Ports of Entry-Uninterrupted Navigation-Amazon River. 567 age to those ports-surely, we say, Brazil would not at this day attempt to play the part of Japan, and hinder those vessels from passing by her doors to other parts of the world. The Pastaza, we are informed on the authority of our old friend, Gen. Villamil, the Secretary of State of Ecuador, is navigable nearly up to Quito; and, it is well known that the sands of most of those streams are auriferous. Tabantinga is the frontier post of Brazil on the Amazon. Thence ascending, we have an uninterrupted navigation along the main trunk of the Amazon, which here courses through the northern parts of Peru, and not far from the southern boundary of Ecuador, for the distance of 500 or 600 miles. Thus a steamboat may reach the foot of the Andes. Lieut. Herndon entered the Amazon four hundred and sixty miles above the Brazilian boundary, and he thus describes the river there: "The Amazon, where it receives the Huallaga, is five hundred yards broad. The march of this great river in its silent grandeur was sublime; but, in the untamed might of its turbid waters, as they cut away its banks, tore down the gigantic denizens of the forests and built up islands, it was awful. It rolled through the wilderness with a stately and solemn air; its waters looked angry, sullen, and relentless, and the whole scene, as the noise of the falling trees came booming at distant intervals across the forest, awoke emotions of awe and dread, such as are caused by the funeral solemnities, the minute-gun, the howl of the wind, and the angry tossings of the waves, when all hands are called 'to bury the dead' in a troubled sea. "Though the river was not at its full, it reminded me of our Mississippi at its topmost floods. The waters are quite as muddy and quite as turbid, but the Amazon lacked the charm and the fascination which the plantation upon the bank, the city upon the bluff, and the steamboat upon the water, lend to its fellow of the north; nevertheless, I felt pleasure at its sight. I had already traveled seven hundred miles by water, and fancied that this powerful stream would soon carry me to the ocean. But the water travel was comparatively just begun; many a weary month was to elapse ere I should again look upon the familiar face of the sea, and many a time, when worn and wearied with the canoe life, did I exclaim, 'This river seems interminable.' "Its capacities for trade and commerce are inconceivably great. Its industrial future is the most dazzling; and to the touch of steam, settlement, and cultivation, this rolling stream and its magnificent water-shed would start up into a display of industrial results that would make the valley of the Amazon one of the most enchanting regions on the face of the earth.” "From its mountains you may dig silver, iron, coal, copper, quicksilver, zinc, and tin; from the sands of its tributaries you may wash gold, diamonds, and precious stones; from its forests you may gather drugs of virtues the most rare, spices of aroma the most exquisite. gums and resins of the most useful properties, dyes of hues the most brilliant, with cabinet and building woods of the finest polish and most enduring texture. Its climate is an everlasting summer, and its harvest perennial." ART. IV.-CONNECTION OF THE ATLANTIC WITH THE GULF-INTERESTS OF ALABAMA. MONTGOMERY AND PENSACOLA RAIL-ROAD. FEW subjects are more interesting than the richest soil, the best harbors, and the to trace the developments of different most valuable agricultural productions, sections of the country when connected not only of the Union, but of the whole by means of rail-roads, and the other world. It has been aptly said that various systems of internal communica- "Cotton is King," since every thing of tions. The commercial independence commercial importance depends upon it of the South has become no longer prob- in the way of exchange. The cotton lematical. We possess the finest rivers, planter has, until very recently, conti 4th. The superiority of the harbor of Pensacola over all others on the Gulf of Mexico; and its national defenses. 5th. The probable expense of construction, connected with steamboats to New-Orleans, and the income derived. nued blind to his own interests, by de- Atlantic with the Gulf of Mexico, at pending upon expensive, uncertain, and the Bay of Pensacola. circuitous routes in the transportation of his productions to either domestic or foreign markets. "Direct trade" is the natural channel of communication between nations, and no fact is of more importance for the cotton planter to understand than this simple axiom.The intervention of third parties, the There is no interior town that we rates of commission, insurance, lighter- know of in the State of Alabama, in a age, steamboat transportation, wharf- more enviable position than Montgo age.drayage, and various other expenses mery-possessing a large, thriving and levied upon a bale of cotton before it can be shipped in a safe vessel to a foreign market, has rendered the ports of New-Orleans and Mobile a dread to the majority of planters of Alabama and Mississippi. energetic population-free from debt, and having a vast extent of rich agricultural country dependent upon her trade, by means of rail and plank roads that are being built, and all converging towards her as a common centre. It is To promote the mercantile and agri- not, therefore, surprising that the city of cultural prosperity of central Alabama, Pensacola should feel desirous to cona most important rail-road was under- nect and afford Montgomery that which taken, a few years since, to connect she most requires, to wit, a safe and Montgomery with the city of Pensacola. magnificent harbor, to increase her com. The causes that led to a suspension of this road are too well known to the citizens of these cities, to render any explanation at this time necessary; suffice it to say, it was simply owing to the monetary revulsion of 1836 and 1838, that paralyzed the prosperity of the entire country, and which rendered abortive the various attempts undertaken at that time, to open the avenues of trade with interior sections of the country. The Montgomery and Pensacola railroad has now assumed an importance its most sanguine and earliest advocates in no way anticipated. It will be the object of this communication to point out, as briefly as possible, the most prominent inducements that are now presented to the citizens of Montgomery and Pensacola, in favour of an immediate construction of this road. 1st.-The certain, cheap, and expeditious facilities of communicating with a commercial harbor of the first class; and the consequent concentration of mercantile and agricultural trade at Montgomery from the surrounding counties. 2nd. The saving of time, in favor of this road, over all others, in connecting the northern cities with New-Orleans, Texas, Chagres, the Tehuantepec route, on to the bay of San Francisco. 3rd. The advantages this road possesses over the Savannah and Brunswick routes now in progress, to connect the mercial and internal prosperity. Increase the facilities of trade, and you promote the opportunities for wealth, and the consequent influx of population. It has become an established fact that rail-roads increase the mercantile prosperity of interior towns, and enables merchants to establish wholesale stores at central points, thereby affording facilities for the capital of the surrounding country to be spent in its own vicinity, rather than seek a more remote market at the hazard of a tedious and expensive journey, which is a serious consideration with merchants, mechanics, and planters of small means. The his tory of all the towns along the Albany and Buffalo Rail-road-Schenectady, Utica, Rome, Syracuse and Rochester, that now contain populations averaging 10 or 20,000 inhabitants, are all corrobo rative of this fact. Look, also, at Chicago, built upon the low slash prairie of northeastern Illinois; ften years ago she could not number 5000 inhabitants; she now boasts of 40,000, with 2000 miles of rail-road converging upon her. Such is the result of well-directed individual enterprise, that could be illustrated by a hundred different examples. It is well known that the business of Montgomery is perplexed, and brought to a pause several months in the course of the year, by the shallowness of the Alabama River; and this frequently occurs in the most busy periods, when the Montgomery and Pensacola Rail-road-Expeditious Route. 569 pec route, on to the Bay of San Francisco, is easily demonstrated by an examination of the maps, together with the numerous enterprises nearly completed to shorten the distance between these important commercial points. travelling community is most anxious phia, Baltimore, Washington, Norfolk, either to go, or return from the northern Charleston and Savannah, with New cities. This annoyance compels thou- Orleans, Texas, Chagres, the Tehuantesands to take the more tedious route of the Mississippi River, who would otherwise select the more agreeable and expeditious way through Montgomery, thence on to Wilmington, Charleston, or Savannah. The stockholders of the Montgomery and West Point Rail-road are losing millions from this cause; and I see no way of avoiding the loss but by lending their aid and influence towards the construction of the Pensacola and Montgomery Rail-road. It is hardly possible to arrive at a correct data as to the number of passengers that would pass over the route, in the event of its connection with the Alabama, Georgia and South Carolina Rail-roads at Montgomery. Especially, after the Chagres and Tehuantepec Rail-roads are completed, and connections established by them with some point on the gulf coast, being the terminus of the long chain of roads leading to the northern cities. It may be safely relied upon, however, that 200 is a small daily average of passengers, since 100 is the present number passing through Montgomery, notwithstanding all obstacles by the river, and rail-roads not yet completed. The cotton trade is well worthy the consideration of the citizens of Montgomery, and a strict inquiry should be made as to the probable increase of this important branch of business in the event of this road being constructed. Whether the obstacles to be encountered upon the river-heavy steamboat freight, insurance, and the various expenses incidental, at Mobile-to wit, commissions, drayage, wharfage, lighterage, are not sufficient to draw off a vast amount of the cotton from the river, to be repacked at Montgomery, and thence forwarded to Pensacola, as opportunities present for shipment: thereby saving all those minor expenses which, taken together, detract so much from a bale of cotton in the Mobile market. It is not false prediction to say that cotton presses will line the river front of Montgomery, in less than a year after the construction of this road, and thus open a new avenue for employment and wealth to her enterprising citizens. Secondly.-The saving of time in favor of this road, over all others, in connecting the northern cities, New-York, Philadel Now, it is important for us to examine the merits of the Pensacola and Montgomery road, and to sustain by facts the priority it possesses over all other routes. The roads through Georgia and South Carolina are rapidly approaching their completion, and in a few months a direct communication will be had by rail-road, from the city of Montgomery to Wilmington, North Carolina, thence to Washington, Baltimore, Philadelphia, New-York, and, in fact, to every commercial city upon the Atlantic coast. Montgomery, then, is distinctly the terminating point of all the roads converging from the Atlantic coast to the Gulf of Mexico. Is it compatible with sound judgment, or, the progress of the times, that the property-holders of Montgomery should continue apathetic to their own permanent prosperity, and allow other cities to circumscribe and secure the elements of wealth, now within the control of her own citizens, by extending a rail-road to the Bay of Pensacola; and thus possessing the most magnificent harbor to be found either upon the Atlantic or the Gulf of Mexico? The saving of time in making a journey from New-York to New-Orleans, is superior to any other route proposed, or yet undertaken. It can be made in the short space of "Four Days," a rapidity greater than is even pretended to be claimed by the numerous improvements now in contemplation to connect the great commercial emporiums of the North and South. This time is calculated as follows; a good steamer can make the trip from New-Orleans to Pensacola in 16 hours, distance 200 miles; thence by rail-road to Montgomery, 160 miles in 8 hours: New-Orleans to Montgomery, via Pen- Montgomery to Wilmington, via S. Ca- Wilmington to Washington, R. R.... Equals 4 days........ ...... ..... 24 hours. 30 " 30 " 12 " 96 hours. The most gigantic efforts are making by the capitalists of the country to establish an expeditious and economical route to San Francisco. The western members of Congress are urging the propriety of connecting the city of St. Louis with the Pacific coast, and demanding aid from Government to promote the enterprise. Missouri has already commenced, and has now under contract, a considerable portion of a rail-road, extending westward from St. Louis, designed to connect with the Bay of San Francisco. But an undertaking of such magnitude is well calculated to intimidate the most courageous, and we may confidently expect youth to decay into extreme old age, before a rail-road, 2300 miles in length, will be made over an uninhabited country, to connect the Mississippi with the Pacific Ocean. The antagonistical interests that Montgomery has to contend against are nearer home, almost upon her own threshold. The Mobile and Ohio Rail-road, via Selma, is progressing with an energy that guarantees a completion at an early period, and when connected with the Central Illinois road at Cairo, will be a continuous, though "circuitous" route to the eastern cities. The following table of time and distance exemplifies the advantages of the Pensacola and Montgomery route to the Bay of San Francisco from the city of New-York. It has been prepared with care, and has been partly taken from a paper recently read before the Georgia Historical Society. Inquiries made by myself from experienced naval officers, pronounce the sailing distance and time correct. sacola route to connect the Atlantic with the Gulf of Mexico." The citizens of Savannah deserve the greatest praise for their comprehensiveness and perseverance in endeavoring to promote the prosperity of their city, by connecting with every point calcu lated to increase her wealth and impor tance. Their efforts are not to be overlooked by the good people of Montgom ery, lest they may suddenly find themselves circumscribed by the state of Georgia, and deprived of a convenient and safe harbor their own neglect has failed to secure. The Savannah and Pensacola railroad will be nearly four hundred miles in length, and will cost upwards of four million dollars; great as this sum may be, it will certainly be raised, and the road built, if Montgomery fails in duty towards herself. In the event of Montgomery and Pensacola being connected, it is a matter of doubt whether the other road will be constructed, since everything will be accomplished in favor of Savannah, in the connection of the Central Georgia road with the Alabama roads leading to Montgomery, and this idea holds good in respect to Charleston. The citizens of Pensacola are anx ious to join with Montgomery; the misfortune is, they have not much capital to invest, and must, therefore, depend upon her richer neighbor to push the work successfully to completion. All that Pensacola can do, however, will be done to the full extent of her means. It would be well if a Convention was called at Montgomery, and some plaa determined upon to undertake the work New-York to Pensacola by R. R. 1,000 mls., 72 hrs. at once, and terminate the great strug Pensacola to Tehuantepec....... 900 Crossing the Isthmus Equals 14 days, 6 hours.. 66 72 66 130 2,350 46 6 192 66 342 hrs. gle of sixteen years to connect the Atlantic with the Gulf of Mexico. The last Florida legislature granted a liberal charter to this road, and appointed the following gentlemen as commissioners, to open books and receive subscription for stock: Walker Anderson, W. H. Chase, B. D. Wright, O. M. Avery, of Pensacola, Florida. M. Bonclevare, John G. McLane, J. G. Robinson, A. J. Robinson, W. T. Sterns, C. Snowden,' W. Ashley, Asa Johnson, T. A. Melvar, A. Russell and A. Fowler, Conecuh county, Alabama E. I. Pickins, L. A. Bowling, W. J. Sturty, James Dunklein, T. I. Burnett, Harbor of Pensacola-Expense and Income of the new Road. 571 H. L. Henderson, H. B. Taylor, B. W. Henderson, and J. P. McMullen, Butler county, Alabama. C. Webb, A. J. Perry. G. Harrison, J. C. Swanson, and John Walker, Loundes county, Alabama, C. Cromlin, J. E. Belser, E. Sandford Sayer, John Craigen, J. J. Scribles, B. S. Bibbs, H. W. Hilliard, E. Barnes, J. R. Dilliard, R. Wall, and G. Matthews, Montgomery county and city. Any three of the abovenamed persons may open the books in such places as they may think proper, and keep them open until the whole capital stock is subscribed. It is important, however, that these commissioners should be prompt in the exercise of their functions, otherwise the charter will be forfeited. It is a constitutional law of Florida, that all incorporated companies should be organized, and the work commenced within one year after the passage of the act, or it becomes null and void. The general government has conceded the right of way through the public domain, in favor of this road, and continued efforts are being made by the Florida delegation to obtain alternate sections of land for six miles on each side of the line, similar to that passed in favor of the Central Illinois and Mobile roads. Fourthly, "The superiority of the harbor of Pensacola over all others, on the Gulf of Mexico, and its national defenses." The bay of Pensacola, as a harbor, has nothing to compare with it from the Chesapeake to the Rio Grande, or along Central and South America, until you arrive at Rio de Janeiro. It has anchorage for the most extensive commerce; and vessels are securely sheltered from the severest gales. The depth of water on the bar at the main entrance equals twenty-four feet, and has been stationary at this depth from time immemoial. As you ascend the bay, you find the same depth of water until you pass the city of Pensacola; distance from the bar about twelve miles. The largest class frigates and sloops-of-war frequently run up, and ride at easy anchorage off the town. The most important defenses are: First, Fort McCrea, on the main land, as you enter the channel to cross the bar. Second, Fort Pickens, upon the opposite side. Third, Fort Barrancas, on a high cliff, half a mile from Fort Pickens, on the opposite shore. Also, an extensive navy-yard, with floating dock, basin, and rail-way, now ready for the construction and repair of naval and merchant vessels. The health of the city and bay of Pensacola is proverbial, surrounded by open pine woods, and furnished with an abundant supply of healthy spring water. It is the favorite resort in midsummer of many families from Mobile and New-Orleans, who are attracted there by the facilities for salt-water bathing, and the remarkable salubrity of the climate during the unhealthy season. Fifthly, "The probable expense of construction, connected with steamboats to New-Orleans, and the income derived." We have endeavored, briefly as possible, to trace the various merits of this improvement, and the attention it is entitled to from the citizens of Montgomery. Another important feature is now to be considered, and, in fact, the one most essential to the success or destruction of the scheme. We allude to the probable expense and income of the road. The act of incorporation is for two millions of dollars-an amount exceeding the sum necessary for the accomplishment of the enterprise, according to the following calculation: 160 miles rail-road, Montgomery to Pen sacola...... .$1,600,000 Four first-class steamboats, to run daily INCOME. 200 daily passengers, 360 days, $8 00........ $ 576,000 150,000 bales of cotton. Deduct expenses... Equals net profit of 23% per ct.. 150,000 300,000 100,000 1,126,000 326,000 800,000 This estimate, we are confident, will be found greatly within the assets of the road; my object is, however, not to exaggerate, or to indulge in an enthusiastic confidence as to the ultimate prosperity of the road. The experience of a great lines of communication betw populous sections of the country, been found to exceed in profit, 1 |