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GEORGIA STATESMAN.
by BURRITT & ME AC HAM
THE GEORGIA STATESMAN
»„ niiblishrtl weekly at the Seat of Govern
ment, opposite the State-House Square, at
Tarec Dollars per ann. in advance.
Advertisements inserted at the usual rates.
\\ B. Sales of land and negroes, by Ad
ministrators, Executors, or Guardians, are
required by law, to be held on the first Tues
day in the month, between the hours of ten
m the forenoon, and three in the afternoon,
. the court house of the county in which the
Property is situate. Notice of these sales
lust be given in a public Gazette SIXTY
days previous to the day of sale.
Notice of the sale of —Tsonal property
must be given in like rr oner, FORTY days
previous to the day ot sale.
Notice to the d< btors and creditors of an
f-state must be published for FORTY days.
Notice that application will be made to
ihe Court of Ordinary for leave to sell land,
must be published for NINE MON I HS.
Ail L etters must be POST PAID.
EXTRACT
FROM A STATEMENT OF THE
NEW.YORK DRY DOCK COMPANY'.
Washington, 1 1th Dec. 1825.
Sir—l have your favor of the Bth
instant.
It affords me pleasure to comply
with your request, by giving you the
information I acquired in Great Bii
taia concerning t Marino Rail-Ways
tor commercial use, and their supe
riority over Dry Docks.
In order to obtain the most satis
iiictory evidence of the utility of the
Marine Rail-Way, or as it is styled in
Great Britain, “ Morton's Patent
Slip,” I visited Leith, where I con
sulted the Patentee, who very polite
iv furnished me with the information
1 required, and permitted me to take
a model. While there I examined
two Rail-Ways—one upon a small
scale, which Mr. Morton had in use,
and another for ships of 500 tons
English, (about 550 American,) con
structed by order of the Russian
Government, for the Imperial Dock
Yard at Nicolaeff. He had another,
nearly finished, for the French gov
ernment, intended for Toulon. I ex
amined the Rail-Ways in Scotland,
and anew one (then unfinished) in
the King’s Steam Packet Yard at
Harwich; this will probably be the
best in Great Britain.
Since Mr. Morton obtained his pa
tent in 1818, seven marine rail-ways
have been constructed in Scotland,
live in England, one in Ireland, and
one in Wales ; some of them in ports
where there were previously com
mercial dry docks. You are proba
bly aware that the one in Salem is
also constructed upon Morton’s plan
—the model I understood was copied
at Dumbarton.
That I might be better able to
judge of the relative advantages of
this improved inode of hauling up
ships upon inclined planes, I visited
and examined the commercial docks
of Glasgow, Dublin, Liverpool and
London, and the naval docks at Ply
mouth, Portsmouth and Chatham.
After obtaining all the information 1
could, by personal observation, con
sulting *vith some intelligent engi
neers, (among others, Mr. Hartley,
of Liverpool, to whom I shall take
every occasion to acknowledge my
obligations,) and examining many
documents establishing their utility,
I feci persuaded that no dry dock
will hereafter be constructed for the
use of merchant ships, in any coun
try, where the advantages of the ma
rine rail-ways are understood, and a
judicious economy exercised.
The Russian and French govern
ments, as I have mentioned, mean to
lay down rail-ways for naval purpo
ses. They have not yet been ap
plied to naval uses in tho govern
ment dock yards in Great Britain for
an obvious reason, that government
had previously provided its navy
with many excellent dry docks at
Plymouth and Portsmouth, and the
new and very superior docks at
Chatham and Sheerncss were in
progress before the improved inclin
ed plane was understood ; and per
haps I may add another reason, the
expense of a public work is hot con
sidered of so much importance in
that, as it is in other countries. I
see no reason why tho marine rail
way may not he successfully intro
duced into the navy yards of every
country,(and particularly ours, where
wc have as yet neither rail-ways nor
dry docks,) for repairing sloops of
war and frigates. I have with me
some documents which afford much
evidence in favor of Morton’s inven
tion: they contain the opinions of
engineers and naval officers, and of
the proprietors of various slips, which
have been some years in use.
It is probable that in connection
with a public object, these docu
ments will be printed by order of the
House of Representatives ; should it
be the case, I will transmit you a
copy, By the evidence they afford,
confirmed too by own observation, it
would seem that in no one respect
is the dry dock superior to the ma
rine rail-way : and, that, admitting
an equality generally, there are gome
important points in latter
claims a decided superiority, without
enumerating many others stated by
the proprietors. Or a marine rail
way a vessel may be hauled up, ex
amined, and launched again on the
same day; no time is lost infilling
and discharging docks. In receiving
a vessel into dpek, or in taking her
out while another is undergoing re
pair, the dock must be fijied, to the
injury of the latter, and at the same
time it becomes necessary to sus
pend the work. On inclined planes,
vessels may be hauled up, coppered
or repaired, and launched without
interfering in any manner with the
vessel or vessels which may be un
dergoing repair, higher ilp upon the
plane. But thy most importi*ht con
sideration is the'* di!Tovl f flW J W cost,
The expense of a marine rail-way,
where like economy is used in both
cases, will not amount to one-tenth
the cost of a dry dock.
You have also requested me to
state whether 1 think the marine rail
way of the New-York Dry Dock
Company equal to any I saw abroad.
The work of the inclined plane is su
perior to any I had an opportunity
of examining, not excepting that at
Harwich : and I should think from
its appearance, that if the carriage
corresponded in strength, and there
was a sufficient depth of water at
the foot of the rail-way, you might
haul up a frigate upon it. The car
riage or cradle, is not constructed in
every respect according to Morton’s
plan, and the alterations arc not, in
my opinion, improvements. Chang
ing the cross beams of the carriage
from an inclined to a horizontal po
sition, and substituting shores for
sliding blocks, are deviations calcu
lated, as 1 think, to weaken the
frame of the the carriage, and to
make the ship, resting upon it less
secure, while the shores cannot be
more easily arranged under the wa
ter than the sliding blocks.
My opinions, however, ought not
to be considered of much authority,
when opposed, as I presume they are
in this case, to the deliberate deci
sions, founded upon mathematical
calculations, of the scientific gentle
men who have been employed by the
company. Nevertheless, if, upon ex
periment, mine should be found to
be correct, the carriage can be al
tered so as to conform to Morton’s
plan, at :i very trifling expense.
I shall be happy, at all times, to
give you any further information
which may be interesting to the com
pany over which you preside.
With great respect,
Your ob’t servant,
C. C. CAMBRELENG.
E. Weeks, Esq.
Presilient of ike JYczv-York Dr;/ Dock
Company.
Columbia College,
Nezu-York, lOik Dec. 1925. $
Sir, —Having at your request vi
sited the works of the Dry Dock
Company, with the view of examin
ing upon the spot, the several points
to which you refer in your queries, 1
have now to submit, for your con
sideration, such answers and illus
trations as have been suggested by a
careful examination of the subject.
As to the relative merits of the
old form of the Dry Dock, and of the
Marine Hail-Way, that the company
is erecting, to be used for the purpo
ses to which the former is usua iiy
applied—l cannot hut consider the
marine rail-wav, or inclined plane, as
i.u every respect superior to the dry
dock, whether we take into view its
original cost and facility of applica
tion, from which the company will
be a gainer, or the accommodation
it affords to the public, which is the
more important part of the question.
The railway, that is at tho present
moment nearly finished, will readily
suffice for the repairs of the largest
class of merchant vessels, and has
strength and stability suited for the
reception of frigates of the first mag
nitude, or even for ships of the line ;
its cost at the highest estimate will
not exceed one-eighth part of the
probable expenditure that would
have been required for a dry dock
suited for the last named species of
vessels. Had the dry dock been
adopted by the company, the whole
of their disposable fund would have
been absorbed by a single one, and
thus without an enlargement of their
capital, but one vessel could have
been admitted at a time, to the use
of their works. The present rail
way will admit a single vessel of the
largest class; two of SOU tons, of
which one may undergo a complete,
and the second a partial repair; or
two smaller vessels, each of which
r.ight be completely repaired. In
addition, then, to the great benefit
that will accrue to the stockholders
from the smallness of its proportion
ate cost, the public will receive fa
cilities from the use of even a single
rail-way, at least double of those
that migJrt have been derived (ram
MILLEDGEVILLE, TU
a dry dock ; and the company will
he enabled to extend the nutiLbocof
thair rail-ways until they reach such
anextenf as will suffie ior'the great
est demand that the commercial ma
rine of New-York c;*n ever make,
and for which, by the purcliase of a
large suitable locality, the company
has already pjcpared itself.
It might at lirst sight appear that
the time occupied in raising a vessel
completely from the water, would
exceed that employed in admit
ting her into a dry dock, .(uni dis
charging the water from beneath
her, hut a little examination will
show that this is not the case. In
situations where the dock may be
laid dry by the natural fall of the
tide, six hours will elapse from the
time of the admissiona large ves
sel, until she rests completely upon
her keel and the dock is emptied,
three hour« will more than suffice to
raise her to a proper position on the
rail-way. In our waters, when a dry
dock of the kind described is imprac
ticable, the same time of six hours
will be first consumed in permitting
the water to ebb to its lowest point;
the gates must then he closed, and
the remaining water discharged by
some mechanical contrivance On
calculation it will be seen that the
water which remains is at least dou -
ble the weight of the largest vessel
that can he admitten into the dock,
and will increase in absolute quanti
ty as the size of the vessel docreu—
os; in the most favorable point of
view, the discharge of this water
will either occupy twice the time, or
require twice the power that would
suffice for hauling a vessel up a rail
way. It w ill, therefore, be evident
that the advantages to the public
that 1 have from another considera
tion stated as double, will in this way
be still further increased A vessel
even of the largest size, will t>e much
more free from risk of injury upon a
rail-way, than in a dry dock ; on the
first she may be completely shored
and supported before Iter original
water-borne state is changed ; in the
last the application ot shores is a
difficult and hazardous operation
This advantage, which is in some
measure possessed by all rail-ways,
is much increased in that erecting
for the company, by the improve
ments that Mr. Thomas has intro
duced in the form and structure of
the carriage.
And here 1 would state that 1 en
tered upon the examination of this
part of the subject, with strong im
pressions against any alt rations
from the original plan of Morton ; so
much so, that 1 did not hesitate to
condemn the works already con
structed, merely in consequence of
their deviation. In his inclined plane,
the vessels are supported upon the
carriage bv wedges, and this method
has been found sufficient for the ves
sels of that part of the world. These
vessels, as I am well aware from
personal examination, are very dif
ferent in mould from our merchant
ships, and still more different from
our ships of war, and fast sailing
craft. But even in the full built and
flat floored ships of the northern
parts of Great Britain, it is evident
that the process of relaunching can
not be performed until all the wedg
es and shores aft of the midship
frame shall have been removed—
and in sharp vessels, both the after
most and foremost sets of wedges
will be found difficult of application,
and to add little to the security of
the vesselwedges also appear to
be ill fitted to allow of that change
of figure that takes place in all large
vessels when they pass from a state
of flotation in water, to that of rest
ing upon their keels. Impressed
with these difficulties, Mr. Thomas
has proposed, and prepared to carry
into effect, such a modification of
the rail-way and carriage, as shall
permit the vessel to bo supported by
stays and shores; as when upon the
stocks, instead of resting upon wedg
es ; in this change, 1, after mature
deliberation, fully concur with him.
2. .Is to the means and methods em
ployed in the construction of the llail-
IVay. —The, Dry Dock Company
have wisely determined to build
their works upon a permanent plan.
The whole rail-wav is to rest upon
piles driven to the utmost depth by
a ram of the weight of 1800 lbs. ;
that part of it above low water mark,
is built immediately upon, and firmly
fastened to the piles beneath it,
which are sawn oil' without any dif
ficulty ; the lower parts of the rail
way are built upon the shore, and
after being lashed to logs (o render
they buoyant, are launched and con
ducted to their final position, into
which they arc lowered by cutting
the fastening ; this gives facilities for
covering the whole with zinc, to pre
serve it from the attacks of the
worm. To cut the piles off to a p.-o
per slope, to coat them with zinc,
and finally fasten the rail-way down,
a diving-bell is employed. This di-
SDAY, FEBRUARY 7,132 G
! ving-bell is of the very perfect form
introduced into the public works of
England, by Rennie and Telford; it
jis made of cast iron, and except at
its lower and open side, entirely im
pervious to water. To prevent the
entrance of the water beneath it, as
the included air is compressed by its
descent jinto that fluid, a powerful
double air-pump is applied, and thus
not only tho men remain dry in per
forming ail work shat is not beneath
the lower part of the bell, hut are
constantly supplied with fresh air, so
essential not only to their safety, but
to the' comfortable performance ot
theirtask. The illumination by means
of a number of bull’s eyes of glass,
cemented into the upper part of the
bell is v£rar' complete, and will he
found sufficient at tiny depth in
whieh-ifo-Ro jfcvva 11 he needed. This
hell is, as far as 1 can loam, superior
in size and convenience to any hith
erto used ; and having descended in
your company, and witnessed the
operation of sawing a pile, 1 can bear
testimony to the ease and facility
of its manoeuvre, and its perfect
adaptation to its purpose. Marl itbecn
in contemplation to saw off but a
single pile, or even a small numbert
it is no doubt true that moans n
tirst less expensive, might have suf
ficed, although with less uncertain
ty ; but even in the present rail
way, I do not doubt that a consider
able saving will accrue to the coin’
pany from tho use of this apparatus’
and th.it in the future extension of
(lie works the economy will be im.
mensc.
Having thus, sir, replied as far as
in my power, to your queries, I con
ceive it mv duty to add, that 1 am
fully satisfied that the Dry Dock
Company is about to fulfil, in the
most ample manner, the expecta
tions that were formed by the com
mercial community, and the state at
large, at the time ot’ its incorpora
tion, and to congratulate you upon
your good fortune in being at the
head of an institution about to go
into operation under so favorable
auspices, and so important, not only
in its bearings on the commerce of
our city, but to the nation at large.
1 am, sir, with much respect,
Y our ob’t servant,
JAMES RENWICK.
To Ezra Weeks, Esq.
President of the Dry Dork Company.
It may be recollected that it was
past the middle of summer before a
plan of operations was determined
on, notwithstanding which we have
every prospect of being prepared to
raise a vessel in a very short time,
if the weather will permit. A better
location for matine rail-ways cannot
be found, than the one which has
been selected. A large advance has
frequently been offered on the origi
nal cost of the land, but as it was
bought to enable the company to ex
tend their works, they of course have
declined selling any part of it.
The stockholders may be assured
that the improvements are progress
ing with all possible advantage; the
buildings which have been erected
for the accommodation of the work
men, are let on good terms for the
company.
I thought it my duty to make this
communication for the benefit of the
stockholders, and will only add, that
the deep interest I have taken in it,
will secure iny best exertions for its
prosperity.
EZRA WEEKS.
.A etc- York, Dec. 283 h, 1825.
Abstract of a Treaty, [as published at
Rio dc Janeiro,') between Great Bri
tain and Brazil, for the abolition of
the Slave Trade, concluded at Bio
de Janeiro, on the 18 th of October,
1825.
[Translated for the National Journal, from
tiie Diario Fulmincnse.j
Art. I Four years after the ex
change of ratifications of the present
Treaty, it shall not be lawful for the
subjects of Brazil to traffic in slaves
on. the Coast of Africa, in any man
ner, or under any pretext.
Art. 11. Inasmuch as it is the ob
ject of the two governments, mutual
ly, to suppress the African Slave
Trade, (he two high contracting par
ties declare, that they consider to he,
piracy, all traffic in Slaves, under the
following circumstances:
1. In British vessels, and under
the British flag; or on account of
British subjects, in any vessel, or un
der any flag.
2. In Brazilian vessels, and under
the Brazilian flag; or on account of
Brazilian subjects in any vessel, or
under any flag, after the time and
conditions stipulated in Art. 1 of this
Treaty.
3. Under the Brazilian or English
flag, on account of citizens of any
other government.
4. In Brazilian vessels destined for
any port without the empire.
Art. 111. The Territories in which
'according to this Treaty, the Slave
Trade shall remain lawful to the sub
jects of His Imperial Majesty, for 4
years, are:
I The Territory belonging to the
Crown of Portugal, on the Eastern
Coast of Africa, south of the equa
tor, comprehended between Cape
Delgado and the bay of Lourenco :
and on the Western Coast, that com
prehended between the Bth and 18th
degree oUsputh latitude.
2. The Territories on the Coa>t of
Africa, south of the equator, to which
Portugal hns-dycUired her right: viz:
the Tcrrrt«irfp l s.6fA]Vtoleinho and Ca
binda, on tlie Western Coast, from
5 deg. 12” to 8 deg. south latitude.
Art. IV. His imperial Majesty
conforming to the spirit of the pre
sent Treaty, w ill adopt every meas
ure that may appear most conducive
to the accomplishment of the im
portant CttfCTts ofHhe high contract
ing parties.
Art. V. Prescribes a formula for
passports.
Art. VI. Vessels shall sail direct
from Brazil for the port mentioned
in the passport, and without stopping
at any other place, they shall return
to the port whence they sailed
Art. VII. Vessels shall not he dis
patched unless the owner or master
present a regular certificate ol’ their
tonnage.
Art. V 111. The tw o high contract
ing parties, for the more effectual
suppression of the illicit traffic in
Slaves by their respective subjects,
mutually agree that the ships of war
of both nations shall have liberty to
visit the merchant vessels el" each
other, whenever there may be rea
sonable suspicion of their having
Slaves on hoard, procured bv it!icit
trade; and for this ptirposothey shall
be furnished with special instructions.
These ships of war shall (except in
cases provided by Art. Vs. of this
Treaty, or when there may be Slaves
on board.) detain and carry away
such vessels, to be adjudged by the
tribunals established for tiiis object,
and herein mentioned. The com
manders of ships of war of both na
tions, in the exercise of this com
mission, shall observe, strictly and
minutely, their instructions under
which they act. This article being
perfectly reciprocal, the high con
tracting parties oblige themselves to
indemnity for losses which their res
pective subjects may sustain unjusty
by the arbitray and illegal detention
of their vessels, It is also under
stood, that the indemnity shall be at
the charge of the government to
which the ship may belong, which
shall have committed the act of ar
bitrary detention. Finally, the visit
and detention of vessels with Slaves
(as declared in this Article,) shallhe
executed only by Brazilian or British
ships, belonging to the Imperial or
Royal Navy, and which shall have
been furnished with tho special in
structions annexed to this Treaty.
Art. IX. The Brazilian or British
cruisers shall not detain any Slave
vessel, in which slaves shall not be
actually found; and it shall he ne
cessary to a legal detention of nnv
vessel, that the slaves found on board
he really intended for traffic, and
that those found on board Brazilian
vessels have been brought from that
part of the African Coast, without
the limits designated in the third Ar
tie !e of this Treaty.
Art. X. All the ships of war of
the two nations, to be employed for
the future in suppressing the illicit
Slave Trade, shall he furnished bv
their respective governments with a
copy of the instructions annexed to
this Treaty, and which shall be con
sidered as an integral part of it.
These instructions shall be written
in Portuguese and English, and sign
ed by the Brazilian and English Se
cretaries of Navy, for their respec
tive ships. The two high contract
ing parties reserve to themselves the
power of changing the above instruc
tions, in whole or in part, as circum
stances may demand. It is under
stood, however, that these changes
shall not be made hut by mutual con
sent of tlie two high contracting par
ties.
Art! XI. Two mixed Commis
sions, composed of a like number of
members, shall constitute a Court in
each nation for the trial of vessels
detained. One shall be fixed at
Brazil, and the other within the do
minions of his Britannic Majesty.
Each government shall declare, when
the ratifications are exchanged, the
place where its Commission is to sit.
These Commisions shall decide,
without appeal, upon the ruses sub
mitted to them, and shall be govern
ed by the rules and instructions an
nexed to the present Treaty.
Art, XII Specifies the papers
annexed to the Treaty, are :
1. Form of passports,
2. Instructions for ships of war of
both nations.
3. Regulation; for the mixed Com
missions.
[NO. VIII.—VOL.
Art. XIIf. It is stipulated that
the ratifications shall he exchanged
in London, within four months, or
sooner if possible. • , '
Done at Rio dc on the
18th October, 1825.
Petersburg, Jan. 21.
Singular and .Mclancholly Occur
rence.—Capt. Wise of the brig Com
modore Preble, from New-York, com.
municah'd to us the following inter
esting circumstances relating to a
young mau who shipped with him in
Nejy-York, in order that his relations
may be apprised of bis unhappy fate.
His name was Samuel Do Mott; his
age about 22. On the second night
of the voyage he commenced pray
ing aloud, getting on his knees, and
begging the crew to pray with or lbr
him. lie informed Capt. W. who
interrogated him on his distress of
mind, that two angels had appeared
to him and told him he must die in
two days from that time—and he
would therefore pass the interval in
prayer, whenever the ship’s duty
would permit him. At 2 o’clock on
Friday morning (the day of which he
had alluded) lie was missing after u
most strict search, and there is no
doubt of his having been lost over
board.
Capt. Wise states that Ibis young
man exhibited no signs of insanity
performed all the duties required of
him with alacrity, and enjoyed the
confidence and good opinion of all on
board. We sincerely sympathise
with his relations, who we understand
are respectable citizens of N. York.
Congress.
Tuesday, Jan. 17.
In Senate yesterday, the following
resolution, off, red by Mr. Hayne, was
agreed to :
Resolved, That the Secretary of
tho Navy be directed to communi
cate to this House the Report of the
Officers employed under the act
“ authorizing an examination of the
harbour of Charleston, in 8. C. and
St. Mary’s, in Georgia, for the pur
pose of ascertaining the expediency
of establishing a Navy Yard at eith
er of those places,”* together with
such charts surveys, or document-,
connected with Ihe subject, as m iv
be in his possession.
1 he Report ot the Committee on
Naval Affairs, asking to bo-discharg
ed from the further consideration of
tho communication of Commodore
Porter, was, upon the motion of Mr.
Dickerson, ordered to lie on the ta
ble.
The Senate then adjourned.
In the House, Mr. Webster, lrum
the Committee on the Judiciarv, n
- without amendment, the bill
from the Senate, to annul the act
concerning Wrecks, and Wreckers,
passed by the Governor and Lcirislu
t ivc Council of the Territory of Flori
da.
Mr. Webster made a few remarks
on the subject of this bill, which wo
did not gather in consequence of our
being prevented from entering the
House until he had nearly concluded
Hocoticluded, however j w it It moving
that tl*c bill be ordered to a third
reading.
Mr. White (ofFlorida) said he
should not oppose the course that
was proposed by the Chairman- <■
the Judiciary Committee, nor object
to the passage of the bill just report
ed ; but he lelt himself bound to say,
that, in the enaction of that law, the
Governor and Legislative Council,
in his opinion, were animated by the
best intentions, and with an expec
tation that it would meet with the
sanction of Congress before its op
eration. If they had any other views
of the subject, they greatly differed
from Lis own, in supposing them
selves authorized to confer on a ter
ritorial court admiralty powers. That
there have been loud and numerous
complaints against this law there is
no doubt, both from our own mer
chants and ft reign nations ; but
this has resulted more from the abu
ses which have been practised un
der it, than from any inherent defects
in the law itself The subjects ot
v. recks on tho coast of Florida is
one of’ great importance, and seri
ously.deserving the consideration oi
Congress. It is several hundred
miles'to the nearest court of admiral
ty, and in many instances vessels are
so disabled as not to he in a condi
tion to be carried that distance for
adjudication; the consequence is,
that they art forced into the Provin
ces of England or Spain, and dispos
ed of in a wa v not more favourable
to the owner, and by a tribunal as
exceptionable as that under the
Flcriada Wrecking Law, that has ex
cited so much attention on account
of the novelty of the attempt to con
fer admiralty and maritime jurisdic
tion on a justice or Notary. As be
only rose tor the purpose of vindica-