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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-