USA > Georgia > Fulton County > Atlanta > Atlanta City Directory Co.'s Greater Atlanta (Georgia) city directory including Avondale, Buckhead and all immediate suburbs [microform] 1872 > Part 16
USA > Georgia > Morgan County > Buckhead > Atlanta City Directory Co.'s Greater Atlanta (Georgia) city directory including Avondale, Buckhead and all immediate suburbs [microform] 1872 > Part 16
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1,300 ..
29,000
0
6
12
$ 1 40
0
5
10
8 1 20
20 ..
8
1 25
2 50
30 00
500 ..
1 44
2 92
35 00
600 ..
10
1 50
3 00
36 00
600 ..
2 01
4 08
49 00
800.
13
2 00
4 00
48 00
800.
$ 1 15
2 33
28 00
500 ..
$ 1 17
14 00
300 ..
300 ..
21 00
400 ..
Henry Walker .. Newark, N.J.
John A. Winslow, South Pacific.
O. O. Howard, Washington, D.C. Alfred H. Terry ... Louisville, Ky. E. R. S. Canby, Portland, Oregon. E. O. C. Ord ... San Francisco. Cal.
HANLEITER'S ATLANTA CITY DIRECTORY.
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HANLEITER'S ATLANTA CITY DIRECTORY.
UNITED STATES ARMY-GENERALS.
Rank and Name. Headquarters.
By the above table, it appears that if a mechanic or clerk saves only 2 3-4 cents per day, from the time he is twenty-four until he is three-score and ten, the aggregate, with inter- est, will amount to $2,900, and a daily saving of 27 1-2 reaches the important sum of $29,- 000. A sixpence saved daily will provide a fund of nearly $7,000-sufficient to purchase a good farm. There are few employees who can not save daily, by abstaining from the use of cigars, tobacco, liquor, etc., twice or ten times the amount of the six cent piece. Every person should provide for old age, and the man in business who can lay by a dollar a day, will eventually find himself possessed of over $100,000.
(U)
Cents a Day. Per Year. 10 Years. 50 Years.
Virginia
Wisconsin
.Ten
7 00
200 ..
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HANLEITER'S ATLANTA CITY DIRECTORY.
HANLEITER'S ATLANTA CITY DIRECTORY.
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Additions and Corrections.
American Hotel, cor Alabama and Pryor.
Atlanta House, Decatur bet Ivy and Collins. Bauldin, H E, colored, physician, res North-Calhoun street. DYKEMAN, J H, merchant tailor, cor Decatur and Pryor. Elliott, R W B, clergyman, res Decatur bet Calhoun and Butler. English and German School, corner Whitehall and Peters, B A Bonnheim, Principal.
Flewellen, Edward A, Superintendent of Public Works, res at Executive Mansion.
Georgia Baptist Orphans' Home, cor Houston and Calhoun. Hoyle, mrs M A, boarding house, Wheat bet Pryor and Ivy.
HYDE & Co., designers and engravers on wood, removed to Sun Building, Broad street.
Keith, Charles J, student, bds Air-Line House.
. Kirkwood Select School, C M Neel, Principal.
Lester, George N, attorney at law, Kimball House; resides at Marietta, Georgia.
LOUD, P H, coal and lime, removed to cor Forsyth and Walton, McCalla, George, clergyman, res Marietta nr Bartow.
Monteith, mrs E, boarding house, Butler st.
Morgan, Joseph H, Sec'y Dept. Life Association of America, office in Sun Building ..
Oglethorpe Park, on W & A Railroad, terminus Marietta st. Pope, Henry C, druggist, 27 Whitehall.
Shields, William R, Millwright, res Whitehall nr Humphries. Smith, James M, Governor of Georgia, residence Executive Mansion, cor Peachtree and Cain.
St. Clair-Abrams, A, publisher, Alabama nr cor Whitehall. Van Stavoren, portrait painter, up-stairs, Whitehall cor Hunter. Wallace, Campbell, President Georgia Western Railroad. Warner, Hiram, Chief Justice Supreme Court of Georgia, bds with Dr N L Angier, cor Washington and Mitchell; resi- dence, Greenville, Georgia.
Warren, E W, clergyman, res Collins cor Jenkins. WILDA, MADAME, ladies' hair dresser, removed to 13 Whitehall.
Yancey, Ben C, President Plantation Publishing Company, res Athens, Georgia; boards with Mrs Overby.
ATLANTA -- PAST, PRESENT ANDFUTURE.
BY J. S. PETERSON, ESQ.
The same remarkably rapid growth and great prosperity which has characterized ATLANTA during her previous history, have been quite as conspicuous since the appearance of our last Annual Directory. Perhaps a condensed review of these may not be unacceptable, or regarded as improper at this time, before noting the improvements of the past year.
ATLANTA is emphatically the child of railways, and owes her existence, largely, to efforts made, more than forty years ago, by South Carolina and Georgia to reach Cincinnati by rail. The enterprise of the last named city stimulated the assembling of railway conventions at Knoxville, Tennessee, Charleston, South Carolina, and other places favorable to their views and pur- poses. The Alleghany and Blue Ridge mountains presented barriers which, at that time, appeared to be insurmountable; and the leading minds then shaping the policy of Georgia, recognizing the superior advantages they possessed, exerted their influence to obtain from the Legislature grants of charters, liberal for those days, for the construction of several lines, form- ing a sort of system of railways for the State. Under these, the Georgia railway, from Augusta, East; the Central, from Savannah, North-west; and the Monroe, (now Macon & West- ern,) North, were commenced almost simultaneously about 1836, each "hewing its way" slowly through the forests intervening, towards the Southern terminus of the Western & Atlantic (State) railway, then building its tortuous roadway through the hills and mountains of North-west-Georgia, between Ross's Landing, (now Chattanooga,) on the Tennessee River, and a point a few miles South of the Chattahoochee River, where ATLANTA NOW STANDS AND FLOURISHES. (About the same time, Hon. Thomas Butler King conceived the project of the line of railway from Brunswick, Georgia, to San Diego, California, known as the Southern Pacific.) Of the able and zealous supporters and advocates of this great enterprise, but few are now living-among them, Hon. Charles J. Jenkins, Hon. Absalom H. Chappell, Hon. Alexander H. Stephens, Hon. George W. Crawford, Hon. Iverson L. Harris.
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HANLEITER'S ATLANTA CITY DIRECTORY.
The common point of junction of the three lines first named was to be a few miles South of the Chattahoochee, the river to be crossed between Campbellton and Winn's Ferry. In 1839, the station-peg of the Georgia railway was planted near where, then, there was nothing but a small one-room log-house, with a dirt floor, occupied by a poor woman and her daughter, and not far from where Alabama and Whitehall streets now cross each other. The locality was called "Terminus." In 1842, it was incorporated as the town of Marthasville; in 1847, with a pop- ulation of about 2,500, it was incorporated as the CITY OF ATLANTA ; and in 1868, when the new Constitution was adopted, it was made the Capital of the State by a vote of the people.
In 1850, the population of ATLANTA was about 5,000; in 1860, nearly 10,000; in 1870, 25,000; and is estimated now to be not far from 35,000, and still growing rapidly. Although a large portion of the city, embracing nearly every business tene- ment, was destroyed in 1864, so astonishing are her advantages and her recuperative powers, and such the spirit of her citizens, that, while in 1870 her taxable property was less than $5,000,- 000, it was at the city assessment, 1871, $12,530,647-an increase of 33 per cent. in twelve months. The valuation this year, 1872, is $13,545,585-an increase over 1871 of $1,014,933. The increase of the value of property in ATLANTA was, in 1871, about one-tenth (.10) of that of the whole State.
ATLANTA is the county-site of Fulton, and situated about seven miles North-east of the Chattahoochee River, in Lat. 34º N., and Lon. 84° 30' W., very nearly equi-distant from the Ohio on the North, the Mississippi on the West, the Gulf on the South, and the Ocean on the East and South-east-being, on an air-line, about 375 miles South of Cincinnati, 320 South-east of Memphis, 360 a little North of West of Vicksburg, 275 from Apalachicola and St. Marks, and 250 from the South-Atlantic ports. A line stretched over the map, from the Cape of Delaware to the mouth of the Rio Grande, and from Fernandina, Florida, to St. Louis, will cross on a spot not far from the site of the city. Having an altitude of nearly eleven hundred (1,100) feet above tide water, some nine hundred higher than Augusta, Macon and Columbus, Georgia, and Montgomery, Alabama; between three and four hundred higher than Rome and Dalton, Georgia, and . Chattanooga, Tennessee; and more than seven hundred feet higher than St. Louis, ATLANTA is the highest point of any commercial importance in the railway system of the South; while her high altitude so fully compensates for her low lati- tude, that her central geographical position in the South and rail- way facilities distinctly mark her as the future Railway, Commer-
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HANLEITER'S ATLANTA CITY DIRECTORY.
cial and Financial Center, and Receiver and Distributor in the South of the exports of the grain and provisions of the North- west to domestic and foreign ports South of Georgia, and of the imports thence in return, to the North-west. The prevailing winds are from the West and North-west, and the mean annual temperature about 60º Fahrenheit; which, with her elevation above the contiguous territory, (which is gradually depressed on all sides for many miles,) insures a cool, clear, bracing and salu- brious atmosphere, so free from humidity as to prevent grain from heating, flour from souring, bacon from becoming soggy, and silks, satins, kid goods, hardware and other fine and deli- cate fabrics affected by dampness from damage at all seasons.
The present railway connections are: The Western & Atlantic, which, by its connections, places ATLANTA in railway communi- cation with Memphis, Louisville, Cincinnati, St. Louis, West and North-West, and with the Tennessee Coal-fields and the North; the Atlanta & West-Point, connecting with Mont- gomery, Mobile, New Orleans, and the South-west; the Macon and Western, which connects her with the South-Atlantic Coast-line; the Georgia, which connects her with Augusta and Charleston, and, traversing the Atlantic border, with New York and the North-east; and the Atlanta & Richmond Air-Line, which, traversing the eastern slope of the Blue Ridge, also con- nects her with the inland cities of the Atlantic States, and with the North and North-east. The Georgia Western, to Birming- ham, Alabama, will be commenced soon, and when completed, will, with its extensions and connections, supply a shorter line to the Central North-western States, and with the Southern Pacific at Marshall, Texas. A charter exists for a road from ATLANTA, North to Ducktown, Tennessee, (Copper Mines) which, continued North, will make almost an air-line between ATLANTA and Cincinnati, (the last named city thus realizing her original project,) 160 miles nearer than the present route, and sixty miles nearer than by way of Chattanooga-continued South from ATLANTA to Columbus, it places Cincinnati on an air-line with St. Marks, on the Gulf, 750 miles distance. Cincinnati is in Lon. 84° 26' W., Atlanta 84°.30' W., and St. Marks 84° 20' W.
The Postal Revenue increased from a net gain of $4,407.95 first quarter, 1871, to $6,887.61 for fourth quarter; and the Money Order business from $18,288.84, first quarter, to $21,- 280.70, fourth quarter.
The Internal Revenue receipts for the Fourth District, (which includes ATLANTA,) for the six years, 1866-71 inclusive, amounted to $2,834,114.79 - those of the year 1868 amount- ing to $982,122.36.
.
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HANLEITER'S ATLANTA CITY DIRECTORY.
170
The trade of ATLANTA is constantly and rapidly extending and increasing-every successive year adding to the proof in demonstration of her prospective importance commercially, and deepening the conviction that she must and will become the Interior Commercial Emporium of the South. Her wholesale trade is increasing with astonishing rapidity.
ATLANTA boasts of one of the largest and best hotels in the South. The Southern Hotel, St. Louis, contains 200 rooms, the Burnett, Cincinnati, 280, (the largest elsewhere), while the H. I. Kimball House contains 317 rooms, well lighted and ventilated, elegantly furnished and splendidly decorated, besides store tenements and numerous offices for professionals, and covers more ground than the Galt House, Louisville, Kentucky.
During 1871 about four hundred buildings were erected- residences and business tenements-costing each from $50,000 down, and a yet larger number are projected for this year. Besides this, two new large Church edifices were completed; and three others commenced, which are now progressing to completion. These are all projected on an improved and advanced style of architecture, and will cost from $75,000 to $100,000 each. The new Catholic Church (Immaculate Con- ception) will probably cost more than the last named sum. The present Mayor proposes to build another Church from his own funds.
There is here a large, well-appointed Rolling Mill; three foundries; three planing mills; several flouring mills; two large railway shops, and two more projected; one large brewery, several tobacco factories and numerous other smaller manufac- turing establishments.
The annual business of ATLANTA foots up not far from $35,- 000,000, and embraces nearly all branches of mercantile busi- ness and mechanical industries.
HANLEITER'S ATLANTA CITY DIRECTORY.
THE BABYHOOD OF ATLANTA.
We are indebted to our young friend, Rev. George G. Smith, for permission to publish the following brief outline of his recent Lecture, in James' Hall, on the "Early Days of Atlanta:"
A View of Atlanta in its Earliest Years.
Atlanta had ceased to be Marthasville before I first came to it, but it was not yet the city of Atlanta, nor did it become so for some months afterward. It was in October, 1847, that my father, Dr. George G. Smith, removed his family here, and during the Legislative session that fall the town was incorporated.
APPEARANCE OF THE CITY.
It was then divided into three different sections: Marietta street, Whitehall and Slabtown; and they were distinct towns, almost as much so as Brooklyn and New York. Whitehall street, being the highway of the cotton wagons, was the most populous and liveliest business section. Standing at James' Bank corner, and looking South-westward, the street was narrow and unpaved; the houses were all of wood, and evidently each man had been his own architect and builder. Some of the houses were painted, some unpainted, some white, some red, and of all shapes, colors and sizes. The street was usually thronged with cotton wagons, and in wet weather, there was mud almost axle-deep. I have frequently seen two and three-horse teams stalled in Whitehall street, directly in front of this hall. There was much trade. The North-eastern counties of Alabama and the Western coun- ties of Georgia all sent their produce to Atlanta to be sold; for the West-Point Railroad was unbuilt, and the State Road, as yet unfinished, had not been tapped by the Rome Branch. The street was not built up compactly, but straggling stores and dwellings were on either side to Mitchell street. Messrs. McDaniel, Herring and Hulsey were then erecting a brick ten- ement building, two stories high-the first in the city. The residences on this side of the city were scattered over all the hills about, and where there are now whole blocks, there was then perhaps one house.
Marietta street had only one store upon it and a few shops; but there was a block of inferior wooden buildings along down Decatur street to Ivy, which afterward was "Murrell Row." Johnathan Norcross was the leading merchant on Marietta street, and as cotton was the chief article of trade on Whitehall street, so corn and wheat, and peas, potatoes, chickens and eggs, from
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HANLEITER'S ATLANTA CITY DIRECTORY.
Gwinnett and Forsyth, &c., were the articles of trade on Mari- etta. So immense was the quantity of small articles-such as chickens, eggs and potatoes-sold in those times, that I have known chickens to sell at 62 cents a-piece, and eggs at the same price per dozen. The common price for butter was 12} cents; sweet potatoes I have known to be sold at 15 cents per bushel.
There was no Church. There was a little school-house in a chinquepin grove, on the lot near that now occupied by the First Methodist Episcopal Church, South. In this, Dr. W. H. Fonerden taught a school, and in it we had preaching from all denominations. Wesley Chapel was being built, but was then just framed. Edwin Payne, one of the first and one of the best citizens of Atlanta, gave the lot on which it was built. The first Baptist Church was being built also, and, as it received some assistance from abroad, it was the first completed church. The Methodists, even for three years in the Decatur Circuit, had preaching only twice a month. Dr. Speer was the junior preacher in 1847-the Rev. James W. Hinton in 1848, with Rev: Mr. Yarbrough as senior, and the Rev. Alexander M. . Wynn in 1849. In 1850, the Methodists had their first sta- tioned preacher. The Baptists had, I think, the pastoral care of Rev. D. G. Daniel. The Episcopal Church lot was given by Messrs. Mitchell, Edgar Thompson, Colonel Garnett and Richard Peters. The Catholic Church was not built, I think, before the year 1849. The first Sunday School was organized in the old school-house, and O. S. Houston was Superintendent. In 1849, the Methodists organized a Sunday School, with Lewis Lawshe as Superintendent. He was one of the best Sunday School men I have ever known, and did much for Atlanta in those early times.
The Municipal history of Atlanta has been already given in THE DIRECTORY of last year, and is very accurate.
The first Whig newspaper in Atlanta was "The Enterprise," the first Democratic, "The Luminary." Neither of them con- tinued long, but before they began their career, or at the same time with them, Dr. Fonerden began a Botanic Medical Journal, which was, of course, unsuccessful. In 1847, Cornelius R. Han- leiter began to publish "The Miscellany," which he had removed from Madison. Atlanta has not had, even up to this time, a better edited weekly than this. The Colonel did a great ser- vice to Atlanta' in 1848, by his efforts to prevent the complete overthrow of the title which Mitchell had to all the city lots in the Southern part of the town. My memory of these events is so indistinct, that I can venture to say no more than that Mitchell did have a defective title, and there was such reason to believe that the title was with an estate that the administrator
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HANLEITER'S ATLANTA CITY DIRECTORY.
secured an order from the Court of Putnam county to sell the lot. This order of sale was published in "The Federal Union," of Milledgeville. I am sure that the brave course of "The Miscellany" saved much vexatious litigation and perhaps heavy pecuniary loss.
Up to 1851, there was a swamp and spring where all the State Road buildings are now; but Mr. Wadley, at large expense, but with great judgment, graded the whole and built the present depot, warehouse and round-house of the Western & Atlantic Railroad.
Colonel Bleckley has given a correct account of the first fire, and the later fires which ravaged the city all came after 1854.
To one who has not visited Atlanta for a decade of years, the change which grading has made in the appearance of the streets almost forbids his recognizing them. Alabama street, next to Whitehall, was once a very steep and muddy hill, and opposite the row of buildings cornering on Pryor street, flowed, in the bed of a deep gulley, a bold branch that issued from a spring, believed to be the head-water of Flint river, near the spot covered by the North-eastern corner of the building in which we are now.
The old work-shops used to stand nearly opposite the present Express office. These were the only machine works in town then. They were owned by the State, but worked by the Georgia Railroad Company, which also did the repairing of the Western & Atlantic Road-the whole being under the skillful direction of Mr. William Rushton, the present accomplished Master Machinist of the Georgia Railroad.
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175
THE WESTERN AND ATLANTIC RAILROAD.
BY HON. A. H. STEPHENS.
Atlanta owes its thrift and rapid advancement in population and wealth, as well as its very existence, to the quickening and life-giving power of its Railroad generators and feeders. The chief of these is the Western and Atlantic. Whatever per- tains to the History of this Road is of primary importance in considering all things that pertain to the origin, growth and pre- sent condition of this "Gate-City," as it is sometimes called.
It is the purpose, therefore, of the following brief sketch to embody and present the prominent facts connected with the History of that great enterprise, which has been attended with results of so much consequence and magnitude, not only to the citizens of Atlanta, but to the millions of people within the area of Country of which it is, the receiving and distributing center of so vast an amount of their Trade and Commerce.
Before entering, however, on the direct object, a short review of other antecedent and cotemporaneous events is necessary for a proper elucidation of those which constitute the main matter in hand, an 1 on which they have an essential bearing.
I. First, then, let it be borne in mind that the subject of connecting the navigable Waters of the great North-west with the Waters of the Southern Atlantic Coast by some feasible and practicable mode of transportation, had occupied the attention of men of thought and public spirit in the State, long before the Indian title to the intervening Territory had been extin- guished ; and before the people of Georgia had come in posses- sion of the soil, embracing at least half her limits. This object became a matter of very deep interest soon after the cession by the Creeks, under the treaty of Indian Springs, in 1825, of the immense domain within these limits before that time held by this Aboriginal Tribe; and when a like cession, by the Cherokees, of the remnant of Territory so held by them was confidently looked for at an early period.
The opinion generally entertained at that time, as well as be- fore, was that water-porterage by means of a Canal, was the most feasible mode of accomplishing the desired inter-communica- tion. Individual reconnoissances and explorations, with a view to this ultimate accomplishment, were made from several points on the Tennessee River.
HANLEITER'S ATLANTA CITY DIRECTORY.
But a new era was at this period dawning upon modern Civil- ization throughout the World, on the subject of internal over- land Transportation. The old Egyptian mode of moving heavy burdens in wheeled carriages on strong, longitudinal, parallel stabs, or rails, instead of in water-crafts, on Canals, was being revived. Some years before, structures of this character, called Railroads, had been made in England for the purpose of con- veying coal from Mines, and other heavy commodities, for short distances. It was, however, in 1825, that the first one of this sort, in modern times, for carrying passengers was completed. This was from Stockton to Darlington, in England. The car- riages on this, as on the others for commodities only, were drawn by horses. A like Road was immediately commenced from Liverpool to Manchester. During the next year (1826,) M. Seguin invented and put in operation a steam-engine on a like Road, constructed from Roanne to Lyons in France. This new idea of Railroad transportation soon crossed the Atlantic, and rapidly developed in the United States. As early as 1827 a Railroad was made, of three miles length, from. the granite quarries of Quincy to the Neponset River, in Massachusetts. In the same year, a similar Road, nine miles long, from Manch- Chunek to the Lehigh, was made in Pennsylvania. These Roads were worked by horse-power.
It was now that enterprising men in South Carolina took the lead, on this Continent, in the development of the re- vived system or mode of internal overland Transportation. They conceived the thought, and set about the accomplish- ment of the design, of opening a communication between the Atlantic and the navigable Waters of the Mississippi Valley, (a subject which was then of so much interest to Georgians,) by a Railroad to be operated with steam-loco- motives. Mr. Horatio Allen was sent to Europe to exam- ine Seguin's engine, and others which had, in the mean time, been constructed in England by Stevenson and Booth. As early as 1829; the Charleston and Hamburg Railroad-the longest then in the World-was not only projected with this view, but mine mites of it was actually completed ; and the first American- built steam-engine for Railroads was put on the track from Charleston in 1830. It differed in several points from those in similar use in France and England, and was built in New York, from a drawing by C. E. Detwold, of Charleston, upon a plan directed by E. L. Miller, of the same place, and was one of the first fruits of Mr. Allen's mission and the South Carolina enterprise.
1
In consequence of these developments, the idea or projet of a Canal as a mode of commercial intercourse between the
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HANLEITER'S ATLANTA CITY DIRECTORY.
North-west and the Southern Atlantic Coast, was generally abandoned in Georgia as early as 1832. Railroads, as a more feasible mode of Internal Improvements than Canals, now be- came the subject of discussion in conversation and in the public journals. Conventions were called in several places. One in Eatonton was among the first that was held. . Several private Companies were soon organized. To three of these-the Cen- tral, Georgia, and Monroe (now the Macon and. Western) Rail- road Companies-liberal Charters were granted by the Legis- lature in 1833. These were all organized and created with the view of being operated on by steam-locomotives, according to the mode adopted in South Carolina. The work on these Roads, looking mainly to local objects and results, was immediately com- menced, and pushed forward with energy. The few pioneer thinkers in Georgia who had been looking to a Canal North- westward now embraced the general views of the like class of men in South Carolina, and directed their thoughts and efforts to the great design of bringing all the existing Railroad Corpo- rations and' others that might be formed in other parts of the State, in joint cooperation, for the accomplishment of a. common object, which would greatly redound to their separate benefit, and the benefit of the public generally ; but, which they, separately, were unable, with their limited capital, to under- take. This could only be done by enlisting the State in the great enterprise of scaling, or boring through, the Alleghany Mountain ridges, and constructing, at the State's expense, what was called a " MAIN TRUNK," which should become a common channel North-westward for a net-work of Roads meeting at the common Eastern terminus of the State work.
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