Stretching along the southern bank of the Savannah river stands Savannah, the Forest City of the South. A sandy plain, fifty feet above the level of the sea and about eighteen miles by the course of the river from it, is its site. This plateau, upon which the city rests, is almost a level, being forty eight feet above the level of the sea at the Pulaski House, fifty feet at the intersection of Montgomery and Gwinnett streets and forty six feet at the Park; at this point and level commences a ridge or back bone of dry pine land, extending due south and aptly marked by the White Bluff road, which curiously divides the waters of the Ogeechee from the waters of the Vernon rivers. This ground was originally covered with dense forests, which were cleared away very soon after the introduction of the Royal government in 1752. The city is open and spacious, being divided by numerous and wide streets and lanes intersecting each other at right angles, with large squares at regular distances, adding much to the beauty and health of the city. In addition to the squares there is a large park (Forsyth Place), embracing ten acres of land, laid off in the southern part of the city. The city is well supplied with water and lighted with gas.
The Savannah river, soon after passing the city in its course to the ocean, is divided into numerous channels by small islands of marsh, the beautiful and delicate green of which interspersed in the waters, affords, when viewed from the northeastern extremity of the bluff on a summer afternoon, one of the softest scenes imaginable.
There is an area of country determined by two measurements - a north and south line of nine to ten miles in length and an east and west line of about the same length - which must be of great future interest to the well wishers and actual inhabitants of the city of Savannah. This area lies between the Savannah river as a northern limit, the Ogeechee and Vernon Rivers, with their tributaries as a southern limit, the St. Augustine creek and Vernon river as an eastern limit and the great tide-water swamp stretching due south from the Savannah to the Ogeechee river as a western limit. The thorough and complete drainage of this Mesopotamia, now in contemplation would add untold wealth to its people and render their sanitary condition the most enviable in the world.
This area, on the mid northern edge of which Savannah rests, is bisected by an elevated piny ridge, upon which run the White Bluff and Middle Ground roads. All the waters of the eastern slopes of this water shed empty into the Vernon river, through a swamp about seven miles long and extending from the Catholic cemetery, on the Thunderbolt road, to the tide water of Vernon river at Hanner's bridge; and all the waters of the western slopes of this water shed empty into the Ogeechee river, through a great swamp extending from the dam or back water of the Springfield plantation to this river's channel. Thus this area is drained by two long swamps whose waters belong severally to the Vernon and Ogeechee rivers.
It is worthy of note that this western swamp, with all its multitudinous ramifications is a tide-water swamp, subject to a greater or less influx and efflux of water at each tide, and stretching from the Savannah river to the Ogeechee. Between these points there is a gradual rise of the land to a summit level three to five feet above mean high water mark and about the three mile stone of the Ogeechee plank roak, from which summit level the waters have a natural tendency to flow north to the Savannah river and south to the Ogeechee. This fact was demonstrated by the inundation of the Springfield plantation at the time of Sherman's advance upon the city. The swamp waters were backed up to a level five feet above high water mark and would have escaped into the Ogeechee swamp and river but for a dam three feet high erected by the engineer department in a short narrow swamp connecting the two great swamps. This is in striking contrast to the Vernon River swamp which has a steady rise of fourteen feet to the Catholic cemetery. This extensive tide water swamp is uncleared and uncultivated in its whole extent, except immediately upon the western edge of the city of Savannah where before the year 1820 (the date of the dry culture contract) an extremely valuable rice plantation existed stretching from the river front to a back water dam built by the original owner, Joseph Stiles, an Oglethorpe colonist. This dam is parallel with the most extended southern limit of the city. Unhappily for Savannah the dry culture contract caused an entire abandonment of these once cultivated swamp lands and in consequence the ditches, canals, dams, trunks and gates have all gone to decay and the last condition of them is ten fold worse that the first. To increase the embarrassment, the high embankments of the Central railroad and Ogeechee canal divide this plantation in two parts, on the line of Liberty street, and thus permanently intercept the natural lines of drainage. This Springfield plantation contains five hundred acres and is a narrow belt of low land three hundred yards wide.
These obstacles to the drainage of these lands are, however, formidable only because of the cost of culverting the canal and railroad embankments. The outlet of the water has a descent, at low water, of six feet, and is, therefore, easy and not involving a great expense. It is a pleasure and encouragement to the despondent in this matter to recall the draining of the Alban lake by Camillus in the early days of Rome A. U. 350, with its wonderful tunnel or Emissary through the living rock, two and a half miles long, to remember the draining of Lake Velinus into the Nar by Curius Dentatus, A. U. 460, who thus created the beautiful falls of Terni, one hundred and forty feet high, and thus drained thirty square miles of territory; and the draining of Lake Fucinus into the Liris by the Emperor Claudius by an Emissary three miles long, and part of it through carnelian rock. The outlet to the water of Springfield is six feet below the level of the land, and in contrast it is well to call to mind the draining of Harlem lake, thirty-three miles in circumference, covering forty-five thousand three hundred acres of land, with a water outlet to the sea twenty feet above the lake - a work begun in 1836 and completed in 1852.
Being a short distance from the sea, and no barrier intervening, the regular sea breezes easily penetrate to the city, and are received every day, unless an accidental counter-current of wind prevents it. They are delightful and refreshing at all times during the summer and in consequence of the thorough drainage of the last three years to the east and southeast of the city, can be considered at all times wholesome. These breezes are constant and almost unremitting during the day time in the months of August and September.
Savannah is in 32 degrees and some minutes of latitude with the Gulf Stream just issuing from the tropics at no great distance to the eastward. It is near the isothermal line of 70 degrees mean temperature, which marks the northern limit of the tropics. The mean temperature of Savannah is 66 degrees and nearly approaches the temperature of Bermuda, 68 degrees; Gibraltar, Spain, 64 degrees; Palermo, Sicily, 66 degrees; Shanghai, China, 66 degrees; Montevideo, S. A., 66 degrees; Cape Town, Africa, 65.8 degrees; Sydney, Australia, 64.6 degrees.
These circumstances, together with the radiating quality of the surface of the soil, rendered it in former times very hot. At the present day the heats of summer have fallen off to a remarkable degree. It is seldom that the temperature exceeds 85 degrees in May, 90 degrees in June and 92 degrees in August and September. It is hardly necessary to remind the reader that the heated term of six weeks north and northwest of the Potomac and Ohio rivers exhibits a temperature from 95 degrees to 105 degrees. The summer comprehends more than one half of the year; it usually commencences in May and may be said not to terminate until November. For although some cool weather occurs in September and October, it is slight and prevails chiefly during the nights. The cold of winter is not steadily established before the latter part of December or beginning of January. Before that time it fluctuates very much. It does not continue steadily beyond the month of February; and even in this month the peach tree and jessamine have put forth their blossoms; so that the duration of winter, strictly considering it, does not exceed six weeks.
The reproach of Savannah is a mild malarial poisoning of the atmosphere existing from April to November. But the intense malaria which formerly made July, August and September a terror both to strangers and natives, and gave to these months the title "sickly months", has almost totally ceased. High grade bilious fevers are almost unknown and congestive chills and congestive fevers have been extremely rare in the last three years. During this period the very slight mortality of the summer months has been truly remarkable. With a population of forty-five thousand and the average number of deaths, whites and colored, was nineteen for each week of August, 1868 and thirty for each week of September, 1868. Measles and scarlet fever have been almost unknown in the past three years. Typhoid fevers were unrecognized in the category of diseases in Savannah before 1850. Since that time they have occasionally occurred. During the recent war this class of disease occurred very constantly in the experience of physicians. Immediately after the fall of Savannah, and for some months subsequently, very violent cases of cerebro-spinal meningitis occurred in the city.1 At the present time it may be safely asserted that typhoid fevers are extremely rare. Puerperal fevers and puerperal accidents, so common in the northern cities, are comparatively unknown to our female population. Cholera infantum, that scourge of children in the Northern cities, is only known by its exceptional occurrence. Consumption does occasionally originate in Savannah, but always under the powerful depressing agency of (not cold as in the North) malaria. It is an accepted fact in the medical world that an equable temperature is as important to the unfortunate consumptive as warmth, and in this particular, from the middle of February to the first of December, Savannah recommends itself remarkably; for, during this period of nearly ten months of the year, the ranges of temperature are from 70 degrees to 92 degrees, and this variation of 22 degrees is at all times very easy and gradual. Until the Springfield plantation is drained, however, the prevalence of a mild malarial depression must render Savannah undesirable for the consumptive.
As each succeeding summer opens upon the city, a vague apprehension seizes the minds of her people that an epidemic of yellow fever may be ushered in. Such an apprehension is a misfortune in itself: it argues the belief that this disease has been the constant concomitant of past summers. This belief is erroneous, as a simple and brief record may readily show. Up to 1820 there is no record of the disease. That it may have existed sporadically and unrecognized before this date can not be denied. There is extant a letter of Dr. William R. Waring, a well-known physician of Savannah, of date 1819, to the distinguished investigator of yellow fever, Dr. Churvin, in which he expresses the belief that yellow fever is only a high grade bilious fever. Needless to add that this opinion was changed in the very next year when occurred the epidemic of 1820. It commenced on the 5th of September and was checked on the 6th of November. The number of deaths were two hundred and thirty-nine. Not a case is recorded until the epidemic of 1827, which was comparatively trifling. From 1830 to 1839 not a case occurred in the city. In this year an epidemic occurred in Augusta and Charleston and a few cases were brought to Savannah. The year 1839 was one of the sickliest ever known in Savannah. It is remembered as the driest summer on record and also a very hot summer. Bilious fevers prevailed in a malignant form, but not yellow fever. In 1840 and 1841 sporadic cases are recorded but from 1843 to 1852 no more cases. In 1852 and 1853 sporadic cases were noted and then followed the epidemic of 1854 which commenced on the 3d of August and was checked during the first week of November. The number of deaths were 1040.
| August, whites .. 235; | blacks . 22 | ||
| September, whites 591; | blacks ..... 55 | ||
| October, whites 108; | blacks . 29 | ||
| Of the above the following were from yellow fever: | |||
| August, whites .. 132; | blacks .... 1 | ||
| September, whites 381; | blacks ... 9 | ||
| October, whites .. 67; | blacks ... 4 | ||
It is computed that these deaths occurred in a population of six thousand who remained to brave the epdemic.2
In each succeeding year after this date rare sporadic cases occurred until there broke out the epidemic of 1858, which in comparison with that of 1854, was trifling, there being only one hundred and fifteen deaths from this cause. There were a few cases in 1861, since which date three or at most four, sporadic cases have been mentioned in medical circles.
In brief, since the publication of the able work of LeRoche, the universal belief of the medical fraternity is that the cause of yellow fever is of local origin and produced by a poison - the mixed result of the exhalations or emanations of decaying vegetable and animal matters which separately produce the well-known varieties of malarial and typhoid diseases.
It may now safely be predicted that the great expansion of the city proper, thorough scavenger's work and thorough drainage will in the future prevent yellow fever in Savannah as thoroughly as it has in Philadelphia.
The harbor of Savannah is capacious and well protected. The bar, outside of the mouth of the river, is about twenty miles from the city and has on it a greater depth of water than on any of the Southern coast.3 The channel is from a half to three quarters of a mile in width. Just inside of the bar is situated Tybee island, abreast of which, about four miles from the bar, is good anchorage in five to six fathoms of water. From this anchorage-ground to Venus Point (nine miles from the city) there is a depth of nineteen feet and from the Point to the city seventeen feet of water.
There is a floating light off "Martin's Industry" about fifteen miles northeast of Tybee, moored in six fathoms; two light houses on Tybee island, the principal of which is on a structure one hundred and fifty-two feet high, the other is a beacon light fifty-six feet high; a light house on Cockspur island, five miles inside of the bar and another on the oyster beds six miles inside; and another on the eastern end of Fig island. There are also lights placed at the obstructions in the river and another upon the eastern end of the bluff.
The limited amount of wharf front to the city will in a short time necessitate an increased accommodation to meet the wants of the growing commerce of the city. General Edward C. Anderson, the Mayor of the city, in his annual report refers to this want and says that sufficient accommodation can be attained by an extension of the line of wharves below Willink's ship yard where the water is deep, or, by means of the powerful dredge machine now in the river, widening, deepening and wharfing the Ogeechee canal from the lock to the Central Railroad bridge and converting it into a basin for ships. The distance between the two points named is three thousand and seventy eight feet on either bank amounting to six thousand one hundred and fifty six feet in all, or an equivalent of nearly one mile and a quarter of additional wharf accommodation to the city. The present width of the canal is one hundred and thirty feet, which, without difficulty, could be increased to one hundred and eighty feet, or two hundred feet, and deepened to any extent that might be deemed desirable. The project is suggested for the consideration of capitalists. Judiciously carried out and with a line of rail track on either side of the basin running up to the railroad bridge from the river, it would afford an admirable location for the Cotton Presses and doubtless prove a profitable investment to all parties undertaking it as well as an essential accommodation to the prospective business interests of Savannah.
Shortly after the settlement of Savannah she became of considerable importance along the Atlantic coast and previous to the Revolutionary war her exports became somewhat equal to her natural advantages. Not, however, until the advent of cotton culture was her position assumed and for many years after its introduction her older rival, Charleston, overshadowed her efforts at advancement, controlling, by her enterprise and wealth, a larger portion of the sea island, and the whole of the Florida trade and even penetrating through the inland route to the rice lands around Savannah, the products of which were in many instances sent there for sale. Up to the building of the Central railroad, Savannah was behind her more wealthy neighbor and even long after but it soon became apparent that the new road was to give Savannah an impetus not to be rivaled if properly fostered. Thus year by year, as road after road was completed, opening up the State and pouring its products into the lap of Savannah, her merchants reaped the reward due them for their foresight, zeal, and enterprise, which have made their city the second cotton port of the country.
The permanent establishment of the line of steamers from Savannah to Liverpool will materially assist in developing this city and Georgia, and every encouragement should be given to the enterprise by the merchants and business men in all parts of Georgia, and by our railroads. Another project for which the capitalists of Savannah must bid, is the Southern Pacific railroad, of which some survey is now being made. The northern route is found to be beset with difficulties in winter and the parties interested in the road are looking toward the establishing of the southern line with a great deal of interest. Their attention, and that of others interested is called to the article on the subject under the head of "The Central Railroad".
The course of Savannah is manifestly onward, and with the exercise of that energy the proud monuments of which are seen on every hand, will shortly place her in the position to which she is entitled by her fine harbor, her railroads, and the extensive and fertile back country, the products of which must find exit from her harbor.
The gradual development of the resources of Savannah will be exhibited by the following figures, showing her exports for the years 1749, 1750, 1753, 1763, 1773, 1786, 1796, 1800, 1818, 1821, 1825, 1826, 1839, 1840, 1841, 1842, 1843, 1844, 1845, 1846, 1847, 1854, 1855, 1856, 1857, 1858, 1859, 1860, 1865, 1866, 1867, 1868:
In 1749, when the first exports from the colony were made, the value was $10,000.
In 1750, the exports amounted in value to $8,897.
In 1753, 2,996 barrels of rice, 9,395 pounds of indigo, 268 pounds of silk, which, with the peltry, lumber and provisions exported, amounted in value to $74,785.
In 1763, 7,500 barrels of rice, 9,633 pounds of indigo, 5,000 bushels of Indian corn, a large quantity of lumber, peltry, and provisions were exported, amounting in value to $193,395.
In 1773, the value of exports was $379,422.
In 1786, the value was $321,377.
In 1796, $501,383.
In 1800, $2,155.982.
In 1818,* $14,183,113.
In 1821, $6,032,862.
The following statement shows the amount of the staple articles exported to foreign ports and coastwise:
In 1825, 64,906 bags of cotton, and 2,154 tierces of rice, foreign; 72,789 bags of cotton, and 5,081 tierces of rice, coastwise.
In 1826, 108,486 bags of cotton, and 4,978 tierces of rice, foreign; 82,092 bags of cotton, and 6,477 tierces of rice, coastwise.
In 1839, 199,176 bags of cotton, and 21,322 tierces of rice.
In 1840, 284,249 bags of cotton, and 24,392 tierces of rice.
In 1841, 147,280 bags of cotton, 23,587 tierces of rice, and 14,295,200 feet lumber.
In 1842, 142,386 bags of cotton, 5,933 tierces of rice, and 5,919,400 feet of lumber, foreign: 87,727 bags of cotton, 15,606 tierces of rice, and 1,986,800 feet of lumber, coastwise.
In 1843, 193,099 bags of cotton, 10,675 tierces of rice, and 5,532,750 feet of lumber, foreign, 87,727 bags of cotton, 15,606 tierces of rice, and 1,986,800 feet of lumber, coastwise.
In 1844, 130,964 bags of cotton, 10,307 tierces of rice, and 3,034,064 feet of lumber, foreign; 113,611 bags of cotton, 18,236 tierces of rice, and 2,889,187 feet of lumber, coastwise.
In 1845, 182,073 bags of cotton, 11,712 tierces of rice, and 3,333,646 feet of lumber, foreign; 122,471 bags of cotton, 17,505 tierces of rice, and 4,936,936 feet of lumber; coastwise.
In 1846, 77,852 bags of cotton, 5,025 tierces of rice, and 13,365,968 feet of lumber, foreign; 108,454 bags of cotton, 27,122 tierces of rice, and 5,219,676 feet of lumber, coastwise.
In 1847, 119,321 bags of cotton, 10,218 tierces of rice, and 48,886,425 feet of lumber, foreign; 114,830 bags of cotton, 21,521 tierces of rice, and 5,844,960 feet of lumber, coastwise.
In 1854, 98,580 bales of upland, and 3,861 bales of sea island cotton, foreign; 203,363 bales of upland, and 11,667 bales of sea island cotton, coastwise - total value, $15,681,806. 7,654 casks of rice, foreign; 23,094 casks of rice, coastwise - valued at $700,000. 27,353,600 feet of lumber, foreign; 22,502,100 feet of lumber, coastwise - valued at $500,000. Sundries, such as wheat, flour, wool, manufactures, hides, peltries, copper ore, tallow, beeswax, drugs, exported, were valued at $1,000,000. Grand total value of exports, $17,881,806. Tonnage of vessels cleared and entered, 377,876; 131033 foreign and 246,843 coastwise.
In 1855, 178,194 bales of upland, and 6,993 bales of sea island cotton, foreign; 195,714 bales of upland, and 7,474 bales of sea island cotton, coastwise - valued at $17,766,215. 5,149 casks of rice, foreign; 3,071 casks of rice, coastwise - valued at $213,798.** 19,004,308 feet of lumber, foreign; 6,495,692 feet of lumber, coastwise - valued at $255,000.+ 423,375 bushels of wheat, coastwise - valued at $719,737. 31,632 boxes of copper ore, coastwise - valued at $474,480. Sundries - valued at $700,000. Total value of exports, $20,129,230. Tonnage of vessels cleared and entered, 510,475; 151,136 foreign and 359,339 coastwise.
In 1856, 177,182 bales of upland, and 8,138 bales of sea island cotton, foreign; 200,426 bales of upland, and 7,346 bales of sea island cotton coastwise - valued at $19,100,000. 7,880 casks of rice, foreign; 22,027 casks of rice, coastwise - valued at $780,000. 21,500,000 feet of lumber, foreign; 13,387,500 feet of lumber - coastwise - valued at $350,000. 325,000 bushels of wheat, coastwise --- valued at $445,000. 23,500 boxes copper ore, coastwise --- valued at$352,500. Sundries - valued at $1,000,000. Total value of exports, $22,027,500. Tonnage of vessels cleared and entered, 448,780; 157,088 foreign and 291,692 coastwise.
In 1857, 152,228 bales of upland, and 6,611 bales of sea island cotton, foreign; 158,791 bales of upland, and 10,028 bales of sea island cotton, coastwise. 6,787 casks of rice, foreign; 20,749 casks of rice, coastwise. 36,752,502 feet of lumber, foreign; 7,990,568 feet of lumber, coastwise. 354,333 bushels of wheat, and 11,715 boxes of copper ore, coastwise. Total value of all of these exports, including sundries $22,500,000.
In 1858, 159,141 bales of upland, and 8,561 bales of sea island cotton, foreign; 117,680 bales of upland, and 7,447 bales of sea island cotton, coastwise. 7,284 casks of rice, foreign; 24,061 casks of rice, coastwise. 19,611,391 feet of lumber, foreign; 8,754,265 feet of lumber, coastwise. 326,777 bushels of wheat, coastwise. 3,202 boxes of copper ore, coastwise.
In 1859, 253,743 bales of upland, and 8,298 bales of sea island cotton, foreign; 198,523 bales of upland, and 8,489 bales of sea island cotton, coastwise. 6,836 casks of rice, foreign; 31,294 casks of rice, coastwise. 29,384,315 feet of lumber, foreign; 9,543,669 feet of lumber, coastwise. 136,484 bushels of wheat.
In 1860, 307,579 bales of upland, and 6,505 bales of sea island cotton, foreign - valued at $17,210,168. 6,790 tierces of rice, foreign - valued at $148,300. 20,723,350 feet of lumber, foreign - valued at $400,151. Total value of exports to foreign ports, $17,798,922.
In 1861, 1862, 1863 and 1864 the port was blockaded, consequently there were no exports or imports during these years, excepting what was run through the blockade, of which no account can be given.
In 1865 the exportations (the property of the Confederate States and of the citizens of Savannah) was carried on exclusively by the officers and men of the United States government in its ships. United States officers, late in December, 1864, seized all the cotton and numerous other articles (whether the property of the Confederate government or of the citizens mattered little) and shipped the cotton to New York and the other plunder to their northern homes.
In 1866, commencing July 1st and ending June 30th, 1867, 103,317 bales of upland, and 7,676 bales of sea island cotton, foreign; 140,396 bales of upland and 6,700 bales of sea island cotton, coastwise - valued at $37,495,173. 6,060 casks of rice, coastwise - valued at $363,300. 19,660,000 feet of lumber, foreign; 15,496,000 feet of lumber, coastwise - valued $765,006. 87 tons of manganese (new export - valued at $2,052. 12,393 bales of domestics - valued at $1,858,950. 1,221 bales of wool - valued at $91,575. 10,801 barrels of naval stores - valued at $129,612. Sundries, including junk - valued at $519,821. Total value of exports, $41,225,488. Tonnage of vessels cleared and entered, $820,991; 105,401 foreign and 715,590 coastwise.
In 1868, ending June 30, 256,669 bales of upland, and 6,680 bales of sea island cotton, foreign; 234,434 bales of upland, and 5,190 bales of sea island cotton, coastwise. 22,844,387 feet of lumber, foreign; 9,152,000 feet of lumber, coastwise. 4,291 casks of rice, coastwise. Value of sundries, foreign, $26,146; value of sundries, coastwise, $43,000. 9,774 bales of domestics, coastwise. 981 bales of wool, coastwise. 92,540 bushels of wheat, coastwise. 10,593 barrels of flour, coastwise. 70,646 hides, and 12,201 barrels of rosin and turpentine, coastwise. 1,132 hogsheads of clay, coastwise. 467 rolls of leather, coastwise. Total value of exports, $50,226,209.
In 1868, for the quarter ending September 30, the value of exports were $3,649,812; $382,602 foreign and $3,267,210 coastwise.
The following accounts of the railroad and steamship and steamboat lines will give the reader a better idea of the commercial advantages of Savannah and her future prospects than would by furnished by numberless pages of speculative articles.
In 1834 an experimental survey was made under the direction of Colonel Cruger, at the request and cost of the city of Savannah, to ascertain the most practicable route to Macon. In 1835 the Central Railroad and Banking company of Georgia was organized and in 1836 commenced operations. In May, 1838, sixty-seven miles were graded and the superstructure laid twenty-six miles from the city to which point engines were running. In July passenger trains began running regularly, at once yielding an income to the company. On the 13th of May, 1843, the track was complete to the depot in Macon and a train passed over the whole line, one hundred and ninety miles. To the untiring zeal and administrative ability of W. W. Gordon, Esq. (the president of the road), ably assisted by Thomas Purse, Esq., is the State indebted for the completion of its greatest enterprise.
The depot of the company in Savannah is situated in the southwestern portion of the city, and with its warehouses and machine shops, occupies a tract of five acres of land, bestowed upon the company by the City Council of Savannah. The buildings for the accommodation and requirements of the road in Savannah are upon the most extensive scale and second to none in extent and completeness in the United States. The road track, depots &c., outside of Savannah, were destroyed by Sherman's army, but were replaced soon after the war.
An examination of the map of Georgia and the contiguous States will show that no internal improvement could be devised for greater general benefit to the commercial world that the Georgia Central railroad, extending as it will eventually, its iron arms to the Pacific ocean. Its present connections and ramifications are from Savannah to Macon, one hundred and ninety miles, thence by the Southwestern and Muscogee railroad to Columbus, one hundred miles, with the Columbus and Opelika railroad to Opelika, on the Montgomery and West Point railroad, twenty-eight miles, thence to Montgomery, sixty-four miles, where connections are made with steamers at all landings on the Alabama river, Mobile and New Orleans or by rail with the Mobile and Montgomery railroad to Mobile, one hundred and eighty-six miles, thence by steamer to New Orleans. A short line of rail between Montgomery and Selma is only needed to complete a continuous railroad line to Vicksburg, Mississippi. At Millen, seventy-nine miles from Savannah the road connects with the Augusta and Savannah railroad to Augusta, fifty-three miles, thence with the Georgia railroad to Atlanta, one hundred and seventy-one miles, with the Western Atlantic railroad to Chattanooga, Tennessee, one hundred and thirty-eight miles, there connecting with the Georgia and East Tennessee railroad northward, through Tennessee and Virginia to New York. The road also connects at Augusta with the South Carolina road and passengers can have the choice of two routes through South Carolina, North Carolina and Virginia to Washington, through Maryland, Delaware and Pennsylvania to New York city. At Chattanooga with the Nashville and Chattanooga railroad to Stevenson, thirty-eight miles, thence by the Memphis and Charleston railroad to Memphis, Tennessee, two hundred and seventy-two miles. At Gordon, one hundred and seventy miles from Savannah, a branch of the Central railroad connects with the Milledgeville and Eatonton railroad to Eatonton, thirty-eight miles. At Macon with the Macon and Western railroad to Atlanta, one hundred and three miles, thence with the Georgia railroad northward. At Atlanta with the Atlanta and West Point railroad to West Point, eighty-seven miles, thence with the Montgomery and West Point railroad to Montgomery, eighty-eight miles, thence southward to Mobile. At Macon it also connects with the Georgia railroad to Eufaula, Alabama, one hundred and forty-three miles, there connecting with steamers on the Chattahoochee river to the Gulf of Mexico. A branch of the Southwestern railroad from Smithville to Albany, twenty-three miles, connects with steamers on the Flint river to the Chattahoochee river and Gulf of Mexico. Another branch of the Southwestern railroad extends from Cuthbert to Fort Gaines, on the Chattahoochee river, twenty miles. Again, at Macon the Central railroad connects with the Brunswick and Macon railroad at Hawkinsville, fifty miles. Another branch of the Southwestern railroad from Columbus, Georgia - the Mobile and Girard railroad - extends to Thomasville, Alabama, sixty-three miles.
The Central railroad has, as stated, a continuous line, with the exception of a short gap, to Vicksburg, which will most probably be the connecting point of the Southern Pacific route with the roads leading to the Atlantic coast. The President of the Vicksburg and Meridian railroad (which traverses the State of Mississippi due east and west, and is the link connecting on the inland route the Mississippi river with the States of Alabama, Georgia and Florida), in his annual report, speaking of the Southern Pacific route, says that the shortest line from the Mississippi river to the Atlantic ocean is from Vicksburg to Savannah, six hundred and seventy-three miles, and if the passenger trains were run at twenty-five miles an hour, the time between these two cities would be twenty-seven hours, and for freight trains, running at twelve miles an hour, the time would be about fifty-six hours. The Montgomery and Selma connection (of forty-four miles) is now the great desideratum for at once securing to this line that valuable passenger business for points east of Selma, and we are gratified to learn that C. J. Pollard, the distinguished and able President of the Montgomery roads, has finally succeeded in making reliable arrangements for the speedy completion of the Montgomery and Selma road. That line must eventually be a portion of the main passenger route for the great travel from Texas and Louisiana, and a large portion of Mississippi, to the States of Alabama, Florida, Georgia, South and North Carolina. The Vicksburg, Shreveport, and Texas railroad starts from the west bank of the Mississippi, opposite Vicksburg. It passes through Monroe, on the Ouachita, and Shreveport, on the Red river, and has its terminus at the Texas State line, eighteen miles west of Shreveport. Monroe is seventy-five miles from Vicksburg, and Shreveport about one hundred and ninety. Previous to the war the road was built, equipped and in successful operation between Monroe and the Vicksburg terminus, bringing on its trains a considerable amount of valuable business to Vicksburg and passengers for the Vicksburg and Meridian railroad. The road was built from Shreveport to the Texas line, eighteen miles, at which point the Southern Pacific railroad commences, and from thence runs to Marshall, in Texas. Twenty-four miles of that portion of the Southern Pacific road has already been built, equipped and put in operation. With railroad connection established between Vicksburg and Shreveport, there would be at once a great increase of travel and trade seeking exit at Savannah, with the completion of the Montgomery and Selma road.
The time by rail from Shreveport to Vicksburg would be about ten hours; and, as a matter of economy, both in time and money, we would get all the New Orleans travel from that direction. A large amount of Texas and Louisiana cotton, of beef cattle and also of Texas wheat - the latter forty to sixty days earlier than it is elsewhere ready for market - would be brought to Vicksburg for sale and transshipment. Then the travel from all northern, eastern, and central Texas, going to points east, northeast and southeast from Vicksburg would take this route and vice versa. Sooner or later these important eastern connections will be completed, constituting a main trunk line, stretching from the Atlantic, at Savannah, via the Southern Pacific railroad, to San Diego and San Francisco on the Pacific, and will eventually become the grand avenue of the world's travel and traffic. This route has been carefully surveyed and found to be the shortest, most eligible, and advantageous in every particular, that can be constructed between the two oceans. The shortest distance and time, on this line, from ocean to ocean, will be from San Diego to Savannah, two thousand and seventy-two miles, or one hundred and three hours railroad time, estimating the speed at twenty miles an hour. To Charleston, two thousand one hundred and eight-four miles, one hundred and nine hours; and to Norfolk, two thousand five hundred and thirty-one miles, one hundred and twenty-six hours, railroad time.
Possessing such superior climatic advantages over the more northern route, being on a latitudinal line between the thirty-second and thirty-third degrees from Savannah to San Diego, with the additional advantage of a shorter distance, must make this the preferred route for travel and traffic between the Pacific and Atlantic seaports. The advantages which will flow from such a continental and latitudinal line cannot be estimated or overestimated and must be obvious to the most obtuse.
By the laws of trade, the transportation of merchandise, as well as people, will adopt that route which most fully combines the recommendations of speed, cheapness, safety and comfort and this will be the line that will most fully meet those requirements. Ship loads of teas, silks, spices and other valuable Asiatic articles of commerce destined for Europe, will be shipped via California, and then by rail over this grand continental and always open and available line to Savannah, for reshipment to European ports - making the voyage from Canton, China to Savannah in about twenty-three days; to New York in twenty-four days; and to London in from thirty-five to forty days, against two hundred days from Canton to New York and about the same time from Canton to Liverpool by sea.
The completion of the Montgomery and Selma connection of forty-four miles and about one hundred and ninety miles from Monroe, Louisiana to Shreveport would force the early completion of the Southern Pacific railroad and place at once direct, expeditious and ample steamship communications from Savannah to all the important European ports. The establishment of such a direct and speedy intercourse between the Chinese ports, Savannah, and New York, via California, would revolutionize the commerce of Europe and America with China; the southern direct lines would then be the carriers between the Atlantic and Pacific of the travel and trade from Europe to China and from China to Europe which now takes a voyage of months to accomplish.
The officers of the Central road are: Colonel William M. Wadley, President; Colonel J. F. Waring, Acting Master of Transportation; Colonel William M. Wadley, Andrew Low, John R. Wilder, William B. Johnston, General J. F. Gilmer, George W. Wylly, John Cunningham, Edward Padelford and George W. Anderson, Directors.
The depot grounds of this road are in the southeastern portion of the city, fronting on Liberty and East Broad streets and contain over eighty acres of land, well situated for the purpose and affording ample room for the future requirements of the company.
This road is the main thoroughfare connecting Savannah with Florida, southern and southwestern Georgia, and eastern Alabama. It extends to Bainbridge, on the Flint river, a distance of two hundred and thirty-seven miles. Blackshear, in Pierce county, Homersville, in Clinch county, Valdosta, in Lowndes county, Quitman, in Brooks county, and Thomasville, are all thriving centers of local trade and are the county seats of the respective counties in which they are situated. Bainbridge, the present terminus of the road bids fair to become a considerable town. A number of steamers are employed in the river trade, and a large part of the business of Columbus, Eufaula, and Fort Gaines, and of the country lying adjacent to the Flint, Chattahoochee, and Apalachicola rivers, passes through this place to Savannah.
The system of railroads in Florida is connected with Savannah by a branch road forty-eight miles in length, extending from Lawton, one hundred and thirty-two miles from Savannah, to Live Oak, on the Pensacola and Georgia railroad. Over this route the greater part of the produce of Florida is carried to market, and the facilities of communication which it affords have done much to bring into general notice the remarkable advantages of this delightful region, which year by year is becoming more frequented by tourists, invalids, and persons interested in the culture of tropical fruits.
Another branch road is now being located from Thomasville to Albany, fifty-seven miles, which will be the connecting link between the Southwestern and Atlantic and Gulf railroads.
The Macon and Brunswick railroad, now under construction, crosses this road at a point fifty-six miles from Savannah.
By examining the accompanying map the reader will see how large an area of country is tributary to this enterprise. A correct estimate of its value to Savannah can only be found after a knowledge of the motives which led to its construction.
The first organization was effected in 1853, under the title of the Savannah and Albany railroad. Dr. John P. Screven, who was president until his death, of the several corporations now merged in the present company, was a prime mover in the project; to his energy and foresight the State of Georgia and the city of Savannah are in a great measure indebted for this enduring monument of their public spirit and wisdom. With the name of Dr. Screven must be joined that of Colonel Nelson Tift, the earliest projector of railroads in southwestern Georgia, and the present representative from that part of the State to the United States Congress. Messrs. John Stoddard, Hiram Roberts, William Duncan, H. D. Weed, and Dr. R. D. Arnold, who were on the Board of Directors as at first organized, are still Directors of the Atlantic and Gulf Railroad company.
In 1854 the name of the company was changed to the Savannah, Albany and Gulf Railroad company. The immediate importance to the city of Savannah of securing the business of southern Georgia and Florida was so evident that it was determined to attain this object before completing the grand project at first intended, viz: the construction of an air line from Savannah to Pensacola or Mobile. A subscription of one million dollars was obtained from the city and from this policy ensued the construction of the present line to Bainbridge. Many difficulties were experienced in consequence of the existence of a scheme to build a road from Brunswick through the same country. These difficulties were at length adjusted be leaving the construction of the line west of Screven station, sixty-eight miles from Savannah, to a company organized for the purpose, under the name of the Atlantic and Gulf Railroad company for which State aid was obtained amounting to one million dollars (the city of Savannah also subscribing two hundred thousand dollars). The Savannah, Albany and Gulf Railroad company was consolidated with this company in 1863.
The beginning of the late war found the road completed to Thomasville, two hundred miles from Savannah, where further progress was arrested until the summer of 1867. The work was then resumed and the road opened to Bainbridge in December of that year.
In these seven years the enterprise passed through many trials. The existence of war prevented the company from deriving any profit from their property, which at the collapse of the Southern Confederacy was almost a ruin. For nearly one third of the length of the road the track was torn up and the depots and bridges burned. The resources of the company thus destroyed, it was with difficulty that the work of reconstruction was commenced in October, 1865, and the road reopened for business in March, 1866. In 1866 the construction of the Florida branch was resumed and completed in October of that year.
From this brief statement the reader may judge of the future prospect of this great project - originated by a few thoughtful and public-spirited men, solely for the aggrandizement of the State of Georgia and of its metropolis, carried forward through political and financial difficulties that threatened its very existence, its property rendered useless, and its business disorganized by war and its attendant calamities, yet reviving with the return of peace, to be pressed forward with renewed vigor as the opportunity offered, never failing to serve the purpose for which it was originally intended.
Extending, as this road does, directly west from the most western Atlantic seaport, its advantages in connection with that great Southern Pacific road, which must be one day built, are obvious at the first glance upon the map.
From its Florida terminus a line through southern Florida to Tampa will furnish a practicable route to Cuba and South America, terminating as it will upon what Colonel Screven has so aptly designated as "the great wharf-head which nature has constructed between the Atlantic and the Gulf of Mexico."
The officers of this road are: John Screven, President; Henry S. Haines, General Superintendent; D. Macdonald, Treasurer.
The Board of Directors are: John Screven, Jno. Stoddard, Henry D. Weed, W. H. Wiltberger, Hiram Roberts, William Duncan, R. D. Arnold, Charles Green, E. C. Anderson, Octavus Cohen, J. L. Villalonga, J. W. Spain, A. T. McIntyre, B. F. Bruton, C. J. Munnerlyn.
On the 20th of December, 1866, the General Assembly of the State of Georgia granted a charter to William R. Symons and James J. Waring for Skidaway island; George W. Wylly and Joseph S. Claghorn for the Isle of Hope; George M. Willett and Lemuel Hover for Montgomery; Alvin N. Miller and William Neyle Habersham for White Bluff; Edward J. Purse and Herbert A. Palmer for the city of Savannah and such other individuals as the above named persons shall associate with them to incorporate the Savannah, Skidaway and Seaboard Railroad company for the purpose of opening a railroad communication from the city of Savannah to the adjacent sea islands. In July, 1868 the Council of Savannah passed an ordinance granting the company the privilege of constructing a railway through West Broad from Liberty to Bay, through Bay to East Broad, through East Broad to Gaston, and through Whitaker from Bay to Anderson, and through Drayton from Bay to Anderson streets.
The work of constructing the road to the islands was commenced in the summer of 1868. In a very short period the entire road, including the street railway, will be completed. In the language of the company's circular: "It may with truth be said, that no enterprise, involving so small an amount of capital, promises more beneficial results or pecuniary benefits than the Savannah, Skidaway, and Seaboard railroad.
"In the present state of the finances of our people, and especially 'those who can't get away,' a railroad to the 'salts' will afford an opportunity of reinvigorating their systems by breathing a salt atmosphere and bathing in the salt water - which luxuries can only be indulged in now by the few who are able to own vehicles or pay ten dollars per day for a hack. But when the cost is reduced to twenty-five or fifty cents a ride, the luxury is placed in the reach of every one. Our oldest and best physicians will bear us out in the opinion that there is nothing more invigorating and healthful to the human system than occasional relaxation from business and change of air, and, consequently, it is a blessing to place the means in the possession of every one to enjoy.
"All railroads develop the country through which they pass, and none more so than those like the one projected, near a city, affording the advantages to the business portion of a city and country residence combined, lessening the expense of living while increasing the comforts of life. It will place within the means of the most humble a home, and the facilities of getting to and from his business with ease and cheapness, whilst at the same time health is subserved and thrift and economy cultivated.
"This road will place within the means of our people the opportunity of successfully competing, in all branches of small manufacturing, with other sections of our country, by lessening the cost of production, which will react in favor of the city and its citizens in many ways, by affording them the productions at less cost, by affording more employment for labor, and by ease of access and less cost of transportation.
"Many persons from the interior of Georgia have been long accustomed to resort to our seacoast, during a portion of the summer months, for health and recreation. When proper establishments are erected for the accommodation of visitors, it is not unreasonable to suppose that the number of health and pleasure seekers will be largely increased. Why should we not have a Nahant, a Cape Fear, or a Cape May near our city, in our Skidaway, our White Bluff, our Warsaw, or our Green Island?
"It is justly claimed for this road that it will be the beginning of a development which, in years to come, will spread over all the neighboring islands, making pleasant and happy homes for thousands; exempting our citizens from the so-called necessity, year after year, of paying tribute to other portions of the country."
The depot of the company will be located in Dillon Town. The officers of the company are: Colonel Joseph S. Claghorn, President; Colonel William R. Symons, Superintendent; George W. Wylly, Treasurer. The Board of Directors consists of the above named officers, Octavus Cohen, J. W. Lathrop, Thomas Holcombe, M. Y. Henderson, A. N. Miller and W. N. Habersham.
Which was destroyed during the late war, is now in course of reconstruction, and when completed will afford daily communication with Charleston and secure to Savannah a fair proportion of the products of the country through which it passes.
The Savannah and Ogeechee Canal company was organized as the Savannah, Ogeechee and Altamaha Canal company about thirty years ago. The canal extends from the Savannah river to the Ogeechee river. Large quantities of lumber and rice are annually brought to Savannah through this canal. Mr. F. Blair is president of the company.
The blockade of the port of Savannah during the late war broke up the lines of steamship and steamboat communication from Savannah to other ports. Since the war the old lines have been reestablished and new ones organized, all of which are now in successful operation.
The Macgregor line, establishing direct communication between Savannah and Liverpool will employ ten steamships (with an average capacity each of three thousand bales of cotton), the Sarasota, Saluda, Selma, Savannah, Satilla, Waverly, Leith, Stirling, Riga and Don. The steamships will ply regularly between Savannah and Liverpool and will also employ a number of barks if sufficient inducements are offered. Messrs. W. M. Tunno and Co. are agents.
The Black Star line, of which Messrs. Octavus Cohen and Co. are agents, has three steamships, the Thames, Montgomery and Huntsville, each of about twelve hundred tons burthen, which make semi-weekly trips from Savannah to New York.
The Empire line, of which Messrs. John W. Anderson's Sons & Co. are agents has two steamships, the San Jacinto, thirteen hundred tons, and the San Salvador, nine hundred tons burthen, which make semi-weekly trips between Savannah and New York.
The Murray Steamship Line, of which Messrs. Hunter & Gammell are agents has two steamships, the Leo, eight hundred and ninety tons and the Cleopatra, one thousand and forty-five tons, which make weekly trips between Savannah and New York.
The Atlantic Mail Coast Steamship company, of which Messrs. Wilder and Fullarton are agents has two steamships, the Herman, Livingston and the General Barnes, about two thousand tons each, which make weekly trips from Savannah to New York.
The Philadelphia and Southern Mail Steamship company of which Messrs Hunter & Gammell are agents has two steamships, the Wyoming, seven hundred and seventy-nine tons and the Tonawanda, eight hundred and forty-four tons, which make weekly trips between Savannah and Philadelphia.
The Baltimore and Savannah Steamship company of which Messrs. J. B. West & Co. are agents has four steamships, the America, eight hundred tons, the North Point, five hundred tons, the General Custar, five hundred tons and the Fannie, four hundred tons, which make regular trips between and Baltimore.
The steamboat Nick King, Messrs. John W. Anderson's Sons & Co. agents, makes weekly trips from Savannah to Palatka, touching at Brunswick, Fernandina, Jacksonville and all intermediate points on the coast of Georgia and Florida.
The Florida and Savannah line, Messrs. Claghorn & Cunningham agents, employs one steamer, the Lizzie Baker, which makes weekly trips to Palatka, Florida, touching at all intermediate points.
The Charleston and Savannah Steam Packet line, of which Messrs. Claghorn & Cunningham are agents, employ one steamer, the Pilot Boy, which makes semi-weekly trips between Savannah and Charleston.
The Charleston, Savannah and Florida line, of which Messrs. L. J. Guilmartin & Co. are agents, has two steamboats, the Dictator and the City Point, which make semi-weekly trips from Charleston, via Savannah, to Palatka. These steamers also touch at all intermediate points. The Erwin & Hardee line, of which Messrs. Erwin & Hardee are agents, employs the iron steamer Charles S. Hardee, which makes regular trips to Hawkinsville and all intermediate landings, touching at Darien.
The Savannah and Augusta line, of which Mr. M. A. Cohen is agent, employs two steamers, the Katie and the Swan which run regularly between Savannah and Augusta.
The steamer H. M. Cool, for which Mr. M. A. Cohen is agent, plys regularly between Savannah and Darien, touching at all intermediate points.
Savannah is governed by a Mayor and twelve Aldermen, who, together, are denominated the City Council and are chosen annually. Savannah is more fortunate than many other cities of the South in having for her rulers men who are identified with her interests and are the choice of her citizens. The present officers are:
Mayor. - Edward C. Anderson.
Chairman of Council. - Martin J. Ford.
Aldermen. - Martin J. Ford, Henry Brigham, John L. Villalonga, Frederick W. Sims, William Hunter, Francis L. Gue, Alvin N. Miller, George W. Wylly, William H. Burroughs, James J. Waring, Mathias H. Meyer, Charles C. Millar.
Clerk of Council. - James Stewart.
City Treasurer. - John Williamson.
Assistant City Treasurer. - Magnus Lowenthal.
City Marshal. - Thomas S. Wayne.
City Surveyor. - John B. Hogg.
Clerk of City Market. - Isaac Brunner.
City Printer. - J. Holbrook Estill.
Messenger of Council. - F. J. Cercopely.
Judge of City Court. - Walter S. Chisholm.
Clerk of City Court. - Phillip M. Russell, Sr.
City Sheriff. - Charles J. White.
Corporation Attorney. - Edward J. Harden.
Jailor. - Waring Russell.
Keeper of Laurel Grove Cemetery. - A. F. Torlay.
Keeper of City Dispensary. - James Stoney.
Keeper of Forsyth Place. - Patrick Scanlan.
Keeper of Pest House. - J. J. Stokes.
Keeper of Powder Magazine. - Henry L. Davis.
Pump Contractor. - Alfred Kent.
Measurers and Inspectors of Lumber and Timber. - D. C. Bacon, A. McAlpin, John R. Tebeau, T. B. Wylly, John T. Lineberger, C. H. Weber, William H. Lyon, Z. N. Winkler, John J. Backley, A. F. Bennett, S. B. Dasher, A. B. LaRoche, J. F. O'Byrne.
Port Wardens. - Robert D. Walker, Richard T. Turner, William H. Patterson, W. W. Wash, William R. Symons.
Weighers of Hay. - J. P. Williamson, A. Goeble, Lawrence Connell, William E. Gue.
Keeper of City Clock. - F. Brown.
Chimney Contractors. - Patrick Naughton, eastern division; Theodore Meves, western division.
This department numbers about one hundred men who are well disciplined and equipped. Their gallant conduct on the 3d of November, 1868, in preserving the peace, increased, if possible, the respect they had previously won. The quiet of the city tells more powerfully than words of the efficiency of the force. The officers are:
Chief. - General Robert H. Anderson.
1st Lieutenant and Chief of Detective Force. - William Wray.
1st Lieutenant. - J. T. Howard.
2d Lieutenant. - Charles H. Bell.
Sergeants. - James Foley, Martin Houlihan, John Green, James Leonard, William M. Moran, Henry Ling.
This department is complete and efficient in organization and well supplied with apparatus. Previous to 1824 there was no regularly organized department. The first fire in Savannah occurred in 1737, after which the townsmen preferred charges against one Mr. Jones for "standing with his hands in his pockets looking on while his townsmen were working passing buckets of water and using other methods for putting out the fire." Whether this primitive method of extinguishing fires was in vogue until 1824 cannot be accurately stated. In that year the Savannah Fire company was organized. It had several hand engines under its control, which were worked by negroes. Other companies were formed and worked by the young men of Savannah but were subject to the control of the Savannah Fire company until the 29th of January, 1867, when the present department was organized. The first and second officers of each company of the department, and the following officers, transact all business connected with the department:
Chief. - James F. Waring.
1st Assistant Engineer. - Charles Gordon.
2d Assistant Engineer. - J. A. Roberts.
Secretary. - Charles J. White.
Treasurer. - Thomas F. Butler.
The following companies are connected with the department:
The Washington Fire company was organized on the 22d of February, 1847. The company has a first-class steamer, the Washington, and numbers about seventy members. The officers are: James A. Barron, Foreman; James Kearney, 2d Foreman; S. Harrigan, 3d Foreman; John H. Straus, 4th Foreman; C. C. Wakefield, Secretary; H. J. McDonnell, Treasurer.
The Oglethorpe Fire company was incorporated in December, 1847. The company has a third-class steamer, the John W. Anderson, and numbers one hundred and sixty members. The officers are: Philip M. Russell, President; N. Hess, 1st Foreman; Chas. F. O'Neal, 2d Foreman; J. B. Sibley, 3d Foreman; R. Wayne Russell, Secretary; C. L. Lopez, Treasurer and Dr. R. J. Nunn, Surgeon.
The Mechanics Hook and Ladder company was organized as the Young America Fire company on the 5th of December, 1848, and under its present name since the war. The apparatus of the company is elegant and admirably adapted for its purpose. The company numbers forty members with the following officers: Wm. D. Dixon, President; J. J. McKenzie, 1st Foreman; C. C. Blancho, 2d Foreman; H. Bogardus, Secretary; D. Ferguson, Treasurer.
The Germania Fire company was organized on the 7th of December, 1853. The company has a second class steamer, the J. J. Waver and a full roll. The officers are: John Schwarz, Foreman; C. Hirt; 2d Foreman; R. B. Borchert, 3d Foreman; P. Schaffer, 4th Foreman; Alfred Kolp, Secretary; M. H. Myers, Treasurer.
The Metropolitan Fire company was organized on the 21st of July, 1865. The company has a third-class steamer, the F. S. Bartow, and fifty active members. The officers are Thomas F. Butler, President; Thomas A. Maddox, 1st Vice President; H. M. Branch, 2d Vice President, J. J. Abrams, Secretary; George C. Lewis, Assistant Secretary; John Fernandez, Treasurer.
The Marshall Hose company was organized on the 19th of June, 1868, and has a full roll and a full supply of hose and apparatus. The officers are: Charles J. White, President; William O. Godfrey, 1st Foreman; Alfred Robider, 2d Foreman; W. J. Tomlinson, Secretary; and Joseph Fernandez, Treasurer
The Screven Hose company was organized on the 1st of June, 1868, and, having a full supply of hose and apparatus, is attached to the Oglethorpe company. The officers are: Isaac Russell, President; F. M. Tidwell, 1st Foreman; A. Mickler, 2d Foreman; O. B. Johnson, 3d Foreman; G. E. Bevans, Secretary; W. A. Sercy, Treasurer; and Dr. T. C. Harden, Surgeon.
There are six fire companies under the control of the department worked by colored men. Four of the companies, the Pulaski, Franklin, Columbus and Tomichichi have hand engines and the other two are companies.
The department has a neat and capacious building located on the corner of South Broad and Abercorn streets in which the departmental meetings are held and all business connected with the department transacted.
The Savannah Fire company is still an organized body but has no apparatus. C. C. Casey, Chief Fireman; F. Blair, 2d Fireman; and James L. Haupt, 3d Fireman.
The population of Savannah is estimated to be about forty-five thousand persons. The first regular census of the city was taken in 1810 when the population was 5,195; in 1820, 7,523; in 1830, 7,773; in 1840, 11,214; in 1850, 14,000; and at the close of the war (1865), 24,000 making the increase within the past three years 21,000.
The subject of education has always been of interest to the citizens of Savannah and all measures for this purpose have met with favor. The first academy in Savannah was incorporated as the Chatham County Academy in 1788 and flourished for many years. A portion of its spacious brick building, on South Broad street, is still used for educational purposes. The first free school, known as the Savannah Free School, was established in 1816. There are at present a number of denominational and private schools.
The public school system of Savannah is equal to any and superior to many others in the United States. About one thousand pupils are instructed in the public schools. The Board of Education controlling these schools consists of R. D. Arnold, M. D., John Stoddard, Edward C. Anderson, Henry Williams, Solomon Cohen, John C. Ferrill, John L. Villalonga, John Williamson, Rev. D. H. Porter, James B. Read, M. D., Rev. S. Landrum and Barnard Mallon. R. D. Arnold, M. D., President; John Stoddard, Vice President; W. H. Baker, Secretary; John L. Villalonga, Treasurer.
The following schools, of which Mr. W. H. Baker is superintendent, are under the charge of the Board of Education. The houses are large and well located and the school rooms well furnished and comfortable:
Boys' High School, corner of Barnard and Taylor streets. W. H. Baker, Principal; B. M. Zettler and Miss V. Miller, Assistants.
Boys' Grammar School, corner of Barnard and Taylor streets. H. F. Train, Principal; Miss E. Frew, Assistant.
Girls' High School, corner of Abercorn and Gordon streets. B. Mallon, Principal; Miss Fannie A. Dorsett and Miss Selina J. Jones, Assistants.
Girls' Grammar School, corner Abercorn and Gordon streets. Miss M. A. McCarter, Principal; Miss Lizzie Miller and Miss M. L. Harris, Assistants.
Intermediate School, Armory Hall, Wright square. Jos. E. Way, Principal; Miss A. M. Gould and Miss E. F. Bourquin, Assistants.
Primary School, Armory Hall, Wright square. Miss M. E. Davenport, principal; Miss A. N. Harden and M. W. Mallard, Assistants.
Boys' Intermediate School, in the Chatham Academy building. Miss Eunice Mallery, Principal.
Girls' Grammar School, in the Chatham Academy building. Miss E. W. Carter, Principal; Professor H. Elliott, Teacher of French; Professor J. Newman, Teacher of Music.
The Catholics have two free schools, one in St. John's parish and the other in St. Patrick's parish. The school building of the former is located on the corner of Perry and Abercorn streets. About two hundred and fifty pupils attend this school, of which Mr. O'Brien is Principal; Miss A. Robinson and Miss K. McCluskey, Assistants.
The school of St. Patrick's parish is located in the rear of St. Patrick's church, near the Central Railroad depot. There are about one hundred and seventy-five scholars attending this school, of which Mr. Edward McCort is Principal; Mr. Luke Logan and Miss B. Kirk, Assistants.
Savannah Hebrew Collegiate Institute. Of all the educational establishments which grace our "Forest City", none stands higher or claims more admiration that this noble institution. Although it is in its infancy, it has already given the most unmistakable proofs of the immense advantages it is destined to confer upon the citizens of Savannah, if not indeed upon the people of Georgia. Claiming to be of Hebrew origin, and therefore bearing its present name, it has, notwithstanding, thrown its doors open to every sect and creed, and, knowing no distinction of faith, it receives children of every denomination within its walls, and, regarding them only as children of the Universal Father, it labors to inculcate in their minds those sublime principles of general religion in which all mankind agree, while at the same time it confers upon them the greatest of all earthly treasurers - a thorough and practical education. Organized for the purpose of advancing the interests of Savannah and enlarging her educational facilities, it very praise worthily knows no difference between the rich and the poor, but, making respectability its only condition, it admits children of the humbler class and educates them free of charge. The history of the institute, although brief, is very interesting. On the 22d of May, 1867, a meeting of Israelites, convened by the Rev. R. D'C. Lewin, and presided over by Octavus Cohen, Esq., took place in the synagogue of the "Mickva Israel" congregation. At this meeting the Rev. R. D'C. Lewin submitted his plans and enlisted the full cooperation of his coreligionists in Savannah. The project being cordially approved of, Messrs. B. Phillips, A. J. Brady, S. Gertsman, A. Epstein, P. Dzialynski, W. Barnett and Rev. R.D'C. Lewin, were elected a provisional council for the purpose of preparing the constitution and bylaws, to be submitted at a subsequent meeting. This council, having chosen as its president the Rev. Mr. Lewin, entered with spirit into the work, and on the 28th of May presented to the adjourned meeting the constitution and bylaws which met with general approval. The preliminary steps having thus been taken, the provisional council received authority "to take charge of all further business connected with the institute until such time as the permanent council was elected."
The labors of the provisional council now commenced. As yet everything was but in embryo, while the institute itself could hardly be said to be more than an idea. The idea, however, had to become a reality and no pains were spared by the council to effect this happy consummation of the hopes of the founder. By dint of untiring perseverance and unwearied exertions, all the many difficulties which at first impeded the progress of the enterprise were overcome. To understand fully the difficulties of the enterprise would require a perfect knowledge of the plans of the founder, which were laid out on a gigantic scale. For while it was hoped to establish the institute upon the system pursued by European colleges, a very heavy outlay for professors became inevitable. To meet this expenditure a large number of children was needed but as one of the essential objects in the very formation of the institute was to give gratuitous education to children whose parents were unable to pay the regular tuition fees, and as a very large number of paying pupils could hardly be expected at the commencement, the council was compelled to have recourse at private aid and to solicit donations from the Jewish public of Savannah. The appeal was readily responded to, and the Rev. Mr. Lewin, in order to facilitate the enterprise, offered his services as the gratuitous superintendent, thereby releasing the institute from the payment of a large salary. Thus, at a general meeting of the members, held on the 27th of October, the provisional council had the gratification of reporting that everything was in readiness to open the institute on the 1st of November. The first permanent council was then elected consisting of Messrs. Octavus Cohen, B. Phillips, A. B. Weslow, H. Meinhard, M. Selig, P. Dzialynski, and S. H. Eckman, the officers being Octavus Cohen, Esq., president; A. B. Weslow, Treasurer; and B. Phillips, Secretary. On the 1st of November, the institute was opened with a professional staff of the highest rank, and a goodly number of pupils to receive its numerous benefits.
Among the advantages offered by the institute was the delivery of public lectures, for the amusement and instruction of the public. The first course, however, through unavoidable circumstances, consisted of only two lectures; but the pleasant evenings passed in listening to the eloquent addresses of Hon. Henry R. Jackson and the Hon. Henry S. Fitch, will not be easily forgotten.
Thus, while engaged in the most noble of human employments - the culture of the mind - the first scholastic year passed pleasantly away and the summer vacation brought the labors of the professors to a close.
For the second year ample preparations were made to render the institute still more useful to the public. The fees for tuition were reduced, additional privileges bestowed upon members and higher studies introduced, so that on the 1st of October, 1868, the institute again set forward on its mission of education with bright hopes for its future success. On the 27th of October, 1868, the annual meeting of members took place and the new council was elected as follows: Hon. Solomon Cohen, Octavus Cohen, Barnet Phillips, Simon Gertsman, Marcus Selig, Henry Meinhard, and S. H. Eckman, the officers being Hon. Solomon Cohen, President; Barnet Phillips, Secretary; and Simon Gertsman, Treasurer. By resolution of the general meeting, the Rev. R. D'C. Lewin, who during the previous year had occupied an ex-officio seat at the council, was declared to be a life member of that body with right to vote on all matters appertaining to the institute.
The institute embraces: 1st, a high school for boys; 2d, an academy for girls. In both departments there are classes and divisions according to the abilities of the pupils, the studies pursued in these classes being regulated according to the respective grades.
The branches taught, in addition to the general branches pursued in schools, are geometry, algebra, book-keeping, natural philosophy, together with the French, German, Hebrew and Latin languages.
The faculty comprises the following: Rev. R. D'C. Lewin, Superintendent and Principal of the Theological department; Charles N. West, Teacher of Belles-Lettres and Mathematics; Prof. Adolph Eiswald, Teacher of Languages; Rev. E. Fischer, Teacher of Hebrew and Theology; Edwin Knapp, Teacher of Book-keeping.
2 - A very large number of the deaths are set down as having occurred from other diseases than yellow fever. A great number of cases of yellow fever resulted fatally, the immediate cause being the development of constitutional and other complications of disease. The physicians, in making their reports, gave the immediate cause of the deaths, without mentioning the attack of fever by which the patient had been prostrated. The systems of persons who have had the fever are very much exposed to the fatal ravages of other diseases during the tedious and precarious process of recovery.
3 - About thirty years ago a committee was appointed by the Secretary of the Navy to examine the bars from Charleston, S. C., to St. Marys, Ga., and reported: "The bar at the mouth of the Savannah river is the deepest and most accessible of any on the Southern coast. The average depth is nineteen feet at low water; hence with a full tide (twenty-five feet) a frigate may pass in safety".
4 - In 1818 the exports were larger and the articles commanded a higher price than at any previous time, and for many years afterward. The large decrease in the number, and consequently the value of the exports in 1821, is due to the yellow fever in the fall of 1820, during which all business was suspended, and from the effects of which the business interests of the city did not recover for a year or two. The imports in 1818 were valued at $2,976,257 and in 1821 at $865,146.
5 - The crop this year was nearly destroyed by the gale in September, 1854, hence the small quantity exported in this year. The scarcity, of course, increased its value, consequently the increase in value as compared with 1854.
6 - The yellow fever in the fall of 1854 (occurring at the time when the trade in lumber is extensive) prevented the rafting of lumber to market, hence the decrease of exports of this article, as compared with the year previous, amounting to nearly fifty per cent.
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