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 17
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 17
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With this view, the Legislature of 1835 authorized the Gov- ernor to have the necessary explorations and surveys made. Fortunately for the State, the Executive Chair at that time was filled by William Schley, who was thoroughly imbued with a profound sense of the importance of the subject. He engaged the services of General Brisbane, of South Carolina, a Topo- graphical Engineer of skill and ability. General Brisbane's reconnoissances were confined to a route through the Rabun Gap, looking, as the men of South Carolina did, to Cincinnati as the ultimate trans-mountain terminus. His report, submitted to the next session of the Legislature, was favorable and en- couraging. In the mean time, a Convention of public spirited men, from several adjoining States-looking to the same great \object-had been held in Knoxville, Tennessee, on the 4th of July, 1836. In this Convention, Georgia was repesented by a delegation of her most enterprising men. The deliberations of that assemblage, however, resulted in nothing more practical
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than the awakening of a deeper and more general feeling among the people in behalf of the great object in view. Another Convention was called to meet in Macon, Georgia. This was specially a State Convention. It met in Macon in November, 1836, on the same day the Legislature met in Milledgeville. It was largely attended, and had delegates from all sections of the State. Several of the ablest men in Georgia were in it : among these, stood conspicuously Absalom H. Chappell and John M. Berrien. The object was to collect information, con- centrate public opinion, and to urge upon the Legislature, then in session, to undertake the construction of a State work, with the design mentioned, on the most feasible route. A memorial, embodying the objects and views of the Convention, written with great ability, was addressed to the Legislature. This was the condition of things in relation to the subject under con- sideration in the Fall and Winter of 1836; and with its pre- sentation, ends the review of those antecedent events deemed essential to a clear understanding of the main matter in hand. The prominent subsequent facts connected with it will now be stated as briefly as possible :
II. A new epoch in the History of Georgia dates from the twenty-first of December, 1836. It was on this day an Act of the General Assembly was approved, entitled " An Act to au- thorize the construction of a Railroad communication from the Ten- nessce Line, near the Tennessee River, to the point on the South- western bank of the Chattahoochee River, most eligible for the run- ning of Branch Roads, thence to Athens, Madison, Milledgeville, Forsyth and Columbus ; and to appropriate moneys therefor."
The two contemplated termini of the Georgia Road, then in process of construction, were Athens and Madison. The West- ern terminus of the Monroe Road (which was a continuation of the line of the Central,) was the town of Forsyth ; and, by this general scheme, the State Road was to be the " Main Trunk," or common channel, over and through the Mountains, for all the Roads in the State then in process of construction, and oth- ers to be built, in receiving supplies of Western produce. In the body of the Act, this public work, so undertaken at public expense, was styled the " Western and Atlantic Railroad of the State of Georgia," and its Western terminus was to be "near Ross's Landing," (now Chattanooga,) " on the Tennessee River." Its length is one hundred and thirty-eight miles.
This Act has been characterized, in this sketch, as one form- ing a distinct epoch in the History of Georgia. It is justly en- titled, in the opinion of the writer, to be so considered and so character.zed, whether viewed in reference to the magnitude of the undertaking, at the time, or the almost incalculable conse-
-
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quences which have resulted from it subsequently. In refer- ence to the first aspect, it may be stated that it involved the creation of an estimated public debt of from three to five mil- lions of dollars, which, at that time, seemed more appalling to many of the best citizens of the State than ten times the amount would at this day. This debt, moreover, it was thought was about to be incurred on one of the most chimerical projets that had ever entered the brains of the most visionary enthusiasts. No similar work of like magnitude, over such a region of coun- try, had, as yet, been accomplished anywhere, to attest the feas- ibility and practicability of the proposed system of transporta- tion. The measure was, therefore, opposed in the Legislature with great earnestness and ability. Its advocates, however, met every opposing argument with a display of reason, logie and eloquence never before exhibited in the public councils of the State. The debate was confined to the true merits of the case. No political party feeling entered into it. It was protracted for weeks in both Houses. No question was ever more thoroughly discussed in either. The great contest, however, was in the House of Representatives, where the Bill originated. It was reported by William W. Gordon, of Chatham, Chairman of the Committee on Internal Improvements. The friends of the object were divided among themselves as to the most feasible route: some favored the line of the Rabun Gap-some the line to Ross's Landing-others were for a line further South, by Rome, with a view to Memphis as the ultimate Terminus. Gor-) don favored the middle, or Ross's Landing route. On him rested the responsibility of the general conduct of the debate, in its sup- port ; but, in oratory and eloquence, the great champion of the cause was Charles J. Jenkins, of Richmond. Amongst others who distinguished themselves in its support may be named : Iverson L. Harris, of Baldwin, Edward Y. Hill, then of Jasper, but af- terwards of Troup, Stephen D. Crane, of Lumpkin, and James M. Kelly, of Houston. Andrew J. Miller, of Richmond, also was a very active cooperator, and exercised great influence in behalf of the measure, though he took no part in the debate. The same is true of John B. Lamar, of Bibb, and many others whose names space will not allow room for special mention. Those who most distinguished themselves in opposition were : James A. Meriwether, of Putnam, William B. Pryor, of Harris, Samuel W. Flournoy, of Muscogee, and Isaac N. Davis, of Elbert.
On the first test vote, the advocates of the Road carried the question by a majority of three only. The vote was 77 to 74 ! In the Senate, the most prominent advocate of the measure was Mathew H. McAllister, of Chatham. The leader of the opposition in that body was Joseph Dunnagan, of Hall.
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The Road, at first, was put under the management of one Superintendent and one Engineer-in-Chief. Governor Schley appointed Major Stephen H. Long, formerly of the United States Army, Engineer-in-Chief on the work. Major Long, at that time, was, perhaps, the best informed man in the United States upon the subject of Railroad structures. He had given close attention to it from the first introduction of the system, and had written a Manual upon it for the instruction of others, embody- ing all that was then known in relation to it in this country_as well as in Europe.
In 1837, opposition, in the Legislature, to the Road measur- ably ceased. George R. Gilmer was now Governor of the State. He was a warm friend of the Road, and new and able advocates of it were returned to the House in the persons of Robert Toombs and George W. Crawford. At the session of this year, the management of the Road was given to a Board of Commissioners, consisting of Major Joel Crawford, of Hancock, and Colonels Little, of Jackson, and Farris, of Walker. In 1838, Absalom H. Chappell and Henry G. Lamar were members of the House. They were among the ablest and most zealous supporters of the Road. Mr. Chappell had been one of the most prominent leaders in the Macon Con- vention of 1836 ; and when it began to be unpopular in some sections, during the period of Hard Times, in 1839-40-41, he brought all his power to sustain the continued prosecution of the work. During these latter years, Charles J. McDonald was Governor. He, too, was an earnest advocate of the meas- ure:
The other Roads-the Macon and Georgia -- were slow in reaching the proposed common terminus, which then bore the name of Marthasville. As early as December, 1842, the East- ern. portion of the State Road was ready for use; but there was no connection with the other Roads. The Georgia Road was then completed no further up than Madison. The first engine, called the Florida, that was ever put on the State Road, was taken to pieces at Madison, in December, 1842, and transported in wagons to Marthasville, where it was put together again, and made its trial trip to Marietta, on the 24th, returning, with quite a number of pleasure .excursionists, on the 25th of the same month.
The greatest crisis in the History of the State Road occurred in 1843. It was still unfinished above Marietta, and no prospect of the finished portion making any returns soon. Loans were difficult to procure. Taxes were bearing heavily upon the peo- ple. An attempt was now made to sell the work and abandon the enterprise. At this time, many of its early friends were no
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longer in the Legislature. Chappell was in Congress, and George W. Crawford had just been elected Governor. Other changes had taken place. Jenkins and Toombs, however, were still in the House, and by their efforts, mainly, the scheme to sell was defeated. In this crisis, the Road was saved by a majority of one vote only in the House !
Under all the disadvantages, the work was still prosecuted. The Georgia Railroad was finally completed in September, 1845. Its first through passenger train made connection with the State Road on the 15th of that month. The Macon and Western Road did not make its connection until August, 1846. This was during the second term of Governor Crawford's administration. As soon as the connection with the Georgia Road was completed, new life was given to the State work, and greater energy exerted for its ultimate completion. This was delayed by the heavy work at the Tunnel. It was not until the 31st of October, 1849, that the headings of this were driven through, admitting the transmission of light from one end to the other. On the first of December, of the same year, a grand celebration took place at Chattanooga over the comple- tion of the work, and a very interesting ceremony was per- formed on mingling the waters of the Atlantic Ocean with those of the Tennessee River. This was under the admistra- tion of Governor Towns, and while Colonel William L. Mitchell was Chief Engineer. It was not, however, until the 9th_of May, 1850, that regular trains of cars, with heavy freights, passed through the Tunnel, and when the Road may properly be said to have been completed.
Its entire. actual cost, by moneys appropriated from the Treasury, according to the compiled statement of Mr. Cobb, in his Digest of the Statutes, was three millions, six hundred and eighty thousand, one hundred and sixty-five dollars and eighty-eight cents ; but the entire amount of public money expended in its construction and repairs, including its con- sumed income, according to most reliable estimates, has been not much, if any, under six millions of dollars.
It is not within the scope of the object of this sketch to review the management of this public work during the administrations of Governors Cobb, Johnson and Brown, or of those which have followed; nor to go into any of the statistical details of the Business of the Road since its completion. It is sufficient to say, that the results have far surpassed the estimates and cal- culations of its most visionary advocates at the time of its undertaking.
HANLEITER'S ATLANTA CITY DIRECTORY.
17.26.
1811
THE MU
METHODIST ADVOCATE,
WEEKLY
Rev. E. Q. FULLER, D. D., Editor.
HITCHCOCK & WALDEN, Proprietors.
64 POWELL'S BLOCK, PEACHTREE ST.,
GEORGIA.
Terms .- $2.00 per Annum, Invariably in Advance. (W)
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HANLEITER'S ATLANTA CITY DIRECTORY.
UNION MUTUAL Life Insurance Company,
OF MAINE.
Directors' Office, Boston, Massachusets.
INCORPORATED 1849.
Over 16,000 Policy-Holders. ASSETS, $5,946,825.10.
HENRY CROCKER, President. W. H. HOLLISTER, Secretary. :
THE UNION MUTUAL LIFE INSURANCE COMPANY OFFER THE FOLLOWING ADVANTAGES AMONG OTHERS :
1. It is Purely Mutual Company, having no Stock, and is Managed by the Members, for their own Benefit.
2. It furnishes Insurance at least possible cost, as the entire earnings of each Member's money, above the cost of his Insurance, are returned to him in Dividends.
3. Its Dividends are made payable at the end of the second year, and annually thereafter, and may be applied to reduce the annual payment.
4. It helps the poor, by dividing and loaning them a part of the premiums on small Policies.
5. It does Justice to Woman, by charging her no extra premium.
6. It permits travel and residence anywhere in the Canadas and Europe.
7. It issues all kinds of Policies, and on low cash rates, as favorable as any other Com- pany, up to $20,000.
8. It makes all Policies Non-forfeitable, as Paid-up Policies for an equitable amount will be given.
9. It has Age, hewing heen organized in 1849, its Members are guaranteed, by Twenty- two years of succ. manta
10. Economy in it.
several years less than 11. Justice in Settleme
12. It issues Life and En.
be given for any desired plan,
18 There is nothing desirable ..
the Union Mutual Life Insurance
W. T. V.
GEL
Ofice, No. 37} Whitehall Street, ATLANTA, GEORGIA, KET.Good Active Agents Wanted.
HANLEITER'S ATLANTA CITY DIRECTORY.
183
A WEEKLY EIGHT-PAGE QUARTO ..
DEVOTED EXCLUSIVELY TO
COMMERCE, RAILWAYS, MANUFACTURES,
MINING, IMMIGRATION,
AND
General Development.
ISSUED EVERY FRIDAY.
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HANLEITER'S ATLANTA CITY DIRECTORY.
ENGLISH AND GERMAN SCHOOL,
Cor. Whitehall and Peters Streets, Mitchell's New Building, ATLANTA, GEORGIA. Tas undersigned takes pleasure in announcing that he is conducting
A SELECT. SCHOOL FOR BOYS AND GIRLS, Where the ENGLISH AND GERMAN LANGUAGES are taught in all their branches. Being cen- trally located, it is easy of access for young children. Private lessons in Arithmetic and the German Language are given. LADIES can receive the same at their own homes.
B. A. BONNHEIM, Principal. Refers to Mesers. D. MAYER, Dr. S. H. STOUT, and A. HAAS.
David McBride, (SUCCESSOR TO McBRIDE & SMITH,) MANUFACTURER OF ALL KINDS OF FIRST-CLASS
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