Georgia Historic Newspapers

    (Lgrainclf & s>tntintl.
WEDRteSAT MOB If HD, JUKI 81.
Yes and N*.
inrxi H. DAVIS.
Tea, I told you last night in the alar light,
When tak ins my white hand to kiaa ;
You whispered in my enr the sweet story,
Till I thought love-making was bliss.
This morning I laughed at your spooning,
Ua says I most send back the ring;
It’s rather too plain for the fashion—
But a diamond would have been just the
thing. *
hast night, with the moonlight and mu
sic,
And your voice so thrillingly low,
I really believed that I loved you,
And hadn’t the heart to aay no.
Bnt this mcrnlng I’ve quite changed my
mind, sir.
For I think that a thousand a year
Wouldn’t hardly take care of two persons,
When satins and silk are so dear.
It may do for some—love in a cottage,
With roses, the romance and all;
But for me, I had rather have Jewels,
Point laoe. and a camel’s hair shawl.
Ho good-bye, Tom, don’t think I'm heart
!
But you know thath women most dress ;
you never could buy half my finery,
And 1 should die if I had to wear less.
Nature’s Duality-
Whoever lives, lives not alone—
But by a procreative mil,
Home kindred heart beats to Its own
And fills that void but one can fill.
The little songster of the wood
Hings not alone, nor sings In vain ;
But in the cheerless solitude
Awakes s sweet companion strain.
And even in the sturdy tree
That has the storms of time defied,
There is a chord of sympathy
Awakened by 1U forest bride.
«
The streamlets to the river flow,
And rivers onward to the sea,
The dashing wave leape to and fro,
Km brace and kiss in ecstacy.
And thus by Nature’s law designed,
Whatever Is, is not alone;
1,1 ke flows to like, mind blends with mind,
And kindred spirits are as one.
We could not live, and live alone,
It matters not what we might will,
That heart congenial to our own
Must fill '.he void but one can fill.
. \ Mew Kink in Divorces.
A i.awter i.earns wisdom from a pretty
WOMAN. *
\hrom the Pittsburg Dispatch.]
A short time since a talented young
lawyer of a neighboring city, whose
name is not Smith, and whose briefs have
been like angels’ visits, was delighted
by finding in his office a richly dressed
lady, who announced her desire to om
ploy him professionally. With a beam
ing smile that could hardly be restrained
from bursting into a full-blown laugh
the young Blackstone handed the lady a
cushioned arm-chair, and he assured her
that he was “ entirely and devotedly at
her service.” Seating herself in the
proffered office chair, the lady ungloved
a small white hand that literally glisten
ed with diamonds, and applied a Suei
soented handkerchief to her lips, blushed,
and, casting her eyes upon the floor,
said :
“ My business is very particular—it
is—pardon me, sir, but you will not be
tray me?’’
“ Betray you ? Not for the world,
madame, you can confide in me with the
same reliance as in a priest at the con
fessional.”
“ The fact is—l want—that is I
have been unfortunate in my marriage
relations.”
The eyes of the lawyer glistenod
with pleasure, and, drawing his chair
close to the side of the lady, he remark
ed :
” I see—l see—you want a divorce.
lam just the man to get it for you. .I
am perfectly au fait iq matters of this
kind, although I have never had a case
of this kind in court. How long have
you been married?’’
“ Nine years.”
" Nine years ! You must have been
very young when you entered that bliss
full—l mean wretched state.”
“ 1 was a more child—a foolish, in
experienced school girl. A doting
mother placed me in tho arms of a man
old enough to bo my father ; but he
was rich, and for two or three years I
did not know tho differe nee. I was as
happy ns though my husband had been
tweuty years younger. But association
with other mairied women opened my
eyes, and I beoama wretched. I pined
for—well, for a heart that was more
oongenial with my own. A man of
your ago, now, would have suited me
better.”
“ Exactly so,” exclaimed the lawyer,
rubbing his hands and twisting his in
cipient moustaohe. “But your suffer
ing will soon terminate. I will get you
a divorce, and then—”
“Oh dear me ! —anti then —but I
must not be too sanguine. My husband
is very rich, and he will never let me
get a divorce if he can help it.”
Madame, you don’t know the law—
its majesty—its glorious certainty—its
magnanimity. Consider yourself divorc
ed, and rest easy.”
“ Well, sir, how shall I proceed ?”
“ Let me see—in the first place, give
me a statement of your grievances.”
“ That would take a whole week.
You can imagine what a woman like me
must suffer with such a husband.”
“ Yes, yes—oruel and barbarous treat
ment—condition intolerable—neglect,
and sll that sort of thing. I will just
jot down a few of the items. Your name
is—”
« Mrs. - You must know my
husband.”
“ What the merchant ? tip’s rich as
Croesus.”
“ Yes, he's rich; but I don’t care foi*
his money—l want a divorce.”
The lawyer wrote down a sketch of
the lady’s matrimonial infelicities, and
assured her that he would have no dif
ficulty in procuring a divorce, with at
least SIO,OOO alimony.
“ How much are you* going to charge
me for making me so happy inquired
the lady.
“ Well, I ought to charge you a thous
and dollars, but out of consideration for
your sufferings I will only take a retainer
of SIOO, and when it is accomplished
you will increase it to $500.”
“ That is extremely reasonable. I
have no change about me now. Oh,
yes, here is a check for s‘2oo that my
husband gave me today to go shopping.
I will only want half of it to-day. Will
you get it cashed for me ?’’
“ It is after bank hours, but the check
is all right. I will give you SIOO for
your shopping and keep the check.”
The lawyer had that day reoeived a
remittance of SIOO from his father, and
handed ft over to the lady, and, placing
the check in his pocket took, towed his
client to the door. He was excessively hap
py at his good fortune, and that night
dreamed of angelic clients, sensational
divorce cases, and a huge pile of SIOO
bills.
Tln> next morning he went to the bank
to get the check cashed, and was thun
derstruck when the teller informed
him that the name of Mr. was for
£j. Indignant at the thought that his
r client hid been guilty of so base a
crime as forging her husband s name, he
hurried to the store of Mr.- —with
the intention of exposing the lady. He
was still more astonished when Mr.
informed him that he was a widower,
and had not been blessed with a wife for
more than ten years. _ .
Young Blackstone was seiaed with a
fit of melancholy, which still affects him,
for all his efforts to find the fair swindler
have proved unavailing. He has oorne
to the conclusion to have nothing to do
with divorce eases, and has written to
his father to send him another SIOO bill
to replace the one he gave his client for
a bogus check.
Binswanger, ot Columbus, has a Rus
sian blood-hound 153 pounds big.
Chicken snakes are among the principal
products of muscogec county.
Milledgeville has killed a beaver, and
caught a sl id with a hook and line.
The Atlanta people think it is no sin to
drink or sell laser beer on Sunday.
An enraged ct, residing in Griffin, ma
nipulated an aged lady with his horns.
Butts county is wild on the subjeot of
having a railroad from Madison to Griffis.
A horse belonging to Hr. Green was
killed by lightning at the Lunatic Asylum
last week.
NARROW GAUGE.
FESTINIOG—THE CRADLE OF
THE NEW RAILWAY SYSTEM.
HISTORY OF THS INITIAL NARROW GACGI
ROAD IN WALES.
[By an EnglishPor. Philadelphia Press.]
Festiniog, North Wales, May 11.
NO. 3 COST OF CONSTRUCTION.
I said in my last letter that the cost
of constructing broad gauge railways had
in too many cases rendered the specu
lations financial failures, and so had dis
couraged, to a considerable extent, the
further development of the railway sys
tem, but that a clear aud general appre
hension of the fact thalß narrow gauge
lines—fully equal to the accommoda
tion of all the traffic likely to come upon
them—can be built at about half the
coat of lines ofthe ordinary gauge, must
have the effect of inducing capitalists to
invest much more freely m the work of
railway extension.
It rests with me now to demonstrate
that there will be sueh a saving as I
have mentioned.
And here it will be well for me to
define what I mean by a narrow gauge
line. Do I mean a line of the same
gauge as the Festiniog Railway ?
Certainly not. The Festiniog Railway,
as I have shown, is capable of doing a
vast amount of work ; the goods traffic
upon it almost equals that upon the Lon
don aDd Northwestern Railway, one of
our most flourishing lines ; but yet it
would undoubtedly be improved by a
little extra width ; the passenger car
riages especially would be much improv
ed thereby ; and, probably, if the line
had been originally planned for a pas
senger railway, it would have been set
out to a somewhat wider gauge. Other
railways, which may fairly claim the
title “ narrow gauge,’’ range up to a
gauge of three feet six inches or three
feet seven inches, but careful calculation
lias shown that two feet nine inches or
three feet is the maximum gauge of
which the capabilities cab be made fully
available. This is a question depending
principally upon the construction of the
rolling stock, of which 1 shall have to
say more afterwards ; at present it will
be sufficient to give the result of the
calculation without entering into the
calculation itself. We will take, then,
two feet nine inches as our narrow
gauge.
Supposing that two perfectly straight
aud perfectly level Imes were construct
ed side by side, one of 2-feet-9-inches
gauge, undone of the “standard,’’ or
4-fcet 8 1-2-inches gauge, there would
be an unmistakable saving in favor of
the narrow gauge. lam aware that it
has been argued that there would not.
The carriages on a narrow gauge will be
considerably frider in proportion to the
fauge than upon a broad gauge line (as
shall have occasion to point out sub
sequently), and it has consequently been
said that if the carriages are almost as
wide on a narrow as on a broad gauge'
there can be little saving in constructing
the former. T£g width of tho line itself,
and, consequently, the cost of it, will be
nearly the same in both cases. At first
sight this would seem to he so, but it
must be evident that, with the narrow
gauge, shorter sleepers will be required,
and with shorter sleepers the formation
will be narrower ; then, the formation
(which is the area to be drained), being
narrower, the water-ways on both sides
will be narrower, too, and the whole
width of the way will consequently be
considerably less than where the rails
have to be laid further apart. In the
first place, then, the narrow gauge im
plies a saving of about twenty-five per
cent, in the purchase of the right of way,
and a saving to that extent in tho cost
iff formation altogether may be calcu
lated upon. Next, lighter rails and
sleepers and less ballasting may be
adopted, for the locomotives and trucks
will be very much less in weight than
those on the broad gauge. In some
cases where the narrow gauge has been
adopted, too light a rail may have been
laid down, but it will be seen, I think,
when I come to enter more particularly
into the question of rolling stock, that a
very great reduction may safely bo made
in the freight of the rail below that
which is required for the broad gauge
lines. The saving in permanent way,
therefore, may, without doubt, be put
down at 80 per cent. Bridges, culverts,
stations, warehouses, engine apd wagon
sheds, and buildings of all descriptipps
will be somewhat smaller, and the sav
ing undor this head, though not very
large, will still be appreciable aud worthy
of consideration. Jn the rolling stock,
too, which may be included in the origi
nal cost of the line, there will be a con
siderable saving. It is sometimes aigued
that, as the carriages and trucks will be
smaller and lighter, they will carry less
loads, and therefore a greater number
yill be required to accommodate the
same traffic ; so that there can be no
saving under this bead. I hope to show,
however, when we come to consider the
comparative cost of working traffic on
tho two gauges, that this is an error.
The truth is that the carriages and trucks
on the broad gauge lines are too large
and too heavy for the loads which they
carry as a rule, and the same number of
lighter and smaller vehioles would do
all the work. The trpjps, therefore, on
a narrow gauge line, instead of being
longer than on the broad gauge, will be
shorter, each oarriage or truck being
shorter JJbau those now in general use,
and yet oarryiag as great a load. This
same consideration disposes of the argu
ment sometimes put forward, to the
effect tha* o» * Barrow gauge railway
longer sidings, stations, warehouses, &c.,
will be necessary to accommodate the
longer trains. If the trains themselves
will be no longer, there is an end of that
m;tfter. Assuming, however, for the
present, that more vehicles and longer
sidings, &c„ would be required on a
narrow gauge railway, there would still
be a saving of about twenty-five p#r cent,
in favor of the narrow over the broad
gauge, if, as I have said, the two lines
were constructed side by side, and both
perfectly straight and perfectly level.
But railways, unfortunately, are
neither straight nor level j and directly
we get away from those data tbg com
parison in cost of construction toll* much
more in favor of the narrow gauge, and
this in a constantly increasing ratio as
the character of the country approaches
to that of mountainous.
This arises from the fact that curves
of much smaller radius may be adopted
on a narrow gauge than are possible on
a broad gauge. It is neoessary that the
wheel-base of a carriage—that is, the
distance from axle to axle—sbeuld be at
least twice the width ofthe gauge over
which it is run, otherwise the carriage
gets an awkward, unsteady, wiggling mo
tion, neither pleasant nor advantageous.
Manifestly, the wheel-base of carriages
on a 2-foot-9 inch gauge can be much
shorter than a 4 foot 8- 1-2-iuch gange,
and the carriage will pass, without any
friction of the flanges of the wheels,
round much sharper' curves ; the drag
frictioo is reduced in 'a similar manner.
Any one examining the wheels of a lo
comotive or truck on a railway of the
“standard" gauge: cannot fell to see
that, not only the soles but the flanges
ofthe wheels are polished by friction,
making it plain that the flange friction,
dven in passing round the earv?s which
arc set out for their accommodation, is
very great. On the Festiniog line, on
the contrary, notwitstanding the mar
vellously sharp and continually recur
ring curves, the trains glide along them
with perfect ease, and the flanges of the
wheels are positively rusted.
It is easy to see that this power to
adopt curves of small, radius gives the en
gineer of the narrow gauge railway an
immense advantage in setting out his
line. He may follow the course of a
river or the contour of a mountain side
with comparative ease. He may double
out ofthe way of heavy gradients, long
viaducks, deep cuttings, expensive tun
nels, and wind his way to his desired ter
minus with a consequent saving which
in some cases is enormous. In the case
of the Festiniog Railway a careful survey
has been made, and it has been found
that to construct a 4-feet-8 1-2-inches
gauge line between the same points
would oost just eight times as much as
the present line did, and five and a half
times as much as a line of 2-feet 9-inches
gangs would have coat. I have already
remarked upon the fact that though the
line runs for all its course through rocky
and irregular country, there is remark
ably little filling, cutting, and tunneling.
A section, however, of the country
through which a line of the “ standard”
gauge must pass (setting out the curves
in due proportion to the existing ones),
shows that these heavy items in the cost
of construction would be multiplied to
an astonishing extent.
It will be admitted, I think, that to
have constructed a line of “ standard”
gauge in such a case as this would have
been the extremest folly. In any case,
be it remembered, it is only a question
of degree : to spend £IO,OOO where
£2,000 would furnish all that is.required
is foolish ; to spend £4,000 where £2,-
000 would suffice is only a less degree of
folly.
Promoters of railways and intending
shareholders will do well to bear this in
mind. I hope to show that narrow gauge
railways offer other and *yet greater ad
vantages over those of broader gauges,
but this alone, the vast difference in tbe
. cost of construction, is sufficient to settle
tbe great question whether a railway
shall pay or not. What that difference
will be depends entirely upon the char
acter of the country through which the
railway passes. In a perfectly flat
country the saving would be about a
fourth ; in an ordinary country from a
third to a half ; in an exceptionally rough
country very considerably more ; but in
any case sufficient to turn the scales of
profit and loss.
The general public, too, will do well
to consider thq same fact. I believe
that in some cases where a narrow gauge
line has been projected there has been
an antagonistic feeling on the part of
the people in the district through which
'it has been proposed that it should pass.
Sharing the unfounded prejudices of
some engineers, they have fancied that,
in losing the broad gauge, they would
be losing some advantage or other,
which they cannot define, and they have
been indisposed to be content with
what has been offered them. Such would
see, I think—if they would fairly con
sider this question of the cost of con
struction —that it is not always a ques
tion of broad gauge or narrow gang**,
but a question of railway or no railway.
It need not take loDg to choose between
the two.
NO. 4 —PAYING TRAFFIC AND NON-PAYING
TRAFFIC.
In their report upon the best gauge
for* the railway extensions in India,
Colonel Strachey, Colonel Dickens, and
Mr. Rendel said that “ the gauge se
lected should not only be narrow, but
the narrowest which would combine con
venience of transport for various kinds
of goods and passengers with reasonable
speed and with safety and economy in
working.” I think I have already said
sufficient to show the soundness of their
advice, since I have demonstrated that
a narrow gauge railway may be con
structed for about half the cost of a
broad gauge line. But there is another
reason, more forcible still, in favor of the
adoption of tho narrow gauge, viz., that
the traffic can be worked upon it at
much less expense. The cost of con
struction comes but once ; the working
expenses are continual, aud, as such,
should be watched with the utmost
jealousy. Every addition to them is so
muoh decrease of dividend to share
holders or so much inorease of tariff to
the public; every saving is so much
clear profit to go into the pockets of one
or the other, or more probably of both.
Whenever a load is conveyed on a
vehicle there is of. necessity a certain
amount of non-payiDg weight hauled in
addition to that which pays. Wagon
and load may weigh, say, four tons ; it
is evident that it will be much more
profitable to the carrier if the wagon
weigh only one ton and the load three
tons, than if the wagon weigh three and
the load only one. In the one case the
carrier earns three times as much as in
the other,-though the cost of haulage to
himself is the same in both cases. Here
in lies the greatest value of the narrow
gauge system; it enables you to carry
the goods consigned to you, which may
be called the paying traffic, with a
muoh less proportion of weight of roll
ing stock, which may be termed the non
paying traffic, than is possible on the
broad gauge ; in other words, the carry
ing capacity of a wagon in proportion to
its tare weight is much greater on a nar
row than on a broad gauge, and the
profit of tbe load is thereby greatly in
creased.
Before going minutely into this mat
ter, however, let me point out that on a
broad gauge railway wagons of-the full
carrying capacity which it ought to bear
can never be put. It will be remember
ed that I said iu a former letter that the
rolling stock on a narrow gauge will be
wider in proportion than it can be on a
broad gauge, and that a careful calcula
tion had shown that a gauge 2 feet 9
inches or 3 feet is the broadest of which
the capabilities can be made fully avail
able. From his experience on the Fes
tiniog line, Mr. Spooner has found the
following proportions may safely be
adopted in the construction of rolling
stock i Width of trucks, 2 1-4 times the
gauge ; depth, 1 1-2 times ; length,
4 1-2 times; wheel base, 2 1-2 times.
On a 2-feet-9 inch gauge the dimen
sions of the rolling stock would there
fore be as follows j Width of truck, 6
feet 2 inohes ; depth, 4 feet 1 inch ;
length, 12 feet 4 inches *, wheel base, 6
feet 10 inches.
The tare weight of such a truck
would be two tons, its carrying capacity
(reckoning it as loaded with coals of forty
three cubio feet to a ton) six tons, and
the gross xyeight on each wheel would
consequently be two tons. Now let us
look what would be the result if these
same proportions were carried out in the
rolling stock on a 4-feet 8 1-2 inch
ne. The dimensions would then be
llows : Width of truck, 10 feet T
inches; depth, ? feet; length, 21 feet 2
inches ; wheel base, 11 feet 9 inches.
The tare weight of such a truck would
be no less than ten tons six hundred
weight, and its proper load on the same
calculation as before would be thirty-one
tons, giving a gross weight of upwards of
ten tons o each wheel. On a 5-feet-6-
inch gduge tho gross weight on a wheel
would be sixteen tons. What 6ort of
axles, axle-boxes, wheels, rails, and
floepers would be required to bear such
enormous weights may be more readily
imagined thari satellited. Very wisely,
the engineers of broad gauge liil.eg have
not availed themselves of the full capa
bilities of their gauge, and never will
unless'thero should be a return of the
days when there were giants on the earth.
We may reasonably ask, howeyer, Why
go to the expense of laying down a
gauge when, lyu/u the nature of things,
yon dare not put upon such rolling
stock as is in preportion to it ? 1$ it not
much more economical, much more to
accordance with the dtofetes of common
sense, to be content with a gauge the
capabilities of which you can fully utilise?
But, putting this point aside, we come
to the one with which I set out—that
the carrying capacity of a wagon in pro
portion to its own weight is greater on a
narrow gauge th#B on a broad gauge.
That arises iu this way ; Given the
weight which a wagon shall carry, the
wider its floor area is, the heavier must
be its construction —for a ton of ma
terials, if spread out into a large surface,
will not bear so muoh as 'if put into a
smaller compass ; for instance, the head
stocks, cross hearers, and diagonals be
tween the side soles of a wagon or car
riage must be increased in section in
proportion to the distance apart of the
sole bar, the flooring boards must be
thicker, the axles, axle-boxes, and wheels
must all be strengthened, and thus the
whole vehicle becomes heavier. So great
is this increase of weight in roiling stock
in proportion to its increase in width,
that calculation shows that while the
proportion of payiog weight to non-pay
ing weight (exclusive of engine and ten
der) on a 2-feet-6-inch-gauge railway
may be taken as 2,986, or nearly three to
one, the proportion on a 4-feet 81-2-inch
gauge railway is only 1,477, or not quite
one and a half to one; assuming in both
cases that the trains are loaded to theij
full capacity. Here, then, in conveying
a given load, we have a clear saving on
the narrow gave of one-fifth in the oost
of haulage. What reason can there pcfc
sibly be why this extra twenty per cent,
of profit—for it is all clear again—should
not be secured and go into the pockets
of the shareholders ? The advocates of
the broad gauge ought to bring forward
more forcible arguments than they have
yet done before they ask that such an
advantage should be sacrificed.
Nor does the advantage end here.
The calculation I have given is based on
the supposition that the trains are loaded
to their full carrying capacity—a thing
which rarely or never happens. Let us
suppose (and the supposition is within
the actual state of things) that the trucks,
instead of carrying their full load, carry
only a quarter of it. then have on
the 2-feet 6-inch gauge two trucks,
weighing together say two tons, carrying
one and one-half tons of paying load in
stead of six tons ; on the 4-feet 8 1-2-
inch gauge we have one, a truck weigh
ing four tons, carrying justjthe same, one
and one-half tons, instead of six tons.
In this case we have, by the adoption of
the narrow gauge, a clear saving of more
than a third in the cost of haulage.
When the wagons runs empty, as some
of them must in their return jojrueys,
along the whole length of the line, the
saviug will be exactly half.
We may go a step further. If, as I
have said, the full carrying capacity of
the rolling stock on a broad gauge rail
way is rarely or never utilized, there is
no need to provide wagons of so great a
capacity on the narrow gauge. If, for
instance, the average actual load of a
broad gauge wagon, instead of being
six tons, is only one and a half tons, we
shall be safe enough if we provide a
wagon which will carry three tons ; and
this again largely reduoes the proportion
of non-paying to paying weight. Somc
reduotion for the same reason, might, of
course, be made in the rolling stock for
broad gauge liqgs ; but, ou aocount of
the width of platform, the reduction, as
will be understood from what I have pre
viously said, must be more limited.
Mr. Fairlie, G. E., in an interesting
paper which he read last year before
the British Association in Liverpool,
gave an example oh a large sca’e, which
I cannot do better than reproduce. He
said that it was known and everywhere
admitted that the proportion of non-pay
ing to paying weight in passenger trains
is as much as twenty-nine to one. and in
goods trains, exclusive of minerals, as
much as seven to cne. Selecting tho
London and Northwestern Railway, the
good management of which, he said, was
universally allowed, he showed by a
of calculations that the goods
traffic upon it, if carried upon a 3-feet
gauge, might be conducted at two-Jiths
the expense which is now incurred. He
had shown that the proportion ofnoii
paying to paying weight in goods trains
was as seven to one ; but, to make his
argument thoroughly safe, Mr. Fairlie
took it as only four to one. Reckoning
the paying weight carried over the* fine
as ten million tons per annum, the non
paying weight wou’d then be forty mil
lion tons, anif the total weight hauled
would be fifty million tons. The wagons
employed on the line average four tons
in weight; therefore, taking the propor
tion named, they would carry one ton of
paying weight each. The wagons for a
3-feet gauge average one ton in weight,
and have a carrying capacity of three
tons; it is evident, therefore, that they
could carry the c-a ton each for which
four-ton wagons are now employed.
The ten million tons of goods might
be consequently carried by wagons of
the same weight, that is, ten million tons,
giving a gross weight of twenty million
tons, or two-fifths of the weight now
aotually hauled. Either, then, the pres
ent traffic could be conducted at two
fifths the expense now incurred, or if
sufficient traffic could be commanded, a
3-feet gauge would carry a paying load
of twenty-five million tons as against
the ten millions now carried, without in
creasing by one penny the cost of haul
age and permanent way.
If the traffic on a well-managed rail
way be conducted at two and a half
times the cost which it need be, what
must be the state of things on a badly
managed line ? There.is little cause to
wonder that some railways have failed
to pay.
It may be asked how it comes that
wagons, as a rule, carry so small a pro
portion of the weight which they are
capable of carrying. It arises in a
great measure lrom the necessity for
quiok dispatch, which how almost
universally exists. A station-master re
ceives a consignment of goods, perhaps
only the eighth part of a wagon-load ; he
cannot wait until other goods come in to
make up a full load—he must send them
off at once; so, as Mr. Fairlie says, the
gallon measure goes off with only a pint in
it; if a quart measure were at hand, it
would surely carry it just as well. Where
there is absence of all competition, this
compulsion to quick dispatch will of
course not be so great, and the wagoils
may be loaded in accordance with their
capacity,' but in any case some loss will
arise in this manner : Trains will run
empty one way, and numerous circum
stances will conspire to prevent full car
rying capacity of wagons from being
utilized. Iu ludia, where there is an ab
senoe of competition, it is found that, on
the average, the weight carried does not
exceed one-fourth of the weight of the
truck employed to carry it.
Seeing that, of necessity, we must
carry some proportion of, non-paying
load to that which is profitable, common
sense tells us that we should make the
proportion as small as possible. This
the narrow gauge system enables us to
do, and thus assures to us an enormous
saving. How this faot affects the ques
tion of profit and loss iu other matters I
shall have occasion to show in my next
letter.
NO. S—ECONOMY5 — ECONOMY IN WORKING.
My last letter was devoted to show
ing that the traffic on narrow gauge
railways is far more profitable than on
broad gauge lines, owing to the simple
facts that much lighter wagons will do
the same amount of work. While in
the one case fifty, or even- eighty tons
have to be hauled before the freightage
for ten can be earned, in the other only
twenty tons need be hauled to earn the
same amount.
There are several ways in which this
'tells as a great advantage, beyond the
enormous saving in the oost of haulage.
The most important is the saving in the
wear and tear of the permanent way.
Supposing the traffic to be the same, not
only is the total weight which passes
over the line reduced to a very great
extent, but —what is still more advanta
geous—the weight upon each wheel
which passes over the rails is very much
less. This, as I have poiuted out in one
of ay former letters, allows the use of
much lighter sleepers and rails, and it
also results in the rails being fairly
worn out, instead of being crushed aud
disintegrated, as is so often the case on
broad gauge lines, owing to tfie enor
mous weights which come upon them. —
An example will, perhaps, make this
more evident than the mere statement
of the theory : On the London and
Northwestern Railway the number of
plate-layers employed averages three
to a mile. On the Festiniog Railway,
with dose upon the same traffic per
mile, seyen plate-layers suffice for the
whole line, being about half a plate-layer
(if I may he allowed to split tbemj per
mile. Something perhaps, to .due in the
latter case to the great care with which
the permanent way is laid in the first in
stance. Mr. Spooner holds it as a prin
ciple that the best oourse for obtaining a
good permanent way is to secure the
rails thoroughly at the joints, hence he
has fixed a framing at every joint, which
is arranged by placing tyo - sleepers as
longitudinals under the cross sleepers
spiked together, and the joints ar®
fastened with socket fish-plates, which
embrace the web and lower head of the
rsil (the rails being double-headed), anu
are festened together with fish-bolts and
nuts. '
, Allowing, however, that this may re
duce the wear and tear, by keeping the
rails more firmly in their places, it is
plain that a very large saving is due to
the lighter weight which comes upon
them. In the same way the wear of the
wagon and carriage wheels is also re
duced. Mr. Spooner reports that the
wheel tires of his slate ti inks run from
seven to eight years without requiring
to be re-turned on the lathe, and this
notwithstanding their small diameter
and consequent increased number of
revolutions per mile.
Another important point gained by
the use of the lighter rolling stock which
the narrow gauge allows is the ease
with which it can be moved about in the
warehouse, <fcc. In going over the Fe#.
tiniog Railway I could not help noticing
the absence of horses at the stations, the
fact being that the porters are able to
move the wagons about of themselves.
Perhaps on a 2-feet 9-inch gauge horses
could not be dispensed with altogether,
but the comparative ease with which the
empty and loaded trucks could be moved
about would be a considerable advantage.
Where there are branch lines from
mines, quarries, manufactories, or other
wise, this advantage will be of no little j
"—8
value ; the Riling stock, as I have said,
will pass to kom the main line without
break of gtage, and will be handled
with facility when disconnected from the
locomotive, j
With lifter trains locomotives of
less power will be needed, and the
weight of thi wheels of the locomotive
being as a ole the heaviest which comes
upon the rfils, this is no unimportant
matter.
Then the damage from bumping, shak
ing, and coHsions, which unfortunately
cannot be Ift out of the calculations,
will be smaler in the case of light car
riages. Tht Festiniog' Railway has not
been withou; accidents to passenger as
well as gooci trains, yet in no case has a
passenger bssn killed or injured serious
ly. This uidoubtedly may be attributed
to the fact that the momentum of the
carriages has been small, owing to their
light weight.
When speaking of the cost of con
struction I referred to an idea which had
been exprased, that, as the carriages
would be saaller, and consequently could
not earrv sc much weight as those on
the broader gauge, more of them would
be required, and longer sidlings, stations,
&c., would be necesshry. It will have
been seen, I think, that if Mr. Fairlie’s
calculation! are correct, the light car
riages wiD, in fact, carry as much as
their heavier rivals, and the trains will
be’shorter rather than longer.
This suggests a further advantage
gained by foe reduction in the proportion
of non-paying to paying weight, an ad
vantage just hinted at by Mr.* Fairlie,
but not put very prominently forward ;
that is, the capability for increased
traffic which the narrow gauge railways
afford. A third line of way bids fair to
be a necessity on some of our railways, if
the traffic is to be accommodated. Al
ready the trains follow each other in such
rapid succession that accidents are un
avoidable, even with the greatest care,
and an extra line of rails seem to be
the only way of providing for increas
ing demands. The narrow gauge offers
a soiniinn of this unnculty, as it does of
so many others. Having got rid of so
much'non-paying weight, we are in a
position to convey an equivalent of paying
weight, and we thus arrive at the some
what startling result that a narrow gauge
railway, one of the foremost objections
against which has oeen that in many
cases itwoqld not be equal, to the traffic
of a district, may actually accommodate
twice as much paying traffic as a line of
the standard gauge.
Putting all these things together, may
it not be concluded that, even if the
narrow gauge railway cost twice as muoh
in original construction as a line of
broader gauge, it would be the cheaper
in the long run to adopt it ? If it be
true that the traffic upon it can be con
ducted at thereabouts half the cost ; or,
putting it in another way, that about
double the traffic can be accommodated
at the same’eost as is now incurred on
the broad gauge railway, surely these
advantages would be worth pc ■•chasing
at a little extra original cost. When it is
plain, however, that the line which is to
bring these advantages may be con
structed at half the cost, or on the high
est estimate at three-fourths of the cost of
a line of the ordinary gauge, we may well
wonder how it is that the narrow ghnge
system has not been much more generally
adopted.
In a great measure this is due to ig
norance. The advantages of the narrow
gauge are only just beginning to be
known and appreciated ; but, as I have
said, the revolution has commenced, and
we may anticipate that we shall soon see
a very general and practical recognition
of the advantages which are offered.
Capt. Tyler, R. E., the Government in
spector, in his report to the Board of
Trade with rcfcretioe to the Festiniog
Railway, said : “ The adoption of the lo
comotive power u; on this little line is
very important, and has evidently been
a very successful experiment. The cheap
ness with which such a line can be con
structed, the quantity of work that can be
economically performed upon it, and the
safety with which the trains run over it,
render it an example which will un
doubtedly befollowed, sooner orj|later, in
this couutry, in India, and in the Colo
nies.” Since that report was presented
Captain Tyler’s conviction has been veri
fied, and every additional line laid down
on the narrow gauge system will be a
means of making its advantages still
more fully known.
At the same time it must be admitted
that some engineers—afflicted, it is to be
feared, with that proverbial blindness
which will not see—have done their best
to prevent the adoption of the system
by using against it various objections
which they conceive to exist, and which,
they would have us believe, outweigh
the advantages. If you will allow me
to tresspass once more on your space, I
should like to notice, at any rate, the
principal of these objections, as it is of
little use to look at a question unless we
examine all sides of it.
Cincinnati Provision Market.
BY KENNEDY, ECKERT & CO.
Cincinnati, June 9,1871.
Editors Chronicle & Sentinel :
The market for Provisions during the
week past has undergone some important
changes. In the eariy part, holders were
anxious to realize, and granted further
concessions in order to effect sales, but to
wards the middle of the week, under the
manipulations of a “ Bull clique,” which
was formed here, an advance was estab
lished, higher prices were asked and ob
tained, from day to day, up to the close, as
our quotations will show. This “ Bull ”
move Is looked upon with discredit by
the majority of our packers, they claiming
It is too eariy in the season, especially a
season like this, where it is an undisputed
fact that the stock of a(l kind of hog pro
duct is larger than it has been for some
time, and in face of the large arrival of
hogs at the various points, to undertake a
move of this kind. Had it been later,
with stocks more reduced, there would
have been some prospects of making it a
permanent success. What stuff is being
taken by them is held here, to be again
put on the market at some future time;
consumers not having as yet taken the
fever, but buying sparingly, having no
faith in the advance. The lew who are en
gaged in this “clique,” in our opinion,
will find it a difficult task to control prices
this season, but they have the advantage
thus tar. This month, as is well known,
is the largest for delivery of contract stuff,
and most packers are busy filling these
contracts. When all the deliveries are
made or settled, for we look for an “ ease
up.” To-day the market opened strong
and higher ; prices were paid, but closes
rather easier, with the “ rough edge ” off,
hollers more willing to meet the market
and anxious to make sales for future.
Mess Pork—Opened quiet, with sales at
sls, and jobbing lots at sls 25, but, under
the move referred to above, price- steadily
advanced until sl6 was reached, with few
sellers at this rate. To-day, however, it
is freely offered at this rata, buyers con-,
lining their offers to sls 60. We hear of
no transactions for luture. Country is
nominally 25 to 50c. Jess than city.
Rumes—Nomine! at sll to 13 50.
Dry Salted or Bulk Meats.—The
market opened quiet, and continued so
until the middle of the week, when hold
ers succeeded |n getting an advance,—
Shoulders opened at s@o4c , advancing to
sfc., closing firm with liberal sales. Rib
Sides opened at 64@6}c„ and closed at 74.
O. R. Sides sold at 7 @74 early In the
week; under a speculative demand ad
vanced to 7Jc. Clear closed at Bc. Above
rates loose ; packed, ic. more. Hams, 84
to 10c.; Bellies, 84@9c„ packed.
. Baoon.—The transactions early in the
week were only on a limited scale, but to
wards the middle, in sympathy with other
article*, au advance was established and
sustained up to ‘the close. Shoulders
opened at 6@64, cjoairg firm at 64c, C. E.
Sides were mostly enquired for, opening 1
at Bc., closing with a demand at 84, with
H asked. Clear Sides clAsed at 9c. July
and August sold at 9@94, V. R. and Clear ;
Septem^* r held at 94@9i; October, 94@10.
LABD.-The only aTIhUS Which has met
with no change. City, 9t; country, 94;
keg, ll@ii4c.
8. C. Hams, 134@144i Plain, ll@l2fc.
Breakfast'Bacon, 111® 114 c.
Flour —Family, $6 80 @7 25 ; Extra,
$6 60@6 75; Superfine, $5 76©6.
Corn—7oc.
Very respectfully,
Kennhdy, Eckkrt A Cos.
GLOBE HOTEL,
ELBERTON, GA.
’T'HIS old and popular building baa
J- been thoroughly fitted up and is now
ia fine order, ana will give the best ac
commodations to the public on the most
liberal terms.
H. G, EDMUND?, M. D M
m y2B-dlaw3m Proprietor.
business without capital.
‘C’NTERPRIIsENG Ladies and Gentle -
U men can now establish themselves as
Local or General Agents in any part of th
United States or British Provinces, for
any of our new and forthcoming worke in
the Subscription Department of Messrs.
Jamas R. Osgood a Cos. Two excellent
books for summer canvassing are just
reedy, and others nearly completed. Ad
dress for particulars, terms and territory,
H. A. BROWN A CO.,
144 Tremont st., Boston, Mass.
junl4-3
BRISK TIMES
AT THE
FREDERICKSBURG STORE.
I
NEW GOODS received d/.ily at greatly reduced prices, and, to meet ocr con
stantly increasing trade, we have commenced work to add to cur present spacious build
ing an addition in the rear, to be four and a half stories high, from the basement, all to
be U9cd for business purposes.
Cotr.e and see the GREAT BARGAINS that will be offered from this time out,
. V.' Richards *Sc Bros.,
my 24 dbiwlm CORNER BY THE PLANTERS’ HOTEL.
mi:
SOUTH CAROLINA
LAND AND IMMIGRATION
ASSOCIATION.
$500,000
TO BE GIVEN AWAY.
1500.000 TO BS AWARDED
To the Ticket Holders of the Series of
Concerts to Commence on the Ist
October, J 871,
AT THE ACADEMY OF MUSIC,
CHARLESTON, S. C.,
ON WHICH DAY THE DRAWING COMMENCES.
The ‘ SJuth Carolina Laud and Immi
gration Association,” under the ausoioes
of the'SOUTH CAROLINA STATE
AGRICULTURAL & MECHANICAL
SOCIETY, will give a series of CON
CERTS at the Academy of Music,
Charleston, S. O, commencing October
Ist, 1871, lor the purpose ot raising a tund
to enable emigrants to settle upon lands
selected by the Association for hemes cf
Northern and European farmers and
others, to the State of South Carolina, and
for their transportion tuither and support
for the first year.
REFERENCES IN SOUTH CAROLINA.
Oen’l WADK HAMPTON, Gen'l JOHN S. PRESTON,
Hon. B. F. PERKY, Hnu. W D. SIMPSON
OOV. M. L. BONHAM, ANDREW SIMONS, K.q.,
Gm.T. JOHNSON HAOOOD. Hon. O. A. THEN HOLM,
Hon. ARMSTEAD BtIRT, Oov. J. L. MANNING,
Hon. JAMES CHESNUT, Hon. J. B CAMPBELL,
REFERENCES IN NEW YORK CITY.
AUGUST B ELMONT & Cos., Bankers,
Hon. CHARLES O’CONOR, Couuseilor
at-Law,
Hon. ROGER A. PRYOR, Counsellor-at-
Law,
T. A. HOYT, Esq., President Gold Room,
ANDERSON. STARK<ft CO., Merchants,
MORTON, BLISS A CO., Bankers.
Hon. JOHN E. WARD, Counsellor-at-
Law,
Col. RICHARD LATHERS,
HUNT, THOMI SON <fc Cos., Factors,
PaITUS * CO.. Merchants,
F. ZOGBAUM & FAIRCHILD, Mer
chants..
150,000 Season Tickets of
Admission and no more,
at $5,00 each.
All the premiums, including Deeds
and Certificate of Title to Academy of
Music, will be deposited with the National
Bank of the Republic, New York.
' /
$500,000 IN GIFTS.
Ist Gift.—ACADEMY OF MUSIC,
Charleston, S. C., cost to build, $220,-
000, having an annual rental cf about
$20,000 from Opera House, Stores and
Ralls ; the building about 230 feet by
60 feet, and situated corner of King
and Market Streets, in the centre of
the oity, and well known to be the
finest building and most valuable prop
erty in Charleston ; valued at $250,000
2d Gift—Cash 100,000
3d Gift—Cash 25,000
4th Gift —Cash 10,000
sth Gift—Cash 5,000
25 Gifts—Cash...each SI,OOO. 25,000
25 Gifts—Cash...each 500. 12.500
350 Gifts —Cash...each 100. 35,000
250 Gifts—Cash...each 50. 12,500
500 Gifts—Cash...each 25- 12,500
1250 Gifts—Cash...each 10. 12,500
2,404 Gifts, amount to $500,030
BUTLER, CHADWICK, GARY & CO.
Agents South Carolina Land and Im
migration Association.
Gen’l. M. C. Butler, Y
John Chadwick, Esq., i Charleston, 8. C.
Gen’l. M. W. GARY. J
AGENTS WANTED. -LIBRERAL
COMMISSIONS ALLOWED.
COMMISSIONERS AND KUPKUYIBORS OF
DRAWING:
Gen’l. A. R. ("WRIGHT, of Georgia,
gbsx brajjgey r. Johnson, of
Virginia.
Col. B. H. RUTLEDGE, of South
Carolina.
Hon. ROGER A. PRYOR, of New
Yoik.
A FAIR AND COMMENDABLE
SCHEME.
Charleston, S. C., May, 1871.
We take pleasure is certifying that we
are acquainted with General M. C. BUT
LER, JOHN CHADWICK, Eeq., and
General M. W. GARY, of the firm of
BUTLER, CHADWICK, GARY & CO.,
and know them to be gentlemen of integ
rity, and that we regard the object they
have of assisting immigrants to homes in
South Carolina, of great importance to
the State and the immigrants, and we
have every confidence that their enter
prise will be carried out with fairness and
honesty to alt parties concerned.
GEORGE A. TRENHOLM,
B. H. RUTLEDGE,
JAMES CONNOR,
JAMES B. PRINGLE,
I. W. hayue, '
A. G. MAGRATH,
THOMAS Y. SIMONS,
HENRY BUIST,
WILMOT G. DeSAUSSURE.
Tickets can be procured of JOHN J.
COHEN A SONS. Bankers aDd Brokers,
General Agents, Augusta, Georgia.
my3l— wdfrisuAw '
farmer and gardener,
A Semi-monthly Journal of
SOUTHERN AGRICULTURE,
horticulture and
RURAL LIFE.
PUBLISHED AT
AUGUBTA, GA., ON 10th A 25th OF
EACH MONTH.
P. J. Berckmans, Horticultural Editor.
Subscription—One Dollar per annum.
Specimen copies free.
The Thibd Number is Issued This
Morninu.
Subscriptions received by D. Quinn, G.
A. Oates or the undersigned.
E. H. GRAY,
marll-tf Publisher,
By Authority of the State
of Alabama.
$125,000
IN
U, S, Currency Distributed,
IN MONTGOMERY, ALA.
On Saturday, Ang. 5,1871.
1 Prize of $26,000 amounts to $25,000
1 “ 10,000 “ “ 10,000
1 “ 6,000 “ “ 5,000
4 Prizes 2,500 each “ “ 10,001)
20 “ 1,000 “ “ “ 20,000
30 “ 500 “ “ “ 16,000
75 “ 200 “ “ “ 16,000
2 Approximation Prizes, 5,( 00each, 10,000
a- “ •..non *• a.oon
2 “ 1 ,<:00 ” 2,000
8 “ *‘ 500 “ 4,000
40 •« “ 126 “ 6,000
186 Prizes, amounting to $125,000
Only 50,000 Tickets to be Sold.
WHOLE TICKETS, $5. HALVES, $2 50.
TO THE PUBLIC.
There are so many swindles and hum
bugs in all parts of the country under the
name of “ Lotteries, ” “ Gift Concerts,”
&e., where parties, who invest, have no
possible chance of drawing a prize, that
we deem it best to give a full explanation
of the manner of ocr distribution, our
references, <£e. From these, it will be
seen that our drawings are under authority
of law; that the gentlemen who compose
onr Association are responsible, and in
every way worthy of confidence; that
sworn Commissioners, in no wise con
nected with the Association, superintend
the drawing ; that these Commissioners
are men of the highest standing in the
community, and that, parties i*ho invest
can rely upon being deali with fairly and
honestly.
Every safeguard that. Ihe law of the
land can throw around such enterprises is
placed upon these distributions—they are
conducted by gentlemen‘well known for
their integrity and fair dealing—they are
eudoraed by leading Bankers, Merchants,
Officials and Newspapers—lienee we ap
peal to the public generally for their pat
ronage, with the assurance that we will
conduct the distribution with “ equal and
exact justice to all.”
Respectfully,
STOKES & CO., Managers.
Montgomery , Ala. ,
TESTIMONIALS.
Office Secretary of State,
Montgomery, Ala., Nov. 20, 1870.
I hereby certify that, the “ Alabama
Immigrant Association” is regularly in
corporated under the laws of this State,
with a capital of $50,000, and that the
incorporators are gentlemen of means, in
tegrity and high standing.
CHARLES A. MILLER,
Secretary of State.
[Great Seal of State.]
We, the undersigned, cheerfully state
that we are personally well acquainted
with Messrs. Stokes & Cos., Managers of
the “ Alabama Immigrant Association,”,
and we know them to be gentlemen of
high standing, integrity and reliably in
this city, who will see that the drawings
of their “ Association,” which is solvent
and responsible, are honestly and fairly
made.
HENRY E. FABER, Mayor of Mont
gomery.
JOS. W. DIMMIOK, Postmaster City
Montgomery.
FRANCIS WIDMER, Collector U. S. In-
WM/fL HUGHES, Clerk Oity Council of
Montgomery.
HOLMES & GOLDTHWAITE, Bankers.
E. S. MITCHELL, Agent Southern Ex*
press Company and others.
The Association has had one drawing,
and to show how it was conducted, and as
an earnest of what all their future draw
ings will be, they submit the following
from the sworn Commissioners of the As
sociation ;
We, the undersigned, Commissioners
appointed to supervise the drawing of the
“ Alabama Immigrant Association ” here
by certify that we have discharged that
•duty ; tl f every number and prize were
counfei into the wheels by one or the
other if us, and that in all respects we
closely scrutinized the drawing so as to
makf it fair and just. We were afforded
every facility by Messrs. Stokes & Cos. to
discharge our duties.
J. A. ELMORE,
J. M. WITHERS,
WM. W. ALLEN,
E. FARRAND,
Commissioners.
Sworn to and subscribed I
before me. J
J. H. Nettles, Notary Public.
Just here we deem it 'proper to say that
these are gentlemen of the highest respec
tability in Alabama. Colonel John A.
Elmore is one of the oldest and a leading
member of the Bar in the State. General
J. M. Withers is an ex-Msyor of Mobile,
late a Major-General in the Confederate
Army, anil now editor and proprietor of
the Mobile Daily Tribune. General Win.
W. Allen is a well known planter and a
late Brigadier-General of Cavalry in the
Confederate Army. Commodore E. Far
rand was formerly .an offioerof distinction
in the U. S. Navy, and late a Commodore
in the Confederate Navy.
EXPLANATIONS.
The sum of one hundred and twenty-five
thousand dollars is distributed to ticket
holders, and the balance of the funds, after
paying the expenses of drawing, according
to the charter of the company, goes to the
encouragement of European Immigration
into the Southern States.
The price of whole tickets, which give
you admission to any of the entertain
ments of the Association, as well as a
chance" to draw some of the magnificent
prizes above offered, is $5.00 each. The
price of half tickets is $2.50. They will
entitle you to half Lite amount of the prize
that may be awarded to the number print
ed on the ticket.
There are 50,000 tickets, and each
ticket and half ticket has printed upon its
face some number from 1 to 50,000.
t-vr It is not necessary for any ticket
holder to be present, unless he chooses to
he. The whole drawing will be under the
supervision of the sworn Commissioners of
the Association.
After the drawing is over a circu
lar giving the prizes drawn by each num
ber will be mailed to the Post Office ad
dress of every ticket holder. This w ill be
done hereafter promptly to all,
they draw or not.
HOW TO PROCURE TICKETS.
Enclose your money either by express,
registered letter or a Post Office order, and
send it to Stokes & Cos., Managers, Mont
gomery, Alabama. Write your Post Office,
County, fjtate and Name distinctly. If you
have any choice of numbers state it, and
they will be sent yon, or as near to it as
can be.
It it best to send for Tickets early,
in bfder to have them well distributed. '
ty All communication* strictly private.
VW Agents wanted in all parts of the
country. They must be reliable and ener
getio men. Circulars sent free everywhere
ADDRESS STORES & 10.,
Managers, Montgomery, Ala.
j anl-thsatnlnaAwS ■
BOLLING WHITFIELD,
ATTORNEY AT LAW,
MONTICELLO, JASPER CO., GA.
W ILL Practice in the Courts of the Oo
\ Houlgee Circuit* &>llectioDs made
and settlements promptly rendered.
my4-ds&w4»
Dr, J. P, H. BROWN,
Dentist.
1&9 Broad* Street, nest hon.e above John
A Thee. A, Bene.’ Hardware Sure.
.pyaa. AUGUSTA, GA.
feb24 —wtf
fashion, and the styles and colors cannot
f«.il he. r k>*oa J»«, I, -JJ'iion, WM have
also a good line of Goods suitable for civil
Officers
and for privates citizens, all of which we
will sell at the LOWEST PRICES. Re
member, the place is 224 Broad street, at
SIMON’S CLOTHING HALL.
NATHAN SIMON,
my 14-ts 224 BROAD STREET.
•T. C. NISBET’S
IRON WORKS,
MACON, GLA..
IMPROVED
COTTON & HAY PRESS,
HORSE POWER AND HAND POWER.
FULLY GUARANTEED.
THE advantages claimed for this PRESS
over tne old Wood Screw Press is,
that it is more compact, may be trained
with smaller timbers, laised with fewer
hands, worked with less power, costs less
money, and is as durable as iron.
Oa application, I will furnish a oirnular
with several hundred names of Planters
who are using the Press, and a full de
scription or the different kinds, and price,
delivered at the nearest depot to the plan
ter. In tho meantime, I beg leave to refer
to the following gentlemen, who are using
the Press, and have been from one to three
seasons :
Col. M. C. Fulton, Columbia county ;
Col. J. B. Jones, Burke county; J. W.
Jajksou, L. C. Perdu, J. A. Arnold. John
Robins, Gieen Moore, J. B. Parks, Greene
county; C. B. Zacharay, Morgan county ;
John R. Hudson, J. C. «fe J. C. Denham.
B. F. Adams, Pulnam county ; Jno. Jones,
Hamuel E. Whitaker, D. H. Tucker, Wm.
A. Jarrilt, Baldwin county ; Jas. Palmer,
W. J. Harper, Frank White, Hancock
county; M. M. Moses, A. A- Page. T. J.
Smith, .Vashiugton county.
Send for Circular.
• WARREN, WALLACE a CO.,
jun9-w4m Agents, Augusta.
ELECTION KOim
Ordinary’s Office, )
Jefferson Cos., June 9, 1871. J
Whereas, the officer elected Clerk of
the Superior Court of Jefferson county, at
the election held In December last past,
refused to give the bond and hike the oath
of said office; and whereas, the blank oath
bond and commission received at this
office from the Executive Department has
been returned according to law :
Now, therefore, I, W. H. WATKINS,
Ordinary for said county, by virtue of the
authority in me vested, do order that an
election be held at the Court House, in the
town of Louisville, on the FIRST SAT
URDAY IN AUGUST next, for Clerk of
the Superior Court of Jefferson county, to
All the vacancy caused as above stated.
Witness my hand and official signature
the date above written.
W. H. WATKINS,
junl4-dl*w4 Ordinary.
THE EDGECOMBE
COTTON PLOW,
TFTEBE PLOWS are offered to the pub
lie upon their own merits, having
been extensively used, thoroughly tested,
and approved by some of the best Plant
ers in North Carolina,South Carolina and
Georgia.
They are gotten up with a view to adapts
ability, being provided with a variety of
extra ADJUST A BLE POINTS, SWEEPS
and SCRAPER, adapting them to all
stages of the crop, and all conditions of
soil, where Cotton and Corn are grown.
These Plows are manufactured tdelusive
ly by ourselves, and are kuowu every
where as the
EDGECOMBE COTTON PLOW.
We also manufacture a variety of Turn
ing Plows, Carts, Wagons, Plantation
Machinery, Gin and Mill Gearing, etc.,
etc.
A liberal discount to the Trade.
A. J. HIIM KS a CO.
E J groom be Agricultural Works, Tar
. boro. N. C., Feb. 1, 1871,
For sale by At OO.RE A CO.,
aps—dtAfwm Augusta, Gs,
Samuel Y. Greer,
(Successor to Dialogue A Greer.)
Fire Hose Manufacturer,
520 NORTH ST., PHILADELPHIA.
Estalished in 1821.
Steam Fire Engine, Forcingaad Suction
Hose, Leather and Rubber Buckets, Pipe
Nozzle, Sc.ew and Patent Coupling of all
kinds. marl—Wfttn
FOUTZ’S
CELEBRATED
Horse M Gal Powders.
TM* preparation, long and favorably
W UI thoroughly re-tnvigorate
broken down anti low spirited horses,
ijffi Vy strengthening and cleansing the
IV 11 aComach and intestines.
incident to this animal, such as LUNG
FEVER, GLANDERS, YELLOW .^
WATER, HEAVES, COUGHS, DIS- zjßk
TEII PER, FEV BRB, FOUNDER,
LOSS OF APPETITE AND VITAL jSHHMN
ENERGY, Ac. Its use improves
the wind, increases the appetite— W
gives asmooth and glossv skin—and
transforms the miserable skeleton
into a fine-looking and spirited horse, if
To keepers of Cows this prepara-
Va -y. tion is invaluable. It is a sure pre
ventive against Rinderpest, Hollow
Ts Horn, etc. It has been proven by
\OtQsPfl I actual experiment to increase the
quantity ofc milk aix* cream twenty
cent, and make the butter firm
give, (hem an apatite, loomm their hide, and make*
Diem thrive much faster.
In aU ditemcs 6f
theLungs,Liy»r,Ae.,thl«articleact. WdtMSRJk
a. a specific. By p»«ing f rom
half a paper to a paper in a torrel « MflMjgKfl
>willtheahoYedi»ease»wdlheerai)i 7W TVS
cated dr entirely prevented. If given ,
in time, a certain preventive and
cure for the Hog Cholera.
DtFID E.FOPTZ, Proprietor,
Baltimore:, m^.
For .ale hr Druggist. «nd Storekeeper, throughout
the Dmbd State., Canada, and South America.
dec2o— wly
OGLETHORPE COUNTY.
fYGLETHOBPE SHERIFF’S SALK
\ / —W'-ll pold. on 1 la*» FIRST TIJE»I>AY In
JULY next, before the Court House door, In the town of
Lexington, Oglethopa county, within the legal hour* of
sale, a lot In raid town of J,exinxton. containing two acre*,
more a duelling hbu*e and improvements there
on, bouh.'ed by lota (f Rev. Joseph H. Echo)* and Dr. B.
V. Wiffivgbam, and au.i Hennm Rt.reats.
Levte.l ouiui the propnty ot Wm H. Werd by virtue of a
n/aia«ued f-opi f>o Superior Count T Onlothorp'* county,
in tavor of Surah ¥. Wynne, guardian, VB. Wm. H. Wi.rd
June 2d. 1871. B.ADKINR
|ur4—wtd . Sheriff.
T EWE TO SELL. - GEORGIA,
IJ OGLETHORPE COUNTt—Where*,. Wm. B.
P. Hiiyflte, admlnMfutor upon the estate of Peter P.
Butler, deceased, applies to me lor leave to aell the lands
beloiulnjf to the estate cr said deceased.
The*e are, therefore, to cite and admonish all persons
Interested to be and i*pnear at my office on the FIRST
MONDAY IN AUGUST, 1871, to show cause, if any they
have, why said leave should art bo granted.
Lexington, <Ja., June sth, 1871.
F. J. ROBINSON,
j jr.B—w4 Ordinary O. C.
NOTICE TO DEBTORS AND
OR EDI TORS.-ST ATE OF GEORGIA, OGLE
'IhOKPK COUNTY —Notice is hereby given to All per
toiuhaving demand.*) against Penelope J. Goolshy. late of
said oountv. (’ejettsud. to present them to me, properly
made out, within the time prescrioed by law, so up to show
their churacter and amount, aud all ( ergons indebted to
said diKeaaui are hereby required to make inmie<itate pay
ment to me. CHARLES O. HARGROVE,
Executor of Peuciooe J, Goolsby, deoeased.
Lexington, Oa ,May 20, 1871. my24-wG
A I’PLICATION FOR LETTERS OF
JT, GUARDI ANHUI l’.-UKOKUI A, OULKTIIOKI-K
<>uTJN 1 Y.-~Whereas, Franc BT. 'll)hr upping to ms tor
Letters of Guardianship ot tho porß »n and property of Jaine*
S. Smith aud Louisa A. f. smith, minors of Martha
Smith, Uto of said c >unty, deceased.
Thyt*«ure, therefore, to cite and admonish til persons In
terested lo ha aid appear at my tfflee on the FIRST
MONDAY INJULY.IBII, to show cause, it auy they
can, why said Loiter* should not be granted
Lexini ton, Ga , May :*), 1871. F.\J. ROBINSON,
tny2S—wS Ordinary O, C.
(GEORGIA, OGLETHORPE COIJN
TV —A I*PLI*’ATION FOR LETTERS DISMI.n
-hOßY.—Whereat*. John Ebcrnart, Adnupistntor tie bouts
non.twlth will annexed, npou the Estate of Nathan Mat
tox. late of said county, deceased, applies to me tor Letters
Disru uaory from paid estate.
'these an’, therefore, to cite and admonish all persons In
terested to le and appear * t my office on or before the
FIRST MONDAY' in AUGUST, 1871, then and there
to show cause, li any they can, whv said L iter* should
uot he granted. F. J. KGIUNSON,
Leximton, oa., May 0,1871. Ordinary O. C.
my 13—w8m
4PPLICATION FOR LETTERS OF
GUARi'IA.NSIIIF—GEORGIA, OGLETHORPE
t'Tk\ —Wh rea*. Henry D. Bank* apphe* to nu* for
Letters of Guaidianshtp of tn« persuas aud 1 ropurty of Wl|
Imm aud Ida Bank*, minor children of Wm, T. Banks,
late o! said county, deceased,
These are, th refore, to cite and admonish all persona in
terested t • be and »M»pfa'irnt my office on or before the FIRST
MONDAY IN JLsg, 187 r, t ' nbow etuio, if any they
uui, ahy said lettorAenouUl not be granted.
F. J. ROBINSON,
. , Ordinary O.G.
Lexington, Ga., May 11, 1871. ni>lS- w4t
\ DM INI STR AT O R’B SAL K.-
Al UWHUiJ, OULKTIIOUFk OOUNTV.-Uy vir
lueot leave granted by the Honorable the Court of Ordinary
ol ftttd county, will be sold be.ore the Gourt House door,
In the Town of Lex nston, on the FIRST TUESDAY In
JULY, 1871. six (8) Share* of capital stock of tho Georgia
purpose of distribution among the legate *s <d said estate.
John A. JEWEL,
Administrator of Elisabeth Jewel, ue'd.
Lexmgton, Ga . May Ist, 1871. myM -wtd
Letters o f dismission.
STATE OF OKOHUU, OGLWIII.IU'E COUN.
a a—Whereas, WilliamT. Howard, guaroian of .lame- i,
Arnold, applies to me tor letters of dismission irom said
guaidl*Dship.
These are, therefore, to cite and admou'th nil persons In
teresltal to be aud appear at mv office on irr before tho
FIRST MONDAY in JULY, 1871, to show cause, If any
they e ui, why said leave should not be granted.
Lexington Ga., March 15th, 1871.
„ F. J. ROBINSON,
_ l mar!7—wß Ordinary.
T EITERS OF DISMISSION.—
JLi STATIC OF GEORGIA. OULL'UIORI'K COI N
* 4 ■—** uorcaa. I human.;. JeimiuKP, aili»lu:Bl»tui uiiou
Hu- I'stotu ot John H. Multo,. Into ot oalit county, docawwt
applie, lo me fur tetter, of dituui j»uiti from huUI uHiut,*, *
Thwt are, thoraton, to cif nml adnionlulr all pe'raon.
bJRSi MON DA \ IN JULY, 1871, theif ndd thereto
show cause, if any they have, why said letters should not
be granted.
Lexington, Ga.,March 14th, 1871.
Ordinary Q.<?.
SCRIVEN COUNTY.
“OXBOUTRIX’S NOHOB.—W ILL
be sold, before the Court House door of gorlveu ooun
ly, on the FIRST TUESDAY IN JULY next, by virtue
of an order Irom tho Court or Ordinary of gala county, be
tween Hie usual hou’s of sale, thici separate Fianlatioun,
lying t>long the Savannah r.ver, in aaio county, aud con
taining together about nine thousand acres ot laud, more or
ess. belonging to the Estate ol Fevton L. Wade, deoeased
Terms Cisfi. ELIZABETH E. WADE,
m> 12—wtd Kxacutrlx.
GEORGIA. SCRIVEN COUNTY.—
Notice is hereby given lo ail part km (oueeriud tbal
ai. the expiration of the tin)e.prescrlt)t*U by law, 1 wiil epi.ly
to the Honorable Ordinary Court, of raid county fur an
order or final discharge from the Executorship of the es
late of Robert G. Kilties, late of raid county, deceased.
n „ HENRY F. MILLH,
ait22—wCm Executor.
/2J.KORGIA, JEFFERSON COUNTY.
LETTERS OF DlhMlßSlON—Wlmveas. Elijah
Young, .«d ! ini trator of James Fool, deoeased, applies tor
Letters of Di odtsion,
These an. tlur.i.ire, to cite all persons Interested to bo
and appear, t mv office within flic time p escribed by law ,
and show cause, h any they can, why sdd letters should
not be granted. W. 11. WATKINS,
~~ SOZ. 8,11 nnunan*.
BURKE COUNTY.
/'J.EORGIA, BURKE COUNTY
V J Mary Martin, next friend, of Harriet Linus and
minor children, applies tor exemption of personalty, uml
setting apart and valuation of property, and 1 will pas*
uprn the Kamo at 10 o.cioek n. m., at my office In Wayne*-,
boro, on the '7ih June In dant.
June 8(1, 87.. K. F. LaWSON.
jun7—Wi * Oidmary Burke county
GEORGIA, BURKE COUNTY.-
v I Randflnb Rldgely applies for exemption of per-
Bonalty, and sotting i-p»rl ami valuation ms h inestead
and I will puss upon the same at 10 o’clock, a m at
my office at Waynesboro, on tlieSli'i June Instant
June sth, 1871. 11. F. LAWSON
jnn7—w‘g Ordinary B.U.
( ’J.EORGIA, BURKE COUNTY.—
V A WbercuH, Mil. Iwhella 11. A. l>uik<l. Adnimlitm
trix of Drywit btiiltl, 1 ite of Hurlto cmtntv, doouml, »)>•
file) to tlw Court ol Ordiuury for J.ulttrt X>i«mt»»ory irom
said estate.
These are, therefore, to cite and admonish all persons
interested to be and appear at my office on the FIRST
MONDAY IN OCTOBER next, to show cause If any
they can, why said letters should net be granted to said an
pbcanl,
Given under my hand and official signature and seal of
office, atWayuesl oro, this June 7th. 1871.
E. F. LAWSON,
rjEORGIA, BURKE COUNTY.-
xJI Whereas, W. R. Dixon, guardl m of Charlotte a
God bee, minor, applies to the Court of Ordiuury lor leave
to s li the real estate of said minor.
These are, therefore, to cite and udmonlsh all persona In
terested to he and appear at. rnv office on or before tho
FIRST MONDAY IN JULY, 1871, to allow atuae if
any they can, why said leave should uot be granted ’
Given under n.y hand and official signature aud seal of
office, i t Wuyuehboro, this June lid, 1871.
. t E. F. LAWBON,
jart~w4 Ordinary B. C
/ 'J.EORGIA. BURKE COUNTy.—
VA , Wlicreas. John Drew applies tor Litter, of Aclin In -
liitration upon tho catato of Severn Dre», late of aahl coun
ty, deceased:
Them: are, therefore, lo olio and admnnlih all pcrKin,
lnterented lo lie anil appear at my union, on or before the
first Monday in July next, tu .how oauw, ir »oy
they can, why mid htlera rhould not be granted.
Given under my hand aid offldol a.gnatun. thte Mnv
Mlb, mi. It. F. LAWSON.
luvas—ws Ordiuury U. (1.
JEFFERSON COUNTY.
/2JEORGIA, JEFFERSON COUNTY.
VT K H. W. Hunter, Guardian fur Sarah W. While
head, a minor heir of J. L. Whitehead, deco Med, having
tendered Ills resignation ns said Guardian » n aocount of In -
flrmlty, and Robert A. Garvin, ot mid cohnty, having been
recommended an a suitable person to take said Guardian
ship :
J hew are, therefore, lo cite the said Robert A. Oarvlr.
and the nearest ot k.n of me -said minor. i,» he nud aonear
at mv office on the FIRST .MONDAY IN JULY next
and »hpw cause, if tiny they can. why the said E. 11, W ’
Hunter s reidunation should not be nccepted, and the said
Robert A. Garvin he appointed Guard cm ot tail minor in
his bteud.
Given under mv hind and official iiignaturp, this the r> h
dsy of June, 1871. W. M. watKINH,
junlu*-w4 Ordinary Jefferson county,
JEFFERSON COUNTY.
VJ LETTERS OF DISMISSION Where*., (Dorse
W. Farmer, Uuardl.n of William D. Swrni. ha. applltd lo
mo for letter, of demission :
Theie are, therefore, lo cits and admon'mli all nersopi Iri
teroded, to lie and appe r at the Court ol Ordinary, to lie
held »I Louisville o*„ f«r ,« and county, it the FIRST
MONDAY IN AUOUST, 1871, and io .how came It
any they c.n, why .aid letter, thuu.l not he graniMi.
• . W. 11. WATKINS,
J mil—llll Ordinary,
/GEORGIA. JEFFEHSON COUNTY
\A —Where*., Luciu. q. o. l>. Drown, i urdl.n liir
Mettle Whleli.ru, now Mntile Vaughn, appll „ ! J
Letter* I>isTnin*o»y from xutd trust:
'Jhe**eare. therefore, to cite and fwtm'nd"' .11 nnrW)na . n
terested. to be and appear us the Caurt of Ordinary in he
OAVln'm, v ll n;! 0r ,,, , f 1 m c ' , ;V' t '" " FJKHT MON.
DAY in JULY nixt. anil file their (,| icrttonM in wrlthur
If any Uiey have, why said letter, •J.oulrf not l*> limited.
W. 11. WATKINtt.
apo- Worn ordinary J. C.
( GEORGIA, JEFFERSON COUNTY.
!V.r*
UrlnsoD, h.xfculc.r of Kichar 1 .Smith, decked, applies to
'ili r from nai l Oust :
th 2 kt!rtfp r ?’- L i'? re,o fo’ U ' and a<!morilHb, all and singular
uomud-iH 6an cr *‘ J J lorM of dm uE-d.t/* he and , ppear
<'£*** V r before tbe FIKBT MONDAY IN JUL Y
■f xl t f y71 * t° *how cause, it any they have, why said letters
should not he granted.
Marub 17, M7l. W, 11. WATKINS,
mhg-wlr Oriiinan
COHMyiBIA COUNTY.
LJ.EOR.GIA. COLUMBIA COUNTY.
V M —Whereas, Mrs. 8 irah Griffln-api)ll*sto me f,r Le:
.r* °I Administration on rheSstate <-f J, hi.ua R GrUUn
late of raid county, dec used,
Tnere are, therefore, toclte and adiuonDh all persons In
tirested be and appear at my office within tbs tln r nn
rcrlbed bv law, 10 »how c tune, ifuny they have, why said
Lette s ibLUlc not be gruuted.
_ IA . W. W. SHI HDDS,
aylo-w4 Ordinary.
A PPLICATION FOR LETTERS OF
JA Ills Ml SBHJN .-O KO R(, ]A, COLUMBIA COUN
TY—WhercnK, H. G. L'«mkln at>pller to ; w lor Litter* of
Dlamt'iilori on the estau; or Mary <j. Wiliioma, into or H . 4 i,j
county, deceased.
These are, therefore, to cite and admonish all persons hi
terasted to appear at my office within the time prescribed
by law, and make known their objections, It any they kuv«
why said letter« should not De grant**!.
. „ • W. W. hIUKIADft,
mar 4 am *« Oruhtarv.
TALIAFERRO COUNTY
A PPLICATION FOR LEAVE ’ r <»
jr\_ BELL.-OEOHO.A,TALIAFERRO COUNTY.
f»u nmuliis after <!&<« . Ilcation wul l,e imnle (n ll.v
Ilunnrable ti e 1 Vmrt ol Oriilnary for .'ialeom.lv for loav
toMli lhslaWbelonglnz to Ihe wtaaj ol Joidiu* Mor.an,
of said (onntv. deceased.
This Jnae sth IMI.
JOHN V. KEII). Kreenter,
. . . .a'Ji'UlA HE ID, Executrix
jun7—w2m 0 f Jonhua Mi rgan, dec'll.
( GEORGIA, TALIAFERRO COCN
\ I Ty.-AI’FLKJATION F‘)li I.LITERB OF DI»-
MiSßK)N.—Whoiegs, Jaroh Roc. v er. Administrator do
bo Lis non., with the will annexed, 01 Uewr*» W. Gunn, of
add eoiihty. deee<» ed, tpfiLvw to me f >r LetAers of Dismis
sion frdmviu Estate of tad dvcatfi-l,
The e Ar.-, tli refc-e, to che all P«r*or>H concerned, to
•how cause, if say they Lave, why cai i 1 e’tcr» snould not
be vrau ted. . .
Given nrder my hand and official nlgnMfure, at ofllce in
Urawfirdvilie, this April Hi. IH7I. ~ v
CHARLES A. BE/ZLFY,
ar»-w3ro 11
LINCOLN COUNTY.
r 1EORGIA, LINCOLN COUNTY.- -
•« x Wlirrea* Henrv f’. M.rclerand.lmm- N. Mer. p r .
ezocutom or H.ary f. Merc.M. d.crav'rf. appm. to n.» for
.1, naO.lrgn
O. TOBKU next, 1871. to show Ckute, if any Uiey can, why
*Atd IjetUMS rhoulu sot I><‘ graste* .
Given under my hand and ofnc'.al June Oh,
1871. N. F. TATOJtf,
lunlQ—'wßm Ordinary.
/"lEORGIA. LINCOLN COUNTY.—
Us To all Whom it may concern ; James W. Bu'sk&le
. . n ,i Mr*, posdie 11. sale h iving 1q proper torrn appll, dto
for permanent letters ot ad nlnlitratiou ou the *scate of
Sisserscm M le > of said county, this is to cite all
auJsieguJar the crodltora and tea' of km o! Higgwaon
M t*aie, tu l»e aßd app iir at my office within toe tiui,* al
lowed DV IJW. end Ehowlt any th**y can, why
I >*roJ* n< “ nl BdQ, ‘ nl *t r «D°n rhould not 1 e granted to Jan hb
Sff. Barksdale and Mrs. I’osale D. Sale on Bigger son M.
Maie'a estate.
Witness my hand and official si feature »h’s 25't, rt« v 0 r
Mtr , 18TL- u. K. TaTUM,
in>3l—wtd Orotnwry L.O.
■\TOTICE FOR LEAVE TO SELL
11 Application will be mi< i e to tlw Court n( orulnarv
ol Lincoln county, Geor.i., at tiro Ur.t mvular term «
tbceiplratlonef two month, fro n tin. nollcs, for leave
«ll the laud, bilong n|{ to tb. t.Ut,; of Oeo lIK Bottler f.U
Os raid county .decaumd, forlbe bem ltt or heir, and o '.iV*
otr »- „ ALBIN ALLEN
Admlnl.tralor de hom, non.
4 VOID QUACKS.—A victim
ißdiscreUm,. cau.lng nervous debility preniatUM
.Ac., haying tried in rain every oel vertl»,.,l , “ ,‘«dV
n*. dlflcovered a ilmple means of i-olt-mire. which ho will
Bead free to hi. ffcllow-.uflferere. AOUroa. j 7|"! Alii
TlNkwauatreet, New York,