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WALDIE’S LITERARY OMNIBUS
Novel and Important Literary Enterprise!
Novels, Ttilcs, Biography, Voyages, Travels,
Bevicws, and the A etes of the Day . "h wan
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has been accomplished ; we have given to
books wings, and they have flown to the up
permost parts of our vast continent, carrying
society to the secluded, occupation to the lite
rary, information to all. VVe now propose still
further to reduce prices, and render the access
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cessible ; we gave, and shall continue to give,
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The Select Circulating Library, now as ever
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America, but on very superior paper, also,fil
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ERUHSWId
POETRY.
[From an English Annual for 1638.]
THE BRIDE’S RETURN.
She hath her wish, —for which in vain
She pined inTestless dreams—
‘Oh mother ! is this home again ?
How desolate it seems !
Yet all the dear familiar things
Look as they did of yore ;
But oh ! the change this sad heart brings,—
This is my home no more !
1 1 left thee !—like the dove of old
I left thy parent breast, —
But on life's waste of waters cold
My soul hath found no rest !
And back the weary bird is come,
Its woes—its wanderings o’er;
Ne’er from the holy ark to roam—
Yet this is home no more !
‘Oh mother ! sing my childhood's songs;
They fall like summer rain
On this worn heart, that vainly longs
To be all thine again!
Speak comfort to me! call me yet
‘ Thy Mary!—as of yore ;
Those words could make me half forget—
That this is home no more !
‘Sit near me ! Oh this hour repays
Long years of lonely pain ;
I feel as if the old bright days
Were all come back again !
My heart beats thick with happy dreams—
Mine eyes with tears run o’er!
Thou'rt with me, mother ! Oh it seems
Like home ! —our home, once more '.
‘Oh home and mother! can ye not
Give back my heart’s glad youth ?
The visions which my soul forgot,
Or learnt to doubt their truth !
Give back my childhood's peaceful sleep,
Its aimless hopes restore !
Ye cannot ! —mother let me weep—
For this is home no more !’
Thou mourner for departed dreams !
On cartli there is no rest—
When grief hath troubled the pure streams
Os memory in thy breast !
A shadow on thy path shall lie
Where sunshine, laughed before ;
Look upwards to the happy sky !
Earth is thy home no more !
INTERNAL IM PRO VEM ENTS.
Recapitulation of the Report of Col. Long, in
reference to the route selected for the con
templated Western and Atlantic Rail Road :
The position, extent, and estimated
cost ot the contemplated road, are briefly
as follows J
Commencing on the Chattahoochee
near Montgomery’s Ferry, the road cross
es the Chattahoochee, and ascends to Ma
rietta, the seat of justice for Coho Coun
ty. It there crosses the Kennesaw sum
mit, on the north side of the mountain of
the same name, and descends towards the
Etowah, passing through the village of
Allatoona. This portion of the road, as
shown by the estimate contained in Gen
eral Brisbane’s report, will prove far more
expensive than any equal portion of the
residue. The estimate referred to, is re
markably low, when compared with the
cost of similar works in other parts of
the United States, many of which have
cost more than twice as much for an e
qual distance. No doubts are entertain
ed, however, of its adequacy to the pur
pose, provided the cutting through the
hills should be free from expensive excav
ations in rock.
Having crossed the Etowah, near May’s
Ferry, the route passes through Two
Run Gap, enters the valley of C'onnas
seen’s Creek, and ascends in this valley
to a summit of the same name. From
this summit it descends in the valley of a
branch of Oothcaloga Creek, and in that
of the Creek itself, to Hardin's Mill, and
thence through a valley leading to May’s
Ferry ou the Oostanauley. It here cross
es this river and pursues a notherly course
through a favorable depression, to the val
ley of the Connasauga, in which it ascends
to the point heretofore designated, the dis
tance from the Etowah to this point being
54 miles 1,570 feet, and from the Chatta
hoochee to the same point, 92 miles 2,1330
feet.
The route may be continued thence,
by either of the branches heretofore de
signated, to the Tennessee line.
The distance on the entire route, from
the Chattahoochee river to the Tennessee
line, near the Red Clay Council Ground,
or by the Eastern route, is 108 miles 120
feet.
The distance as above, from the Chat
tahoochee to the Tennessee line by the
middle route, is 112 miles 850 feet.
The distance from the same river to
the Tennessee line, by the Western route,
120 miles 290 feet.
The practicability of extending the
rail road from the Tennessee line to the
Tennessee rive?, by the route last tuen-
Etowah river, making the entire distance
located, and now ready for contracts, 25
miles.
The hearings of the contemplated rail
road, with respect to the country travers
ed by it, independently of its relations
to the country at large, are strikingly im
portant.
In a distance of about 20 miles above
the point where it crosses the Chattahoo
chee, this majestic river has an aggregate
fall of more than 160 feet, thus affording
au immense water power for mechanical
operations. Below this point, the river
is susceptible of being made navigable,
by means of locks, dams and lateral can
als of short extent, in all stages of the
water, quite to the Gulf of Mexico.
Similar advantages arc presented at the
crossing of the Etowah, which occurs
immediately at the foot of the main rap
ids of this river. A vast water power is
available here also, and an easy naviga
tion is already afforded by the river, from
the point of crossing, to its confluence
with the Oostanauley, and thence by the
Coosa to the Alabama which is navigable
for steam boats of the largest class to Mo
bile.
The Oostenauley is navigable, in alow
stage of water, for boats drawing three
feet, from Rome, at the head of Coosa,
to the point at which this river is crossed
by the adopted route, and for boats of
less draft, far up the Coosawattee and in
the Conassauga, quite to the Tennessee
line.
Great as these advantages may seem,
they sink into comparative insignificancy
when viewed in contrast with thp magni
ficent relationship which the contemplat
ed road bears to other important works
either in progress, in project, or in pros
pect, both to the south and to the north of
its own commanding position, with which
it must sooner or later be connected. A
mong the works alluded to in the south,
are the rail road from Charleston through
Augusta, to Athens, the branch from Au
gusta to Madison, and thence to the Chat- j
tahoochee. The rail road from Savannah j
to Macon, thence to Forsyth, and thence j
to the Chattahoochee : the branch from
this road to Brunswick, and another to
St. Marks, or Tallahassee in Florida ; the
j rail road from Pennsacolu to Columbus,
j and thence to the Chattahoochee ; and
j the rail road from Montgomery to West
Point," and thence to the place of common
j junction, all coincident at the southern
I terminus of the Western and Atlantic
Rail Road of Georgia. These, together
with the water communications already
I mentioned, exemplify, in part only, the
I southerly hearings of the great enterprize
in which the State of Georgia has embark
ed.
Its bearings to the north are' even more
j important, and embrace a much wider and
| more extensive scope.
Its connexion with the Ohio river, at
any point above Louisville, if not above
the confluence of these two rivers. I
have been credibly informed that the quan
tity of water discharged by the Tennes
see in a low stage, is greater than the
whole amount brought-down the Ohio to
the mouth ofthe former,in a similar stage.
!The navigation of the Ohio is often ob
structed by numerous sand bars in the
[summer and auturn, across which it is be-
I lieved to he utterly impracticable to keep
open low water channels ; that ofthe Ten
nessee is also obstructed by shoals, but,
wherever these occur, the bed of the
river is almost invariably composed of
rock, and affords a substantial foundation
)for darn# and locks, by means of which.
■FOR MY CAUSE."
ITT MORNING, DECEMBER 28, 1837.
and occasional lateral canals, the Ten
nessee may be rendered navigable, not
only to the nothern terminus of the Wes
tern and Atlantic Rail Road, hut even to
Knoxville, or higher if desirable.
The Ohio is often blocked up with ice
during a part of the winter season ;
while the Tennessee remains open and
entirely free of any obstruction of this
nature.*
The extension of our main trunk aven
ue, through the channel of the Tennessee
river to the mouth of the Ohio, brings us
to the centre of a more widely extended
range of inland navigation than is any
where else to be found on the face of the
globe ; a point at which the tides of com
merce, fraught with the richest, most va
ried, and abundant transports, will con
tinue to ebb and flow with increasing en
ergy and activity, till the ‘‘far West,” sat
ed with inhabitants, shall cease to afford
room for the emigrant.
The rail roads likely to be connected,
sooner or later, with the nothern termin
us of the Western and Atlantic Rail Road,
are, the Hiwassee Rail Road, from
Knoxville; a rail road from Lynchburg,
burg, through the great valleys of Virgin
ia and Tennessee, and the route of the
rail road just mentioned ; a rail road from
Baltimore to Harper’s Ferry, and thence
by the valleys, &c. just mentioned ; the
contemplated rail road from Cincinnati
to the valley of Clinch river,and a branch
thence to our terminus on the Tennessee
river ; a rail road from some point on the
Ohio, near the mouth of the Tennessee,
through Nashville, to the same point ; and
the projected rail road from Memphis, on
the Mississippi, connecting with that last
mentioned at Nashville, or some point
between that place and the Tennessee
valley. To these may be added, the
main Central rail road of Illinois, which
is to run from the western extremity of
the Illinois and Michigan Canal, to the
mouth of the Ohio, together with many
others too numerous to designate, all of
which will prove more or less subsidiary
to the great work we have in view.
The Western and Atlantic Rail Road,
when viewed in its relations to the natur
al and artificial channels of trade and in
tercourse, above considered, is to he re
garded as the main connecting link, of a
chain, or system of internal improvements,
more splendid and imposing than any oth
er that has ever been devised in this, or
any other country In contemplating the
widely extended and incalculable benefits,
in a civil or military, moral or commer
cial, and even in a religious point of view,
that must undoubtedly result from its con
summation ; we are overwhelmed with
the flood of magnificent results that
break upon us. Among these, we ven
ture to advert to one of the innumerable
advantages hereafter to result from the
sources above contemplated, in relation
to which, the South is most deeply inter
ested, viz : the rcpopulation, and reclaim*
ation of the worn out and deserted fields
every where to be met with, in the older
parts of all the Southern States, by indus
trious white inhabitants, who will “re
plenish the waste places,,” and restore fer
tility to the exhausted globe.
With such an enterprize.and the means
of its accomplishment in hand, and with
such prospects inviting to its vigorous
prosecution, in view, what destinies are
too mighty, and what magnificence too
exalted, for the anticipations of Georgia?
In conclusion, I feel it incumbent on
me io add,that my Report has been una
voidably delayed for many days, in con
sequence of the unexpected detention of
Mr. Whitwell, in bringing his operations,
in the neighborhood of the Tennessee
line, to a close. The delay, however,
has contributed to a more copious expo
sition of results, than could have been
attained without it, as may readily be
seen on a perusal of Mr. Whitvvell’s Re
port —[See Document A.] Agreeably to
which, it appears, that all the lines con
templated in his instructions,have not on
ly been surveyed and levelled, but the va
rious computations, in reference to road
formation, on each of the routes, extend
ing from the point of common junction
in the valley of the Ccunasauga, to the
Tennessee line, have also beer. made. A
greeably to these results, the amount of
excavation and embankment on the mid
dle route, leading from the point of com
mon junction, just before designated, to
the Tennessee line, in 1,121,000 cubic
yards; and the cost of road formation, on
this part, of the grand route exclusive
of railing, is 8242,660 50-100, or 812,
005 48-100 per mile.
Also, the amount of excavation and
embankment of the western route, lea
ding from the same point to the Tennes
see line, 8 miles from Rossvile.is 2,067,-
: 500 cubic yards ; and the cost of road
*ln 1830, the navigation of the Ohio was
[ interrupted during a period of 100 days, viz;—
i3O days by ice, and 130 days by low water;
I in 1831, 100 days, 02 days by ice, and 44 days
bv low water; and in 18512, it was interrupted
121 days, viz: 12 days by ice and 109 days by
low water.
formation thereon, exclusive of railing,
is 8390,165 00 or 814,129,44-100 per
mile.
I have the honor to be, sir, very re
spectfully, your most obedient servant,
S. H. LONG, Lieut. Col.
And Qfiicf Engineer.
His Excellency George R. Gilmer,
Millcdgcville, Ga.
[From the Georgia Journal.]
STATE IMPROVEMENT.
Three reasons, each of which, justifies
an appropriation for the speedy construc
tion of the State Rail Road.—First, the
location is the most promising for a profit
able investment of any in the United
States—Second, it would make available,
and most likely treble the value of the
Cherokee country, and justify the old
and most populous portion of the State,
to go into Manufacturing operations, and
I would give our Cities a rank among the
proudest of our rivals—(already very un
easy.)—Third, and most important, State
Policy ; Honor and self-preservation.—
The finger of Providence points to this
as the period to embrace our resources ;
delay will prove us unworthy of them. Can
we mistake the reasons why the Nothern
States, whose climate and advantage's do
not compare with ours, have prospered
for the last ten years, at a rate unprece
dented. Their lands sell for from five to
ten times the amouut of ours, because
they have secured by their improvements,
the means of making us the few, contri
bute to the support of them the many,who
give us no thanks, and think us the bigger
fools for it. Our Population per square
mile, is as 8 3-4, to Pennsylvania’s 30,
to New York’s 41, to the barren icicle
States of Connecticut 62, Rhode Island
71, Si. Massachusetts 78, while the pro
portion of productive soil is in our favor
two to one at least, and is adapted for ev
ery kind of produced the United States ;
yet a large portion of Bread Stuff, &c. &,c.
not only of their own growing but also
that of foreign countries, they sell us in a
Manufactured state. Let us develope our
bounty by Internal Improvements as they
have, and the case will soon be reversed,
they will discover that instead of having
as they generally suppose, only a hot un
comfortable climate, and Rice and Cot
ton Lands, that we can suit the fancy of
any person, in Climate, Agriculture, Man
ufacturing, Mercantile and any and every
kind of business. Thousands of their
young men will find it their interest to
come and invest their capital with us; the
intrinsic value of our soil is greater than
theirs, anil the construction of our con
templated Improvements will establish the
fact, and they will ere long, command
their real value.
The honest State of Pennsylvania, for
instance, whose receipts on their Internal
Improvements, exclusive of those held by
Incorporated Companies for last year, a
mouuted to nearly a million of dollars,anil
only for the general stagnation in busi
ness, would have far exceeded that amount.
Prior to commencing their Internal Im
provements, they were in debt at least,
ten millions of dollars, since which time
it has upon its credit, constructed them all,
besides lending extensive aid to Compa
nies ; and to wise Legislation, they are
indebted for their prosperity. Their works
are not only paying the interest on the
cost, but have prospects of rapidly dimin
ishing the principal.
Our Treasury, though perhaps not just
available at present, has in reality funds
more than sufficient to construct the great
Improvements authorised last Session.
Who can be so tenacious as to deprive
his own State of one of the greatest bles
sings imaginable, rather than lend its own
credit, for its own permanent Indepen
dence and prosperity, until such time as
it may liquidate it with its own funds, or
not as policy inay direct. The prospects
are, that the Improvement would pay for
itself in a vefy few years, and that the
stock if offered for sale, when finished,
would bring more than double the amount
of its cost. Facilities for transportation
secure an inland trade for the public good,
that supports a corresponding export and
import, the one indispensable for the wel
fare of the other, and both, for the happi
ness of the People. The State owes its
fostering care to those works in progress,
by our enterprising citizens. The most
permanent aid for them is the speedy con
struction of the great trunk for this and
many others, not yet in contemplation,
would have their value established above
par, beyond a doubt.
The distance from New York, (via the
Coast) to New Orleans, is about 2,200
miles ; from New Orleans to the Junction
of the Mississippi and Ohio River. Point
A. is 1,038 miles, from said Junction to
Pittsburg, Pa. the next point of outlet
965 miles, and 1,446 to New York 'As
Peon, works practicable only about half
the year, the River being low to Pitts
burg, iu summer and in winter, Penn
sylvania works are closed, and afwtjs sub
ject to great deten'ion and risque*, by the
frequent reehipmonts from Rail Road to
J. W. FROST, editor.
NUMIBR 3*.
Canal, Inclined Planes, changing hands,
Si. c. Point A. is also nearly the Junc
tion, (by water) of the States of Missouri,
Illinois, Indiana, Kentucky, Arkansas,
Mississippi and Tennessee—a locomotive
with its train at a common speed of 15
miles per hour, will leave Augusta or Sa
vannah, via Geo. or Central Rail Road,
and arrive at the Tennessee River in from
18 to 24 hours ; to Nashville, Tennessee,
in G more, and from thence by the Cum
berland River, with Steam Boat,) to the
Junction of A. in 18 hours more perfor
ming the whole route without (as appears)
encountering a single Inclined Plane, in
48 hours—whereas by either of the oth
er two points it requires at least a month
for the purchase ; and another month for
the receipt of goods ; and by the danger
ous coast to New Orleans, heavy Insur
ance, risk of total disappointment, and
more important than all, the loss of hu
man lives. Let it be observed that when
we connect the opening ofour Seaboard,
with that of the Junction of the Mississippi
and Ohio, we at once strike every trading
and inhabitable point, on the Queen of
Navigable Rivers, and that, a country (at
present) so much excluded, and doubly
anxious to co-operate. A reciprosity
of State interest, will unite these Provi
dencial blessings. Being upon the time
when public works are let, and Contrac
tors and Laborers taking up their em
ployment, for the ensuing year, this sub
ject of such vital importance, ought to
suffer as little delay as possible—Procras
tination is the thief of time. X.
Mr. King’s Report and Bill The
Report and Bill presented by Mr. King
of Glynn, the Chairman of the Joint Se
lect Committee on Internal Improvement,
is published entire, in this paper. yfe
adverted in a former number to this able,
clear and common sense report, showing
the advantages of the State as to the im
portant measures of Internal Improvement
and presenting a view of the practicabil
ity of Georgia’s accomplishing for her
citizens more by Improvements perhaps
than any other State in the Union. Tne
Bill offered for the purpose presents a
mode of practically effecting these great
and vitally important objects.
We trust that it is now unnecessary for
us to urge to our friends the benefits to
be derived from a system of Internal Im
provement such as the report and bill
contemplates and by the report is so sat
isfactorily proved to be easily perfected.
The merits of the report and bill require
no comment from us. Their perusal is
their best recommendation of their abil
ity and importance. We would again
commend them to the study of such of
our friends as have not given them an at
tentive reading. [Federal Union.
James Brindly, the celebrated en
gineer, who planned, and under whose
direction was completed, the Bridgewater
canal, was so illiterate that he was hard
ly able to write his name. He was an in
tense student, but not of books, for them
he seldom opened. If he would form a
plan, or contrive a piece of mechanism,
he took his bed, revolved the subject in
his mind, and seldom rose till he effected
his object. The greater the difficulty he
had to encounter, the greater was his en
thusiasm, and the more complete his suc
cess. He carried his canal over a navi
gable river, forming a bridge of more
than six hundred feet, the centre arch
of which was about forty feet above the
water of the river, so that vessels were
frequently passing the canal while others
with their masts and sails standing were
making their way directly under them.
In another canal which he afterwards un
dertook, that connecting the Trent and
the Mersey, he carried a tunel through
a hill of 8640 feet in length, and at a
depth in some places, of 200 feet below
the surface of the earth.
He was an enthusiast on the subject of
canals, and considered rivers of very lit
tle consequence or use for the purpose of
navigation. On expressing such a senti
ment before a committee of the House of
Commons, he was asked for what he sup
posed them to have been created ? And
after considering the subject a moment,
he replied “To feed canals.
Mr. Brindley was born in 1715 and di
ed September 27, 1772 [Exeter News
Letter.
Rise early was an injunction of Dr.
Franklin, and he never advised us to our
injury. An hour in the morning is as
good as an hour at night, and no expense
is incurred for candles. As it respects
health, a man may safely calculate to live
ten years longer, for rising betimes, and
the effect upon the beauty is equally as
great. Tbe bloom given to the cheek of
a lardy by the fresh and pure air oLithe
morning, is a bloom that will not fadejfcJ
way every time she washes her face ; and
the flashes which her eye will catch, from
the rising sun, will outshine the light
which can be caught from the midnight
etuadalier. j