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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.,