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Bttntg-toick ♦ DAVIS & SHORT, PUBLISHERS. VOLUME X. The Brunswick Jidvocate, g published every TliursDay Morning, in the city of Brunswick, Glynn County, Georgia, at $3 per annum, in advance, or $4 at the end of the year. No subscriptions received for a less term than ■ix months and no paper discontinued until all arrearages are paid except at the option of the üblishers. jjyAll letters and communications to the Editor or Publishers in relation to the paper, must be POST PAID to ensure attention. [J~F ADVERTISEMENTSconspicuousIy in serted at One Dollar per one hundred words, foj the first insertion, and Fifty Cents for ev ery subsequent continuance—Rule and figure work always double price. Twenty-five per cent, added, if not paid in advance, or during the continuance of the advertisement. Those sent without a specification of the number of insertions will be published until ordered out, and charged accordingly. Legal Advertisements published at the nsual rates. [p=N. B. Sales of Land, by Administrators, Executors or Guardians, are required, by law, to be held on the first Tuesday in the month, between the hours of ten in the forenoon and three in the afternoon, at the Court-house in the county in which the property is situate.— Notice of these sales must be given in a public gazette, Sixty Days previous to the day ot sale. Sales of Negroes must be at public auction, on the first Tuesday of the month, between the usual hours of sale, at the place of public sales in the county where the letters testamentary, of Administration or Guardianship, may have been granted, first giving sixty days notice thereof, in one of the public gazettes of this State, and at the door of the Court-house, where such sales are to be held. Notice for the sale of Personal Property, must be given in like manner, Forty days previous to the day of sale. Notice to the Debtors and Creditors of an Es tate must be published for Forty days. Notice that application will be made to the Court of Ordinary for leave to sell Land, must be published for Four Months. Notice for leave to sell Negroes, must be published for Four Months, before any order absolute shall be made thereon by the Court. Books at Newspaper Postage. WALDIE’S LITERARY OMNIBUS Novel and Important Literary Enterprise! Novels, Ttilcs, Biography, Voyages, Travels, Bevicws, and the A etes of the Day . "h wan one of the great objects of “Waldie s Library, “to makegood reading cheaper, and to bring Literature to every man’s door.” This object 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 to a literary banquet, more than two fold ac cessible ; we gave, and shall continue to give, in the quarto library, a volume weekly for two cents a day ; we now propose to give a volume, in the same period, for less than four cents a week, and to add, as a piquant seasoning to the dish, a few columns of shorter literary matters, and a summary of the news and events of the day. We know, by experience and calcula tion, that we can go still further in the matter of reduction, and we feel, that there is still verge enough for us to aim at offering to an increasing literary appetite, that mental food which it craws. The Select Circulating Library, now as ever so great a favorite, will continue to make its weekly visits, and to be issued in a form for binding and preservation, and its price and form will remain the same. But we shall, in the first week of January, 16157, issue a huge sheet, of the size of the largest newspapers of America, but on very superior paper, also,fil ed with books, of the newest and most entertain ing, though, in their several departments of Novels, Tales, Voyages, Travels, &c., select in their character, joined with reading, such as should fill a weekly newspaper. By this meth od, we hope to accomplish a great good; to en liven and enlighten the family circle, and to give to it, at at expense which shall be no con sideration to any, a mass of reading, that, in book form, would alarm the pockets of the pru dent, and to do it in a manner that the most sceptical shall acknowledge “ the power of concentration can no farther go.” No book, which appears in Waldie’s Quarto Library, will be published in the Omnibus, which will be an entirely distinct periodical. Terms. Waldie's Literary Omnibus, will be issued every Friday morning, printed on pa per of a quality superior to any other weekly sheet, and of the largest size. It will contain, Ist. Books, the newest and the best that can be procured, equal every week, to a London duodecimo volume, embracing Novels, Travels, Memoirs, &e., and only chargeable with News paper postage. 2d. Literary reviews, tales, sketches, notices of books, and information from “the world of letters,” of every description. 3d. The news of the week, concentrated into a small compass, but in a sufficient amount to embrace a knowledge of the principal events, political and miscellaneous, of Europe and A nierica. The price will be TWO DOLLARS to clubs of five subscribers, where the paper is forward ed to one address. The clubs of two individ uals, FIVE DOLLARS ; single mail subscrib ers, THREE DOLLARS. The discount on uncurrent money will be charged to the remit ter ; the low price and superior paper, absolute ly prohibit paying a discount. KJT On no condition will a copy ever be sent, Until the payment is received in adtance. As the arrangements for the prosecution of this great literary undertaking, are all made, and the proprietor has redeemed all his pledges to a generous public for many years, no fear of non-fulfilment of the contract can be felt. The Omnibus will be regularly issued, and will contain, in a year, reading matter equal in a mount to two volumes of Rees’ Cyclopedia, for the small sura mentioned above. Address (post paid,) ADAM WALDIE. 4G Carpenter street, Philadelphia. O’Editors throughout the Union and Cana da, will confer a favor, by giving ths above one or more conspicuous insertions, and accepting the work for a year u compensation. 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