Atlanta And Its Builders, Vol. 1 - A Comprehensive History Of The Gate City Of The South. Thomas H. Martin
no little disorder, to which the railroad "rowdies" largely contributed, and with which the local authorities were unable to cope. When Marthasville began to grow in earnest, after the Georgia road came, it presented the lively and picturesque appearance of a frontier town, particularly on the busiest market days and public occasions. Canvas-topped mountain wagons with curved, scow-like beds, rolled in by the score, long-barreled squirrel rifles leaning against the front seat beside the husky driver and a troop of hounds and nondescript curs following behind. These rural visitors from a long distance usually camped in the public square and stayed several days. As they sought the railroad only at long intervals, they were heavy purchasers and the merchants exhibited enterprise in endeavoring to attract and hold their trade. There was much rivalry between the new town and Decatur, which up to this time had not been materially affected by her rival's struggling existence. Thenceforth, however, the county-seat realized that Marthasville was a very serious factor to reckon with, and began to lose ground. Cotton, wheat, and other staple country products came to the railroad point in steadily increasing quantity, and the town grew apace.
Before closing this fragmentary record of the first year or two of the corporate existence of Marthasville, it will interest our readers to supplement this chapter with an extract from a paper on the early history of the place which was printed in the Atlanta Journal, under date of December 15, 1883. The paper in question describes the hamlet just before the completion of the Georgia Railroad and the celebration of that event, as follows:
"The completion of the first railroad was a great epoch in the history of the town, which was called at that time Marthasville. Before this, however, the Western and Atlantic was slowly working its way to the town, and at that time was in working condition about as far as Marietta, maybe a little further. This, however, was not sufficient for carrying on the commerce of the town, small as it was. In 1845 Marthasville was too small to be called a village. The four, now principal, streets of the city were then straggling country roads, and the only clearing of any importance was right at their junction. Only about twelve or fourteen families resided here, and the entire population was estimated to be about one hundred souls. The dwellings were mostly log cabins, such as today may be seen on the frontier in the West. On the southwest corner of Marietta and Peachtree streets stood a small grocery story, owned by Jonathan Norcross. Fronting this stood Kile's grocery store, and down near where the Markham House now stands was a grocery store kept by Collins & Loyd. In the rear of the Republic block, on Pryor street, stood a two-story frame building which was used by the officers of the Western and Atlantic railroad. On Peachtree street, near the site of the First Methodist church, stood a small wooden building used as a schoolhouse, church and public hall. These were the most notable features of that time. On the 15th of September, 1845, tne Georgia Railroad was completed to Augusta, and the first through train came to Marthasville, bearing Judge John P. King, the president of the road, and several other railway magnates and distinguished persons. The scene in the neighborhood of the depot can be better imagined than described. Almost the whole population were present, and the wildest excitement prevailed. Farmers in the country, for forty miles around, had heard of the advent of the iron horse for days, and when die time arrived they were on hand in force. Some came in one-ox carts, with their families, and from the supply of provisions which they brought it was evident that they intended to have a jubilee. Atlanta has had bigger crowds, but never one so wild and delirious with excitement. The locomotive was eagerly inspected, the cars were examined inside and out, the engineer and fireman were interviewed, the conductor was looked upon as a hero, the president of the road and the other distinguished gentlemen were heartily welcomed. The enthusiasm of. the people knew no bounds, and in accordance with the times, a mass meeting was held. The place chosen was about a half mile northwest of the depot, Walton Spring. The names of the speakers have not been handed down to this generation, but among them was Colonel John M. Clarke, the father of our well-known fellow citizen. Colonel E. Y. Clarke. An old gentleman who was present at this meeting informed the writer that the address was a masterpiece of eloquence and created tremendous enthusiasm. The speaker pictured, in a prophetic way, the future of Atlanta, dwelt upon the importance of commercial facilities, and speaking of the Georgia road, said that its completion had 'tied the ocean to the hills.'
"With a railroad to Augusta, Marthasville began to grow rapidly. Such men as Jonathan Norcross, James Collins, Dr. George G. Smith, A. P. Forsyth, Joseph Thompson, Thomas Kile, William Kile, the Joys, David Dougherty, Wash. Collier, 'Cousin' John Thrasher, the McDaniels, Colonel L. P. Grant, Judge Hayden, and others, began to put forth their best efforts to build up the town and raise it to a condition of law and order. The attention of capitalists and speculators was drawn to the place, and many made investments which laid the foundation of subsequent fortunes. About this time John C. Calhoun, while journeying to another point, stopped in the town, and with his far-seeing sagacity, predicted that the place would one day be the most important inland city in the South. Business naturally improved under these conditions. Merchants enlarged their stores, and also built new ones, and a better class of dwellings sprang up. The citizens were so full of their dreams of future greatness and prosperity that a general desire was felt to shake off the name of Marthasville. They wanted a name with a bigger sound, and Atlanta was suggested by J. Edgar Thompson, chief engineer of the Georgia Railroad. The name struck the popular fancy, and it was unanimously agreed that it filled a long-felt want. There was no charter, no regularly organized government, but by common consent the name of Atlanta was adopted and recognized by the railroad authorities and everybody. The minister who preached the first sermon in Atlanta, the Rev. F. M. Haygood, recently passed away at his home in this city, having reached the patriarchal limit of four score years. Mr. Haygood, in one of his trips, reached here in 1846. Meeting Mr. Jonathan Norcross, he soon learned that Marthasville was no more, and that Atlanta was the newly adopted name. The next day Mr. Haygood held service in the schoolhouse, and preached from the first chapter of John, 29th verse, 'Behold the Lamb of God, which taketh away the sin of the world.' This was the first sermon ever preached in Atlanta. Before dismissing this matter of the naming of the place, it is proper to state, however, that the name of Atlanta was not duly recognized and legalized by the legislature until more than a year later — some time in December, 1847.
"Probably a year after the first railroad reached Atlanta, the population did not number more than four hundred persons, but that was considered rapid progress, under the circumstances. In our early days there was very little law in the place. Every man stood ready to resent an insult, and to defend his person and property with a shot gun or pistol. A population consisting of dangerous and bad characters annoyed the citizens not a little, and it took the most determined measures to keep peace and order."
CHAPTER V. SOME EARLY CONDITIONS AND INCIDENTS
It is safe to say that Marthasville trebled her population within a year after the completion of the Georgia Railroad. This brief period witnessed the completion of a third railroad — the Macon & Western, over which the first train was run to Marthasville in 1846. The little town, by this time fully conscious of its bright destiny, was wide awake and aggressive in pushing its interests and publishing its advantages. The third great railroad accession was greeted with a jollification mass meeting, as the other two had been, and it is recorded that this celebration surpassed all preceding occasions of the kind by far in point of attendance and enthusiasm. Daniel Floyd and Mark A. Cooper were the orators of the day. The arrival of the Macon & Western caused a great shaking up in real estate circles and had much to do in making and unmaking fortunes, as witness the following account of realty affairs by Colonel E. Y. Clarke:
"It was intended at first to build the depot of this road near the present round-house of the Western & Atlantic railroad, and the embankment by the mineral spring, known as the 'Monroe Road,' that being the name of the Macon & Western before it changed hands. This intention of the management occasioned great excitement in the village. Those who had settled near the present passenger depot became alarmed for fear that the junction of the two roads would become the business center of the future town. Hence they determined to induce the president of the Macon road to abandon the original purpose, and make the junction and depot near the terminus of the State road, or present general passenger depot. To do this, Mitchell offered ground for the depot, and it was accepted. This was a turning point in the affairs