority in the General As
sembly, and all the members of Con
gress except three. Walker received the
united support of the white people.
Though a Northern man and Republican,
he favors justice to the South, and strong
ly opposes proscription and disfranchise
ment. His election is a great triumph for
the people, and a disastrous blow to Radi
calism in Old Virginia—as the extreme
Radicals, headed by Wells, a carpet-bag
ger as mean and vindictive as Booby Bul
lock, were sanguine of sweeping the State.
The prospect is now fair for the good peo'
pie of Virginia to rid themselves of the
vermin and vampires of the scalawag and
carpet-bag species.
Their flight from all the Southern States
is only a question of time. If any of
those miserable sinners expect to make
their homes in the South, the sooner they
repent, reform and do acts of contrition for
their past lives the better. If they don’t
lake our advice we won’t have them, and
the Devil must. For qur part; he is wel
, come to them all—every mother’s son of
'em.
The PoKtal Telegraph.
From the Telegrapher.
The Iricnds of the Postal Telegraph
schemes are earnestly though quietly at
work, preparing for the next Winter’s ;
campaign before Congress. They will
make a determined effort to obtain such
apparent endorsement from one, or, if pos
sible, from both Houses of Congiess as
shall enable them to go before the country
with some assurance of ultimate success.
For this reason we call attention to the
matter now, when, apparently, everything
is quiet and without agitation.
Centralization is now the order of the
day. We have it in the army, the navy,
the trails, the Legislative, Executive and
Judicial, and, in fact, in every depart
ment*' the Federal Government. Power,
centralized power, is the cry of the domi
nant party. Strike down the present tele
graph system, place it in the hands of the
Government at Washington and you strike
down the great lever of the progressive
newspaper—its body, its soul, its very life,
liDt the Federal Government take posses
sion of all the telegraph lines in the coun
try, and the liberty of the press, its useful
ness, efficiency and power, will be cramped,
crippled.
Chinese Immigration.
The subject of Chinese immigration is
now exciting some interest in the South.
A convention has been called to meet in
Memphis on Tuesday, the 13th instant, for
the encouragement of this kind of labor.
There appears to be no doubt But that our
soil and climate are well adapted to these
people, but there are grave doubts in the
minds of some as to the propriety of intro
ducing the Chinese in large numbers into
the South. Chings and Changs, admitted
to political equality, might, in the course of
time, bring about the same difficulty, with
much more serious results,than Cuffeeand
Sambo. This latter aspect and its proba
ble consequences were presented in these
columns in a former issue. The subject is
one which demands the gravest consider
ation from the loading men of the South.
While the Chinese are admitted to be good
and effective laborers, the Southern people
cannot afford to lose sight of the social,
moral and political influence likely to result
from their importation.
One of the worst enomies of tho South,
Ben Wade, has recently been visiting the
Chinese laborers on the Pacific. lie slates
that he has visited many factories in vari
ous parts of the world, but has never seen
any olass of meu as well adapted for the
manufacture of woolen fabrics as the Chi
nese. Kostya:
“They are patient, ingenious and re
liable, and have their minds so little at
tracted by outside matters that they ap
pear to be as mcchaoical in their movements
as the machinery they attend. lie thought
other Stutos in the Union, as soon as they
understood the character of this intelligent,
patient and industrious race, would ex
pend millions of dollars in obtaining them.
He expressed the remark that before ten
years would pass, the people of California
would bo framing laws to prevent the de
portation of the Chinese. He also stated
the subject oftheir immigration to Califor
nia is not of a local charaoter—such as its
Legislature could control. It was a na
tional question, which—since the emanci
pation of the negroes and the growing de
sire to extend home manufactures—was of
more importance than almost any other
subject. Ho had appointed to meet the
heads of the six Chinese companies, when
he would endoavor to obtain certain in
formation from them direct. He thought
if California would adoot the national cur
rency, and treat the Chinese liberally, in a
few years it might become the greatest
manufacturing State in the Union.”
We have no use whatever for old
blasphemous Ben. Wade. If he favors im
migration to the Atlantic and Gulf States
it would bode no good to the South. It
is not possible for him, in the course of
nature, to live another score of years, but
if he did we should not be at all surprised
to hoar of him setting himself up as their
Moses, and addressing the Hon. Chow-
Chow or Cbang-Wang as the “gentleman”
from Louisiana, or some other Southern
State.
The experience of nearly a century has
demonstrated the efficiency of the negro
as a laborer iu the rice, sugar, and ootton
fields of the South. John Chinaman may
possess all the advantages that is claimed
for him, but that he can surpass or even
compare efficiently with Cuffee in our cot
ton fields is, to our mind, exceedingly
doubtful. What the South wants, and
what the South needs and should have, is
an accession to our population from the
honest sons of toil in Europe. This ef
feea'd, and the preponderance of power in
the South will rest safely and securely in
the hands of the Caucasian race. Asa
necessary consequence, njgro labor can be
made effective and profitable by throwing
arouud it and enforcing those safeguards
and salutary laws which should exist in
every well regulated Government or State.
The Radicals and the Fourth or July.
The Radicals and the Wards of the
Nation celebrated the “Glorious Fourth”
and the “Eagle Bird by ch’anoe” all over
the country with great pomp and show.
God help the 4th of July, we may well
exclaim, when the canting, snivelling
hypocrites of the Radical party have be
come the peculiar custodians of liberty and
independence. • The desecration is so
flagrant and revolting that it ought to
make the bones of the men of ’76 rattle
with indignation in their graves.
We of the South revere and cherish
the principles for which our ancestors
died, but it would be sheer mockery and
canting hypocrisy did we celebrate a day
commemorative of liberty and indepcad
ence, when the substance is gone from
auioug us, leaving nothing behind but the
dark and dismal shadow of oppression and
tyranny. Independence day in the South
forsooth 1 \\ ith freedom overthrown, the
Constitution trampled and spat upon, the
civil power made subservient to the mili
tary, taxes more onerous and objectionable
than were ever tmposed by the British
Government, our people disfranchised,
the negro made the superior politically of
the white rnau, our State governments in
the hands of carpet-baggers, seala W&( . s
and negroes, and the Federal Government
in the hands of notoriously corrupt, wicked
and despotic rulers.
Celebrate the Ith of J uly indeed! When
this catalogue of corruption and oppres
sion ceases to exist, when we possess the
substance of that liberty which our Fathers
vindicated and established, then we of
the South will celebrate again the Ith of’
July. Not before.
Bullock’s Pardons.
Bui'xvk’. pardons continue to fall as
thick a- Lares in Vallambrosa. Wc have
now Executive pardons by wholesale.
Hard'y is the ink dry which announces the
commutation of the sentence of death of
Georg; Fowler, of Worth county, con
viettd of murder, before the news reaches
us of the commutation, to two years’ im
prisonment in the penitentiary, the penal
ties of Caesar Wiggins and Isaac Brown,
under sentence of death for the murders of
Frederick Broadbaeker and Frederick
Bruckman, Germans, residing at Savan
nah. William Floyd, Aleck Edwards and
Jack Wiggins, participants in the same
crime, who, to avoid the extreme punish
ment of the higher crime, plead guilty to
man-laughter, have tbeir crimes condoned
by oneyear’simprisonmentiwhfie Sampson
Wiggins, of the same club, is granted a
full pardon and restored to ail his rights
and privileges as an enfranchised citizen.
The present manifestation of Executive
clemency enables the public to measure
accurately the discretion of a Radical Ex
ecutive, and his regard for the lives of our
German fellow citizens. Toe individuals
murdered were German citizens ; all the
particulars relating to the crime were
clearly proven in open Court, a Court or
ganize! or rather reconstructed by Radical
power, and the judge himself nominated
for the office by the imperialist who fills
the Executive chair. The criminals were
fairiy tried, aod the two found guilty of
murder were sentenced by a Republican
judge to be hanged. These are the facts,
I and yet a Radical Governor reviews tne
proceedings of the court, weighs the evi-
I denoe as submitted to him and decides
| that one or two years’ punishment by im
prisonment in the penitentiary is a suffi
cient penalty to inflict upon negroes for
killing two Germans.
Mynheer Carl Schurz and his German
Radical followers should make a note of
this. We can lidly think that his Radical
Exprcssclencv has not put a fair value on
German life; hut we defer toit as being the
deliberate judgment of modern Radicalism.
To ho sure it is s. higher estimate than is
put upon the life of a Reb, so-called. For
taking the life offa so called Reb two years
imprisonment in the Penitentiary would
be excessive punishment. Such an offender
is always entitled to go scot free, as the
least recompense for having done the
Radical party representing the State some
service. But these were Germans who
were loyal.at least to the Union,if valueless
to the Radical party, aod as the policy of
law and the rights of society seem to be
ignored, laying all such questions aside, we
candidly think his Expresseleucy’s estimate
of the value of German life of acknowl
edged loyalty, entirely too low. We have
no power to correct such an error in politi
cal judgment- But perhaps Senator Carl
Scburz has. We commend to his attention
this estimate of German life made by his
brother Radical in this latitude.
From the very outset of his administra
tion Bullock has manifested a wonderful
degree of tenderness for convicted felons.
At first blush it seemed only the crowing
of a newly fledged vanity perched upon an
eminence high above the highest aspira
tion that the wildest dream ever pictured
to is possessor. It was something for his
Expresselency to see daily in the public
prints—R. B. Bullock, Governor and Com
mander iu-Chief of the Army and Navy
thereof;><t,d pardon proclamations afforded
tbisgrut.liauio.i. Rut surely if such vani
ty existed it ought loDg since to have been
satisfied. It is written that a fellow-feeling
makes us wondrous kind; and the Bible
teaches to forgive as you hope to be for
givon. We know not how far such prin
ciples govern his Expresselency. Cer
tainly, it can bo demonstrated by
the simplest induction from his of
ficial acts, that the public must look
elsewhere than to an application of the
accepted maxims, such as “the good ofthe
public,” “tliepublic welfare,” thefurther
ance of the ends of justice, which are usually
put forward by rulers as justification in
such cases. Where else, then, can we look
than to the exigency of political calcula
tion and the demands of partisan interest?
This frequent and unnecessary exercise
of the pardoning power is, wc regret to
say, undermining tho faith of our people
in common justice, and tempts more than
all things else, the citizen, to forget the
rights of the State and the obligations of
law, au<? to seek the exercise ofthe natural
rights of the individual to obtain retribu
tive justice. His Excellency is sowing the
wind. Is he to reap the whirlwind?
Going the Bounds.
Bullock’s ojficial organs are reprinting
from the Cincinnati papers a map ot Hul
bert’s ideas of the proper location of the
Great Cincinnati Southern Road. Ac
companying this map is his Expresselen
cy’s great Cincinnati Railroad speech, and
chief Hulbert’s summary of Railroad cen
tres, according to his theories. This tnass
map is a'good advertisement of the merits
of Bullock and Hulbert, and we suppose
is duly paid for out of the earnings of the
State Road, the State printing and contin
gent funds being well nigh exhausted. But
it is good for nothing else. It is about as
truthful as was deemed necessary. Our
Rabun Gap friends will not be surprised to
find by this map that, under Bullock’s ad
ministration, they have been transferred to
Nottb Carolina. Faint lines and small
dotted lines obscure obtrusive Railroad
lines and centres, which were hostile
to the theory, while other objectionable
Railroads and points are omitted
altogether. But broad black lines make
prominent supposed popular lines
and points. One of the imaginative
conceits which it illustrates most happily,
is the mall dotted circle which makes Bul
lock the centre of population in the South.
The eentre of population as illustrated by
Hulbert is the centre of Bullock’s influ
ence. Asa cheat, this map is a master
piece, artfully contrived and ingeniously
projected. As an advertisement, it is un
rivalled, captivating to the eye, and invit
ing to supposed preponderating interests.
Asa topographical guide, it is only val
uable as indicating the objective points
Bullock and Hulbert aim in the
Dext political campaign.
Augusta's Interest—The Augusta and
Hartwell Railroad Project.
The attention of our city readers is di
rected to the communication under the
noin Je plume of “Civis,” to be found in
another column of this issue. This com
munication comes from a quarter entitled
to respect, from longand eomplete identifi- j
cation with the interests of our city. The j
design of “Civis” in this communication is j
simply to arrest public attention and to j
stimulate our citizens and municipal au
thorities to practical sympathy with the
objects of the proposed enterprise, recip
rocating the efforts of the people of that!
section of the State which lies north of us, i
to strengthen ties of interest which I
arc being weakened by delay, and by 1
threatened diversions. The people of this
sjctiou are determined to possess them
selves of th« advantages of railroad com
munications now made more than ever
desirable, and almost abso’utely neces
sary by the greatly altered conditions
of our social and political status. A re
spectab'e proportion, if not a majority of
tb;s peip’.c, wearied by long delay and
fu’ilccff >r;-. iespairing of sympathy and aid
from us are now looking to Atlanta and
to connections with the “Air-Line Road”
in progress from that city, for facilities re
quired for their prosperity and develop
ment.
This “Air-Line Road” has been com
menced and will certainly be worked out to
completion. The State has granted it a
liberal appropriation, and the city of At
lanta has subscribed liberally to the capital
stock of the company, which has been or
ganized and is now engaged in the con
struction of the Road. This is an earnest
of success, a guarantee that has inspired
confidence and full faith. So much does
these facts inspire the people of that sec
tion with confidence that counties lying in
the valley of the Savannah, upon the ex
treme eastern borders of the State, are
now proposing liberal county subscriptions
secured by taxation, in aid of the work
I which has been inaugurated. But this is
j not the only quarter to which they look.
On the other hand.the aggressions made
| by rival interests has stimulated Charles
-1 ton interests, aud it is sow being seriously
pgiu'ed to extend the Sou'll Car dim 1
Railroad so as to tap the valley ofthe '<
Sivannah in reaching the terminal of the
Blue li'dge Road. It-is true. Gov. Orr
and some of the stockholders of the South
Carolina Railroad favor such an extension
as wll pass thruugh our city. Neverthe- I
less, a feasible route can be commanded, j
working no great injury to existing invest
ments in upper South Carolina, which
will draw very largely the trade from Loth
suits of the Savannah, not to the benefit of
Augusta, but for the benefit of the longest
line in transportation. Gov. Orr’s hands
can now be strengthened to the manifest
advantage of Augusta interests.
A continuance of the policy of the past
by Augusta mustwirk out results like
those of the past. Until lately the Augas
ti merchant, to reach Eaton ton (within
thirty miles of the Georgia Railroad
one hundred miles Northwest of us)
anl the whole of Middle Georgia,
had to take the road to Savannah. To
reach Columbia and upper Carolina, half
the distance to Charleston had to be
traversed. The natural distributing point,
for both these areas, could only
reach thembyerossroads and by unimport
ant branches through lines unfriendly by
interest; and the merchant wa3 made sub
ject t> the dwarfing and repressing effects
of vexatious and expensive delays, and
taxed by heavy discriminations in freight
tariffs. The supinenest of Augusta, un
der such a policy, has lost her a large
amount of her ancient trade. Very many
of her best an i m ist enterprising citizens
have sought other points, notso restricted,
but free from such embarrassments to
enterprise, as our reil estate holders
have probably discovered. It is true, after
almost a fatal delay, aod in the face of new
commercial channels which have been
permitted to wean and wear away
long established and natural affiances,
we are about to recover some
of our lost advantages by the comple
tion of the Augusta & Columbia and the
Macon & Augusta Railroads, and the con
nections that will necessarily force them
selves. But similar supinone3s now, will
be followed on the North of us, as, in
days past, upon the West and East of U3 ;
and without countervailing efforts, whatev
er of intoreoinmunic ition there will be,
and of trail that will reaoh us, even from
Carnesville and Hartwell, and tho valley
of the Savannah, will be reached by going
Northwest to Atlanta, and thenoe to the
Eastern border ol the State. It will be
the same old story of going nearly to Sa
vannah to getto Milledgeville and EatontoD,
an !of going half way to Charleston to
reach C olumbia and Greenville, and with
the same conflicts; repelling commercial
effort simply because it is the man
ifest interest and settled policy of Rail
road corporations to encourage most, that
traffic which employs the whole lino.
The single conditions of prosperous com-
merce is freedom, to be without restric
tion, to make available natural advan
tages which art may develop or modify,
but can never wholly supply. It is this —
the freedom of the sea, which makes the
seaports, great towns; and, in proportion
to this freedom, is the advantage Os one
seaport over another. Inland towns are
necessarily more restricted. Io former
days this restriction made such great
towns at the head of navigation upon
great streams. Modern ait has given to
the intersection of railways like, advan- i
tages. Now, where on this continent can
there be found a point commanding such
advantages as the city of Augusta? It has
at command, both by railway and water
communication, three such ports as
Charleston, Port Royal and Savannah,
and is thereby made absolutely secure
against an overpowering interest by
the rivalry of these great port®, one of
which is unsurpassed, and the other two
worthily classed as great harbors. It is a
central point in the great cotton belt,and the
farthest point on the Southern Atlantic (a
poiut long since selected by military science
as the most favorable in the choice of the
Government for the storage of ordnance
and military stores) which permits storage
of grain and breadstuff's free from the evils
incident to the heat of the tropics, and is
the commanding position between the Gulf
and the Atlantic? But where, also, can be
found another city w.th sueh advantages
1 which would have lain so long dormant—
letting slip, year by year, trade tributary
by Nature—not recognizing the progress
ana influences of modern art, leaving an
area of nearly an hundred thousand square
miles, from the Catawba to tho Chatta
hoochee, unpenetrated by radiating lines
with friendly connections; but content, like
tho crane of the marsh, with a single gut
to gal her whatever strength that might
come by absorption.
Boast as we may of our enterprise, and
there is that which we may justly boast of,
as an integer of the Empire State of the
South, in this particular, we have been la
mentably deficient. Instead of leading in
progress, and making each advantage ef
fectively available, we have remained dor
mant under oggression—oontent to look
to more distant points for recompense, and
to aid in the development of distant areas,
and the creation of towns which are now
fast rivalling us in influence and import
ance. We have aecepted, without a mur
mur, the adroit suggestions of rival inter
ests that “Augusta is unfortunately lo
cated,” a suggestion not true as to natural
position; but unfortunately too true by
reason of our supineness. The most insig
nificant of New England villages would
long since have made available our natural
resources, and the invention of a Yankee
Boot-Blacks’ Union would have been at
least equal to a combination to repress ag
gressions which compelled them to
go Southward to reach points West or
East of them or Westward, to attain
points due North by lines unfriendly by
interest and location, which cat off
from them their natural channels of trade.
But thus it has been and without action
thus it must continue.
We do not concur in many of the sug
gestions of “Civis,” and especially demur
to his proposition oncoming the extension
of the city credit by an issue of bonds.
There is still in existence “The Savan
nah Valley Itadroad” Company. Its com
bination with the Augusta & Hartwelj
project could be readily and advantageous
ly effected, and an alignment readily had,
apd which would meet the demand* of all
parties. The west bank of the Augusta
Canal furnishes a road bed for nine miles
almost ready for the iron. The Savannah
riverfor many miles North of us furnishes j
a water power unsurpassed in the State; i
indeed, not equalled except by that
shortly to be made accessible and available
by the construction of the West Point and
Columbus Road. The tributaries oi the
river, on both sides, lie in fertile va ‘leys,
which afford a selection as to routes easy
of construction; while the development of
those valleys will contribute a rich harvest
for local business. A union of these two
companies in the valley of the Savan
nah could be made to result in
an alignment of a road not in con
flict with existing interests, and, while
meeting the demands of the river counties
of Georgia, would enable Augusta to re
cover from the loss by diversion occasioned
by the construction of the Seroentioe
Greenville Road. Nor do we meet with
insurmountable difficulties as to means.
The city subscription to the Macon & Au
gusta and the Columbia & Augusta Rail
roads, have nearly subserved the purposes
for which they were designed. An appro
priation from this source would avoid an
increase of the city bonded debt and be a
i guarantee for the success of the enterprise
that would not fail to stimulate country in
terests to full exertion.
We concur with “Civis” that public
| sentiment in this city is ripe for the construc
tion of a railroad in this direction. Were
an issue of subscription or no subscription
under some such conditions as we have in
dicated, to bs made the ensuing Fall under
the requirements of our city charter, we
| have no hesitation in expressing the opin
! ion that it would be carried by an over
whelming majority. We do not, therefore,
attribute the inactivity of the ’‘Augusta
Directors” to a want of a true appreciation
of public sentiment in the city, but to a de
sire to await a manifestation of interest in
1 the country.
THE RAILROAD COXYESTIOX.
CONSOLIDATION CARRIED.
THE DEBATE ON THE QUESTION.
TUI: TERMS OF THE CONSOLIDATION.
CSFSCUXXT FOR THK CHROVtCLB * 9EXTIHKL.
Columbia, S. C., July 8, 18C9.
Wednesday, the 7th of July, was the
day appointed for the meeting of the
Stockholders of the Charlotte & South
Carolina and the Columbia & Augusta
Railroads to consider the terms for
the consolidation of the two Railways,
which had been agreed upon by the re
spective committees of the Corporations.
A large majority of the stock was repre
sented on the occasion, and, from appear
ances before the meeting took place, it
seemed that there would be a stormy ses- j
sion.
THE OPPONENTS OF CONSOLIDATION.
The two patties seemed to stand as fol
lows with reference to the consolidation : j
la the Charlotte Road there was, of course,
no opposition to the measure, but in the I
Columbia & Augusta Railroad the oppo - j
sitioo numbered many strong and influ- j
ential stockholders among others the;
cities of Augusta and of Columbia—under j
the leadership of a director of the corpora- j
tioo, Mr. James G. Gibbes, of Columbia. ]
The grounds taken by tho representatives
of the city of Augu-ta—Messrs. W. H.
Tutt, J. U. Meyer and J. V. 11. Allen— j
were that it was not to the city’s interest |
as a stockholder to consolidate, because by !
doing so the Road would not be able to ]
connect to advantage with other lines from
the North, more direct than the Charlotte j
route, which might enter Columbia; that
the terms of consolidation were not equal, j
aod that the two roads were already as
closely connected as was necessary lor the
convenience of each of the two corporations.
The views of the city of Columbia, and
with them wa believe those of Mr. Gibbes
were identical, were that the terms were
unequal; that the consolidation would pre
vent the connection ofthe Sumter & Man
chester and ether Northern routes with
the Columbia & Augusta road, and, conse
quently, prevent them from building their
lines to the city, and that the consolidation
would reduce the city from her position as
a terminus to that of a way-station. The
feeling in this latter party was very strong,
and it was said by their leader before the
meeting that in case the consolidation was
agreed upon, on the terms proposed, that
the city of Columbia would appeal to the
Courts for an injunction restraining it.
The same party offered Governor James I
L. Orr SSOO to come and argue the case in
the Convention, b it owing to an important
meeting of the Executive Committee of
the Bine Ridge Railroad, of. which be was
a member, that gentleman was unable to
come.
TIIE ADVOCATES OF CONSOLIDATION
comprised a large majority of the stock
holders of tho company, and were under
the leadership of its President, Colonel
Johnston. They declared that the inter
ests of tho two roads were identical and
that they should now be united under one
name; tnat by this means there would be a
con inuous and prosperous route of nearly
two hundred miles; that independent of
the Charlotte Road the other could not
have been built and could not exist, and
that the terms of consolidation were just
extremely liberal for the Columbia Road
considering the difference in the cost, the
•length and the debts of the two companies.
With this wide division of the sentiment
on the question at issue the stockholders
cf the Columbia & Augusta Railroad met
at half-past three o’clock, in a large room
at Nickerson’s Hotel.
MEETING OF THE STOCKHOLDERS OF THE
COLUMBIA & AUQUSTA ROAD.
The hall where the Convention met was
filled to the utmost capacity; for besides
the stoekliol Jets of the road proper pres
ent every holier of stock in the Charlotte
Road was also there, made an interested
party by tho recent stock dividend, which
gave one share ofthe former stock for every
share of the latter.
On motion of Col. Win. Johnston, Mr.
James Wilson, of Charlotte, was called to
the Chair,and Messrs. .T. E. Gregg and H.
M. Me'z were requested to act as Secre
taries.
Col. Johnston stated that at an informal
meeting of the Directors on the previous
night Messrs. Cohen, Fisher and Young
had been appointed a committee to verily
proxies and asked that the appointment be
confirmed. Carried.
A stocicholder stated that a number of
men bad appointed proxies to represent
their stock arid yet were present at the
Convention and bad reported their scrip
to the committee. Were these men to be
allowed to vote twice ? The chair replied
that the committee would attend to this
matter.
The Committee on Proxies reported that
twenty-four thousand eight hundred and
fifty-seven shares of stock were represent
ed in the Convention and that this number
was a majority ofthe whole number of
shares.
Mr. Cohen, from the Consolidation Com-
reported that on the 27th of last
May the Committee had met in Augusta,
and, after a full and treediscaSsion of the
subject, had agreed upon the following
terms:
“That wc recommend the consolidation
of the two companies, and upon the fol
lowing terms, to wit . Each share of stock
in the Charlotte and South Carolina Rail
road Company shall be converted into a
share in the consolidated company;- and
every four and one-halt shares of stock
in the Columbia & Augusta Railroad
Company shall be converted into a share
in the consolidated company ; and where,
in the last named apportionment, frac
tions of a share may result, the owners
thereof may, at their option, complete
the unit by paying for the necessary ad
ditional shares of Columbia & Augusta
Railroad stock, at the rate sl2 50 per
share ; or they may receive pay for sur
plus shares at the same rate.”
This result had only been obtained
after a long and full discussion of the sub
ject and the terms were the best that could
be obtained, lie would state that the
committee had done all in its power, had
worked hard and faithfully and at last suc
ceeded in effecting a compromise with the
Charlotte Committee, which it was not
at first disposed to yield.
Mr. Gibbes, from the same committee,
stated that when the two committees met
in Augusta, he was much astonished to
find that the Charlotte Road expected a
very large and ff'ercnce to be made in the
stocks —that it even was disposed to de
mand six shares for one. That when his
committee was called on to make an offer,
it proposed that the terms should be equal,
which was rejected. The Charlotte Com
mittee then proposed five shares for one,
which the Columbia Committee unhesitat
ingly declined and the meeting then broke
up. On the next morning he learned that
the committee had hell another meeting
on the previous night and agreed to com- I
promise at fjur and a half to one. He
did not ajiprovc this. He was not in favor
of consolidation, anyhow, but thought if
made it should be on equal terms, as the
Columbia Road was equally’ as good as the
other one and, therefore, he offered thefol
lowing substitute to the report of the com
mittee .
Resolved, That the stock of the Char
lotte & South Carolina Railroad and that
of the Columbia Road be consolidated
and that the two Companies be united
under the name of tho Charlotte, Colum
bia Augusta Railroad,aad that new cer
tificates of stock be issued to the stock
holders on a basis of '4 shares of C. & A ,
to 1 of C. & S. 0., and that where frac
tions of shares occur the holders shall have
the option of selling their stock to the
Company at 50 cts vu the dollar, paying at
that rate to n-iae a full share.
Resolved, That all indebtedness by bonds,
notes or liabilities cf any kind be now as
sumed by the consolidated Company and I
the faith and credit of the uew Company
be pledged tor their redemption.
Resolved, That a due regard for the in- j
teresti of Columbia, the present terminal
point of the two roads, render it necessary
to guarantee that in the tariffs of freight
aud schedules no unfair or unjust discrim
ination shall be used to the predjudioi of
Columbia; and the faith of the consolidat
ed Company is pledged to have this carried
out and so regulate charges that freight to
and from Columbia and the two termini
Charlotte and Augusta shall never exceed
oer mile what is charged over the whole
line.
He supported his motion in a short ;
speech mainly devoted to the last resolu- ;
tiou, stated that he thought that the city
of Columbia, as one of the termini of the
road, was entitled to have this substitute J
adopted. He wished to take no advantage
of the road, but merely demanded that 1
justice should be done and wished to guard
against any advantage being taken of the !
city. Many opposed giving 4j for one j
as unjust and he did himself; but of such I
importance was his last resolution that if
it was adopted he would abandon resist- j
ance to the rate at which the stock should j
1 be taken.
The Road owed much to Columbia, both ■
for pecuniary assistance and for giving it \
the right of way through the streets, .by -
which it was enabled to connect with the
Charlotte road, and now it had a right to
expect something in return. The conces- I
sion asked, too, was bat a small matter.
The eity did not seek to hamper the opera
tions of the road by exacting that local and :
through rates should be the same, but be
did not wish that the position of Columbia
as a terminal point should be ignored. He j
saw Augusta men present—he would ask j
them how, for instance, they would like 1
the Georgia Road to consolidate and run !
their trains past the city as if it was noth- |
ing but a way station'/ If these resolu
tions were passed the subject of consolida- j
tion could be easily passed, as he would
! offer no further opposition. Indeed, he
thought that if this was done it might be
as well to consolidate; but still thought the
Charlotte ro id would be more benefited
by the consolidation than would the Co
lumbia A Augusta Compary.
Col. Wtti. Johnston rose and said that,
as the Chairman of the Charlotte Com
mittee on Consolidation was present, he
would ask him to read the report which
he had prepared for his Company.
Judge \V. R. Robertson read the follow
ing report .
Resolved unanimously by the Committee
appointed by the Charlotte & South Car
olina Railroad Company, and by the Com
miitee appointed by the Columbia & .Tu
gusta Railroad Company, That we recom
mend the consolidation ol the two compa
nies, and upon the following terms, to
wit: each share of stock in the Chailotte
& South Carolina Railroad Company shall
be converted into a share in the consoli
dated Company; and every four and one
half shares in the Columbia & Augusta
Railroad Company shall be converted into
a share in the consolidated company, and
wherein the last named apportionment
fractions of a share may result, the own
ers thereof may, at their option, cbmplete
the unit by paying for the necessary addi
tional shares of Columbia & Augusta
stock at the rate of ST2 50 per share, or
they may receive pay for their shares at
the same rate.
Mr. Robertsoo stated that when the two
Committees met in Augusta Mr. Gibbes,
from the Columbia Committee, proposed
to consolidate < n a basis of four shares of
the latter stock tor one ol the former. llis
Committee did not feel prepared to act on
this, and requested, time to consult his
Committee, then withdrew; and, after ex.
amining statistics of the roads, and com
paring carefully their assets and liabilities,
had come to the conclusion that a road 110
miles in lenth, for many years in successful
operation, was worth a little more than one
only 80 miles long, just finished, with no
rolling stock or other equipments. The
joint committee met again, and he
proposed consolidation on a basis
of five shares for one, which the
others refused. The Committee then
separated and the matter was supposed to
be at an end. On that night, however,
he received a note from an influential citi
zen of Augusta (Mr. Ed. Thomas) and a
Directorot the Columbia Road, asking that
a compromise he effected on a basis of
four and a half to one. That night the
Committee again met and these terms were
unanimously adopted. The Charlotte
Road owned a laree interest in the Colum
bia-more than s4oo,ooo—and he did not
think it should be entirely ignored ; but
he thought it to the interest of both com
panies to consolidate.
Mr. Gibbes said that he did not ignore
this interest, but did not think that the
interests of the two roads were equal.
However, he supposed it natural that the
Charlotte Company should want to make
a trade to their own advantage. But
while confessing that tho statistics were
correct he thought liiat the fineness ofthe
new road fully counterbalanced the differ
ence in length of the other line.
Dr. Tutt moved to stride out 4J in the
Cohen resolutions and insert 4 in its stead.'
Mr. i F. W. McMastcr asked if Mr.
Gibbes’ substitute would not be divided ;
he opposed the first resolution but would
support the last.
SPEECH OF OOL. JOHNSTON.
Col. Wm. Johnston was glad that jAe
substitute had been offered, as it gave an
opportunity to fairly discuss the whole
matter of consolidation. He gave a brief
statement of the road’s condition. The
Charlotte Road was 110 miles long and
cost $22,000 per mile ; the Columbia road
was 80 miles long and cost $25,000 per
mile, and this was, he thought, a very full
estimate. The workshops, rolling stock,
road bed and equipments of the Charlotte
road were worth $2,300,000 ; those of the
Columbia Road $2,200,000. The Char
lotte road had been built for gold before
the war ; the Columbia stock had been
subscribed in Confederate money and had
been reduced one-fourth after the war.
The latter had also to sell $600,000 of
its bonds at about 75 cents on tho dollar;
and the city of Augusta bonds, subscribed
in paymentofits stock, had been sold at
about 55 cents an the dollar. This reduced
the real cost of the road to about $1,213,-
000 in gold, nearly 30 per cent,
less than the cost of the Charlotte
route. Before tho war the Charlotte
road paid each year ten per cent,
dividends without through connections and
annually redeemed $25,000 of its bonds.
He thought that consolidation on a basis
of five to one was equal, and told Mr.
Thomas io Augusta that he would oppose
four and a half, but afterward yielded for
the sake of harmony. He thought this
opposition was gotten up ftr other pur
poses than those that appeared on the
surfaoe. There were outside railroad in
fluences strongly opposed to consolidation
which might explaiu the turn taxeu by
matters in the Convention. The reason
given by Mr. Gibbes was oertainly a very
lame one. The road could’nt be driven to
oppose the interests of Columbia. It had
helped the city a great deal in ’65, in its
time of distress, and would always help it;
but, Mr Gibbes’ non-discrimination policy
would uever work ; it would prove of no
an . injurious to both the road and
the city by destroying all through business.
The local rates must be higher than
through, arid if this resolution was passed
tho road would have to abandon all through
business whatever. Its pa.-ssge would
cause great hostility to Columbia, while
the discriminations would not injure it at
all. While he acknowledge the city’s
liberality to the road he did not forget the
benefits conferred by the road upon the
city. It pays city taxes to a large amount
per annum, and pays employees $50,000
annually, which was spent in the city,
in 1866, when the freight on a bale of
cotton to New York was sll per bale from
Columbia by the So ith Carolina Railroad,
he finished the Charlotte road to Colum
bia, and at once reduced it to $5, and all
other freights had been reduced fifty per
cent, in favor of Columbia, and the road
has saved the city at least $150,000 in
way of freight since ’66. He believed me
Wilmington road would come ti Columbia
because it could not go to Augusta on ac
count of the hostility it would experience
from the South Carolina Road. As
President of the Columbia Road he had
asked it to come and would give it all the
facilities in his power upon its completion.
He ended by declaring that the Charlotte
road had helped appreciate t-e value of
Columbia stock at the expense of its own,
and, in fact, the latter road owed its very
existence to the former, and now he
thought the consolidation should take
place so as to benefit bath corporations
and the city ol Columbia.
Mr. A. C. Ilaskill, of Columbia, w afed
to know the market value of the two
stocks. He understood Charlotte stock
was worth 52 cents on SIOO shares, and
the Columbia sl3 on $25 shares. He
thought that the stock of one road was
as good as good as the other, and they
should be consolidated on equal terms.
Mr. Rion, from the Consolidation Com
mittee, explained that when in Augusta
he was known as the friend of the Colum
bia Road, and ho had an interest in it out
side of his stock dividend which Mr.
Gibbes seemed to think had been stolen.
He was anxious to befriend the Columbia
Road, and would do anything that tended
to her advantage. But he believed that
the opposite n was gotten up to injure the
road by preventing consolidation. • There
were strong interests at work in outside
railroads to cripple the road, and this
seemed to be a part of the programme.
The opposition was a mere moneyed oppo
sition and one which should not be regard
ed. The plea of discrimination against
Columbia was puerile. It was not to the
interests of the roads to injure Columbia,
but the contrary. When the Consolida
tion Committee first met the statistics
showing the value of the two roads were
exhibited and they could not be gainsaid.
They proved I hat one share of Charlotte
stock was worth more thansixof Columbm.
His committee offered sto 1, which was
refused; the Columbia Committee then
offered Ito 1, which was also rejected.
Afterward, as before stat and, to satisfy all
parties, a compromise was agreed upon
and the next day Mr. Gibbes authorized
Mr. Cohen to sign his name to it.
Mr. Gibbes said he gave his signature,
but not his approval; and only gave the
former because he knew the matter would
come before the Convention where he
could oppose it.
Mr. Rion said he did not think Gibbes
approved it; for he always thought that he
was opposed to any sort of consolidation.
He thought now that as both parties had
given way, the report should be adopted.
In reference to the stocks he said that
».. m the Charlotte Road was completed
in 1866 its stock was worth $75, while that
of the Columbia Road had no value at all.
Since that time one had gone up and the
other down until both were about equal.
This was caused by the former spending
all its earnings for the latter. It had loaned
its credit, endorsed $400,000 of its bonds,
and it was not fair now to make the
market value cf the stocks the basis of
consolidation. The Charlotte Road
had bought a large quantity of
the Columbia stock to prevent it beiDg run
dowD, and at last, in payment of services
rendered, and to quiet the grumblings of
the stockholders, this stock had been divid
ed among the latter as a stock dividend.
He concluded by moving that the substitute
be laid on the table.
General Wade Hampton moved that the
motion be withdrawn. He said that when
South Carolina was a state and had a
Legislature of decent and respectable men,
not the outcasts of society; when Rich
land was a District he represented it in
the Legislature and presented and had
passed the original charter of the Columbia
road, and he now desired that harmony
should prevail in its management. He of
fered an amendment to Gibbes’ substitute
that no unjust or unfair discriminations
shall be used to the prejudice of Columbia
and he’r interests, and that the three :
termini of the route, Augusta, Columbia
i and Charlotte shall always remain on an
j equal looting.
Colonel Johnston opposed the amend
meat on the ground that if no discrimina
! tion was made against Columbia, none
could be mads against Charlotte or any
other sta'ion. lie thought consolidation
would help both routes, and thought five
to one fair. The stock of the Charlotte
road amounted to $1,500,000; the Colum
bia to $1,200,000, and the debt of the lat
! ter was $400,000 more than that of the
j former.
Gen. Hampton asked if Col. Johnston,
! after consolidation, would allow a North
ern road to connect with the Columbia up
on equal terms with the Charlotte ?
Col. Johnston replied that he would’nt
give it equal privileges, for that couid’nt
be expected, but would offer them a liberal
competition, as it was not good policy to
drive off other roads. Ho repeated his
argument against the Gibbes’ discrimina
tion resolution.
Mr. Rion renewed his motion to table,
but finally withdrew it and called for a
stock vote on the Gibbee-Hamptou sub-
I stitute. The vote on the first section,
I J u bstituting 4 shares for 4}, was lost by the
i following vote —the city of Augusta voting
; for the substitute :
i For the substitute 4,726
! Against “ : 7,968
; Majority against 4,269
fke Mayor of Columbia read resolutions
jot the City Council, protesting against
; discrimination; demanding that Columbia
should have the advantage of the lowest
through rates ; and that any other road
entering the city shall connect with the
Columbia road on equal terms with the
Charlotte.
A stock vote was taken on the original
resolution, consolidating on a basis of 44 to
1, with the following result:
kor consolidation..." 10,163
Against “ 4,437
Majority for consolidation;- 8,726
Col. Johnston then offered the Gibbes’
resolution, further amended, pledging the
road to make no unjust or unfair discrim
inations against Columbia by passenger
schedules or rates of freight, which was
adopted unanimously, and the Convention
adjourned amidst the greatest noise and
confusion.
CHARLOTTE AND SOUTH CAROLINA RAIL
ROAD.
This Convention was organized iuiine
uiately after the adjournment of the other,
by retaining Mr. Wilson in the chair and
the former Secretaries.
The Committee on proxies—Messrs.
Davega, C ithcart and Patterson—report
ed the whole numb-r of shares, 15,380, of
which a quorum, 8,517, were represented.
Ihe same consolidation'resolution, winch
had passed the other convention, tvas put
to a stock vote and carried by the following
vote :
For Consolidation 5,769
Against “ ’ q
Inc Convention adjourned to meet the
next morning. The Convention of the
Charlotte Road assembled next morning
and passed tlio following resolution, offer
ed by Mr. C. D. Melton, and adjourned:
Resolved , That whenever the said Char
lotte, Columbia & Augusta Railroad shall
have formally assumed the payment of all
the liabilities and the performance of all
the contracts of the Charlotte & South
Carolina Company, all the property of the
said Charlotte & South Carolina Railroad
shall thereupon rest in the said Charlotte,
Columbia k Augusta, and all the rights,
credits and choses in action of the said
Charlotte & South Carolina Railroad shall
be and they are hereby assigned to the
said Charlotte, Columbia & Augusta Rail
road.
The Convention of the Columbia & Au
gusta road met immediately alter, and
passed the same resolution as the former,
merely inserting Columbia k Augusta
Road for Charlotte & South Carolina, and
theu adjourned.
The joint Convention of the two Roads
met immediately afterward—Mr. Wilson
in the chair, and Messrs. Gregg and. Metz
acting as secretaries,
Mr. Rion offered a resolution that the
stock in the joint Convention and all stock
votes be determined by adding together the
number of shares and the number of votes
to which any one is recorded as represent
ing and entitled to on the two separate
lists of the committees on stock and proxies
appointed'by the Conventions of the two
roads.
Judge W. R. Robertson read the pro
posed bye-laws for the new road, which
were unanimously adopted by sections.
Mr. Gibbes offered a resolution that
the salary of the President of the new
road be $6,000 for the first and $5,000 lor
subsequent years, as the duties of the first
year would be more ouernu.s than after
ward. Adopted.
V. S, Lewie offered a resolution of'thanks
for his efficiency t) Chief Engineer Moore,
and that the Directors be requested to pay
him a liberal salary. Adopted.
On motion the Chair appointed a com
mittee of seven—Messrs F. ri. Lewie, W.
R. Meyer, M. White, J. S. CathcarfoE
M. Law, W. H. Tutt aud Andrew Craw
ford,to nominate eighteen directors for the
new company.
On motion of Mr. Melton the consolidat
ed company assumed the liabilities, con
tracts, etc., of the Charlotte & South
Carolina and Columbia & Augusta Rail
roads, and adopted a resolution that the
Directors shall consolidate the debts of the
two roads by issuing bonds to the amount
of $2,100,000 for the funding ol th s debt,
to bo secured by a mortgage on the road.
Col. Johns-on reported the assets of the
Columbia & Augusta Road at $2,108,350,
its liabilities s2,362.9so—excess of liabili
ties $254,600. The assets of the Charlotte
Road were $2 892,762, its liabilities were
less than its assets by $355,737.
On motion of Mr. Melton, the Direct
ors were required to issue new eertificaies
of stock to stockholders as early as possible,
and passed a resolution that the shares
of the new stock should be of the value of
SIOO each.
The Committee on Nominating Direct
ors reported the following nominations:
for Georgia, W. E Jackson. Josiah Sib
ley, J J. Cohen and S. D. Heard; Lexing
ton, F. S Lewie; Richland, C. D. Melton,
John Fisher, Elward Hope, J. W. Mc-
Master; Fairfield, W. R. Robertson, Ja«.
H. Rion; Chester, G. J. Patterson, J. J.
McLure; Fork, A. B. Springs ; North
Carolina, Win. Johnston, A. B. Davidson,
J A. Yonng, W. H. Neal.
A vote by stock was taken and these
gentlemen declared elected. At a subse
quent meeting of the Board of Directors
Col. William Johnston, formerly Presi
dent of bath the old roads, was unanimous
ly elected President of the Charlotte,
Columbia & Augusta Railroad.
(COMMUNICATED ]
We,the undersigned,certify that we were
in attendance upon the la|e Mrs. C.
E. Jones in her last illness. That we
learned from her and her nurse that the
deceased had had four daily paroxysms of
J fever. The fifth paroxysm, in which we
1 first saw her, was of unsual violence,
which terminated fatally 00 the after oou
of the 28'h Juoe. During this fatal
paroxysm Mrs. Jones suffered in a slight
degree with numbness and tingling, in the
extremities, symptoms which Dr. Godbee
suffered from in an extreme degree. In
our Oi iuion the death of the deceased was
caused by this malignant paroxysm of fever
and oar treatment of the case was founded
upon this opinion.
D. S. Perkins, M. D.
A. B. Wallace, M- D.
Augusta, Ga., 22dJune, 1869.
Hon. 11. F. Russell , Mayor of Augusta
and President of Augusta Canal Com
pany :
Sir : A copy of the herewith endowed
paper has been furnished to several parties
making inquiry about the canal, and sup
posing it may he of interest to the Council,
I take the liberty of furnishing you with a
copy, which may te laid before them or
not. as you may deem expedient.
You are probably aware that something
j in this line must be done to maintain the
eommero a! prestige of Augusta, otherwise
the railroad and o.her interests will givo
us, to use a vulgar expression, the “go
by,” aad we will, of course, settle down
into a receiving and forwarding depart
ment of these great enterprises. When
these great thorougufares are completed,
there will be no commercial necessity fora
bale of cotton to be sold or stored in Au
j gusta.
What we want is productive laboring
population, let it te at Rae’s Creek or in
| the city, and a few hundred thousand doi
j lars spent in that line would do more good
! than the millions spent in our political re
[ construction. It is the work done and not
I political opinions of the people that makes
\ the money, and it is the money value of the
\ labor of every man, woman and child, in
any community, that gives it thrift ana
! commercial importance. I need net write
you a chapter on political economy, you
j will see at once, from your experience as a
merchant, the practical application of my
; views, which may very conveniently be re
i solved into this question :
Are the citizens of Augusta prepared to
expend some two hundred thousand dol
lars upon the chance of adding some thirty
or forty thousand working people to their
present popnlation?
The present indications are that they are
not, or why are the existing mill sites neg
lected? I trust, however, that by the
proper management of this matter, and
some assurance and encouragement given
by our prominent men to our Northern
friends, that we will heartily co-operate
with them to the extent of our limited
means, wecaD yet get sueh help as may be
necessary to the full development of our
resources. The field would be open to
them if they could buy us clear out; thi»,
however, they cannot do, and the “dog in
the manger” policy so prevalent, will of
course leave us to the meroy of Hercules, j
who cannot well go back on the decree,
that every man must put his own shoulder
to the wheel to secure success.
J . I hope that yourself and the Council will
; gi'e this matter theoansideratiouit merits.
Very respectfully,
You- obedient servant,
William Phillips.
Augusta, Ga., June, 1569.
10 the Honorable t'te City Council of Au
j gusta :
Gentlemen : It has happened that par
ties, aware of my former connection with
* . •A-ngust.i Caual, have lately asked my
opinion with regard to its enlargement,
and its capacity to promote the interest of
the city in the way of establishing its
prominence as a manufacturing city. And
as I have ha 1 occasion to address myself
to a particular party, 1 beg leave to sub
mit to you what I have said on the sub
ject :
Dear Sir: —The letter of your corre
spondent, as read to me, shows that he is
not fully aware of the present- position of
the Augusta Canal, therefore I beg leave
to band you a very brief account of its his
tory and uiy piesent views as to its devel
opment.
The canal, as a canal enterprise, as you
are probably aware, was not intended to
be a money making concern, but to pro
mote the interests of the city by the intro
duction of cotton manufactures and other
mechanical operations requiring the use of
water power, in accordance with this
view, it was constructed originally at the
expense of the real estate owners of the
city; consequently the purchase of mill
sites and lands for the accommodation of a
factory population was not attemptei, and
the appreciation of the value of the prop
erty within the range and influence of the
caual in the city was left to be enjoyed bv
those who held them, and you no doubt
have observed how Dublin, Canaan, and
other localities have been improved to
(heir advantage, and I dare say you know,
too, that in 1845, when the canal was pro
jected the lands occupied by the places be
fore mentioned could have been bought for
about $lO per acre. The first and'seooud,
and part of the third levels of the canal
were out through unproluc'ivo corn fields
and the “beaver dam,’’ and the residue ot
the third level up town, through city i ts
of but little va ! ue.
After the canal was mad \ the same
principle prevailed in fixing the
water rents, and if I remember rigut, wa
ter was left to mill No. 1 of tho- Augusta
Manufacturing Company :tt 14 cents per
spindle per year, and for mil! No. 2 at 21
cents.
By a~> award made by gentlemen of
quondam reputation in such matters, it
was (iecided that in mill No. 1 of the Au
gusta Factory 314 cubic feet of water was
necessary to drive 10.000 spindles, and 292
cubic feet per second was required to drive
the same number of spindles in mill No.
2. Now, 314 cubic feet of water per-sec
ond at 624 pounds per cubic foot, and 13
feet fall, gives 463 86 horse power, and
292 cubic feet per second for mill- No. 2 by
the same formula, gives 431.41 horse
power. It is easy to see that for mill No.
1 the price per horse power was but little
over $3 01, and for mill No. 2, $4 88 pet
horse power. At this time
The annual charge at Manyunk per H. P. was $ 24 0 0
“ Eatterson, N J., “ 45 50
“ Cohoes, N. Y., “ 22 60
“ “ Ohio Canal, 0., “ 20 00
“ Richmond, Va., “ 23 30
“ Lowell, Mass, “ 15 SO
Average, $25 25 per horse power.
Thus you will see what a concession was
made by the Canal Company fir the pur
pose of carrying out the idea of promoting
the interests of the city in the establish
ment of manufactures, etc. In the other
mills upon the canal the nominal price of
$lO per horse power has bjen adopted for
the same purpose.
It would, perhaps, be disingenuous to
claim the concession made (0 the Manu
facturing Company on this principle alone,
because, ignorant as we were of the value
of water power, etc., at the beginning of
the canal enterprise, it was assured from
the best information we could get that 19
H. P. of water would drive 1,000 spindles;
afterward it was determined by the quon
dam gentlemen before referred to that
about 36 H. P. to 1,000 spindles was neces
sary. This will, as a part of the history of
the canal, show your correspondent why
the value of water rents were made so low,
and that though they may be quoted as a
precedent, they are not necessarily so as to
any new operation on the canal.
It may be-both amusing and instructive
to quote the following passage from the re
port of Mr. Baldwin, a Boston engineer,
who came out aud examined tho work for
the Canal Company :
“Making the canal 7 feet deep, and call
ing the additional construction $55,000, we
increase the first cost of the canal to $170,-
000, when the value of a mill power would
stand at $10,175 07
Upper f-ite (Ist Level) 8.->7 ml'l powers, 4 84,147 81
Second site I'd Level) (170 mil powers. 68,681 72
Tfalid si(e (3d Level) 6 75 mill powers, 47,170 45
21.77 170,000 00
And these, according to the minimum
suggested by him, should have been worth
$26,124 per year!!! This was the impres
sion produced by his report; the result,for
the reasons before mentioned, was quite
different, and the canal lias never been a
selff-sustaiuing institution. This needs no
explanation, for you know that the pro
moters of the canal enterprise were also
the promoters of the manufacturing enter
prise, and they, of course, very properly
harmonized with eaoh other. So much for
the history ot the canal as explanatory of
the rate of water rents.
Now for the enlargement. I have some
where before stated that, in 1845, when
our canal project was first started, that
tho canal at Lowell, Mass., was taken as
our model and that soon after our work
was completed, as we thought, it was dis
covered that the old canal at Lowell had to
some extent, been replaced by anew one,
100 feet wide and 15 deep. This, with the
“water question’’ raised by the Manufac
tory Company, and settled by the award of
the arbitrators before referred to, indicat
ed the necessity of the enlargement of our
canal. Consequently, when the Savannah
River Valley Railroad was projected it was
proposed that our canal tow path bank
should be used by it, as the crossing of
that road trom South Carolina was intend
ed to be at a point just above the mouth
of oteven Creek and a short distance above
the head of the canal. Li the survey
made for that road, on the line of the
canal, by Mr. Arms, a full examination
was made on tire basis that the water way
of the canal should be increased to four
times its present capacity, and that the
earth from the now excavations should,
where necessary, bo used to raisi the tow
path bank above all freshets, not only lor
the full protection of the canal, but to se
cure the track of the railroad.
The berme bank side of the canal, from
the 1 ick to Rock Creek, is generally in
swampy, low grounds ; from Rock Creek
to Warren’s Branch, the berme batik is
high, and thence to the city the ground is
low. , To make the enlargement, it was
proposed that the berme b tuks in the low
grounds should be properly secured so as
to retain the water of the present canal,
and outside of this to make the excavation
for the enlargement, say —— feet wide
and feet deep below thosurface of the
water in the canal. This eoul 1 be done
with comparaiive ease, but from Rock
Creek to Warren’s Branch, there would
be an immense amount of earth to be
moved, and though it is of such character
as to be moved very easi'y, it would be
difficult to find a place fir its convenient
deposit, and would, perhaps, require a
long haul in carts or in boats. This
trouble very naturally suggests the pro
priety of making the enlargement only to
Warren's Spring,- and the establishment
of factories there, where the water could be
used with a fall of about 20 feet. Yet the
advantage of having a fail of about 33 feet
at Rae’s Creek would perhaps justify the
expense of cutting through the high bank.
As an engineer, this would be my plan,
and when I made the original survey tor
the canal, I suggested the propriety of
stopping here and establishing anew man
ufa turing town, but as the canal was to be
made at the expense of the citizens of Au
gusta, it was decided that the canai should
be brought into the city. And (ven now,
if the enlargement is to be made, as an
engineer, looking to the facihty with which
the wholepower or work to be done by the
water, eau be made available at this point,
I would make the same suggestion—stop
at Rae’s Creek.
At the risk of being tiresome, I venture
the following details:
The' present sectional area of the canal’
is about 271 square feet. When it was 5
feet deep the mean velocity was 1 72 feet
per second, it is now probably 2 feet per
: second, as the head has been increased
I from sto 8 feet; hence we would have
271x2 feet—s 42 cubic feet per second,
j Taking this for the present capacity of the
| canal, and supposing it to be enlarged to
i four times that amount, aud considering,
\ also, that one-fourth must necessarily
! come to the city, we then have J ,626 cubic
feet per second, available at Rae’s Creek.
Here at Rae’s Creek the present available
fall is 31 feet, and by increasing the depth
! of the canal 3 feet, we have a fail of 34
feet for the mills on the west side of the
canal; if any -bould be put on the east
side, this fall could be very considerably !
increased. Let us, however, take the 34
feet fall, the we have 1,626x62<jx34
550—6,282 H. P., and taking the very lib
eral, if not extravagant decision ot the
quondam arbitrators before referred to,
as indicating that here that 36 H. P. was
required to drive 1,000 spindles, we have
6,282 —36 —174,000 spindles, or we may
very «omplacent!y say 17 mills of 10,000
spindles each.
The same calculations may be made foran i
extension of the enlargement to Warren’s
Spring, only that here the fall would only
be about 20 feet, and we would only have
about 3,697 H- P., which at 36 U. P to ,
1,000 spindles would give us the working :
power for 102,694 spindle* —say 10 mills of j
10.000 spindles each.
If the canal was enlarged, as before pro
posed, only from the Lock to Red’s Creek,
we would have a fall of about 13 feet, j
This would give us, according to the for- i
mula before indicated, a working power oi
66,722 spiudles—say 6 mills of 10,000 spin
dles each.
We come now to the discussion of the
question, “Is there any money in it?”
which I do not propose to answer, but sub
mit the following remarks:
bo many changes have been made in the
fa° a ?' DCe 'h was first made, that the old
‘bench marks have been lost, and it would
be much easier now to make an entirely
new instrumental survey and estimate
than to work up an estimate from the old
notes. And if anything serious is contem
plated, it would be well for the Council to
order such a survey to be made.
The construction of tho present canal,
nine miles in length, was estimated by Mr.
buuford at SIOO,OOO. This would give us
an average of a little over SII,OOO per
mile, but as it was scon discovered that the
canal was too small, under the direction of
Mr. Phillips, who succeeded Mr. Sanford,
besides the ordinary repairs incident to
i “J 1 ' 1 ' 1 w orks, he raised the banks and made
I the depth of water 7.33 instead of 5 feet,
which, of course, has increased the ex
pense per mile very considerably, and it
may be considered safe in the absence of
an actual survey to.assume that the pro
posed enlargement would cost about $20,-
000 per mile.
From the Lock to Red’s Creek the dis
tance is 3,000 feet—o.s7 miles; from! the
Lock to Warren Springs, 18,300 feet—3.47
miles; from the Lock to Rue’s Creek, 24,-
700 feet—4.29 miles; and from the Lock to
the city, 36,406 feet—6.9o miles.
The enlargement ofthecana l to the Lock
from Red’s Creek only is attended with
the disadvantage of not having any drain
age, and it may be assumed on that ac
count the 0.57 mile of this work, executed
by itself, would cast near about the same
as a mile of the other work, say $20,000 ;
raising the dams, $40,000 in all, $60,000
—to secure water for six mills of 10,000
spindles each.
The enlargement from the Lock to War
renjs Spring would have the facility of
drainage not only from Red’s Creek, but
Irom Red’s Creek above, and we oould as
suuie the average for the whole distance
at $20,000 per mile for the 3 47 miles of
enlargement. We would thus have 79,-
400 so. enlargement, aud $40,000 for dams,
making 119,400 for the expense of the
work to that point, securing water power
for ten mills of 10,000 spindles eaoh.
( Toe enlargement from the Lock to Rae’s
Creek, though involving a very large
amount of earthwork, may be taken at the
same average per mile, and for the 4.29
miles we would have $85,890, and for the
dam, as before, s4o,ooo—making $125,-
000 to secure water power for 17 mills of
10,000 spindles each.
The enlargement to the city I do not
choose to consider at present, as from
Rae’s Creek to the city we would be hamp
ered by the petty annoyance of the small
lot owners, whose “figures” would most
probably run so high as to preclude any
possibility of arrangement with them or
leave any money in the enterprise.
It miy be well to remark here, that by
means of stop, gates, &c , at Rae’s Creek,
the present supply of water to the City
Mills could be very easily regulated-
By way of recapitulation, I think I have
shown you how, by the expenditure of
about $60,000, six mills of 10.000 spindles
could be established at Red’s Creek—that
with the expenditure of $119,000 ten mills
of 10,000 spindles could be established at
Warren’s Spring, aud that with an expend
iture of $125,000, seventeen mills of 10,000
spindles each, could be established at
Rao’s Creek.
I ueed not mention the details of the
purchase of lands, i&c., as these are mat
ters which will address themselves forcibly
to any party undertaking the enterprise.
It may be well, however, to mention
that the lands from the Lock to Rie’s
Creek are held by the Canal Company to a
certain extent, then by Judge B. H. War
ren, estate of E. Starnes and U. S. Gov
ernment, and that any of them coull be
bought out or drawn into the development
of this work on reasonable terms.
Respectfully, &e.,
William Phillips,
Ex. Eng’r A. O.
AGRICULTURAL.
Immigration.
hditors Chronicle k Sentinel:
We see that “Traveller,” in a late issue
of the Chronicle & Sentinel, mentions
it as a fact that his Hancock friends are op
posed to immigration, because its tendency
is to cheapen the price of cotton. We do
not quote his words, but we think that we
express his idea. “Traveller” invites dis
cussion on the subject. Our regard for
the reputation of our people prompts us to
say that he, unintentionally, states what
is'not true, even of all “his friends,” for
we are one of thorn; and it is not so, as we
bjlieve, of our people generally. We
know of but one gentleman of much prom
inence in the county »ho is opposed to
judicious iinmigrat on for any reason, much
less for the cno suggested by “Traveller.”
We think that that gentleman is mistaken
in his views, and that all who concur with
him, anywhere, are in error.
It will be admitted by all, that there are
thousands upon thousands of acres offer
tile as well as much more of partially ex
hausted lands, in Georgia aud other South
ern States, which are lying idle, and the
fences rotting down, for the want of labor
to cultivate and repair. To benefit our
selves and children, we must still let them
lie idle! for we must do nothing that
cheapens the r rice of cotton. Mississippi
bottoms, regarded as the best cotton lands,
are abandoned for the want of levees to
protect them from inundation, but cannot
remain in this condition for many years.
When reclaimed, their advantage) will
transfer the production of cotton, to a large
extent, to those bottoms. Much of our la
bor will go there, for the reason lhat it
wiil be better paid. Their repair must be
opposed, because it will “tend to cheapen
the price of cot ton !” Is it possible that
this is the argument agiinst immigra
tion ?
Let us follow i: out to its legitimate re
sults. Instead of eDCouragmg industry we
must promote idleness ; instead of skill
and care, in cultivating cotton, we must
bruise and mangle it and destroy the
greater part of it and let the grass and
weeds injure what remains. Instead of
encouraging increased importation, manip
ulation and use of commercial fertilizers,
we must discourage it. Deep plowing,
improved prolific cotton seed, superior
mules, the best plows, including the Dick
son sweep, labor-saving implements and
machinery, improved lands, improved cul
ture, railroads, agricultural periodicals,
scientific experiments and even industry
and skill, must all be discarded, for their
“tendency is to cheapen the price of on
ton,” by the opponents of immigration, if
they would be consistent. No, “Mr.
Traveller.” you must take back that re
mark. Your Hancock friends are not un
derstood by you. They are not so su
premely selfish and ridiculously simple or
80 iiopatriotic as to oppose irumigration
for any sueli reason, if they oppose it at all,
except it may be a few —a very few—of
them.
“Tr-aveUe*-” would make the reader be
liev.e (he d : d’nt intend it) that we are the
most, selfish ot all people. We are leaving |
| nothing undone to do the very things
that cheapen the price of cotton. This
fact is notorious. We employ all the labor
we can get—-buy all the manure that we
can pay for—purchase the best mules that
we can afford—plow deep—cultivate ac
cording to the most approved modes—
plant the best varieties of cotton—in short,
we are using every effort of mind and body
to make all the cotton we can —rousing
crops—and writing to agricultural papers
also, giving the best instruction we can to
unable them to do likewise, knowing, too,
“that the tendency is to cheapen the
price.” What inconsistency ! How
selfish! How unpatriotic our opposition I
for such a reason !
“Figures are not apt to lie.” If ours do
not suit the readers, for want of accuracy,
let him use his own data. We have as
sumed nothing that, cannot be easily ac
complished and realized. Take Georgia
as an example. We believe that she can
raise her own grain and meat, and do all
that she is now doing in mining, manufac
turing, mechanism, railroading, etc., and
much more, and raise with sufficient labor
and skill 3,000,000 bales of cotton, averag
ing 400 pounds. This, it would seem,
would be a ruinous policy. But would it
be really ? If the expenses exceeded the
profita it would be, of course. But in
such an event the crop of three millions
would not be made There is not so much
; danger of excess as many people appre
-1 bend. The evil would speedily work its
| own cure.
But let us examine the question in a
j business-like way, assuming nothing, im
| practicable or unreasonable, not even an
; increase of labor from any cause, but taking
i the present labor and resources as a bads
jof calculation. We assume that the aver
age crop of Georgia, without commercial
manure and with the force now employed
initecultivation, is three acres
to each bale 40,000b*lcs.
At 25c per lb. or
SIOO per bale,
its value is $40,000,000
We also assume that wi h the
same-amount of land (1,-,
200,000 acres) with manure
will make 1,200,000 b.
At the same average weight
and 20c per lb. or $8(1 per
bile, its value is $96,000,000
Nowdeduct S3O (very liberal)
per acre for manure,.,...... 36,000,000
This gives a profit (after pay
ing lor manure) 0f..., $60,000,000
and all other expenses about the same as
on the smaller crop. But then we have
the seed Irorn 800,000 bales excess, equal
to 24,000,000 bushels (twenty-four millions)
at 20e per bushel, or the sum of $4,800,000
to add to the sixty millions... $64,000,000
o?difference of $24,800,000 00 in f iv .
of the large crop, at reduced price. Non !
which crop is the most profitable? Ev,-
dently the large one, for after paying lor
the manure all other expeo es are about
equal on the two crops, and it is worth
twenty-four millions and eight lundred
thousand dollars more than the smaller
crop, made upon a basis “not to cheapen
the price.” It we put the larger crop as
low as 15 cents per lb., or S6O per bale,
there is still a balance of SBOO,OOO in its
favor, to say nothing of the improvement
of our lands the increase in our crops of
grain—the improvement in the condition
of our stock, etc., for this manure pays a
heavy interest for years, it it be rightly
managed. So, then, ii is not true that wo
are necessarily injured by an increased pro
duction of cotton. It a three million crop
could be made at proportionate expenses
and prices, the gain would be proportion
ate. Let it not be forgotten that our argu
ment is based upon the great idea that the
demand will regulate prices and that prices
will regulate the crop or amount, planted.
It is, therefore, as much a fol y i ■ oppose
immigration on this ground as it would b -
to oppose a judicious use of con i rcial
fertilizers.
And yet we are told that immigration
is opposed in Georgia ! Our propositions
(as we think) are reasonable. And se
the dollar and cents result 1 Twenty
tour millions and eight hundred thousand
dollars, clear profit over and above the
profit on the usual crop, if these assump
tions are correct, and our fig ires correct !
W hy, what shall wc do with so much
money annually? What a picture it pre
sents ! What use shall we make of it, 7
We can t at ord to let it lie idle or to bury
it. One thing we wiil do. We will make
Georgia a Paradise on earth—the garden
spot ot the world. We will develop our
resources-great and small build s hod
houses, erect churches, build railroads,
factories, cities, workshops, castles, cot
tages, barns, dig canals, improve our stock
—in short, do all things desirable which
can be done with money, and grow richer,
year after year, at that. Instead of bairn:
a people, small in numbers and weak in
intellect, we will rapidly take tho first rank
among States, either foreign or domestic,
if wc could monopolize this prosperity, for
whore there is much wealth there will be
more intelligence.
And Georgia mast be up and doing. Wo
niust go ahead, for other Stairs are moving
in earnest in this very inaiter, and they
who move first will be the first to reap the
benefits. There will he strong competition
for this prosperity. Let the iruc friends
of immigration and of prosperity of the
country go ahead. We must spurn tin
old fogy ideas which have brought upon
us the evils uudor which we are now groan
ing.
i The land is ourS, let us improve it.
There is enougli to give employment to
hundreds oft! ousands of laborers. Wealth
and power are positive blessings to individ
uals and communities, if rightly used. All
that is said about the evils of a dense pop
ulation as applied to Europe, is mere non
sense when applied to us. There every
avenue for labor is filled. Here every
avenue is opeu and likely to be fora hun
dred years to come. Os this excess of
population we are in no danger nor is there
any danger of an excess of production.
Such evils are temporary and self-curing.
Instead of encouraging immigration when
the demand for labor shall cease, we shall
encourage emigration. When cotton be
comes unremunerating in price, we shall
most, assuredly curtail the crop and make
something else. This is the law of common
sense and mankind will as certainly obey
it as that water will find its way to the sea.
Posterity will take care of itself as well as
we can do it for them and we think much
better. We owe it to ourselves as well as
to posterity to make ihe best use that we
can of oitr means and our opportunities.
Our children and our children’s children
will thank us more for profitable stocks
and interest-bearing bonds and real estate
worth from one to five hundred dollars per
acre, than for poor lands, worth two or
three dollars an acre, without labor to tiff
them. Depend upon it, Georgians, you
will commit a sad mistake and an almost
irreparable blunder if you shall successful
ly oppose immigration at this lime and
under existing circumstanoes. There is
every argument in favor of it and not one
good one against it. We would just as
soon expect to see a great and wed hy
city with a-small number of inhabitants as
to see a great and wealthy country with its
capital unemployed and its resources unde
veloped by the hand of industry. . Our
land is our chief and principal capital. It
must be occupied—improved. Who will
undertake to prove that it will be better
for us or posterity to let it lie idle? Verily,
ho would be such a pail jsopher if he should
succeed as the world has never yet pro
duced. Hancock.
THE FaTm.
rearing chickens.
Keep young chickens in coops without
bottoms, and move them on fresh ground
every morning, in a different place from
where any poultry were raised or resorted
to last year; give the little ones liberty all
day, and the hens too, alter the dew is dried
up, unless it is near enough to che old fowls
for the hens to take them to them, in which
case do not give the hens with chickens
their liberty till a week or two after they
are hatched, and then having become ac
customed to the part where the coops are
placed, they will he contented to remain
chit-fly away from the regular haunts of the
old birds. This applies where considerable
numbers are kept and raised. Where farm
homesteads are spacious, and only about
thirty or forty hens are roaming ah ml, tho
young broods will flourish without any kind
of confinement, if those who feed will walk
around and take food to the young ones in
stead of calling them all, old and young, to
one place, where the young r> eeive more
peeking and punishment than they can
sustain. Let auy one witness this lazy prac
tice, and notice how the grain or corn is
thrown all in a heap, and see how the feath
ers will fly about as the old ones ai>uso the
youDg.
IS FOOT ROT IN SIIEEI’ CONTAGIOUS?
The almost universal opinion in regard
to this subject is thatfoot rot is contagious,
and yet it has occasionally happened that
men have been found who beliived that
this not the case. Youattin his work on
the sheep enters into an elaborate discus
sion of this question, a fact which of itself
is sufficient to show the importance of the
subject and its undetermined character. Pro
Brown, of England, has recently contributed
to the Journal of the Bath uud W st of
England Society for the Improvement of
Agriculture a very elaborate paper, in
which he arrives at the conclusion that the
observations which have been made during
the last few years,have established in his
mind the conviction that the foot of the
sheep is liable to at least five distinct dis
eases, which are produced by independent
causes, and in their earlier stages me quite
easily recognized by their chan ctenstio
features. One of the five affections gener
ally comprehended in the term foot ret, in
undoubtedly highly contagious. Another
of them, as is shown by reference to exper
iments, can be propagated by tie action of
the morbid products of the (iiseate, when
all the conditions arc favorable. The re
maining three varities are consequent upon
mechanical influences, and occur only when
these influences are in action. These con
clusions, the truth ot which has been estab
lished beyond question, furnish at once an
explanation of the great differences which
have been noticed by observers m the char
acters presented by the disea- id parts, and
also of the contradictory opinions which
have prevailed as to the contagious nature
of the malady.
The whole paper well deserves the care
ful consideration of those wl > have large
flocks of sheep, —The Cultivator.
The same paper has the following remedy
for relieving choked animals, forwarded by
J. S.. from Florisant Valley, Mo. iwhena
cow, horse or deg chokes with a potato or
apple, drench it with six beaten eggs and
two ounces of salt dissolved iu them. On
one occasion, when uiy rat dog was nearly
choked to death, I ordered three eggs and
one ounce of salt poured down his throat,
and in a few minutes ho was well. I shall
never forget the gratitude this poor dog
manifested to the two who gave him relict.
J, S.
Florissant Valley Mo.
The sprouts of the potato contain an al
kaloid termed by chemists salanine, which
i? very poisonous if taken into the system.
This does not exist in the tubers, unless
they are exposed to the light and air, which
sometimes occur from the ac "dental re
moval of the earth in cultivation.
It is said that rancid batter may be re
stored to ao eatable condition by working
it ovef with water in which Ira - beenadded
a small quantity of chloride of nine. H‘ u
process is described as follows: “To a pint
of water add thirty drops (about half a
teaspoonful) of liquor of chloride of lime.
Wash in this two and a half pounds °*
rancid butter. When every particle ot the
butter has come in contact with the water
let it stand an hour or two; then wash the
butter well in pure water. Ine butter it is
claimed, will bo left with -at any odor, and
has the sweetness ol Iresu butter
WheD you find chickens showing symp
toms of R apc, >' ou w *d find it the most sim
ple and successful remedy to mix one quart
of corn rneal, one tables ••oonful of black
mustard seed, and feed them. They will
be healthy, have a vigorous and lively
growth. I speak from three years’ experi
ence, and without the loss of one chicken.
Mil'et hay is excellent food for horses ;
it should be cut when the seed is in a milky
state, before it becomes fully ripe. It is
quite as nourishing as timothy, and horses
beoorne loud ot it. The seed is superior to
oats for horse-feed, and a superior food for
poultry—producing eggs in abundance.
The seed for feeding stock oug,ht to get
ripe, and even the straw, when permitted to
ripen, will be eaten by horses in Winter.
From half a bushel to three pecks of seed
may be sown to the acre,