CHAPTER IV. RAILROADS, BANKS AND NEWSPAPERS. RAILROADS. The position occupied by Georgia makes it the natural highway of commerce from the great Northwest to the South Atlantic seaboard, as well as for the inter-traffic of the South Atlantic and Gulf States of the Union. The Appalachian chain of mountains, which find their fullest development and oppose the greatest obstacles to the engineers' skill, in Virginia, North Carolina, Kentucky, Tennessee and Northeast Georgia, sink into comparatively insignificant hills and occasional isolated peaks before reaching the middle meridian line of the State. This subsidence of the mountain affords the first broad gateway of easy, practical railway communication between the upper and middle Mississippi Valley and the South Atlantic seaports, south of Maryland. The near approach to each other of the upper affluents of the Altamaha and Tennessee rivers, and the intervening Etowah and Chattahoochee rivers, early suggested the practicability of connecting the waters of the Mississippi with those of the Atlantic ocean, at Brunswick, Georgia, by a great canal. Meanwhile, the lessened cost of railway construction and equipment has had the effect to postpone the enterprise. But the route has been surveyed and its practicability demonstrated. The railway system of Georgia forms radiating centers at Atlanta and Macon, two interior cities, and Savannah, Augusta and Columbus, on the borders of the State, and would seem to be as nearly perfect as could be desired, meeting, as it does, the demands of all sections. There are now in operation within the State limits about 3,200 miles of railways, and other lines are being projected and built. THE RAILROAD COMMISSION. On the 14th of October, 1879, the General Assembly of the State, in pursuance of authority vested in them by the Constitu-tion of 1877, passed a bill establishing a Railroad Commission.. The act provides for the appointment by the Governor, with the approval of the Senate, of three Commissioners, "of whom one shall be of experience in the law, and one of experience in railway business," each to serve for the term of six years, at a salary of $2,200 per annum. It also prohibits unjust discrimination and extortion and provides remedies in the hands of the Commission for violation. It makes it the duty of the Commission to "make reasonable and just rates of freight and passenger tariffs" and "reasonable and just rules and regulations," to be observed by all railroad companies doing business in this State. It prohibits any rebate or bonus, directly or indirectly, for the purpose of misleading or deceiving the public in any way as to real charges for freight and passengers. In fact, the law vests a very large power and discretion in the Commission over the whole business of railway transportation in the State. Of course the bill met with determined opposition on the part of those who believed that the operation of such a law would inevitably cripple the then existing railroads, and retard, if not prevent, any further development. While the policy of the Legislature was popular among the masses, there· were many who took a gloomy view of the future of railroad. enterprise in Georgia. The Governor appointed as Commissioners, Ex Governor James M. Smith, whose reputation as an able and successful lawyer is not excelled in the State; Maj. Campbell Wallace, of long and successful experience in practical railroad management, and Samuel Barnett, Esq., also a fine lawyer, and of most discriminating judgment. The Commission organized by electing Gov. Smith to be Chairman and Maj. R. A. Bacon as Secretary, and immediately applied themselves to the onerous duties prescribed. The wisdom of the appointment of the Commission was soon illustrated by the character of the work done by them. Without entering into any discussion of the wisdom and propriety of the organic law of the Commission, in the abstract, it is evident that the result has been salutary, and in a high degree beneficial to the general public. There are complaints on the part of some of the railroads that the rates imposed by the Commission do not permit them to realize just and reasonable dividends. It is probable that unintentional injustice has resulted in some instances. Indeed, it would be a miracle if such instances did not occur in the early years of an untried experiment. The Commission, however, has exhibited a just and generous spirit, and a cheerful readiness to correct mistakes and repair injuries, which have left little ground for complaint on the part of the railroad corporations of the State. Moreover, tried by the effect of their rates and rulings on the further development of railroad enterprises, it cannot be shown that the establishment of the Commission has thrown a damper on the work of developing the State by the construction of new lines of railroad, or the improvement and perfect equipment of old established lines. The rates established by the Commission compare very favorably. with those which are of force in other States where there is no restriction, except the effect of ordinary competition, and in some instances. they are even more favorable and liberal to the roads. AMERICUS, PRESTON AND LUMPKIN RAILROAD. This is a narrow gauge railroad, now in course of construction, from Americus, on Central Railroad, to Lumpkin-via Preston, 38 miles. When completed it will furnish transportation to one of the best farming sec tions of the State. S. H. Hawkins, President, Americus, Ga. ATLANTA AND WEST POINT RAILROAD.-This road runs by its own line from East Point to West Point, both within the State, and is 80.74 miles in length. According to original contract the Company use the track of the Central Railroad between Atlanta and East Point, a distance of 6.5 miles, thus connecting Atlanta and West Point and making a total distance of 87.24. It also controls and operates the lines of road from West Point to Montgomery, and from Columbus to Opilika. This road was chartered by the State in 1847 and was completed to West Point in 1857. A little more than one-third of the stock of this company is held by the Georgia Railroad Company, which in turn is under lease to the Central Railroad of Georgia (1) and others. The Atlanta and West Point Railroad is well constructed and equipped and is admirably managed. The country through which it passes is not excelled in the State for fertility of soil, intelligence of the people and density of population. President, L. P. Grant, Atlanta, Ga. BRUNSWICK AND WESTERN RAILROAD runs from Brunswick to Albany, 171 miles. This company is a re-organization of the Brunswick and Albany Railroad Company, the latter being the successors of the Brunswick and Florida Railroad Company, which was sold October 15, 1873, under foreclosure, for failure to pay the interest on its mortgaged bonds. The road is now owned and operated by the Savannah, Florida and Western, and forms a part of "the Plant System," which includes some of the principal railroads in Florida. President, Fred. Wolffe, 35 William Street, New York. BUENA VISTA RAILROAD.-This road connects Buena Vista, in Marion county, with Andersonville, on the Southwestern (Central Railroad), 28 miles, and was built and completed in 1884. It passes through a beautiful and productive country, embracing portions of Sumter, Schley and Marion counties. The road-bed was graded and crossties laid-ready for the iron-by the almost unaided efforts of the citizens along its course. The Central Railroad Company furnished and laid the iron and supplied the rolling stock. President, C. B. Lowe, Buena Vista, Ga. CENTRAL RAILROAD OF GEORGIA.-This company was chartered in 1833 as the Central Railroad Company and originally embraced the line from Savannah to Macon, 192 miles. This main track was completed in 1843, and shortly afterward the company constructed the branch from Gordon to Milledge ville, 17.25 miles. In 1852, the company leased the Eatonton Branch Road, just completed from Milledgeville to Eatonton, 22 miles, virtually making, with the Gordon and Milledgeville Branch, a branch from Gordon to Eatonton, 39 25 miles. In 1862, they leased the Augusta and Savannah Railroad, from Augusta to Millen, on the old Central line, 53 miles. In 1871, the company leased the South western Railroad and branches, as follows: Main line, Macon to Albany, 104 miles; Fort Valley to Columbus, 71 miles; Fort Valley to Perry, 11 miles; Smithville to Eufaula, Alabama, 61 miles; Cuthbert to Fort Gaines, 22 miles; Albany to Arlington, 37 miles, making a total of 306 miles. In 1872, the Macon and Western Railroad, from Macon to Atlanta, 103 miles, was consolidated with the Central Railroad, and the name of the consolidated company changed to "The Central Railroad At Company of Georgia." In 1876, the Savannah, Griffin and North Alabama Railroad, extending from Griffin, on the old Macon and Western, to Carrollton, a distance of 59 29 miles, passed under the control of the Central as chief holders of its stock and bonds. various times, the Central has acquired a more or less controlling interest in several lines, mostly in the adjoining States of South Carolina and Georgia. It owns a one-half interest in the Georgia Railroad lease, and more than one-third interest in the Atlanta and West Point Railroad. The system may be summed up as follows: I. Lines Owned: .... Main Line: Savannah to Macon,.. ..192 ...103 Milledgeville Br.: Gordon to Milledgeville.........17—312 miles. The above includes only the parts of the system owned or controlled as sole lessees by the Central Company. III. Lines operated by separate companies. Net results due to the Central R. R.: In addition to these lines, the Central owns the Ocean Steamship Company of Savannah, which runs five steamers between Savannah and New York in connection with Central Railroad system. The Central is one of the best organized companies in Georgia, and has the merit of being largely owned and controlled by citizens of the State. President, William G. Raoul, Savannah, Ga. COLUMBUS AND ROME RAILWAY.-This is a narrow gauge (three feet) road, and was originally chartered as the North and South |