the Alabama river affords a good navigation to Mobile for the greater portion of the year. At Montgomery a number of roads are built and being built lead. ing in every direction from the city. The most important one to them and to the "main line" (aside from the "main line" to Pensacola and Mobile) is the Montgomery and Eufaula road, which, running in a south-easterly direction, penetrates the richest and most extensive cotton-growing region of Alabama and South-west Georgia; and it is designed by this road to reach the South Atlantic at Brunswick. At Pollard the two main lines, viz: by way of Montgomery and Selma, come together, when they connect with the roads leading directly to Mobile and Pensacola. Thus, it will be seen that the time will soon come when there will be a Central Trunk railway, extending from the gulf to your city and beyond to the lakes, which will traverse almost every degree of latitude-every character of soil and climate, and every variety of produce. It is a striking fact in the principle of constructing public thoroughfares, and especially is it true when applied to railways, that that location is most remunerative as an investment, as well as most beneficial, when constructed across parallels of latitude. The reason is obvious. The productions of latitude differ, and there must of necessity be an interchange of commodities. How, then, will the construction of this Central Trunk road affect commerce? In my judgment it takes no prophetic eye to discern the result, and it behooves the commercial men of your city as well as of those cities lying beyond, you to examine well into this matter, and see the bearing the opening-up of this great thoroughfare will have upon your future commerce. Two causes have operated very greatly to the detriment of the commerce of the ports upon the South Atlantic and Gulf of Mexico. One is the visitation during the summer months of that dreadful scourge of the South, yellow fever -the other is the incapacity of their harbors, to admit any but the smaller class of vessels. Every one of them, without a single exception, having communication with the interior, are inaccessible to the larger class of vessels, and suffer more or less from the yellow fever: and without dwelling upon this point, I repeat, that these two causes have done more to injure and destroy the commercial interests of the South Atlantic and gulf ports, than all other causes combined. Remove these difficulties from Charleston and New Orleans and the result to their commerce can be hardly computed. Pensacola is, perhaps, the best, if not the only good harbor upon the gulf, and is the best in the Southern States, except Norfolk. It will admit vessels drawing twenty-two feet of water. It is also remarkable for its healthfulness. Mobile, under a system of dredging, lately adopted, is endeavoring, and, it is confidently believed, will very greatly improve her harbor. When Pensacola and Mobile shall have completed the various lines of railways now projected and under construction, extending in almost every direction into the interior, especially the Central Grand Trunk railway, they will become easy of access from all sections of the Union. And furthermore, with all the advantages arising to them by these railroad connections, with their inexhaustible supplies of ship-timber, with the immense coal-fields of Alabama opened up to them-with the further fact, that they are in close proximity to the gulf islands, and of the Central and South American States, and being nearly due north of Tehuantepec and the other "lines" of travel of the Central and South American States, they could by an increase of shipping, and establishing lines of steamers to run between these various points, draw to them and control a very large proportion of the commerce of the gulf. Especially would they be enabled to concentrate to them and transport, a large proportion of the immense travel, which is now, for the most part, controlled by New York, and instead of the freight and travel, from the Western and North-western States, going to the West Indies, Central and South America and California, having to seek a means of transportation at New York, as is now the case, this route being nearer, more direct, safer and cheaper, would concentrate and control a large proportion of it. Our trade with the gulf islands, Central and South America, is principally in provisions, and a close observer of the commercial world cannot fail to have seen the rapid growth of this trade, and the public mind has not been unmindful of the fact that the shipping upon the gulf has been, and is now, wholly inadequate to meet the demand. To increase the shipping and to foster and build up this trade, nothing more is required than a good safe harbor upon the gulf, made accessible to every portion of the Union. With a port affording such advantages, it would in a short time become the "Queen City" of the Gulf. The citizens of Cincinnati have, I know, been greatly exercised upon the subject of the best Southern route of railway. You can build in whatever direction you please-by way of Knoxville or Chattanooga, but I say with confidence, resulting from knowledge and experience, that you are as certain of coming to Nashville, ultimately, as that you exist; for the all powerful reason that the great wealth and productive capacity of the route to be traversed lies in the South-west. Other roads, I admit may be built, but a road South, directly through Nashville, is, as every day's added experience will demonstrate, an absolute necessity to the prosperity and greatness of Cincinnati. 3. STATISTICAL EXHIBIT BY DR. CALLENDER. Radiating from NASHVILLE is the Nashville and Chattanooga road, connecting with the McMinnville and Manchester road, at Tallahoma (distant 70 miles); with the Memphis and Charleston at Stevenson (distant 113 miles); with the East Tennessee and Georgia at Chattanooga (distant 151 miles); also the Western and Atlantic road to Atlanta. This is the south-eastward connection. It will be observed, however, that the Memphis connection at Stevenson gives Nashville a due south-westward connection. In addition is the Nashville and Decatur road, due south from Nashville, with a connection partially graded, and for some distance in running order, to Montgomery, Alabama. Westwardly and north-westwardly, crossing the Tennessee river at Johnsonville (this portion in operation), is the Nashville and North-western railroad to Hickman (from Johnsonville to Hickman, now under contract). At Hickman connnections are formed with the Iron Mountain road to St. Louis. Northwardly (50 miles) to Clarksville, by the Edgefield and Kentucky road, a connection is made with the Memphis and Ohio road, traversing West Tennessee diagonally. The Louisville and Nashville road and its connections are not included in this exhibit. The product in bushels of corn, wheat, oats, potatoes, &c., in the counties of Tennessee traversed by Nashville road, 7,851; orchard products, $57,500. The value of live stock in the counties of Anderson, Campbell, Scott, and Knox, $1,225,000; cash value of farms, $3,975,000; bushels grain, potatoes, &c., $2,950,650; orchard products, $11,000. STATISTICS OF KNOXVILLE ROUTE IN TENNESSEE. In Tennessee the value of live stock in the four counties of Tennessee traversed by the Nashville road, is $8,100,000; by Knoxville route, $1,225,000. 4,985,100 $14,500 The most direct gulf connection of Cincinnati is through Nashville, by Chattanooga railroad and connections to Charleston, 595 miles; to Savannah, 590; to Augusta, 458; to Macon, 390; to Atlanta, 287; to Eufaula, Alabama, 533; to Montgomery, 462; to Mobile, via Corinth (M. and O. railroad), 546; to New Orleans, via Grand Junction, 653; to New Orleans, via Jackson, 540; to Pensacola, all rail open, 540, to Vicksburg, via Grand Junction, 515; to Clarksville, Tennessee (E. and K. railroad), 50; to Memphis, via Clarksville (and Memphis and O. railroad), 260; to Memphis, via Decatur (Tenn. and Ala. and Memphis and Charleston-now open), 310; to Hickman, Ky. (N. and N. W. railroad), 171; to Memphis, via Nashville and N. W. railroad, 240; to Little Rock, Arkansas, 450. Estimating the distance from Cincinnati to Nashville at 260 miles, the following is an accurate table of distances. To Charleston, S. C. DISTANCE FROM CINCINNATI, via NASHVILLE. .855 miles. To Mobile, Ala. via Corinth.806 miles. "Atlanta, Macon, 547 " Difference in favor of Na.hville in Live Stock over Knoxville. .$ 1,875,000 Knoxville.. $46,500 The population tributary to the operating lines of road from Nashville to Chattanooga to Decatur-to Clarksville-to Johnsonville, 275,000. The population tributary to the operating lines of road from Knoxville to Bristol-to Chattanooga is 183,000. Difference in favor of Nashville over Knoxville, 92,000. The population of Middle Tennessee counties contiguous to Southern railroad lines (Nashville route) is as follows: Davidson county, 65,000; Dickson, 8,000; Sumner, 15,000; Wilson, 18,000; Mauray, 18,000; Williamson, 12,000; Giles, 16,000; Hickman, 8,000; Bedford, 15,000; Lincoln, 16,000; Marshall, 11,000; Coffee, 9,000; Lawrence, 9,000; Wayne, 8,000; Rutherford, 15,000; Franklin, 11,000. Total, 255,000. The population of Middle and East Tennessee lines contiguous to proposed route to Chattanooga, is— Overton county, 12,000; Scott, 3,000; Morgan, 3,000; Fentress, 5,000 White, 8,000; Van Buren, 12,500; Hamilton, 12,000; Rhea, 4,000; Meigs, 4,000; Bledsoe, 3.500; Warren, 9,000; Marion, 5,000. Total, 71,000. Population of Middle Tennessee contiguous to railroad east and west to Knoxville is Knox county, 20,000; Roane, 12,000; Jefferson, 14,000; Grainger, 10,000; Greene, 17,000; Bradley, 10,000; Washington, 18,000; Sevier, 8,000; Blount, 11,000; Anderson, 6,000; Campbell, 6,000; McMinn, 11,000; Munroe, 11,000; Hankins, 14,000. Total, 173,000. Difference in favor of Nashville over Knoxville, 87,000. Difference in favor of Nashville over Chattanooga, 184,000. Population in North Alabama tributary to Nashville Southern connections, viz: Morgan county, 12,000; Jackson, 18,000; Franklin, 19,000: Lauderdale, 17,000; Limestone, 15,000; Blount, 11,000. Total, 92,000. Population in North Georgia tributary to Chattanooga: Dade county, 3,000; Cass, 16,000; Gordon, 10,000; Whitfield, 10,000: Walker, 10,000; Floyd, 15,000: Catoosa, 15,000. Total, 69,500. Difference in favor of Nashville over Chattanooga, 22,500. Value of agricultural implements used on Knoxville route (4 counties,) $322,000; Chattanooga (12 counties), $472,000; Nashville (4 counties), $643,000. Value of agricultural implements used in 21 other counties of Middle Tennes see, to be supplied through the proposed Nashville route, and if not so supplied to be obtained from other points (Louisville, St. Louis or Chicago), $2,635,000. The value of agricultural implements used in 12 counties of Kentucky, on Nashville route, $653,000; Knoxville route, $204,000; Chattanooga route, $289,000. Value of home-manufactured articles in Tennessee; on Nashville route, $290,000; Chattanooga route, $224,000; Knoxville route, $94,000: _in Kentucky; on Nashville route, $319,000; Chattanooga route, $140,000; Knoxville route, $108,000. Capital invested in manufactures in Tennessee; on Knoxville route, $388,000; Chattanooga route, $388,000; Nashville route, $1,752,000. Difference in favor of Nashville over either, $1,364,000. 4.-SPEECH OF HON. A. S. COLYER. We hope to induce the people of Cincinnati to aid us in constructing a road to Nashville. Our purpose is not a contest or strife with any other portion of Tennessee. This we want to avoid. We have not a single word to say against the building of a road to or by Knoxville. Such a road would add to the wealth of Cincinnati and would greatly benefit East Tennessee; but we do not conceal the fact that we should look upon a road to Chattanooga as a movement in which the interests of Tennessee have been disregarded. To build a road through the mountains of Tennessee to Chattanooga would be like bridging over the State to get to Georgia. We take it for granted the people of Cincinnati know the character of the country over which this road would pass, and how little interest Tennessee would have in it. No railroad that Tennessee has the slightest interest in would be touched, except to cross one of them at Chattanooga in passing out of the State. Whatever there is to the people of Cincinnati in a road to Knoxville, we are willing shall bo taken into the account and the most made of it, because that is not ignoring the State; that is not simply making a bridge of the State to get somewhere else. East Tennessce has resources, and a road to Knoxville will reach them. But what we want to do at present, and what we confidently expect to do is, to convince the people, the business men of this great city, that it is their interest to unite with us in building a railroad from Danville to Nashville. The distance from Danville to Nashville and Knoxville is the same, or within a few miles of the same, and it is farther to Chattanooga than to either, by perhaps forty miles. So far as Tennessee is concerned, to say nothing of the connections at present, the advantages in favor of Nashville are incomparable. By reaching Nashville, Cincinnati is at once connected by rail with almost every wealthy county in middle Tennessee. The road in reaching Nashvile, would pass through some of the very finest portions of the State, and when you get to Nashville you are surrounded by a country in every respect, with the same improvements, equal to the finest valleys of your own State. It would favorably compare in richness of soil and productiveness with any portion of the United States. And this rich country in middle Tennessee is large; it embraces the counties of Wilson, and Smith, and Sumner, and Robertson, and Montgomery, and Williamson, and Murray, and Giles, and Marshall, and Lincoln, and Bedford, and Rutherford, and Davidson, and many others, and all of these are connected with this great enterprise by railroad. But especially would Cincinnati be interested in the new country opened up by this new railway. All that portion of Tennessee lying between the Nashville and Chattanooga railroad. and Cumberland river, and west of the mountains, would be made tributary to the enterprise. There is already a railroad extending from Tallahoma on the Nashville and Chattanooga railroad to McMinnville, in the direction of Danville. This road was intended to be extended, is chartered, and much of the work done this side of McMinnville, and would undoubtedly be extended so as to connect with a road from Danville to Nashville, by way of Burksville or Tompkinsville. This would give the enterprise, and the city of Cincinnati the first fruits, and, of course, the full harvest from all that fine country alluded to, and this is the only large extent of country in Tennessee not tapped by railroad. This is a productive country, and its trade to Cincinnati is worth the building of this railroad. This is to say nothing of the large extent of country beyond Danville in Kentucky, which is a virgin country, and, beyond doubt, its trade would be brought to Cincinnati. There aro 160 or 170 miles, with a large extent on either side, which now have no outlet by rail or water. This enterprise would not only at once connect Cincinnati with this rich portion of Tennessee, but it is at once connected with all of West Tennessee. The railroads now in operation are in process of construction, to put that fine cotton country in West Tennessee in connection with Cincinnati by direct railway. These rich portions, not only of West Tennessee, but also of middle Tennessee, are destined now for many years to be a cotton growing country. When you take these two grand divisions of Tennessee and compare them with any other country which can be reached by a Southern railroad in the same distance, it seems to me that the mind must at once rest upon that as tho the route for a Southern railroad. But when you come to look at the connections which are made by this line, and the outlet which you reach, the reasons in favor of this road seem to me to be overwhelming. If to reach the sea-board in the South, so as to open a direct trade,be the purpose of this great city, then I desire to submit a few facts. Long before this road can be built, the road from Johnsonville to Hickman, on the Mississippi river, will have been completed. This road is now in operation from Nashville to Johnsonville, on the Tennessee river; and the State has given tho road sufficient aid to enable the directors to go forward, and have it completed to the Mississippi river at once. This will be reaching the Mississippi river above Memphis. But, looking upon any of the late railroad maps, you will at once see what it seems to me must control it. In looking over the field from this stand-point, you will see that, by reaching Nashville, the question is at once settled as to your direct connection with the gulf seaboard-not at one place, but at the three most important points on the waters of the Gulf of Mexico. The Nashville and North-western railroad is running to Johnsonville; from there to Huntingdon it is under contract, and iron is ready to lay down. That takes you within thirty-eight miles of Jackson, West Tennessee. If the road from Nashville to Danville were completed, this little break between Huntingdon and Jackson is the only break in an almost direct line to New Orleans. From Jackson to New Orleans the road at present in operation, by the way of Grand Junction, Grenada and Canton, is almost an air line. From Nashville you will see on any of the late railroad maps another line direct to Canton, Mississippi; this is by way of Columbia and Mount Pleasant, and to this place the road was completed before the war. You will find in drawing a line from Cincinnati to New Orleans, it passes within fifteen miles of Nashville. The second station out on the N. & C. R. R., Lavergne, is in an air line from Cincinnati, and at no point between Cincinnati and New Orleans is the line of railroad by the way of Danville, Nashville, Johusonville, Huntingdon, Jackson, Tenn., Grand Junction, Canton and Jackson, Miss.. more than seventy-five miles from an air line, that is drawing the line from Cincinnati to Manchac, the point above New Orleans where the road strikes Lake Ponchartrain. And if the road from Mount Pleasant to Canton were completed, it would nowhere be fortymiles from an air line. Not only do you thus reach by almost an air line of railroad, the greatest of the Southern seaboard cities, but traveling the same line to Jackson, Tenn., you there take the Mobile and Ohio railroad, and thus by the most direct line that can be found, you reach Mobile. From Nashville to Decatur, Ala., the Tei nessee and Alabama railroad is in operation. This is in a direct line from Nashville to Selma, on the Alabama river, and is the terminus of what is known as the Southern and Northern road, or Alabama Central. It extends from Decatur, Alabama, to Montgomery, Alabama. About one hundred miles of the road have been graded, and it is the pet scheme of Alabama. The State several years ago, appropriated $800,000, besides a large amount of land given by the Federal Government, and the road would have been in full operation now but for the war. From Montgomery, Alabama, a railroad is in operation to Pensacola, the finest harbor on the Southern or Gulf coast; and a road is also in operation from Pollard (on the road to Pensacola) to Mobile; so that by Nashville a direct connection is made with Pensacola and Mobile, by the way of Montgomery. And what is known as the McMinville route, if that connection is made, would open a connection with Alabaina and Geor gia-the road having been completed from Pechard, on the Nashville and Chattanooga railroad to the State line, and beyond that most of the road is graded, and will be completed to connect with the road in operation from Selma, Alabama, to Blue Mountain. Now, what are the relative advantages of these connections as compared with other connections farther cast? If yon go directly to Chattanooga, you have a direct line to Georgia. You do not thereby make or form any direct line with the great cities of the sea-board. You are off the line to Mobile and New Orleans, and you are off the line of Charleston; but as you go to Nashville, you thereby secure a direct connection with New Orleans and Mobile, and you make connection with a road to Pensocola. The difference between the countries tapped by those several lines is incomparable. The country in North Alabama, which is reached by the Decatur road, is a country of vast wealth. The Tennessco valley is very rich, and iron in North Alabama is found in large quantities, and you reach all the country on the Alabama river and on the Bigbee, and the rich prairie lands of Mississippi. From Jackson, Tennessee, to Mobile, and from the same point to New Orleans, the roads pass over a very fine countrya country of vast wealth and resources. You reach Nashville, Memphis, Jackson, Miss., Columbus, Mobile, New Orleans, Montgomery and Pensacola. Cincinnati can secure a large portion of this trade by making the connection to Nashville; and all this country is cotton growing. 5. THE SOUTH CAROLINA RAILROAD. The president of the South Carolina railroad makes the following statement of the losses of the road during the military movements in that State : |