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ATLANTA HEADS FULL OF WHEELS

Apr 19, 1896

The Constitution: Atlanta, GA – Sunday, April 19, 1896

Nearly Everybody, Young and Old, Rich and Poor, Is Riding Nowadays.

When Atlanta’s first big exposition was in progress fifteen years ago a spinster school teacher, tall and slender and elderly, was “seeing the sights” with her sister. She came from a little settlement hidden away in the mountains of Rabun county, and it was her first visit to a big city. The cotton exposition contained many marvels which excited her wonder, and she frequently expressed her surprise in the crude parlance of a mountaineer.

“Well, I’ll swow, Mandy,” she said on more than one occasion, “what will these city folks do next?”

Her greatest surprise-perhaps it would be fair to say-her greatest shock, occurred on the last day of her visit. The high bicycle was a new thing in Georgia at that time and its appearance on the streets was watched with interest by everyone. To the school teacher it was more than interesting, it was phenomenal, and at the first sight of one she clutched her sister’s arm in wild alarm and told her to “look quick and see that wheel running away with a man.”

The good lady, if she is still alive, would see about 1,200 wheels “running away” with men and women, too, if she would pay Atlanta a visit today.

The growth of the bicycle “craze,” as some people insist on calling it, has been very healthy and fairly rapid in this city of late. From December 1st there have been nearly 500 new wheels sold in Atlanta. Of this number 400 are being ridden daily by Atlanta people. There are 1,200 wheels in daily use here, which is clear evidence that bicycling is beginning to be appreciated as a healthy and enjoyable sport.

Those who think that Atlanta is leading in this innovation, however, are mistaken. Atlanta is not so far behind other cities on the bicycle question as to be ashamed of her position, but she is by no means leading the van, not even in the south. Savannah, St. Augustine and New Orleans have become thoroughly imbued with the bicycle fever, and in proportion to population they are slightly ahead of Atlanta.

If Atlanta had as many bicycles in proportion to population as Washington, New York, Boston and Chicago there would be in the neighborhood of 10,000 wheels instead of 1,200.

A bicycle salesman, one who is thoroughly posted on the bicycle situation in every city in America, said yesterday that he believed the bicycle business in Atlanta was more promising today than ever.

“The people here have just come to the full appreciation of the merits of the wheel,” he said, “and I confidently expect to see 2,000 wheels in this city at the close of the season where there are only 1,200 now. The people people are practically unanimous in indorsing the sport and society has stamped with its approval the debated question: “Shall women ride?”

Good Roads for Bicyclists.

Peachtree street is the wheelman’s delight. Pryor street is satisfying to the most fastidious. Aside from these two thoroughfares Atlanta is deficient in bicycle paths, but the suburban roads afford excellent riding. Those who have ridden long enough to become inured to a good, long tour, find a spin out to Lithia Springs or Stone Mountain enjoyable. The roadways through and around Inman Park are good. The trip to Buckhead makes a pleasing run of fourteen miles. One of the favorite bicycle paths is along the old Peachtree road and great things are expected of the road to the barracks if the government will pass the appropriation for improving it.

At present there are no large bicycle clubs here. Small parties can be seen every morning and evening when the heat of the sun is not oppressive, spinning away to the suburbs. Tourist parties from northern and eastern cities often rent wheels for an afternoon to take a better look at the Gate City and its surroundings.

It is said that preliminary steps are being taken to organize a very large club of local wheelmen who will take regular tours every evening.

Scorching Habit Condemned.

The theory that every rose has its thorns applies with as much truth to bicycling here as elsewhere. The “Scorcher” is the bete noir of the beginner’s life. As Mr. B. F. Copeland, the manager of the riding school at the Gate City Guard’s armory said yesterday: “There is nothing which so retards the growth of bicycling in this city as scorching. It would not be a bad idea if the city council would pass an ordinance prohibiting great speed within the corporate limits.”

This has been done in nearly all of the larger cities. In New York the policemen who are stationed along th Boulevard are provided with bicycles for the purpose of arresting wheelmen who go faster than the law allows. The great bicycle path from Brooklyn to Coney Island, which is said to be the finest in the world, is always patrolled by policemen in knickerbockers, who can “scorch” most of the racers when it is necessary to make an arrest. In case they cannot catch a fast racer their shrill whistle causes the policeman ahead of him to mount his wheel and when Mr. Scorcher has distanced his first follower he finds himself in the clutches of the second or third, as the case may be. It is impossible to escape and yet is surprising how many bold wheelmen will attempt it. There are at least a dozen such captures on the Brooklyn bicycle path every Sunday.

Atlanta Policemen on Bicycles.

The ladies of Atlanta are the great enemies of the scorchers. They have begun a crusade to have the habit stopped and they are firm in their determination. The chances for a bicycle squad for the Atlanta police force are good. In case the city council passes an ordinance restricting the speed on Peachtree street it will be necessary to mount the policemen who patrol that thoroughfare on bicycles in order to prevent violations of the ordinance.

Where Beginners Learn To Ride.

One of the most interesting sights to be seen in Atlanta at this season is the classes of beginners at the Columbia Bicycle academy in the Gate City Guard’s armory. There is much to arouse the mirth of the visitors, but there is little of humor to the novices themselves except when they are resting and their friends are “going through the mill.”

The beginner as a rule has the look of a wild horse who suddenly sees the approach of a locomotive for the first time. There is a glare of fright and curiosity in the eyes, which is in strange contrast with the clinched teeth and the expression of “do or die” depicted in the tightly closed mouth. The best time to see the show is from 8 to 10 o’clock at night, when the business men are taking their first lessons. Awkwardness, timidity, assumed boldness, despair and uncertain hope are illustrated as well as they could possibly be by the actions and expressions of the “first nighters.” It must be seen to be appreciated. No description can give a fair idea./

The management of the school says that the ladies learn very much more easily than the men. They are less awkward. The ladies’ classes are from 8 a. m. to 1 p. m. and 2 p. m. to 6 p. m. The ladies are also given what are known as direct lessons. When they reach a certain point in advancement and gain a little confidence they are put in charge of an instructor and taught on the street. There are many expert graduates of the school among the lady riders of the city.

Major Fitten a Graceful Wheelman.

Major John A. Fitten is one of the city’s graceful wheelmen. This is true despite the major’s 265 pounds. He flits about with ease, notwithstanding that he is a heavy weight.

He learned at the wheeling school in the Grand. It took him some time, but he learned thoroughly. His school days were attended with many hard knocks and falls, but he pulled through without any broken limbs. He is now having a huge wheel of stout frame specially manufactured for himself and in a short time he will be spinning over the city’s by-paths on his trusty charger.

Major Fitten took his lessons at the school at the early hour of 6 o’clock in the morning. Rosy from a good night’s sleep he would hie himself to the school. He would mount the wheel with the courage of a Spartan and proceed to land himself violently upon the floor some twenty feet from the starting point. Nothing discouraged, he would spring to his feet nimbly, scurry upon his vehicle and hurry away again.

He had a great rival in the person of Colonel Thornton, who also tips the scales at 265 pounds. They took lessons together and had many an exciting encounter. Their antics were the talk of the school and every pupil felt a deep personal interest in the outcome of their studies. They both graduated about the same time are now vieing with each other in the ease and grace with which they spin across the country.

The teacher, Mr. Copeland, also taught Speaker Tom Reed the mysteries of the wheel. This occurred last spring and it was not an easy task. The speaker weighs 295 pounds and he is not unlike Major Fitten in physical build. “Major Fitten is much more more agile,” said Mr. Copeland yesterday, “and handles himself much better. He learned much faster.”

Smashes a Wheel.

Jim McKeldin is one of the city’s enthusiasts. He has been riding a beautiful $125 wheel of which he is immensely proud. He was out on the asphalt with a party a few nights ago and met Major Fitten.

“You don’t know the first thing about riding,” said the major scornfully.

“I don’t, eh?” said Mr. McKeldin; “suppose you try it.” He hopped off his wheel. “Here, get up, major, and give us a lesson,” he said.

The major held back modestly. “Oh come on,” said Mr. McKeldin.

“Well, here goes,” said the major, and he made a leap for the saddle. The wheel shot gracefully forward. The pedals responded easily to the major’s expert touch. He went sailing down the asphalt as graceful as a fairy.

There was a sudden crash, and looking, Mr. McKeldin saw his wheel sink into utter ruin and collapse beneath the major’s portly form. It was not an ordinary collapse. It was an extraordinary one. The wheel did not simply break in part. It broke all to pieces, into hundreds of pieces. The seat was mashed as flat as one of Aunt Jemima’s pancakes, and the wires of the wheels were twisted into a million shapes. It was hard to tell whether it was the remains of a bicycle or a dynamo. There was no semblance of a wheel left.

Isham Daniel’s Ride.

Although Mr. Isham Daniel has laid strict injunction upon his companion not to repeat the story, it has gained general currency and I will repeat it here-the story of Isham Daniel’s swift and disastrous ride.

He took to the wheel gingerly. He did not enter into it with that conquer in-a-minute-or-die spirit. He was patient. He lacked confidence, and he wanted room. He did not like to ride on a street on which there were any other moving objects, and he always avoided cars. Cars were his pet fear.

He went out with Jim McKeldin the other afternoon late. He paced along carefully until Wilson avenue was reached. It’s a fine drop for the wheelmen down Wilson avenue to the expostion gate.

“Go it, Isham, I’ll follow,” said McKeldin.

Mr. Daniel moved forward slowly at first, his wheel gaining in celerity as he went. Presently it was moving at furious speed and the rider found his feet off the pedals and himself unable to regain control of the mad steed. At this juncture a car loomed into view, coming toward him in front. He knew for a certainty that collision with that car was inevitable. The thirty feet of space that he had on his side of the track was far too narrow to allow him to pass in safety. There was but one thing to do; he would dash into the sidewalk.

It was a startling spectacle that Mr. McKeldin looked down upon. He saw his comrade swerve violently to the right and with the force of a steam engine dash into the high curbing. The wheel stopped with a crash and was dashed to pieces, and the force of the collision lifted Mr. Daniel from his seat and planted him over in the vacant lot. He got up unhurt, glad to sacrifice a wheel as the price of his own life.

And There Are Others.

Mr. Thomas C. Erwin is also a victim of the freaks of the wheel. He was hurled from his, near Fort McPherson, last Sunday, and skated along the road on his face for a considerable distance. The experience was very damaging to the smooth contour of his face.

And there are others who are wearing bandages, poultices and plaster casts. The percentage of accidents is naturally high, considering the large number or riders there are in Atlanta. None of the sufferers from the wheel have given up, however. They are waiting to get well, when they will ride again.

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LINK ATLANTA’S PARKS

Feb 2, 1896

The Constitution: Atlanta, Ga. Sunday, February 2, 1896.

Plan To Encircle the City with a Magnificent Boulevard, Touching All the Resorts.

WOULD REQUIRE VERY LITTLE EXTRA WORK

Over Two-Thirds of the Road Necessary Already Exists and Is in the Best of Condition.

THE COUNTY COMMISSIONERS HAVE PASSED UP SOME WORK

The Plan Would Afford the City What It Has Not at Present, a Grand Driveway Over a Picturesque Course.

Atlanta, a city of drivers, driving clubs, mettlesome teams, glossy turnouts and inviting suburbs, is almost without drives.

The city is environed with lovely scenery. Fresh hills of green, softly carpeted fields and cool, inviting valleys begirt the city. Nature has done her best to please the eye. Her canvas is perfect. And our people have done much to improve it in the way of development. Beautiful homes have been set about in pretty nooks, just close enough to the city to enjoy its benefits and far enough away to escape its smoke, its dust and its disagreeable features. These homes are delightful to live in and charming to look upon, and there is but one objectionable feature connected with them. There are no smooth, inviting drives leading to them.

Yet all around the city, forming almost a complete circle, are bits and pieces of excellent roads which, with a little work, could be linked together, forming a magnificent driveway about the city and touching all the lovely points.

Not only would this splendid chain of boulevards encircle the city and form one of the most beautiful  and magnificent drives to be found in the south, but it would link together the pretty parks that stand on every side of the city.

The city is environed with inviting breathing spots—places where nature has been lavish with her gifts and where beautiful scenery and landscape have reveled. To the northeast is Piedmont park, with its hills, its groves, its lovely buildings, its beautiful lake and splendid surroundings. It is connected with the heart of the city by Peachtree street, a direct route, which, with its splendid asphalt and chert, forms one of the very few select drives in the city or about it.

Peachtree street is all that could be asked of it in the way of beauty and improvement, yet on pretty afternoons when the air is full of tonic and the sun shins caressingly it is too greatly crowded to admit of any sort of comfort. Elegant equipages bowling along almost choke up passage and frequently traffic is impeded. The crowded condition of this, the city’s choicest drive, argues the crying need of more good thoroughfares suitable for driving.

It is just a step from Piedmont park to Grant park, but so poorly are the streets laid out that it never occurs to any one to take in the two parks in an afternoon’s drive, and yet it could easily be done with just a little work. The broad boulevard which stretches along the eastern limit of the city is an almost direct route from Piedmont park to Grant park. It touches Piedmont park on the eastern margin and stretches away to the south, running along the eastern side of Grant park. It is wide, well paved all the way and traverses a beautiful section of the city—a section that is just springing into life. New residences are going up all along the boulevard and new streets are being cut into it at regular intervals on the east and west.

Only a Slight Change Needed.

It is an almost direct line between the two parks, as stated, but it deflects slightly when the Georgia railroad and the Southern railroad are reached at Decatur street. North Boulevard cuts into the latter street just in front of the big bag factory of Elsas, May & Co. Owing to the physical nature of the ground hereabout it was impossible to effect a direct crossing and because of this fact the only deflection in the big, wide boulevard occurs here. It is not a serious objection by any means, however. The railroads can be easily crossed, the street skirting the eastern edge of Oakland can be opened out and put in condition and made to connect the North and South Boulevards. It will have to be improved a distance of about two blocks only to make the connection complete.

South Boulevard, which would thus be reached, is wide, spacious, well paved and marks a lovely course. It is but a short distance along it to Grant park and Little Switzerland. The route is a beautiful and inviting one and one that is always a pleasure to drive over.

The park reached, there are many circuitous drives winding through it that tempt the driver. The drive through Little Switzerland, the drive to McPherson’s monument, the drive around pretty Lake Abana and the many other shaded thoroughfares in the park offer a world of pleasure to the driver.

Leaving Grant park after coursing over as many of the beautiful drives within it boundaries as pleases the fancy of the driver, Georgia avenue affords a splendid outlet to the west. Here again is an unusually wide thoroughfare, well paved and leading from east to west through the southernmost part of the city. It goes in a direct line with scarcely a crook or turn. It is open straight through from Grant park to McDaniel street, which is within a block and a half of the East Tennessee railroad track.

A distance of one-fourth of a mile lies between the end of this avenue  and the Whitehall street crossing at West End. The proposition to cut Georgia avenue through in this direction to a point from which connection with Whitehall street at the crossing could easily be made has frequently been discussed by the county commissioners. It is a small piece of work, and President Collier says that it would be a matter of small labor to open it through, thus connecting that part of the city west of the Tennessee railroad and West End with the eastern part of the city. This of itself would be an improvement that would be welcomed by all the residents in that vicinity.

This avenue opened, an easy outlet to West End would be afforded and the last year’s project of the county commissioners to construct a new fifty-foot road from a point just south of the Whitehall street railroad crossing to Fort McPherson would be an easy matter to carry out. For some months the county commissioners have worked on this favorite project. Their plan was to construct the road on the east side of the Central railroad and parallel to the railroad tracks to Fort McPherson. The route proposed is some distance from the railroad track and would be perfectly safe so far as trains frightening horses is concerned.

Right of Way Secured.

The route for this road was laid out early last year and it passed through a stretch of country that is perfectly beautiful. It is magnificently wooded and lovely new homes are dotted all about. The commissioners mapped out the route and went so far as to secure the right of way. They were successful in the latter point, securing the consent of all the property owners along the route for the construction of the road.

A more inviting route could not be found anywhere around the city. It is comparatively level, and with a little grading could be made into an ideal drive.

A driveway to Fort McPherson has long been wanted by those of our citizens who drive. The fort is quite a popular and interesting place with our people, and at present it can only be reached by the hilly dirt road that runs along the railroad track. The constantly passing trains render this very dangerous to drivers and the need of a driveway removed from the railroad track has long been felt. It was in recognition of this need that the county commissioners took up the matter. They laid out their route, and, as stated, secured the right of way, but for some unknown reason dropped the matter. It seems that all the commissioners favored the project and wanted to see the road built with comparatively little cost to the county. The grading was to be done by the county convicts, of course, and would have been a matter of ony a few weeks.

The plan of the commissioners contemplated a bridge over the railroad just north of Fort McPherson station, thus obviating the danger of grade crossing. This bridge would be erected almost in front of the entrance to the fort and would be highly convenient.

This part of the road can be constructed with little delay and trouble. It will meet a requirement which has long been felt and will afford the city a drive such as is to be found nowhere about the city at present.

Returning from the fort it is proposed to construct a road along the western side of the railroad tracks at about the same distance from the tracks as the road going out. This road, like the other, could be made with little expense. The country through which it would pass is very level and very little grading would be required. A delightful drive to West End would thus be formed. This road would terminate at Ashby street, which thoroughfare is already open to within short distance of the new waterworks reservoir park. Ashby street is a magnificent drive, covering a distance of about two miles to the reservoir and passing through all the picturesque section on the west of the city. Much that would be new and interesting to our people would be presented by a spin over this new thoroughfare, which is already in condition for travel.

An Attractive Resort.

The new waterworks reservoir park is one of the most attractive points for drives around the city. With a little expenditure of money this could be made one of the most beautiful parks in the south. Its natural advantages are unsurpassed. In summer it is ideal. It is walled in with lovely hills, crested with green trees and the picture is one that enchants the eye. In summer it is a favorite drive with our people, although little or nothing has been done to beautify it or make it attractive. With Ashby street opened through to the reservoir, its popularity would equal that of any drive in the state. Ashby street is already opened within a third of a mile of the reservoir and but little work would be required to complete the avenue to the big pond.

From the reservoir to Piedmont park is but a step and the connection could be easily made. The distance is about a mile, and already a route between the two points has been proposed. Those who have considered the matter propose to extend Wilson avenue directly through to the reservoir. The route is direct and has already been surveyed.

The county commissioners took up the matter several weeks ago. At that time they decided to make the extension at once and the work was passed up by the commissioners and ordered done. It is among the improvements of the near future and will be made as soon as the county convicts can reach it.

The improvement will be a great boon to the city’s drives. It will open up a direct avenue from the reservoir to the entrance to Piedmont park. It will be a favorite drive with the members of the driving club. It is convenient to them and will offer many attractions delightful to the driver.

Complete Circuit of the City.

This completes the circuit of the city, presenting a continuous boulevard around the city, touching at all attractive points. Starting at Piedmont park, a spot frequented by all Atlantans and where the driving club is located, it passes Ponce de Leon, Grant park, Little Switzerland, Fort McPherson, West End, Waterworks park, returning to Piedmont park, the starting point. This makes a drive of about eleven miles in length and presents a spectacle of beautiful and varied scenery, as grand as can be furnished anywhere in the city. This reform could be accomplished with little work. Two-thirds of the road is already in existence, and all that is needed is the building of some short bits of road to connect the boulevard already open to travel. The county commissioners could do the work with convicts and the cost would be merely nominal. It would be, too, but a matter of a short time. There are 227 convicts in the county’s service and it would take them but a few weeks to make the connections proposed. Compared to the great benefits that would be derived, the cost is nothing.

The two drives would not be the only ones to reap the benefit from the extension of the roads suggested. It would link the city’s parks together and afford easy access from one to the other for all the people. The wheelmen wold also be great gainers by the change. It would be a pleasant spurt for them to encircle the city in a morning’s or late afternoon’s ride.

The accompanying map shows the proposed route of the park boulevard. It will be seen at a glance that it makes a complete circuit of the city and leaves out no point of interest on the way. The route is replete with interest and presents many attractions. It will also be seen that with a little work Atlanta might have a magnificnet drive by cutting the city in half. Peachtree and Pryor streets with their pavements of vitrified brick and asphalt and chert extend through the city from one side to the other, passing right through the heart of the town. For over a mile beyond Wilson avenue Peachtree has been paved with chert. This gives a smooth drive of about three miles from the utmost limit of the chert to the Capital City club. To continue this paving through to the point where the vitrified brick paving begins on Pryor street would be but natural and desirable. Only about six blocks would have to be paved to connect the two. Then an unbroken drive of over seven miles would be presented. Pryor street has been opened by the county commissioners to within two hundred yards of the old waterworks property and the drive is a beautiful and picturesque one.

A Spin Around Town.

A spin from the point on Peachtree to the old waterworks property, over a surface of chert, asphalt and vitrified brick would be a godsend to our drivers. Some day this will be possible; in fact, there is already a strong feeling in favor of the paving of the short space that divides the good paving on the two streets.

City Engineer Clayton has long been a hearty advocate of the plan to circle the city about with a continuous boulevard. He has made a study of the question and states that it could be done by the county convicts with little cost. He knows the topography of the country thoroughly and is well acquainted with the difficulties that would be encountered. When he was asked about the project he expressed himself as being in favor of it.

“With the boulevard built around the city,” he said, “our system of parks and boulevards would be equal to that of Chicago. Very few of our citizens realize what splendid advantages we have in the way of parks. With the expenditure of a little money and care our parks could be magnificently developed. I am in favor of the boulevard about the city and hope to see it constructed.”

President Collier, of the county commissioners, was most favorable impressed with the proposition when it was presented to him.

He said it seemed altogether feasible and could be done by the county convicts. He talked at length on the proposition, and was inclined to believe that it would be a great thing for the city, county and the driving public.

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“BASKET BALL.”

Mar 23, 1893

AC 1893-02-23 p3 Basket Ball

THE CONSTITUTION: ATLANTA, GA. THURSDAY, MARCH 23, 1893.

A New Game That Will Be Inaugurated at the Christian Association Tomorrow.

At the Young Men’s Christian Association tomorrow night the public will be given an opportunity to witness the inauguration of a new game that is destined to acquire wonderful popularity in this city.

The name of the game is “basket ball,” and is a combination of the features of baseball and football. Small bats and a kind of football are the principal instruments employed, and the game is one of peculiar fascination and interest.

It has rapidly grown in favor in many of the northern cities and is a favorable game in several of the leading colleges.

The game will occur tomorrow night at the gymnasium and will be under the supervision of the physical director, Professor Van Louven. The public is cordially invited to be present.

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MORE OF COCA-COLA.

Jun 21, 1891

What Dr. Alexander and Dr. Baird Say.

A Talk with Mr. Candler—Rapid Increase of Consumption—Nearly Half a Million Glasses in Atlanta.

A great deal of interest was aroused by two short articles in The Constitution last week. One was a brief interview with a gentleman who said that persons using coca-cola were in danger of forming the cocaine habit had resulted from the use of that beverage. He further said in his card that a gallon of coca-cola contained the extract of only a half ounce of coca leaves, and no sensible man would undertake to say that this quantity in a gallon would hurt a person taking a glass of the beverage.

Mr. Candler was called on at his office yesterday, and when the matter was mentioned, said:

“I am having an analysis of coca-cola made by one of the best experts in the country. I have also asked for the opinion of of the best cocaine expert in the United States on the preparation known as coca-cola. I have offered to give up my business if it could be shown that a single case of the cocaine habit has been contracted from using coca-cola. If I thought it could possibly hurt anybody I would quit the manufacture of coca-cola instantly, although it is the whole of my business. When I get the analysis of coca.cola and the opinion of the cocaine expert, I shall publish them. In the meantime I suggest that you ask Dr. J. M. Alexander what he thinks of coca-cola. He has been using it for some time. I never heard him express his opinion, but I am wiling to risk it.

“I suppose there is not another manufacturer who states the composition of his compound more plainly than I do. Here is what I say in the pamphlets which I distribute everywhere:

Coca-cola is not simply a nice flavored syrup, but contains, in a remarkable degree, the tonic properties of the wonderful Erythroxylon coca plant of South America, which has a world-wide reputation of sustaing the vital power under conditions of extraordinary fatigue, and affords prompt relief for mental and physical exhaustion, or nervous prostration. It also has the stimulating, enlivening, reviving properties of the extract from the celebrated African cola nut. This forms the choicest, most desirable and efficacious remedial combination possible.

Coca-cola renews the vigor of the intellect, rendering the flow of thought more easy and the reasoning power more vigorous; it conduces to mental clearness and activity, freedom from fatigue and power of endurance.

It has gained an enviable reputation, and has taken position at the very front of the leading and popular soda fountain beverages.

The hearty, emphatic and voluntary testimonials contained in this book afford convincing proof that the Atlanta enthusiasm has been contagious and boundless, and is rapidly spreading all over the country.

Coca-cola is making large strides in all directions, reaching out into new fieds and acquiring great popularity where it had befere been unknown.

Its reputation has been fully established everywhere as a remarkable seller, summer and winter, north and south.

We have the facts and figures to show that millions are using coca-cola, and while we cannot produce their individual testimony, the only logical conclusion is that they drink it for the beneficial and agreeable results obtained.

The following pages contain a few of the many valued endorsements from prominent physicians, pharmacists and others “who know whereof they speak.”

Among the certificates referred to in the book the most important is this:

ATLANTA, Ga., January 1, 1891.—Dear Sir: The sale of coca-cola at my fountain for 1889 amounted to (…) gallons. For the year 1890 we dispensed 1,052 gallons, an average of eighty-six gallons per month for the entire year. It is now a well-known fact that my soda fountain business is larger than that of any fountain in the southern states outside of New Orleans.

The magnitude of my business has been very greatly increased by the acquisition of a large number of customers who drink coca-cola for the tonic properties which no other soda fountain drink contains. Another valuable feature about it is the great winter demand. While the early frost freeze out the other fancy drinks the demand for coca-cola holds good all through the year. Yours truly,

W. E. VENABLE

The following statement of coca-cola consumed in Atlanta shows how the beverage has grown in favor:

				No.Glasses  Year's
		     Gallons. 1 oz.5 cts. Receipts.
W.F. Venable		1,032	132,096	  $6,604 80
J.H. Nunnally		  677	 86,656	   4,332 80
Beermann & Silverman. 	  427	 54,656	   2,732 80
Elkin-Watson Drug Co. 	  376	 48,128	   2,406 40
C. O. Tyner	      	  336	 43,008    2,150 40
John Venable		  245	 31,360    1,568 00
Benjamin & Cronheim	  165	 21,120	   1,056 00
S. L. Phillips & Co.	  154	 19,712	     985 60
Other fountains		   88	 11,264	     563 20
			-----	 ------	  ---------
	Totals		3,500	448,000	 $22,400 00

What Dr. Alexander Says.

When Dr. Alexander was asked what he though of cocacola, he said:

“As prepared and sold here, it is perfectly harmless. I use it regularly, and find it has a delightful effect when I am tired. It is a mild, nervous stimulant.

“The soldiers in India eat coca leaves on the march, and it enables them to endure long marches without fatigue. It also enables men to go for some time without food.

“Fourteen gallons of anything would be injurious, but a glass of coca-cola occasionally would not hurt anybody.”

Dr. Baird, of the board of health, was asked over the telephone what he thought of coca cola:

“I don’t know anything about it; I have no idea what it contains,” he replied.

“Mr. Candler says a gallon contains the extract of a half ounce of coca leaves.”

“Oh,” said Dr. Baird, “I don’t think there is any harm in the coca leaves. That quantity would not injure anybody. I think the principle is something like tea. It is a kind of stimulant.”

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WHAT’S IN COCA COLA?

Jun 12, 1891

The Constitution, Atlanta, GA, Friday, June 12, 1891

A Popular Drink Which Is Said to Foster the Cocaine Habit.

“I want to call your attention to a very vicious and pernicious thing which is going on in this and almost every other town,” said a thoughtful citizen yesterday.

“What is that?”

“The drug stores and soda founts are selling enormous quantities of something they call coca cola. It is said to relieve nervousness, and ‘that tired feeling’ and all that sort of thing, and people are drinking it a dozen times a day. I am told by a physician that the ingredient which makes coca cola so popular is cocaine. There is evidently enough of it in the drink to affect people and it is insiduously but surely getting thousands of people into the cocaine habit, which is ten times worse than alcoholism and as bad as the morphine habit. It is an awful drug and the victims of it are slaves. I have seen it!”

And here the gentleman shuddered.

“A friend of mine was a victim of it,” he continued, “and he killed himself before my eyes. He got so under the power of the cocaine habit that he saw he could not stop it, and he took a pistol and ended his life.

“I am confident that a chemical analysis of coca cola would show the presence of cocaine. A physician tells me that is the ingredient which makes it popular, and it seems to me that it is a matter which the board of health ought to look into.”

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THE BEAUTY OF RAPID TRANSIT.

Mar 9, 1890

THE CONSTITUTION: ATLANTA, GA. SUNDAY, MARCH 9, 1890.

Travelers on the Whitehall and West End rapid transit line yesterday were surprised to see a street car standing in the middle of the wagon road that is a continuation of Peters and Whitehall street. The car was deserted. It had a lonesome appearance, and yet it was not without dignity. It was one of the brand new cars imported by Colonel Richard Peters in June, 1851, and placed on Marietta street. It has recently been overhauled at the company’s shops, and is now a hand-painted gem, and yesterday, as it loomed up in the road some distance from the line, it lit up the landscape like a huge piece of bric-a-brac. Its mellow outlines filled what would have otherwise been an aching void, and its rich coloring gave tone and variety to the surroundings. In the middle panel of the car on the outside, in the shape of a delicately conceived aquarelle, a gastly white moon shone on a blood-red Arabian sea, and added interest to the native and ordinary landscape.

The passengers coming into the city wondered what the new departure could mean. At least some of them did. On the quarter-to-eight car from West End, which is the one that usually brings in the colonel, the major, the sad passenger, and others whose conversations have been given in these columns—on this particular car there was no surmising. One of the passengers gave a detailed description of the events that left the new and beautifully painted car (of vintage of 1857) high and dry, as it were. It was the sad passenger who told the story.

“We were going along at our usual gait,” he said, rubbing his brow thoughtfully, “as contented as you please. The bumps on the track seemed no higher than usual, and we were holding converse sweet as friends, comrades and brothers are wont to do. The colonel and the major were cussing each other out in a friendly way about the water and sewer bonds, and everything seemed to be serene. There were no ladies on board and all hands were gay.

“At the middle turnout,” the sad passenger continued, taking out his pocket-handkerchief, “the car became ambitious and left the track, and before it could be got on again, the passengers were compelled to get out in the rain and help the driver put it on again. This is such a common occurrence that nothing was thought of it. There was hardly a break in the festivities of the evening. You know how giddy a car load of West End passengers can be, and how their antics have driven me to consort with melancholy. Well, they were even more hilarious than usual, but I regarded the accident as somewhat ominous. I am not superstitious, but experience has taught me to be cautious and conservative.

“We were bowling along at a rapid rate. The driver was trying to make up for the time lost in the accident at the middle turn-out. I remember now, as in a dream, that the lights in Colonel George Adair’s windows flung hospitable gleams of light along the wet grass of his lawn. I had but a faint glimpse of this, for the mules were whirling the car along at the rate of four miles an hour. Just beyond Colonel Adair’s gate there is a pretty heavy down grade, and at the end of it, where Peters street melts into the old East Point road, there is a sharp curve. The car was going so rapidly that it disdained to enter the curve. It left the track and claimed the right of way over a series of square granite stepping-stones that protrude from the earth a half a foot or more. The concussion was tremendous. The most dignified man in the car flew into the air as lightly as a brown leghorn hen after a bug, and dropped flat in the aisle. As he went up I thought he was very light, but he came down with a thud that convinced me he weighed at least two hundred pounds.

“I think,” the sad passenger continued with a sigh “that he must have bruised the seat of his pantaloons. There were other casualties. Wiley Pope had his feelings hurt, and John Tye had his sensibilities wounded. As for me, I shall not undertake to describe my feelings or to expose my scars. Suffice it to say they are of a tender nature.”

“I think,” said the major somewhat grimly; “that the wrecked car must be the one on which I came out to dinner yesterday. It was raining and the passengers on the car were compelled to sit with their umbrellas hoisted.”

“Yes,” said the sad passenger, “I saw the little gathering as it passed along the street. It made a most engaging spectacle. Many people went so far as to laugh, but as it is given to me to see only the gloomy side of things, I merely smiled behind my cuff button.”

“Yes,” exclaimed the major viciously, “I dare say we were a beautiful sight—grown men sitting on the inside of a street car with their umbrellas hoisted to keep from getting wet. If any strangers saw it they must have regarded it as one of the symptoms of Atlanta’s progress.”

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NO SUNDAY SHAVING

Jul 21, 1885

The Constitution, Atlanta, GA. Tuesday, July 21, 1885

The General Council Closes Barber Shops.

The General Council Convenes in Regular Session – The Barbers Send in a Petition Which is Granted – A Batch of Petitions – Mr. Middlebrooks on Bill Board Pictures

There will be no more shaving and hair cutting in Atlanta on Sunday.

The general council has so decreed it.

During the regular session of the body yesterday afternoon Mr. Cooper, chairman of the ordinance committee, presented an ordinance prohibiting barbers from keeping open doors on the Sabbath day or working behind closed doors.

The ordinance was drawn by Mr.Cooper in accordance with a petition from the Atlanta barbers. That petition was signed by sixty-six of seventy odd barbers in Atlanta, and urgently requested the general council to pass an ordinance prohibiting barbers from working on Sunday.

A DEBATE ENSUES.

The ordinance created a warm discussion. Mr. Van Winkle opening the fight.

Mr. Van Winkle wears side whiskers and when the lather is applied to his face the razor covers only the small surface of a chin. Mr. Van Winkle has but little use for the tonsorial artist, but he was opposed to the ordinance. He thought that a man ought to have a shave when he felt inclined to invest fifteen cents in the luxury.

Mr. Garrett, whose large, round face has never been hidden by a beard, did not know just how he stood. He was perfectly willing to take his shave Saturday, so he said, as he ran his hand across one cheek, out of which a Saturday’s shave was showing itself. “But,” he continued, “I don’t think

EVERYONE WILL AGREE WITH ME.

Now there is the traveling man. He may reach Atlanta late Saturday night, and may want a shave Sunday morning. This ordinance would then work him a hardship. Suppose we pass this ordinance and exempt the hotels. Let the barbershops at the hotels stay open on Sunday. How’s that, eh?”

“That won’t do, Mr. Garrett,” said Mr. Grambling, another gentleman without a beard. Now, I shave as often as anybody, but I am willing to take mine Saturday nigh or do without until Monday. But let us close all or none.”

“Them’s my sentiments,” said Mr. Beatie whose face has never known a razor. “I’m in favor of closing them all. Shut up the shops and give the a rest on Sunday. They ought not work anyhow on that day.”

MR. BEATIE’S BEARD.

“You don’t need a barber at all. That beard of yours shows that,” said Mr. Van Winkle, smiling.

The entire council laughed and Mayor Hilyer joined in.

“No, I’m glad I don’t,” said Mr. Beatie, “and I think barbers will go out of fashion some of these days and we’ll all wear beards.”

“Well, I move to amend that ordinance,” said Mr. Mecaslin, who sometimes wears a delicate beard and sometimes presents a clean face. “I want to change it so that the hotels can keep their shops open on Sunday.”

“Oh, that ain’t fair,” said Mr. Cooper, who has shaved off a heavy, luxuriant beard recently, and now wears a small nut brown or

OLD GOLD MUSTACHE.

“That ain’t fair, I say. The object of the petitions sent in here by the barbers was to have all shops treated alike. Don’t close part and leave part open. That would be to ruin those who close. The patrons of the barber who shuts up would leave him to go to the shop that stays open. You see what that would result in. Then, again, the barber works hard from Monday morning until midnight Saturday. He wants Sunday to rest in. Don’t exempt the hotel shops, but pass the bill as it stands or defeat it. I have no personal interest in the matter. The barber, on an average, is a good citizen, and I am here to represent any class that asks for a measure.”

“I move,” said Mr. Beatie, “to table Mr. Mecaslin’s amendment.”

IT WAS DONE.

The amendment was lost.

“Now,” said Mr. Mecaslin, “I move we table the ordinance.”

The motion to table the ordinance was lost.

“Well, I’d like to have a whack at this,” said McAfee, whose rosy cheeks have never been hidden by a rough unkept beard, “I move the adoption of the ordinance.”

The ordinance was adopted.

Mr. Bill Mickleberry, the beardless, was not there to vote.

Mr. Mahoney, who wears no beard, and Mr. Middlebrooks, whose blushes can’t be seen on account of a heavy beard, took not part in the debate.

Mr. Stockdell and Mr. Hutchinson were absent, but both are regular Sunday patrons of barber shops.

STEPPING STONES OR CROSSINGS.

Mr. Mahoney, of the street committee, offered a resolution, directing the contractors putting down belgian block on Decatur to sink crossing at the intersection of the streets.

Mr. Beatie opposed the resolution vehemently. He said among other things that a street paved with belgian block had no more right to the crossings than a brass monkey had for a new shirt.

Mr. McAfee supported the resolution.

So did Mr. Cooper, who claimed that the general council had nothing to do with the work, but that it was a matter in the hands of the street commission.

The mayor differed with Mr. Cooper.

The resolution was sustained.

The police committee made reports upon the

TWO SALOONS ON MITCHELL STREET,

near Broad. The reports recommended that the saloons be given a license until August 1st, and that after that no license issued.

One of these saloons is run by a widow lady, a Mrs. Mangum. Mr. Robert Hill appeared before the council and argued against the report.

Mr. McAfee through the committee had right to debar a person from applying for a license hereafter. He made several ineffectual efforts to have the report amended.

Mr. May coincided with Mr. McAfee.

The report was adopted.

Mayor Hillyer sent in a lengthy paper, which when read proved to be a veto of the five-feet sewer between Houston and Wheat streets. He assigned as his reasons the inadequacy of the sewer to the demands made upon it.

THE WATER WORKS.

Mr. Kirkpatrick, of the special committee on the water works, stated that his committee had made progress. He then said that letters had been received from a great many civil engineers who were willing to make the survey contemplated, but that the committee found trouble in selecting. He then suggested that a member of the committee or two members might be sent to New York and have a conference. The suggestion resulted in the adoption of a resolution authorizing the mayor and a member of the committee on general council to visit Richmond, Baltimore, Philadelphia and New York and examine the water works system and employ an engineer. Two hundred dollars was appropriated for the trip.

BILL BOARD SENSATION.

Mr. McAfee presented a petition from Darly, the bill poster, asking to be allowed to put up some bill boards.

The resolution was about to go through when Mr. Middlebrooks secured the floor and said:

“I don’t know about that. He might put up a picture we would—–.”

“Oh,” said Mr. McAfee, “the law already covers that point.”

The petition was granted.

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