USA > Georgia > Statistics of the state of Georgia : including an account of its natural, civil, and ecclesiastical history ; together with a particular description of each county, notices of the manners and customs of its aboriginal tribes, and a correct map of the state > Part 7
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In October, 1842, one of the buildings contemplated being
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LUNATIC ASYLUM.
completed, the institution was announced ready for the recep- tion of patients, and on the 15th December of that year the first patient was received ; since which period, the number has slowly but steadily increased. The Legislature of 1843 amended the act of organization, so as to relieve the individual counties from the support of their paupers in the asylum and impose the burden upon the State at large, by authorizing the Board of Trustees to draw, from time to time, upon the Governor for their support, at the rate of fifty dollars per annum. This course was pursued up to the session of 1845, when the plan of special appropriation of such amount as was deemed necessary for the ensuing two years was substituted. The medical services de- manded were rendered by the trustees, Drs. Fort, B. A. White, and Geo. D. Case, all medical gentlemen of the vicinity, until January, 1843, when, in the judgment of the Board, the number of patients rendered it necessary that the station of resident physician and superintendent should be filled. Dr. David Cooper was then elected to that office, and continued to discharge its duties up to January, 1846, when he was suc- ceeded by the present officer, Dr. Thomas F. Green. The law organizing the institution authorizes the commitment to the asylum of all idiots, lunatics, and epileptics, and requires that all such persons, who are residents of this State, and whose pauperism is certified by the court committing them, shall be supported in the institution by the State ; all others are required to pay board at such rate as may be determined by the trus- tees. The present charge is one hundred dollars per annum, the friends of the patient supplying all clothing necessary. In the fall of 1847, the second building was completed upon the same plan as that first erected, and furnished a separate department for the use of the female patients. Until within the past two years a very large proportion of the patients were of the worst possible descriptions. From the general want of proper information among the mass of the people in relation to such institutions, the incomplete condition of the establishment, and the influence of other causes, such only were sent to the asylum generally as had become burdens at home, too intoler- able to be longer borne, certainly, in very many instances, from the influence of no hope of benefit to them, as their state was
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LUNATIC ASYLUM.
such, that, in a number of cases, they did not survive a month after their reception. Since November, 1847, the whole aspect of things has been materially changed for the better. An en- tirely separate department has been provided for the females, more extensive means of classification secured, more liberal provision made for the support of the institution, white attend- ants employed in every department, and many very valuable improvements effected. And notwithstanding there still exists great necessity for additional means and facilities for promoting the care, comfort, and cure of the inmates (all which, it is hoped, will be provided for by the next Legislature), yet the present condition of the institution is such as to reflect much credit upon the humane efforts of the State in the behalf of that, of all others, most helpless class of human sufferers, and to afford the means of providing for their safety, comfort, and cure, in a much higher degree and more satisfactory manner than can possibly exist under the most favourable circumstances at their homes. The proportion of cures effected has been, under all the difficulties, fully equal to any just expectations ; indeed, the proportion of cures, in recent cases of insanity, have equalled such results anywhere. The whole amount expended by the State upon this object, for all purposes (including cost of land and buildings), has been, or will have been at the end of the present year, 1849, $94,201.
Whole number of patients received since 15th Decem-
ber, 1842, to January, 1849, . 204
Number who have been discharged, 56
died, 53
Number remaining, January, 1849, . 95
Number of buildings for patients, 2. Size of buildings- height, four stories; length, 129 feet ; width, 39 feet. Number of rooms for patients in each of the two buildings, exclusive of those used for bathing purposes, &c., 63 ; size of those rooms, ten feet by nine. Height of ceiling, ten feet. Extent of ground at present belonging to the Asylum, forty acres.
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PUBLIC BUILDINGS.
GEORGIA ASYLUM FOR THE DEAF AND DUMB,
AT CAVE SPRINGS, FLOYD COUNTY.
The Legislature of the State at different times have made liberal appropriations for the support and education of the deaf and dumb. Formerly, a commissioner was appointed to receive applications in behalf of indigent deaf and dumb in- habitants of this State, and to make all necessary arrange- ments for conveying such beneficiaries to the American Asy- lum at Hartford, Connecticut ; but that office is now abolished. In 1847, the Legislature passed an act authorizing the Gover- nor to appoint five commissioners, who are required to make all necessary arrangements for the erection of an Asylum.
This institution is now in successful operation.
PUBLIC BUILDINGS AT MILLEDGEVILLE.
The STATE-HOUSE stands upon an eminence, about three- fourths of a mile from the river. In it are rooms for the Le- gislature, offices for the Governor, Secretary of State, Trea- surer, Comptroller, and Surveyor General; and rooms for clerks, committees, &c. This building cost $115,000, and was erected under the direction of General Thomas.
STATE ARSENAL.
GOVERNOR'S HOUSE.
PENITENTIARY. The outer walls are made of brick, aver- aging twenty feet in height, by two and a half feet thick, con- taining within the walls two and a half acres. The cells, or prison proper, are contained in a three-story granite building, two hundred feet long by thirty feet broad, each story con- structed with a passage eight feet wide, running the whole length. On each side are the cells, facing each other, and doors opening into these passages, with one grated window. The rooms are eight feet high, eight feet long, and six and a half feet wide, intended for one inmate only, the whole build- ing containing one hundred and fifty cells. These are divided into four wards, designated by the letters A, B, C, and D.
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BANKS.
These cells are numbered on the doors, beginning in each ward at No. 1, and rising until all are numbered in each re- spective ward. The occupants are also numbered, corre- sponding with the letter of the ward to which they belong. The present workshops were constructed in 1844. They are built of brick, one story high, of nine feet pitch, with jointed sheathing, and covered with shingles. The form at its common centre, is that of an octagon, with three of its angles cut to a straight line, leaving five angles of thirty feet each, which angles being all open, they present so many openings into as many shops, one hundred and fifty feet long, by thirty feet broad each. These are lighted by windows every seven feet. There is also in the inclosure a two-story building of brick, forty feet square, in which are apartments for the sick, female convicts, &c. Leather, wagons, shoes, pails, and indeed al- most every thing, is made in the establishment; and we un- derstand that at this time it brings a small income to the State.
BANKS.
Augusta and Insurance Banking Company.
Bank of Augusta.
Bank of Brunswick.
Bank of Milledgeville.
Bank of St. Mary's.
Bank of the State of Georgia.
Branch of Do. at Augusta.
Branch of Do. at Athens.
Branch of Do. at Eatonton.
Branch of Do. at Washington. Agency at Macon. Agency at Griffin.
Agency at Columbus.
Central Railroad and Banking Company.
Georgia Railroad and Banking Company. Marine and Fire Insurance Bank.
Mechanics' Bank of Augusta. Merchants' Bank. Planters' Bank.
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RAILROADS.
RAILROADS.
CENTRAL RAILROAD .- In the report of L. O. Reynolds, Esq., Chief Engineer of the Central Railroad, there is much information in regard to this work achieved in a comparatively short period "under the most discouraging circumstances and in the face of a doubting public."
In the summer and fall of 1834, an experimental survey was made under the direction of Col. Cruger, at the request and cost of the city of Savannah, to ascertain the practicability, and approximate the cost of constructing a Railroad from this city to Macon. The survey was made and the practicability of the road demonstrated. In April, 1836, the company was formed, and preparations made for commencing the road with- out delay. The line leaves the depot in the southwestern part of Savannah, and continues straight N. 77 deg. 10 min., W. for 13 miles-then curving slightly to the left, on a radius of 150,000 feet, it approaches within a mile and a half of the Ogeechee, then bending to the right, on a curve of 5,000 feet radius, it follows the general direction of that river, and at a mean distance of about three miles from it, through the flat lands of Effingham county, until it reaches the county of Scriven ; then taking the hammocks bordering on the river swamp, it follows them to Brinson's Mill Creek ; then takes the valley of this creek which leads out from the river; having passed around Paramore Hill, and across Buck Head Creek; the line again resumes the river flats, and continues over them through the county of Burke ; crossing the Ogeechee at the point before mentioned about 12 miles from Louisville. From this point it follows the valley of Williamson's Swamp, and crosses that stream near the Double Bridges, then taking the southernmost of the two southern prongs, ascends the summit of the ridge separating the waters of the Ogeechee from those of the Oconee, which ridge it crosses about 2} miles south of Saundersville. Having passed the summit, the line goes along the valley of a prong of the head branches of the Ohoopee for a short distance ; then along the head of Sand Hill Creek by which a descent is made to the Oconee river. This river is
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RAILROADS.
gained near a spot called " Rag Point," three miles above the mouth of Commissioner's Creek, and 16 or 18 miles below Milledgeville. The river swamp is here about one mile wide on the E., and two miles on the W. The grade is here supported at a mean height of about 16 feet above the level of the swamp for about three miles ; one-third of this distance is of trestle work, and the remainder of embankment.
The river is crossed by a bridge 266 feet long, supported by stone abutments and a pier in the centre. Having passed the Oconee river, the road proceeds near the mouth of Commis- sioner's Creek, and then crosses the south side of this creek, and follows its valley for 26 miles ; then leaving it, the road passes, by a cut of 31 feet, the highest point of land it crosses being about 500 feet above tide water, into a prong of Big Sandy Creek ; following this stream about two miles it crosses it, and takes another branch of the same creek, which it keeps for about the same distance; then crossing the main branch of Sandy Creek, it ascends to the summit between the Oconee and Ocmulgee rivers ; then following a branch of Swift Creek for a mile and half, it crosses the main creek; then taking another branch of Swift Creek it reaches Boggy Branch, which leads it to the valley of the Ocmulgee. After reaching the river valley about three miles below the city of Macon, it keeps along the low grounds, and enters the river swamp near the great mound, and terminates at East Macon, the whole distance being 190 miles 3900 feet.
The road was extended to Macon on the 13th of October, 1843, and the Macon depot was opened for regular business on the 1st of November following.
The superstructure of the road for the distance of one hundred miles, is laid with the common plate rail. This has become much worn by the heavy increase of tonnage which the road has sustained for the past year, and the Directors, availing themselves of the present low price of iron, have ordered a sufficient quantity of heavy rails to re-lay the whole of this part of the road.
A considerable quantity of the new iron is already received and is now being laid down. When this shall be accomplished, the efficiency and capacity of the road for business will be much improved.
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RAILROADS.
The work on this road is done in a superior manner. The arrangements for the comfort of passengers are surpassed by few roads in the United States.
The conductors, some of whom have been in the service of the Company from its commencement, have acquired an enviable reputation for their courtesy and attention to passengers.
The first President, William W. Gordon, Esq., is justly en- titled to the gratitude of the citizens of Georgia, for the great interest which he took in this enterprise. With industry which nothing could weary ; with a spirit undaunted by opposition ; and with talents which eminently qualified him for the direction of a work of this character, he devoted his whole time to the duties of his office.
Richard R. Cuyler, Esq., the present President of the Company, is a gentleman, to whom much credit is due, for his indefatigable attention to the interests of the road.
We cannot, in justice to another officer of this Company, conclude this brief notice without mentioning the name of L. O. Reynolds, Esq., Chief Engineer, who has faithfully per- formed his duty to the company from its very beginning.
MILLEDGEVILLE AND GORDON RAILROAD-chartered in 1847, and organized the same year. The road is to connect Milledgeville, the capital of the State, with Gordon, on the Central Railroad. From Gordon to Milledgeville, by the line of the Railroad, the distance is 174 miles, and the direction N. of N. E. The road crosses the north fork of Commission- ers' Creek, Beaver, Camp, and Fishing Creeks. At the time of writing this (12th of June, 1849,) there was about the third of the grading of the road completed, and the work is still in pro- gress.
GEORGIA RAILROAD AND BANKING COMPANY .- A charter was granted to this Company in December, 1833, and amended in December, 1835.
A portion of the road was put in operation on the 1st of November, 1837, and finished to the terminus of the Western and Atlantic Railroad at Atlanta, 171 miles from Augusta, on the 15th of September, 1845.
The line leaves the depot at Augusta, and pursues nearly a
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RAILROADS.
westerly direction to Camak, 47 miles. At this point a branch extends towards Milledgeville to Warrenton, 32 miles. From Camak the course is northwest to Union Point, when a branch commences to Athens, 39 miles. From Union Point to Madison the line passes through the northern portion of Greensborough, and crosses the Oconee at its junction with the Appallachee, at an elevation of 426 feet above tide water. After leaving Madison, it follows the ridge separating the wa- ters of the Appallachee and Little Rivers to the Social Circle, whence it descends to the Alcovy at Colley's Bridge, crossing it at an elevation of 70 feet, and then takes nearly a direct course to Covington, where it bends N. W., and intersecting Yellow river a short distance above the Decatur road, it gradually rises to the ridge parting Yellow and Ocmulgee riv- ers, which it follows, leaving the Stone Mountain 12 miles to the right, until it joins the high grounds dividing the latter river from the Chattahoochee. Along these it is continued to the Western and Atlantic Railroad, touching the S. E. angle of the village of Decatur.
The whole cost of this road and its equipments, up to April 1st, 1849, has been $3,551,975. This road, with all the arrangements connected with it, does great credit to the Com- pany. Every effort is made to insure the safety and comfort of passengers.
MACON AND WESTERN RAILROAD .- This road was charter- ed in December, 1833, under the name and style of the Mon- roe Railroad and Banking Company. The Company was or- ganized, and the road commenced, in 1835. The bank con- nected with the road, called the Monroe Railroad Bank, com- menced its operations at Macon, on the 25th day of January, 1837. General L. L. Griffin was President, and James Land, Esq., was Cashier, who was soon, however, succeeded by Peter Solomon, Esq. The road was first chartered from Ma- con to the town of Forsyth, in Monroe county. In 1836 the charter was amended, authorizing the extension of the road in a north westerly direction to some point on or near the Chatta- hoochee to be thereafter determined. The bank continued its operations, and the road was pressed onward with great ra- pidity, until it reached the place now occupied by the town of
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RAILROADS.
Griffin, in Pike county. About this time the affairs of both the road and bank became much involved-so much so, that the entire capital invested in them was a total loss to the stock- holders ; and after much litigation, the road and all its equip- ments were sold on the 5th day of August, 1845, under a de- cree of Court, and were purchased by Jeremy Cowles, Esq., agent for Daniel Tyler, Esq., for the sum of $155,000. By the energy of Daniel Tyler, a new Company, composed princi- pally of northern capitalists, was formed, of which Daniel Tyler was made President. This Company applied to the Legislature, in 1845, for a confirmation of their purchase, and a change of the name of the road, both of which were granted.
The old road and equipments were found in so great a state of deterioration, that the new Company resolved at once to renew the superstructure of wood, and lay new rails on the whole line, and to furnish an entire new outfit of engines and cars. To accomplish this, the energies of the Company were applied about the 1st day of January, 1846, and the road was opened its whole length from Macon to Atlanta, 101 miles, and a regular freight and passenger business commenced on the first day of October of the same year. To give an idea of the rapid manner in which this work was completed, we will remark, that over $600,000 in cash, including the purchase money, was expended in less than nine months. In 1847, the Macon and Western Railroad applied to the Legislature for an amendment to its charter, which was granted, conferring all the previous privileges that were enjoyed by the old Company, except banking, including the right to construct a road from Griffin to West Point. Total cost of road to present owners, $628,091 25.
The public are aware that the trains of this road have been run with a regularity unsurpassed by any railroad in the United States; and the President of the Company, in his re- port for the last year, says " the entire credit of which is due to the superior skill and management of Mr. Emerson Foote, the general superintendent."
SOUTHWESTERN RAILROAD .- In 1845, a plan was con- ceived of constructing a railroad from the city of Macon,
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RAILROADS.
passing through the southwestern counties of Georgia to some point on the Chattahoochee river, and also to be connected with a contemplated railroad to be constructed by the Pensa- cola Railroad Company, from that city to some point on the above mentioned river. A charter was granted by the ensu- ing Legislature, an experienced engineer employed, and an ac- curate survey made. The Central Railroad Company, and the City Council of Savannah, each subscribed $250,000 to the stock of this Company, payable as soon as the completion of the road was placed beyond contingency. The commission- ers petitioned the Legislature of 1847 to amend the charter, so as to allow them to organize the Company as soon as a sub- scription of $200,000 could be obtained. This amendment was granted, and the commissioners succeeded in obtaining a sufficient amount of subscriptions to authorize them to call a meeting of the subscribers. A meeting was held, and on the 10th day of February, 1847, the Company was organized. Shortly afterwards, the whole building of twenty-five miles of the road, and the grading of ten miles more were put under contract. There have been subscribed to the stock of this Company, to 7th December 1848, $512,200, or 5122 shares. From the report of the engineer we learn, that "the extent of line now under contract is thirty-five miles," and the contract- ors are making very commendable progress.
WESTERN AND ATLANTIC RAILROAD .- This road com- mences at Atlanta, in De Kalb county ; passes through Cobb, Cass, Walker, and Murray counties, and will terminate at Chattanooga, in Tennessee. It is destined to connect with the railroads of Tennessee, and when finished will be of immense advantage to Georgia. It is expected that the road will be com- pleted in the course of the present year. The tunnel of this road is 1477 feet in length, height 18 feet, width in the clear 12 feet. It is cut, in a great measure, through solid rock. The lateral walls are of rock, six feet thick at the base, and five feet at the top. The approaches to the tunnel are pro- tected on both sides by massive masonry. The chief engineer, in his report for 1848, says :-
"The Etowah mills, and others erected, or in process of erection, for the manufacture of flour, are stimulating the
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RELIGIOUS DENOMINATIONS.
production of wheat to an unprecedented extent ; and our Georgia brands are already esteemed among the best in the market. Wheat and flour are to be important articles of transportation on this road.
" The watering places along our line of road, and conve- nient to the same, are becoming very popular, and they may be expected to attract large crowds every summer, and thus con- tribute to swell the income of the road. Indeed not only these mineral and medicinal waters, but also the saltpetre cave near Kingston, the tunnel beyond Dalton, the rich and varied scene- ry along our whole line, the mountainous ridges, the long fertile valleys and beautiful streams, together with the bold features around Chattanooga, are all objects to interest and attract summer visitants." 1
AUGUSTA AND WAYNESBOROUGH RAILROAD .- The stock of this road has been subscribed for, and the work is in progress. Its importance is evident from its connecting Savannah and Augusta with the railroads in Tennessee.
Charters for several Railroads have been obtained, and some of them are in the progress of construction.
CANALS.
The only works of this description in Georgia, are the Sa- vannah, Ogeechee, and Alatamaha Canal, and the Augusta Canal, an account of which is given in this work.
RELIGIOUS DENOMINATIONS.
PROTESTANT EPISCOPAL CHURCH .- The trustees of the colony of Georgia, rightly considered it a part of their duty to provide for the pastoral superintendence of their settlers, as well as for the instruction and conversion of the natives ; and in looking out for clergymen duly qualified for the discharge of this important duty, their attention was naturally directed to the Rev. John
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RELIGIOUS DENOMINATIONS.
Wesley, and his companions at Oxford. Dr. Burton, at that time President of Corpus Christi College, was one of the trus- tees ; and being well acquainted with Mr. Wesley, introduced him to General Oglethorpe, who at once proposed to him the mission to Georgia. Wesley at first declined the offer, but finally consented to go. With his friends Delamotte and Ing- ham, he embarked at Gravesend on the 14th of October, 1725, and arrived in the Savannah river on the 5th of February, 1736. As soon as Wesley entered upon his missionary work, he found a serious obstacle to the conversion of the natives, in the bad examples of his countrymen. With his European congregation, he insisted on an exact compliance with the rubrics. His zeal for the maintenance of ecclesiastical order and authority, was shown about this time, by his taking a voy- age to Charleston, to present a formal complaint to Mr. Gar- den, the Commissary, of some one who had married several of his parishioners, without either banns or license. Having at- tained his object, he returned to Savannah, and devoted him- self to the spiritual welfare of the settlers. Finding a settle- ment of French families at the village of Highgate, and one of Germans at Hampstead, he readily undertook to perform di- vine service every Saturday at both places, in the language of the respective settlers. Circumstances which it is no part of our task to investigate, led Wesley, after taking counsel with his friends, to decide upon leaving a country where his power of being useful seemed likely to be diminished. Accordingly, he returned to England, where he was destined to play a more conspicuous and successful part. It is a singular fact, that the ship which brought Wesley into the Downs, passed one out- ward bound, which had on board another remarkable man, just commencing his voyage, for the very mission which Wes- ley had abandoned. The latter, as soon as he knew that Whitefield was on board the vessel which had just set sail, and doubting whether his friend would be so usefully em- ployed in America as in England, found means to send him a note, advising him to return; but Whitefield was not to be diverted from his settled purpose. He arrived in Georgia in May, 1738, and remained a few months, faithfully discharging his duties. He then returned to London; after which he set
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