Newspaper Page Text
SOUTHERN
RECORDER
VOL. II.
MILLEDGEVILLE, TUESDAY, AUGUST 21, 1821.
No. 28.
PUBLISHED WEEKLY,
(ON TUESDAYS)
BY S. GRA.VTLAXD Sf R. M. ORME,
AT THREE DOLLARS, Iff ADVANCE, OR FOl’R
DOLLARS AT TUX EXPIRATION OF THE
TEAR.
O’ Advertisements conspicuously inserted nt
the customary rates.
INTERNAL IMPROVEMENTS.
FROM THE NORTH AMERICAN REVIEW.,
1. Report of the civil and military engineer of
the Slate of South Carolina, for the year
1919.
iJ. Plans and progress of internal improvement
in South Carolina, with observations on Ibe
advantages resulting therefrom, to (he agri
cultural and commercial interests ol the state.
Columbia, 1820
3. Report of the Board of Public Works to the
legislature of South Carolina for the year
1820.
In the complaints, which are so often
and perhaps so justly made, of the want
of nationitl patronage for great public
objects, too little, it may be, has been
thought of the tendency of all our politi
cal institutions, to throw the care ol these
objects upon those who are more imme
diately concerned in effecting them. In
a country of such prodigious extent as
ours, presenting such occasion for eve
ry species of public works and public
Improvements, it will he allowed that
the national legislature ought to proceed
with extreme caution, in applying the
common funds of the state to objects
which may not he of common utility.—
But we are divided into independent
communities so rich and powerful, that
scarce any object of public utility is be
yond the grasp of the resources of the
single states ; so that, after all, tho care
of individual objects of public improve
ment is put into the hands of those most
sure to be benefited by them, and most
concerned by interest and most enabled
by local situation to accomplish them
with zeal and economy. At the same
ti'*. hat this consideration ought to re
cot, i us to the abandonment to state
pair. ago of many objects, to which the
great ingine of the national resources
might 15 honorably and usefully applied,
we are far from defending a penurious
policy on the part of the general govern
ment; and of all tho applications of the
principle of constructive powers, if wc
may be pardoned tho pleasantry in a sc
rious connection, we regard with most
complacency that which authorizes Con
gres-s to construct roads, canals, and o-
ther similar works. That (he cause of in
ternal improvement meantime is not suf
fering in the hands of the states, is abun
dantly evinced, not only in the truly glo
rious enterprise now achieving in New
York, to which we have long coveted
and hope soon to enjoy an opportunity
of particularly calling our readers’ atten
tion, but in the public works of the slates
of Virginia arid North Carolina, to which
we have, in former numbers of our jour
nal. devoted some of our pages, and those
which are going on in the same spirit in
South Carolina.
It is obvious that commerce depends
not only on the diversity in the produc
tions of different countries; but on the
comparative cost in different countries
of the same article. Among the circum
stances that affect this, the expense of
transportation from the place of growth
or manufacture to tho market is not the
least considerable. In the case of an ar
ticle so bulky as cotton, this must neces
sarily constitute a material part of the
cost. For this reason, canals, which
have ever been an important object in
commercial and manufacturing nations,
and in the eyes of enlightened govern
ments, become peculiarly so in a region,
of which the staple i.s of the character
alluded to.
South Carolina, generally speaking,
possesses a fertile soil, and from an early
period contributed largely to British
commerce, in the articles of indigo and
rice- Of late years not only has the
lirst of these given place, in the lower
districts, to that variety of the cotton
plant distinguished by its short staple and
green seed ; but it has been found that
the higher lands arc congenial to the
same species of cotton. It has accor
dingly spread through the western dis
tricts ; a circumstance whicli greatly adds
to the importance of the works, which
for their object the facilitating of
the >."»ter carriage fro^o’ - upper por
tions of the state to> tliT .
The staie contains ‘wity-fonr
thousand square miles, ah*. - ,, dly
divided into the primitive and the ffir.vi-
al country, the former extending west
ward from the falls of the rivers, the lat
ter eastward about an hundred miles to
the sea. As the climate of the upper
country permits white men to labor, it
has become populous ; and if the pre
dominance of political mftuence is found
in this section of the state, it is warmly
seconded by the lower country in the
measures especially necessary to its pros-
urine the war in Europe and the in
creased demand for cotton, its culture
raoidlv extended ; but when peace al-
* loved commercial nations to resume
1 their enterprise, a supply of this commo-
ditt would of course be sought from
gnGrce* least Obstructed afld expensive ;
and in the market ot American cotton thus
reduced those portions of our country
would necessarily have the advantage,
who could bring their produce cheapest
to the coast. Discerning men in South
Carolina could not bn slow in perceiving
that neighboring states were in posses
sion ot advantages of natural navigation
trom the interior superior to their own.
It was plain that the Mississippi would
pour a large amount of that staple pro
duct into the marts of the old world, at
little expense beyond its first cost. The
Savannah had been rendered navigable
for steamboats, and the rate of carriage
from Augusta to the metropolis materi
ally reduced ; while the fertility of the
banks of (be Alabama was inviting the
emigration of their enterprising fellow
citizens. Meantime, however, it was e-
quaily open to remark, that South Caro
lina itself was traversed by numerous ri
vers, and possessed the advantage of an
excellent port, and of a wealthy metro
polis, towards which every stream direct
ed its course, actually requiring less ex
pense to be rendered navigable, than the
cost of land carriage for a single year.—
The importance of’ these considerations
may be estimated by the value of the an
nual exports of the state, which had now
risen to fourteen millions.
Accordingly in December 1813, on
the motion of Mr. 1’oinsett, the legisla
ture passed a resolve, directing * the ci
vil and military engineer of the state to
devise and adopt all such means as he
shall deem expedient for opening certain
rivers, therein specified.’ We beg leave
to invite the attention of our readers to
the objects contemplated in this resolve,
and the progress made in effecting them
The principal rivers of the state of
South Carolina arc the Santee and tho
Pedec, and each has been the object of
important enterprises for the improve
ment of the navigation. The Santee
communicates with Charleston by the
Sea Island passages, and is ascended
without material obstruction to (he vi
cinity of Columbia, a distance of one hun
dred and fifty miles.* This city, the
seat of government, is situated on an ele
vated plain, nea.- the junction of the
branches of the Congaree, denominated
the Saluda and the Broad river. These
latter streams, after flowing more than a
hundred miles through a productive coun
try, as they approach each other, nre
precipitated over successive ledges of
granite, of no inconsiderable elevation
and extent, and one great object in the
internal improvements in South Carolina
lias been to remove the obstacles thus
produced in this part of the water car
riage. 'Plie judicious plan of the engi
neer appears to have been, to throw a j
dam across the Saluda, at the head of the
falls, and from the more elevated surface
o r the river thus produced, to fill a ca
nal, opened for the distance of two miles
across the intervening ground, to Broad
river ; into which a descent is cflected
by locks about the middle of the falls.—
He then placed a dam a short space be
low the lock, and thereby flowed tho
upper part of the falls, and produced a
reservoir to supply another canal, for
med within the opposite shore, between
the river and the city, leading at the dis
tance of three miles, to deep water at the
steam boat landing. In its course oppo
site tiie town, this canal is enlarged into
a dock, for the reception of the luggage
boats from below to exchange loads with
the smaller craft of the upper navigation.
After the confluence of the Saluda
and Broad river, the stream takes the
name of Congaree to its junction with
the Wnteree ; after which, under the
name of the Santee it descends to the o-
cean. The Wateree if naturally navi
gable to Camden. Above that town se
veral (alls occur, at which considerable
works will be necessary, before we
come to Rocky Mount, the greatest of
the. falls of South Carolina, and beyond
whiclUhc river still bears its native name
of Catawba. This fill extends r.ight
miles, and measures a hundred and se
venty-eight feet of perpendicular de
scent. The canal already commenced
at this place, though remarkably favored
by local circumstances, must be expen
sive. It does not appear that any esti
mate thereof is offered. When we re
collect the inherent difficulty of compu
ting an expense which depends on so ma
ny contingencies, the omission is not in
judicious. It is said, however, in the re
port, that 1 its completion (together with
the works doing in North Carolina) will
open the navigation to the foot of the
Bine Ridge, within fifty miles of the. na
vigable waters of Tennessee and three-
hundred from Charleston, in a direct
route for the trade of the Western
States.’ This route mav be very impor
tant, especially in time of war, in con
nexion with tho water communication
between the Southern & Eastern states,
subsequently to be mentioned.
The Pedec, which name the Yad’in
takes after an extensive course through
the most productive districts of North
* The distance from Charleston, by the Sea
ls!,mils to Columbia, inciudingsil the bendings
of the creeks fc rivers, is about 300 miles, tho’
the distance by the road is only 120 miles, a id
in a straight line Tgcrpccr*. j
Carolina, waters all the northern part of
the state of South Carolina in a course
of two hundred and fifty miles, till it fi
nally reaches the coast nt Georgetown
harbor. By the skilful application of
mechanical engines, the bed of this river
has been cleared, in two seasons, of the
accumulations, whicli collect in streams
in an alluvial country before the banks
arc made a subject of public care. The
several branches, moreover, of this
river appear to he all considered ofim-
portance in the general plan. The
Waccomaw has, however, been esteem
ed of peculiar importance. Its course
is nearly parallel to tho sea coast, and
it is of a depth capable of carrying ves
sels of one hundred and fifty tons to the
distance of eighty miles. This river
owes its peculiar importance to the cir
cumstance, that the inland water com
munication, so desirable between the
southern arid middle states, must be o-
pened by means of a short canal from the
nearest point ofits course to Little river.
This river discharges itself near Beau
fort, within the Sea Islands of North
Carolina. By means ofthese works and
the other improvements fc natural means
of the adjoining stales, a water carriage
becomes practicable from Florida to the
head of Chesapeake Bay, thence to the
Delaware, by the canal long since com
menced, (hut suspended for want of
funds,) and from (lie Delaware to the
Raritan ; conveying southern produce to
the remotest shores of the lakes and to
the centre of New England. In a time of
war especially, this inland navigation
would be of great importance, defended
as it might readily he, at exposed points,
by floating batteries or steam gun-boats.
Experience lias already taught this coun
try how severely the interruption of
commercial inlr -ourse would he felt,
under long continued hostilities, without
safe water carriage both of produce and
other merchandise, to say nothing of the
munitions of war, and supplies for tho
navy.
I lie general plan of (lie improve
ments in South Carolina, is to concen
trate all the business of the stale, and of
some part ot (he adjoining states, at the
capital. From the harbor of George
town, therefore, a canal is making five
miles, across (liq tongue of land which
separates it from the Santee. If we
consider the quantity of produce that
must descend all these rivers to pass
this little work, its beneficial effect must
he very great, compared with its ex
pense ; besides st.i importance, when
viewed as a part of (he chain of inland
water communication among the states.
IVe have only to apprehend, that it may
he made on too narrow a scale for that
great purpose, and without conformity
perhaps to the other links in the chain.
It must not be forgotten, that the dimen
sions of this work will regulate those,
which may hereafter be made in relation
to it, in tiie other states, where manu
factures are as progressive, as the agri
culture ofSouth Carolina.
But we ought to retract our hesitating
expression when we regard the liberality
and enlightened spirit which tho state
has already evinced. One miliion of
dollars was at once appropriated to these
various works ; and not less than a thou-
tand laborers employed the second sea
son. 1 he works were commenced at
once in so many places, that it was im
possible for (lie state’s engineer to con
duct them. To remedy this defect, at
the session of UUO the Beard of Public
Works was continued by an act of the
legislature, composed of five members,
two of whom are professional engineers,
with salaries, the others public spirited
individuals, who serve without compen
sation. '1 he hoard is invested with cor
porate powers, and all requisite authnri
ty, and is under the presidency of Mr.
Poinsett.*
Resides the works already enumera
ted, the Ashley, which flows on the south
ern side of Charleston, is to be, connected
with the Edisto, by a canal of twelve
miles. This river divides itself into two
branches, and waters an extensive dis
trict towards the Savannah, the southern
boundary of the Plate. And it scctn« to
bo even intended to open a communica
tion with that extensive, river. The
hoard have moreover, comprehended in
(heir design every conceivable improve
ment for the facilitating of the inland com
munication. 'J hey have made no small
progress in the formation of a road, lea
ding through the state towards Tennes
see. It extends already, according to
the report, tiom Charleston to Colum-
ia, and from that town to the Saluda
mountain, tn nil their operations the
views ot the.board appear to have been
ably seconded bv the personal exertions
ot gentlemen of fortune mid itvfluence in
every part of the country.
It has not escaped the observation of
the intelligent projectors of those works,
that they would avail but little, without
I lie board linvc been lately deprived of tiie
valuable services of Mr Foitiic!! ; Ibe statu of
hi* health having rendered it necessary for him
to cross the Alhimtic. N. Herbemont, Esq. is,
now President pro tem. of the hoard, and not
Gnl. Pinckney, as recently announced in n
Charlestc"paper.—Ys- Tcytscorr.
a good system of navigation. It has,
therefore, been their policy to encour
age the introduction of steam -boats, and
other modes of conveyance, from which
it lias been demonstrated from some ex
amples. how great the savings to the pub
lic mu it finally he. We find it stated, in
the second pamphlet at the head of our
article,, that “ since the Pedee river has
been cleared of obstructions, so as to af
ford navigation for steam and team boats,
cotton has been carried from Chatham
and Society I Jill to Georgetown for se
venty-five cents the bale, whereas it
could not lie carried the same distance,
by land, for loss than two dollars, or by
water, by the fromer navigation, for less
than one dollar twenty-five cents.”
Prom Columbia, it is supposed, tho’
this is not stilted in the report, that
200,000 bales annually, of cotton, may
lie expected to descend, t he saving
of the cotton carriage on this amount
would be g 250,000
i lie. difference between land and wa
ter carriage on half the ipiaiitity dow n
to Columbia may he estimated nt 126,000
The saving on merohaudizo carried
into the country we have no means of
knowing but by comparison. The
country which Charleston must supply
i« more extensive than New-Euglnnd.
Now', through Hadley canal, on Con
necticut river, there pass annually
6000 Ions, through Middlesex ramil
about 2000, and on the intermediate
romp probably 3000; in all 11,000
tons, with a saving of id dollars a ton,
on water transportation. Allowing no
more to Soitlh-Carolina, we must to
the former items add, for the saving of
ten dollars on 11,000 tons 110,000
$ 486,000
Such is the annual saving in one dis
trict only of the state. The benefit,
however, w ill principally depend on the
modes of conveyance that shall bp adopt-
ed 1 hat inode of course will lie pre
ferable which shall bestsubserve the in
terest of the planter and the merchant ;
not that which is numerically the cheap
est, but that which shall unite despatch
with safety, regularity and economy of
time, as well ns moderateness of ex
pense. The time required for tho
transport of produce to market is of ma
terial consequence. The demand, ear
ly in the season, is brisk ; and the sooti
er the crop is down, the more opportu
nities there will be of a sale ; besides,
that the cotton is gathered in and pre
pared successively. Every great plant
er has successive quantities to send to
market, and is solicitous to get them
quickly to the hands of his factor. Tho
reasons for despatch are scarcely less
urgent in the transport of supplies into
the country, especially towards the
close of the spring business and the ap
proach of midsummer, when intercourse
with the seaports is suspended for some
months.
We are led to these remarks from
seeing that some reliance is placed, by
the hoard, on the use of nuitnul power
in navigating these extensive rivers.—
It is not our purpose to decry experi
ments of any kind ; nor to discredit the
utility of (his mode of conveyance, when
nothing better is to be done. When,
however, this last is not the case, it is
an obvious question, whether the sub
stitution of the power of thp steam en
gine for horses has been fallacious.—
In England, the breweries, distilleries,
and mines, are notorious instances of
the preference of steam engines ; nnd
the use of them on rail roads would he
more applicable still to the elucidation
ot the point, were we butter furnished
with fads.
It is stated in the report, that a boat
propelled by the labor of eight mules,
navigated by live men, carried 800 bales
250 miles in fifteen days, nt the expense
°f $ I 16 25 cents, and that the freight
was 75 cents a hale, amounting to 225
dollars ; of course the apparent profit
to the navigators was 103 75 cents.—
f lie object ofthis statement was only to
shew the savings by this op'ration to
the public, as tiro land rat" logo of the
same number of bales w<■ ,]J h i . a
mounted to jj5 COO. 11 is unquestiona
bly true, that for short distances nnim d
force may be applicable, while for gr. at
distances it is of doubtful expediencv,
among other reasons, because i‘ enrtnot
in its nature lie at every moment equal.
It is never operative to the foil measure
ot (be force employed. The steam en
gine, on the other hand, is a force, at c
very moment equal and indefatigable—
and, wbefher great or small, i» managed
by one man. Though eight mules or
horses can be governed and driven at
once, it docs not follow that ICcouI.I lie.
J liis power, therefore, has its limits in
practice. It would he absurd to think
of employing in one boat the animal force
of forty horses, while it is very easy to
use a steam engine of that power.
To estimate the comparative econo
my of steam engines, nnd horse pow
er we are enabled to state the fact of an
experiment on the Merrimack, in Mas
sachusetts, with a small steam towing
boat of five horse power. Her wheel
was placed in the stern to enable her to
pass through the locks on that navigation.
She towed two boats of her own burthen
alongside, and ascended the liver at the
rate of thirty miles a day. Her expen
ses arc estimated [p have been $ 12 a
day, for fuel, men, &c. We are inclin-
cil to think that even this steam engine,
in the situation of the team boat above
mentioned, would have done the busi
ness to more advantage, for the reason
that the passage would have been made
in live days, at the expense of si CO
ami would have carried 180 hales
at 75 cents .... | 35
yielding a profit of . .75
or for three trips of five days 225 dollars,
which is more than double the profit of
the team boat fur the same time.
1 he difference in favor of steam en
gines appears much greater when on a
larger scale. Take, for example, one
ot fifty tons instead of ten tons, (his be
ing Ibe size winch we understand is con
templated by the Boston Company to
navigate the Peedee and pass the five
mile canal near Georgetown.
First, the steam boat will
receive half a load 20 tons
2 luggage bouts «nch 40 RO
80 that Ibe lonri is lOOIonsorCOOhales.
1 lie equipage unit other expenses will be 90
ollnrs a day, amounting in a nussago of seven
•/> - JSf140
t rcight at $ 1 50 per bale goo
iVppurtnt profit g 700
Boats ev eding a hundred tons would
probably not be so economical, simply
because their burden would not perhaps
permit ol ontinual freights, nor admit
ot that celerity and despatch necessary
0 this branch of navigation.
'•c scarcely tln-.k it necessary to
name the superior durati-vu of engines
over animals, noi the liability of the lat
ter to sickness and do >ih It is obvious,
that if nu engine requires to be read
justed, there is meanwhile no expense
tor fuel, but if one or two of a set of
mules arc unable to perform, still the
cst must be fed. Experience and in
terest will undoubtedly instruct &i guide
men in all kinds of business ; nor should
we have dwell thus long on this topic
lint trom the 1 apparent retrocession of
this expedient trom the great modern
improvement of steam navigation.
A difficulty exists in the navigation of
the southern rivers, in the liability to
extreme drought ; but this it is propos
ed (o overcome, in the building of the
bulls of steam boats, by the use of
that very light and durable timber, the
spruce, which abounds in New-llamp-
shire and Maine.
A concurrence of favorable circum
stances has attended the rapid settlement
and improvement of the lortunate coun
try, of which wc have been speaking.—
In climate and in productions—and ulti
mately in tho facilities of trade, it will
be unsurpassed by any other. But an
apprehension is sometimes expressed,
that tiie quantity of rntleu cultivated be
tween 36 deg. of N. lat. and the Gulph
of -Mexico—and from the Atlantic to the
Mississippi, may be too great for the Eu
ropean demand ; and that we shall meet
with a disadvantageous competition from
India, and from the South American co
lonics. Y et this fear seems unfounded
tor the following reasons, whicli at onre
occur. Cotton will bear lobe sent to
China, when it cost9 here hut ten cents
per pound. With good management, it
s supposed, the planter might afford it
even at eight cents. The voyage from
the United States to China being much
longer than from Bengal thither, we
may safely presume, that if we are able
to come into competition with India in
the cotton market, at this rate of cost
here, the price in India must be at least
as great, and therefore that the India
cotton cannot interfere with ours in Eu
rope, when the price is thus low, be
cause the freight for a longer voyage
than we have to peiform mu9t aUo be
paid.
’J’ he importance ofthis branch of com
merce to tiie United States is seen in the
tact, that more than half of all the cotton
manufactured in England is from the U.
Slates ; the quantity from India however
not small. In 1310, there were re
ceived 79,000 bales from that country ; &
trom this, two hundred ot forty thousand.
In 1811, from India, fourteen thousand
six hundred bales ; from tins country,
one hundred and twenty-eight thousand
live hundred. The causes, whatever
they were, which produced this diminu
turn in one year, evidently affected the
udia tr.ute, more than the American
trade, in this article.
If we hare indeed any thing to fear, it
s trom the Brazils. From that country
the importation into England is less than
from ours, in the proportion as three to
eight, ami from all other places, as three
to ten. Uncertainty always attends com
merce, but the wants of mankind are ever
reviving. Our own country will con
sume a great quantity of cotton, new uses
of it will he devised, and the demands of
an increasing population, probably equal
the progressive extent of its cultivation.
When, however, the gross quantity be
comes too great, improvements in the
quality will be attempted. The use of
gypsum as a manure lias the same effect
on this, as on other plants. Skill in this
branch of husbandry will bo exerted.——
1 he labor of the white population w ill be
fouud, as it already is in the western dig
tricH of the UaroliiraSjQOt only pragtica
ble, but productive of cotton of bettot
quality.
In contemplating the immense resour*
ces of our country, we are perhaps too
prone to exult in its advantages. dVcs
shall not, however, fear to cherish a sen*
timent of natural pride in them. And
although it be not a new thing that a ter
ritory, extending through various climes*
should reciprocate from its extremities
the benefits of trade, yet it is a circum
stance equally remarkable and satisfacto
ry, that these United States should be so
bound together by diversity ofhabits and
interests ; a diversity once supposed to
be an ultimate cause of disunion, but:
which operates essentially as a cement
of the national structure,
in closing the report it is stated, “ that
from the progress made there is reason
to believe, that nearly all the improve
ments contemplated by the legislature*
opening an inland navigation ofmore than
fifteen hundred miles, will be completed
in the year 1822, and within the suitx
pledged and set upart for internal im
provements.”
FROM TUX BOSTON INTF.LI.IOXNCER.
STATUE OF WASHINGTON.
Some persons have expressed a strong
desire that tiie Statue of Washington, bv
Ganovn, the Italian Sculptor, now on hoard
the Columbus, may be opened for the in
spection of the curious, previous to its trans
shipment to North Carolina, under the au
thority of whicli State it was executed.
Such a wish, though not unnatural, consid
ering the patriotic feelings and almost de
votional love of the people here for ill©
memory of Washington, could n*. - i-
fi**d. without great hazard and inror-r , e»
The Statue consists of two parts—llie pr cos
tal nnd the figure—and to be seen lo advan
tage must be viewed as it will appear uhem
erected. The figure weighs about 8000 lbs.
and thn pedestal as much more. The Sta
tue, therefore, is very large in its dimensions*
and has been carefully packed by those per
sons in Italy whose profession it is to perforna
such labour. It might perhaps be ultimately
safe to open the case or cases, and view th«
work of M. Canova ; hut it certainly would
be a hazardous attempt oven if we could ob
tain the consent of tne Governor of N. Caro
lina, which it would be unreasonable to ex
pect.
We. have seen an elegant engraving of this
Statue, brought out by an officer of the Co
lumbus, said to lie a very excellent resem
blance of the marble. If this be true, w«
have no doubt the work will gratify (he pub
lic for its classical elegance and masterly ex
ecution ; but it will not convey to posterity
a just idea of the likeness or costume of our
Washington. It is the more extraordinary
that Canova should have failed io the like
ness, as perhaps no distinguished character
ol modem times, has ever been more faith
fully represented, both in painting and sculp
ture, tiian Washington. His portraits by
Stuart, and his bust by Hubon, the French
artist, are illustrations of each other and ar©
finished likenesses of tile original head. It
could not have been difficult for Canova to
have obtained copies of both. Ttm liken, ss,
it is reported, was taken from a portrait of"
General Washington, in possession of the*
American Consul at Leghorn.
Tiie question respecting the costume ot
the figure, we suppose, will excite much
warmth of coutrovorsy. According to th©
theory of the modern Italian school, nil sta
tuary should be in the antique taste.—i kino-
va has represented Washington seated, hi»
body erect, with a tablet resting on Ills knee*
and a style in his hand, composing, ns may
he supposed, the. farewell address 10 liis fel
low-citizens. The sword lays neglected at;
his feet. His arms and legs are bare, and he*
lias some loose drapery thrown over him, its
Grecian folds. The Statue is noble and dig
nified—but it is neither Washington, north©
figure of a modern personage.
There is a great deal to be said in favor
or a costume which is never out of fashion*
and the beauty of which will Iasi forever.
To attain to such an unsophisticated resem
blance ol an individual, as to secure present
popularity and future renown, is a worlc
difficult of execution. This, Canova has at-
trmpted, and the present popularity of th©
work, we suspect, will not bo surpassed by
its future renown.
Chantry, the English Sculptor, is engaged
on tne Statue of Washington, for the inhabi
tants of this state; but we understand!)©
thinks it necessary to clothe his figures in
the motley and changing fashions of tho og©
in which the subject flourished.
To this style of drapery we have a very
decided objection. There is an air of tlfa
grotesque in old family pictu rs, arising from
the oddity of ancient fashion and drosses.
And in some rcsp.vts, the strangeness of th©
costume becomes absolutely ridiculous. No
drapery, we apprehend, is faster approach
ing to this point or the ludicrous than tho
old continental military uniform. It is a-
musing to he told that We must adhere to*
the triangular hat because it is true tc nature.
All modern personages must of course b©
covered—but there is no necessity for cover
ing them grotesquely. During some period
of a long life, every individual will probably
have worn a becoming dress, distinguished
by no extravagance of local fashion—but
indicating both elegance and good taste
Such a costume should be selected for Wash
ington—and in such a costume, whether it
be a plain robe or a military cloak, would
his figure be transmitted to posterity to the
admiration or all beholders.
It appears by a late writer ia a Balti
more paper, that the debt of the corpora
tion of that city is near half a million of
dollars—on which sum six per cent, per
.mourn is paid.
1 he writer alluded to, suggests that a
new loan can be obtained sufficient to pny
off the whole amount of debt at a pre%
mium of fire per cent.
[Geo. Metropolitan.,