From the Collection of Carey W. Stwioc 1
THE PORT OF BRUNSWICK, OA,
TIE SAFEST, BEST CAPACIOUS AID IT &IU1D
HARBOR 01 HE SOUTHERN ATLASTIC COAST.
THE ONLY SUITABLE POINT FOR THE ATLANTIC
TERMINUS OF THE SOUTHERN PACIFIC RAIL
ROAD, AND FOR THE GREAT COMMERCIAL
AND EMIGRANT DEPOT OF THE STATES
OF THE SOUTH AND WEST.
Addressed to the Members of the Southern Commercial Con*
ventlon, held in Memphis, Tenn., May 18th, I860.
AND
BY
JAMES HOUSTON
MAYOB OF THE CITY OF BRUNSWICK.
IX SALUS PORTEM.
1869.
PRINTED AT "BRUNSWICK SEAPORT APPEAL" PRINTING HOUSE.
Gentlemen
A few years since the people of the South were in a highly pros¬
perous condition. On every side could be heard the use of the expres¬
sion, -'Cotton is King." So universal had become the use of the ex*
pression, that it was regarded by many persons as a truism, and very
many of the Southeru people fondly believed that it would carry them
successfully through the late War. In fact, it was one of the strongest
and most effective arguments used by the advocates of Secession. The
delusion was a most unfortunate one, as all will now probably admit •,
and all are now satisfied, perhaps, that something more than the
simple production of Cotton is necessary to secure the prosperity and
success of a people. Although Cotton may not be King, yat it has al¬
ways exerted a very strong, if not a controlling influence, over the
financial, commercial and manufacturing intex*ests of this and other
countries. It is not quite equal to the hand of Midas, which changed
everything it touched into gold, yet it has added very greatly to the
wealth, prosperity and power of every nation with which it has had to
do—that which produces, that which carries, but especially that which
manufactures it. The prosperity of the South before the War depend¬
ed, almost solely, upon the production of Cotton. The people could
not be induced to engage, to any great extent, in any other pursuit;
and the result was, that other and more profitable pursuits being en¬
tirely neglected, there was no substantial prosperity in the South.
When slavery was abolished, universal bankruptcy and ruin followed.
But the people of the South have labored manfully, during the four-
years that have elapsed since *.he War, to repair their shattered for¬
tunes and regain their former prosperity, but with indifferent success.
The prosperity and success of the South still depend, in a great meas¬
ure, upon the production of Cotton ; but the experieuce of these four
years has satisfied every observing mind, that the freedmen cannot be
relied upon for its production ; aud that other and mpre reliable labor
must be substituted. All are satisfied of this, and all are satisfied, that
the labor must be supplied by emigration ; and to secure this labor a
wise and liberal policy should adopted and pursued by each and every
2
State of the South and West. The industrious, intelligent and goo 1
of every country should be solicited, encouraged and even assisted
to -come. Tiie mountains and valleys, hills and plains of the South
and West will furnish homes and employment for a population of Hun¬
dreds of Millions. These States comprise within their limits, every va¬
riety of climate, soil and productions to be found on the habitable
globe ; and when covered oyer with such a population as they ate ca¬
pable of sustaining," will constitute, beyond all question, the fairest,
loveliest and most desirable portion of all this earth.- But how
are we to secure this population for the South aud West, and
the prosperity, wealth, influence and power, that will surely follow?
All know that it can only be done by immigration. But what is net es-
sary to turn the tide of emigration, from the States of the Ncrtli and
Northwest, whither it has been so long and so steadily flowing, to the
States of the South and West? All know that it can only b- done
by presenting equal, if not greater, inducements t»> emigrants than
those States can possibly do. If the truth be fairly presented, emi¬
grants will readily perceive, that the inducements and advantages of¬
fered by the Stat s of the South and West, are far superi or to those of
the North and North-west; and a few years will only suffice to bring
Millions of them among us. But what is necessary to be done,- in or¬
der to secure emigration ? All know, perh-ips, that the first thing to
be done, is to satisfy those inclined to emigrate, of the healthfulness of
our climate, the fertility of our soil, the variety and extent of our pro¬
ductions, the certain remuneration of labor, and the means of commu¬
nication between the several States of the Sotith and West. This can
be done by intelligent and reliable Agents, sent out by the several
States, and it should be speedily done. Some of the States have nlre-idy
moved in the mater ; but as bas always been characteristic of oiir peo¬
ple, they move too fdowhj The four years, that have elapsed since the
War, should have added millions to our population, while they have
scarcely added tens of thousands. It is not, however, too late ; and
immediate steps should be taken by each State to initiate and success¬
fully accomplish so great and so desirable a good.
The absolute necessity of emigration being admitted, it is a matter of
the Utmost importance, that there be a port at which the emigrants
can at all times, safely land; and which port must be in easy and rapid
communication, by rail, with every section of the South &nd West. If
3
emigrants can be landed at a point, healthy at all seasons of the year,
and from which they can be quickly and cheaply carried by rail to any
portion of the States they may select for their future homes, it will be
the strongest argunn nt that can be used in prevailing on them to come.
All--the States interested are alive to the importance of thisxuqtter;
and each one seems to be emulating the other in projecting, encourag¬
ing and assisting railroad enterprises that will develope the resources
of 1 lie State, and prove 'beneficial to all the States, Behind none of
these is the State of Georgia, of which I am proud to proclaim myself
an humble citizen. The State of Georgia, at the last session of the
Legislature granted aid, by au endorsement of Bonds, to several im¬
portant railroad enterprises. First among these importance, was that
now known as the Brunswick & Albany roach This road is designed
to rnn from the city of Brunswick to Albany, Ga., thence to Eufaula,
Ala., ,aud thenee to Montgomery, where it will connect with the railway
system of the entire South and West in that direction. When it is
b mm in mind that Brans wick possesses a Bar and Harbor far superi¬
or .to any other on the Southern Atlantic seaboard, the vast importance
of this road will be seen and, appreciated by a single glance at the map.
The distance from Brum.wick to Albany is 165 miles; and the road was
completed and running to the crossing of the Atlantic & Gulf road, a
distance of 60 miles, at the opening of the wur. Under a pretence of
military necessity, the Confederate Government, prompted thereto, no
cloubt, by rival interests, took the Iron from the road and scattered it
broad cast all over the country. At the close of the war the^company
which was composed mostly of Northern capitalists, set about trying to
recover their Hon and property; but so many obstacles and difficulties
were thrown in the way of its recovery, by those having it in posses¬
sion, and whose interest in part, it probably was, that the road should
not be built, that they have, only recently, partially succeeded. But
notwithstanding these and other herculean efforts, that were made by
other rival interests, to defeat the aid of the State, the road will be
built, and built very speedily. This road from Brunswick, Ga., to Mont¬
gomery, Ala., a distance of 305 miles, will become, beyond all question,
and for reasons which I will proceed to show, the most important rail¬
road in the South; and very probably, the most important one in this,
or any other country. The road passes through an almost unbroken
pine forest from Brunswick to within a few miles of Albany; and the
timber, alone, the finest to be found on the continent, will furnish a
4
large business and handsome returns to the road, for many years to
come. The soil can, with a little care and labor, be made exceedingly
productive, and is peculiarly adapted to the growth of the Sea Island
'cotton, sugar cane, the vine, and all the choice fruits. No more healthy
regibn is to be found in the South; and if it could be placed under the
judicious management of an industrious and intelligent German popu¬
lation, it wo :ld soon blossom as the rose, and become the most attrac¬
tive and desirable portion of all this country. "When the road reaches
Albany, it then strikes and passes through to Montgomery, the best
cotton growing section of the United States. This is unquestionably
true, and is estaolished by the evidence of every man who has planted
in this and other sections of the country. It must be seen and admit¬
ted, oir investigation, that this road will certainly do a very large local
business, and prove of immense benefit to the country through which
it will run. Notice for a moment, the advantages that will result to
the two points, Albany and Eufaula. Albany is distant from Savan¬
nah by the Southwestern and Central Railways, 298 miles, and from
Brunswick, 165 miles—a difference of 141 iD favor of Brunswick. Eufau¬
la is distant from Savannah, by the same roads, Southwestern and
Central, 333 miles, and from Brunswick, 220 miles—a difference of 113
miles in favor of Brunswick. The advantages are so manifest and
great that I will not dwell on them.
But it is not, gentlemen, the advantages or benefits resulting to the
section of country, through which this road will run, of which I wish
to speak. I desire to takejt more extended view of the matter; and
therefore respectfully call your attention, and that t>f the people of the
entire South and West, to the great and incalculable benefits, that will
most surely result to our own nation, also an ' to all the leading nations
of the earth, from the building of this road. ' It has been settled that a
railroad from the Atlantic to the Pacific, oau never be worked, with any
great success, over a Northern route. The reasons why this is so are so
obvious and numerous that it is not necessary to enumerate them. At¬
tention is being already turned to a Southern route, and already seve¬
ral starting points and routes have been suggested. No matter how
many starting points and routes maybe suggested, the most natural
and best one will be selected and ad6pted in the end. But where will
be the most natural and best route ? No matter how many termini may
be establishe-i in the interior, each one claiming to be the terminus
proper, the main line, from the very force of circumstances, will certain-
5
ly find its way over the most natural and best route to the waters of the
Atlantic, at some poiut or other, and there establish the great termi¬
nus. A glance at the map will satisfy every one, perhaps, that the
most natural and br st route, coming East, will pass necessarily through
Houston, Texas, Shrevesport, La., Vicksburg, Miss., and on to Mont¬
gomery, Ala. It being settled that an Atlantic and Pacific railroad
must be built over a Southern route ; and the Road having been built,
who can estimate the immensely great and lasting benefits that will re¬
sult to the States of the South and West. It is scarcely possible for
the mind of man to conceive anything of the wealth, influence, power
aud greatness of the people who will form those States. Each State will
become an Empire within itself, and the whole will, in process of time,
constitute a nation, whose equal, the history of this world will never
be able t > produce Build this Atlantic & Pacific Rail Road, and what
a vast territory is presented to emigration. The country through
which it will run, throughout its entire length, cannot be equalled on
earth, for the salubrity of the climate, tlm fertility of the soil, and the
Variety and extent of the mineral and agricultural productions ; aud
these facts will induce emigration from other countries by the Millions
--the people of Europe from the East, and those of Asia from the West
—\rith Africa ice have already had sufficient inter ourse, jterhajyss.—
Build this Road, aud it will soon become the greatest highway
of the Earth—the people of every land, nation and tongue will pass
over it iu great numbers, for the simple reason that they fan safely do
so at all seasons of the year. The products of every nation and clime
will also pass over the Road in great quantities, and for the simple rea¬
son, that they can be carried, from one extreme of the earth to the
other, more quickly and cheaply, than by any other route. All can
leadilv perceive, understand and appreciate the great and incalculable
good that will result to the States of the South aud West from the
building of this Southern Atlantic & Pacific Road ; and I will, there¬
fore, only briefly mention a few of the leading benefits, and then pass
on to another very important consideration :
First. This Road will enable the States interested to offer greater
inducements to emigrants than can be presented by any portion of the
United States ; and such inducements, as will certainly bring about a
rapid increase of population iu all the States.
Secondly. It will indirectly, if not directly, greatly increase, and
6
render more permanent, the production of Cotton, Sugar, Rice and To¬
bacco—upon which very much of the prosperity of the States depends.
Thirdly. It will cause a more rapid development of til1 the mineral
resources of the States ; and give iife and activity to all manufacturing
interests
Fourthly, It will build upon our own seaboard, a City of great size,
and of vast commercial and political importance.
♦
Fifthly. It will certainly lead to the establishment of direct trade
with all the leading nations of the earth—without which, the States of
the South and "West can never have an abiding prosperity.
Sixthly. It will, in a few years, give such numerical strength to the
States as to enable them to exercise a controlling influence in the po¬
litical Councils of the nation—a very great desideratum, indeed, and
one, the happy and gratifying effect of which, cannot be overestimated.
These are some of the most prominent benefits, to be derived from
the building of th.e Road ; and they are, it strikes.me, of sufficient mag¬
nitude and importance to bring about the great result at an early day.
I throw out the suggestion, and insist that it is the best course that
can be adopted (o secure the earty completion of the Road. The sug¬
gestion is this—that the States of the South and TVest each contribute,
under proper enactments, one million of dollars to the capital stock,
necessary to build the Road, and then form a Company to build, man¬
age and control the Road; This fund, if not sufficient, could be efisily
made so, by increase from private subscriptions, and the enterprise
would become one of .grandest and ;most stupendous of its kind 011 the.
globe, and one worthy of the great States and people who build it. In
view of the great resulting benefits, I do not think the States interested
should hesitate, but take immediate steps in this direction, if there be
even a remote doubt that the Road c in be built by other means, and
by other parties.
It being settled that the road must be built; and having reached
Montgomery, Ala., the question now' naturally presents itself—where
shall we place the Atlantic terminus ? This is a question of grave
importance to all the States of the South and West. Is there a suita¬
ble point on our seaboard ? Have we a port at which we <?an concentrate
all the great natural advantages which are absolutely necessary to sup¬
ply the wants, and do the business of all these States, when fully de-
7
veloped ? I answer, that we have sach a a port, and I claim, that it is
to be found and only found at Brunswick. This may be considered, by
many, a bold assertion, apd one not susceptible of proof; but if you will
only bear with me a short time longer, I will satisfy every one, I think,
that Brunswick does possess all those natural advantages, and that she
is the only point on our coast that does possess them. In order to do
this, it will be necessary to take them up in their order.
The first great natural advantage, is the depth of water on the Bar
.and the Harbor of Brunswick. The Bar affords from seventeen to
eighteen feet at ordinary low water, and from twenty-three to twenty-
four feet at ordinary high water. I speak of the average rise nn<l fall
of the tides. The extreme rise 011 spring tides gives from twenty-four
to twenty seven feet—a sufficient depth to admit the largets vessels
that are afloat. The channel over the Bar is wi e, straight and plain¬
ly marked, and the entrance easy and perfectly safe during the se¬
verest gales. This depth of water is, indeed, a great and decided ad¬
vantage, and will certainty have its legitimate effect in determining the
lo nation of the Atlantic terminus of the Pacific road To see*and ful-
ty appreciate the force of this advantage, we have only to compare the
depth of water with that found at other points. It is far superior to
that of New Orleans, Mobile, Savannah, Charleston, or any other prom-
iueut point 011 the Gulf or Atlantic coast, South of Norfolk, and about
equal to that of New York. An important consideration, in connec¬
tion' with this advantage, is the fact that every vessel that can cross
the Bar, can sail immediately up to and discharge the entire cargo on
the wharves, that will line the Harbor. No vessel will ever be forced
tq submit to the heavy and unnatural expense of lighterage and ton¬
nage, to which all vessels of heavy draft are subject at Savannah, and
some other points. Neither will the passengers, even those on the
largest Ocean Steamers, t- say nothing of those on the small ones run¬
ning to New York, ever be subjected to the delay, impatience and vex¬
ation, resulting from being forced to wait for the tide for several hours,
within sight of the city, as some of you have, no doubt, experienced in
the river at Savon nab.
The second great advantage is the Harbor, which is, indeed, one of
the best on the globe. It is in the form of a crescent, complety lan d-
locked, perfectly secure during the most violent gates, and sufficien tl y
capacious to afford anchorage to the combined fleets of the world. It
8
isr no little narrow contracted stream or basin; but a broad and beau-
fnl expanse of water, as salt and as pure as the briny Ocean itself.
The third great advantage is, the beauty and healthfulness of the lo¬
cation. There is not a more beautiful, or a more healthy location for
a large City, to be found in this, or any other country. The City i3
situated on a high and dry point of land, covered by a beautiful and
magnificent growth of Live Oak and other timber, and is surrounded
on all sides by extensive bodies of salt water and salt marsh, and the
air is, consequently, most pure and bracing. The City lies within full
view, and is perfectly open to the broad and majestic Atlantic, whose
surf, during the still hours of the night, lulls exhausted nature to a
calm and peaceful repose. The sea breeze, which is regularly and con¬
stantly wafted in, so tempers the heat daring the summer months, that
it is delightfully and surpassingly cool and pleasant. There is no fresh
water in the vicinity of Brunswick, and comparatively uoue within sev¬
eral miles, and not a sufficient quantity, withiu twelve or fifteen miles,
to produce the least miasma ; and she must therefore remain, for all
time to come, as she has hitherto been, remarkably healthy. Disease
can never generate in air so pure as that found at Brunswick. Yellow
Fever, that great scourge and terx'or of the South, can never exist at
Brunswick. During the awful visitations of the years 1854 aud 1855,
not a single case occurred at Brunswick although constant communi-
tion was kept up with Savannah, Darien and St Marys, at all of which
the pellow^ever raged with fearful and unparalleled violence. In truth-,
many persons flocked to Brunswick during those years as to a p ace of
refuge ; and like the Israelites of old, they were safe from all harm.—
These who have seen and felt the withering and blasting effects of 1 el-
low and other malignant Fevers upon the commercial interests of South¬
ern cities can readily discover and appreciate the importance of a heal¬
thy location in establishing the Terminus of the Atlantic and Pacific
Road. If it be established at a point subject to Yellow and other ma¬
lignant Fevers, vessels will not visit it only at exorbitant rates of freight;
and if the trade be brought to the point it cannot be taken care of for
men will not endanger their lives in looking after it. Brunswick is pe¬
culiarly blessed in this particular—vessels can visit the Port with im¬
punity at all seasons of the year, and they eagerly seek for freights to
and from her Port, when they reject those offered by Savannah and
other points. This will be a /natter of vast importance in bringing
9
emigrants to the States of the Sonth and West, for they can safely land
on the wharves at Brunswick throughout every month of the year,
which cannot be done at any other point on the whole Southern sea¬
board. The climate at Brunswick is unequalled by that of any other
point in our whole country—it is not too cold in winter, or too warm
in summer. We have many points that are used as summer re-orts,
and many as winter resorts, but Brunswick is the only point, perhaps,
that can be used as both. Brunswick is neither burnt up in summer,
or frozen up in winter ; and business can, therefore, be successfully
done throughout the entire year, and this fact must and will powerful¬
ly tell in her future history.
The fourth great advantage is, the position of Brunswick with regard
to the timber producing section of the South. She is situated in the
very heart of the country, that produces the best ship-building timber
on the globe, and as a point for that business far surpasses any other
in the country North o- South. Owing to the climate and healthy lo¬
cation, ships-can be built at much lessjcost, than at any other point. It
has been established by actual experience, that a man can do more la¬
bor during the year in a ship yard at Brunswick, than he can do in one
in any of the Northern States ; and this is in accordance with reason
and the nature of things— it the North, little or no work can be done
for several months, on account of the severity of the cold, while at
Brunswick, a man can work comfortably during the entire year. The
contiguity of the timber, and the climate and healthy location, will give
Brunswick a very decided advantage in ship-building, and the people
of the South and West, should largely engage in it. The business is
equally as profitable as any other, and it should be equally as honora¬
ble. They should not only build ships, but they should man and sail
them on their own account This would do more for the prosperity of
the States of the South and West than auy other pursuit in which the
people could, perhaps, engage. Look at England, that mere speck on
the surface of the globe, and consider how and by what means, she has
been able to reach the proud, controlling and enviable position, that
she now occupies among the nations of the earth. Examine her history
and you will discover thatEngland never became truly stable, prosperous
and great, until her people engaged in ship-building and in the commer¬
cial pursuits, which naturally and necessarily follow—to these pursuits,
alone, is England indebted f r the elevated and ruling position she this
10
day holds. Carry your minds back some years, and notice some of the
little, insignificant villages and hamlets, scattered along our own
Northern sea-coast, whose people were then buried in iguorance, poverty
and misery, and almost unknown, nunoticed and nncared for by the
people of the other por ious of the country. All those little, insignificant
villa es and hamlets have been transformed, as if by Aladdin's lamp,
into large and flourishing cities, whose people are now revelling in
wealth and splendor, and enjoying all the ease, comforts and luxu¬
ries of this life, possessing some intelligence, much shrewdness and
great ostensible piety, and who are directing all the financial, commer¬
cial, manufacturing and agricultural interests of tile country, and abso¬
lutely controlling the political destiny of the nation. I ask the ques¬
tion, What has produced this great 'change in these former insignificant
villages and people ? Nothing else, but the building of ships and tli6
commercial and manufacturing pursuits to which it has given rise. If
so much has been done for England, for theservill:igeH and the
States to which they belong, and for every people beneath the sun,
either ancient or modern,.who have ever engaged in the pursuits, why
cannot the same, and even much more be done, for the people of the
South and West ? The Bame can be accomplished, and accomplished
within a very few vears, if the Atlantic terminus of the Pacific road be
established at Brunswick. A matter of great importance in this
connection is, the fact that a Naval Station wid, in all probability, be
soon establshed at Brunswick. The necessary surveys were made, the
land purchased and steps ta en to establish it, just before the opening
of the war. The want of one on the South* rn Atlantic coast has been,
for'a long time, seriously felt by the commerce of our own and other
nations, and the reason why one has not been established before this,
has been the simple one because there was no point, at which ii
could be established, of sufficient commercial importance, to justify i'-
The cities of Charleston and Savannah, from the surveys and reports
made, were entirely out of the question ; and it was the deliberate
conclusion of the Commissioners, under a Resolution of the Senate of
the United States, "To survey and examine Ports, South of the Chesa¬
peake, with a view to their comparative facilities and advantages for
the establishment of a Navy Yard," and published in 1837, that Bruns¬
wick was the only suitable Port. In order that all may be satisfied,
that I do not claim too much for Brunswick, I would respectfully refer
them to the Report of those Commissioners, Messrs. Woolsey, Claxton
11
and Shubrick, tlie most distinguished, competent and reliable Officers
and gentlemen, belonging to our Navy at that time ; and also to all the
Surveys and Reports made since that period. All will bear me out, in
what I say.
The fifth great advantage is, ti e central position and contiguity of
Brunswick, to the States of the South and West. She is placed nearly
midway on the Southern sea- oard, and is very nearly in the centre of
that section of the country, which.produces our great staple productions,
Cotton, Rice, Sugar and Grain ; and all the productions of the Gulf
States, and the greater portion of those of the Atlantic States, can reach
Brunswick, more quickly, more cheaply and more naturally, than any
other good shipping point on our whole coast, either North or South.
To b • thoroughly convinced of this, you have only to examine the Map,
and compare distances and advantages. We have already seen, that
the distance from M mtgomiry to Savannah, via Columbus and Macon,
is 882 miles and that the distance to Brunswick, via Eufaula and
Albany, is-305 miles—a difference of 77 miles in favor of Brunswick -
which difference is sufficiently great to carry all the business to Bruns¬
wick, as every one, who is at all keeping pace with this progressive age,
knows. This difference at Montgomery, in favor of Brunswick, holds
equally good at every other point we reach, as we proceed West—fr m
Selma, Mobile, Vicksburg, New Orleans, Shrevesport, Houston, Gal¬
veston, and from every point in the whole country, clear through to the
P icific. Brunswick will be the first and nearest, as well as the best
Port, beyond all question, that can be reached on the Atlantic ; and I
wish this fact to be, particularly, borne in mind. The difference in
distance is also in favor of Brunswick, in another important direction.
A Rail Road is being rapi ly.built from Brunswick to Macon, and will
be certainly completed ami running through, from City to City, by the
first day of November nevt. The distance from Macon to Brunswick
by this Road is 185 miles, and the distance to Savannah by the Central
Road is 191 miles—a difference of 6 miles in favor of Brunswick—a very
small difference, if distance, only, be considered. But when we add to
this difference, the advantage of the Macon and Brunswick over the
Central Road, in point of light curves and grades, and then to this, the
advantages of Brunswick over Savannah, as a Port, the difference in
favor of Brunswick, becomes very strong, indeed—sufficiently so, to
carry the greater portion of the business, concentrating at Macon, t •>
Brunswick. The Central Road has, for many years, done the he ivies-1
12
business of any Road in the South, and has, no doubt, paid better div¬
idends, than any Road in the United States. It is, indeed, an immense
concern, and for a number of years, wielded an influence and power in
the State, that could not be successfully resisted. But the people of
Georgia, I am proud to say, are no longer willing to be bamboozled. A
new era dawned tpon them at the close of the War, and they began to
see and appreciate the importance of making Railway connections with
the Port of Brunswick ; so that the State of Georgia and all the States
of the South and West might be able to reap some of the great benefits,
that would surely result from her superior; natural advantages. The
Legislature, therefore, at the session of 1865 and 6, granted the aid of
the State to the Macon and Brunswick Rail Road, by an endorsement
of the Bonds of the Company, notwithstanding the very strong and
powerful opposition, that, was once more brought to bear againt the
measure, by rival interests ; and the Road is now being built, by reason
of that endorsement. This Road to Macon will be one of the most
important in the country, for it will be absolutely necessary to sustain
the life of the great City, that will be built at Brunswick, when the
Atlantic and Pacific Road shall have been carried through, and the
States of the South and West, even partially, developed. The advantage
of Brunswick over Savannah at Macon, will still lie held when we reach
Atlanta, going in the direction of the North. At Atlanta, we strike the
Georgia Rail Road, a competing line to Charleston. Brunswick has an
advantage of 20 miles over Charleston at Atlanta, and this, in connec¬
tion with the greatly inferior advantages of Charleston, as a.Port, will
forever preclude her from becoming a competing point with Brunswick,
for the business of the South and West. This same advantage of
Brunswick over Savannah, still continues when we reach Chattanooga,
a very important point in the Railway connections of the country. At
Chattanooga, we strike another competing line, running through East
Tennessee and Virginia to Norfolk. We fiud some superior advantages
at Norfolk, but an unhealthy location. Notwithstanding the unhealth-
iness , she would, no doubt, prove a formidable rival, if she were not so
far away from the business of the South and West The distance from
Chattanooga to Norfolk, by the several Railways, is 650 miles, and that
to Brunswick, 426 miles—a difference of 224 miles in favor of Bruns¬
wick—an advantage, which will certainly carry the business, concen¬
trating at Chattanooga, to Brunswick, as soon as her Railway connec¬
tions are perfected. Turning Eastward, we will find that Kuoxville is
13
some 50 miles nearer Brunswick, than any other point on the Atlantic;
and all the mineral and agricultural productions of East Tennessee, of
which she is exceedingly prolific, will necessarily seek shipment at
Brunswick. The same will be probably true with Cincinnati and
Southern Ohio, when the connections shall have been made in that
direction. Turning Westward from Chattanooga, Brunswick still
retains her advantage over every other point, when we reach Nashville,
Memphis, Cairo, Louisville, St. Louis ami all the country beyond. At
Louisville and St. Louis, we strike competing lines to New York. The
distance from Louisville to New York is 878 miles, and to Brunswick,
762 miles—a difference of 116 miles in favor of Brunswick. The dis¬
tance from St. Louis to New York is 1,117 miles, and to Brunswick,
994 miles—a difference of 123 miles in favor of Brunswick. These
differences are sufficiently great to carry the business, from either point,
to Brunswick ; particularly, during the winter months, when commu¬
nication, over the Northern routes, is often impracticable. Proceeding
Westwardly from St. Louis, Brunswick continues to hold the advantage
until we reach Omaha, the Eastern terminus of the Union Pacific Rail
Road. Halting at Omaha, we find that the distance, by Rail, to New
York is 1407 miles, and that to Brunswick, by present lines, 1432 miles
—a difference of only 25 miles in favor of New York. But the business
of this route to the Pacific legitimately belongs to New York, and
Brunswick is perfectly willing that she shall have it—Brunswick will
be satisfied with that of the Southern Pacific route. The question,
whether or not, she shall have it, is, indeed, a most momentous one.—
I have now clearly shown, I think, that Brunswick possesses a very
strong and decided advantage, as to location, over every other point
in the South ; and I am satisfied, that all the business of all the great
States of the South and West will eventually, as naturally, as surely
ind as irresistibly seek and find its way to Brunswick, as water seeks
ind finds its level.
The sixth great advantage, and the last to which I will call attention,
s the extent or amount of business, that can be done by or through the
Port of Brunswick. She covers sufficient territory tj build a City of
he very largest size, and may be increased to any desired extent. The
Principal streets are wide, almost perfectly level, and shaded by such
rees as only grow at Brunswick. Cochran Avenue, by which the Macon
ind Brunswick Rail Road enters the City, is 150 feet wide, and an air
ine for te.i miles. This Avenue will, in time, equal, if not surpass any
14
other to be found anywhere. The water privileges of Brunswick are
incomparable—certainly cannot be surpassed by those of any other
point on the Globe. The City, proper, has about four miles of water
front, and with the Islands of Buzzard Boost, Blythe and Colonel, ly¬
ing adjacent and forming a part of the Harbor, the wharf privileges
will be fully twenty miles—sufficiently ample to accommodate all the
business of the Atlantic and Pacific Bond, and all that of the States of
the South and West, when they shall have been fully developed. If
these States were now fully developed, in all their vast agricultural,
manufacturing and mineral resources, and the products carried, as they
wil! certainly be, to the Atlantic to find shipment to foreign market?
the cities of Savannah and Charl-^'on, bot'i biing improved to the very
extent of their capacity, would not be able to accommodate more than
a tithe of -the business ; and the greater portion of that tithe, would
have to be done by vessels entirely too small to be successfully employed
in Foreign Trade. These cities now do very nearly as much bu in ess,
as they are capable of doing—as much as their water and wharf priv¬
ileges will allow, as all can testify, who have visited those cities, during
the busiest season of the year. This beinghiow true, what will be the
consequence in a few years more ? The country will be f' reed to seek
and use other and better points. It is a fact, highly creditable to Sa-j
vannah, that the first vessel propelled by steam, that crossed the Atlan¬
tic, started fi'om that point ; but it is also a lamentable fact, that she
was never succeeded by a second one until the last season. Early last
fall, advertisements and notices appeared in all the leading papers,
calling attention to the fact, that a line of sail and steamships had been
established from Savannah to Liverpool and other points, the pioneer
of which would leave during the month of November.. If I recollect
rightly, a list appeared giving the names, tonnage, and commanders of
the vessels, composing the line, none of which w»re, however, of large
size. The pioneer steamship did leave, and she was succeeded by-the
second, and perhaps the third ; but not one of them has ever returned,
and will, probably, never do so. The whole thing had to be abandoned,
for the simple reason, that even those vessels, of moderate size, could
not go up and down the river at Savanuah. The only mistake, that
was made in the matter, was the starting point. If ihe starting point
could then have been made at Brunswick, the line w»uld have been a
perfect success ; but that could not then be done, because Brunswick
had no connection, by Bail, with any point. A connection will be made
15
with Savannah, by crossing the Atlantic and Gulf Road, by the first of,
July, and with Macon by the first of November ; and then those enter¬
prising and public-spirited gentlemen and merchants, Messrs, W. M.
Tunno & Co., will have an opportunity of establishing' a line of Ocean
Steamers, of the largest class, to Liverpool, or to any other point they
may desire. They will, no doubt, be prepared to do so, and thus be¬
come the first to largely reap of the rich harvest, that will surely ripen
in due time.
I have now. Gentlemen, briefly noticed some of the leading advan¬
tages possessed by Brunswick, and in doing so, I have confined myself,
strictly to the truth, which will be corroborated by the testimony of
every one, who is at all acquainted with the position and advantages. I
challenge an investigation ; and all, who undertake the task, will be
satisfied, that no exaggeration has been made. But the question may
be asked,—if all these advantages exist at Brunswick, why is it, that
she has so long remained, comparatively unknown, unappreciated and
unenjoyed ? The City wafe laid out in pursuance oi an order of the
Provincial Government in the year 1763, when the entire country, sur¬
rounding it, was in the possession of the Indians, whose favorite abi¬
ding place w: s the spot now covered by the site of Brunswick. The
Government offered the most liberal inducements to settlers,. and the
record of grants shows, that every prominent citizen in the Province
took ont a grant for a Lot in Brunswick. Active preparations were
beintr made to settle the Town at the breaking out of the Revolution in
1776—(a Revolution, the propriety of which may now be, indeed,
strongly questioned.) If the Revolution had not interfered, Brunswick
would have been speedily settled, and the seat of the Colonial Govern¬
ment removed from Savannah to Brunswick—that was the evident
intention,—the very name of Brunswick is significant of the fact. The
English were t en, as they are now, a pretty shrewd and far-seeing
people ; and they knew, that Brunswick was the only suitable point on
the whole coast for a great commercial City ; and she would have be¬
come such an one, Ion.1- since, if they had retained control of things.
For evidence, that Brunswick was considered an important point, and
that much was ex ected from 't, immediately after the Revolution, you
have only to notice the sale of confiscated Lots in Brunswick. At that
sale, Lots brought as much as two thousand dollars—these same Lots
can now be bought, even under the flattering prospects now existing,
f >r one-fourth of the amount. All, who have ever known anything of
16
the advantages possessed by Brunswick, have been satisfied, that the
time will come, when she would take rank with the greatest cities ol
the earth. This fact is so distinctly seen in every mark and trace left
by the hand of the great Architect, that no one can, for a moment,
doubt it Every one, on throwing his eyes over the beauty and loveli¬
ness of the site, and around the varied and magnificent expanse of land
and water, involuntarily exclaims, -"God has surely made this place
for great and noble purposes." If this be not so, th^re was, indeed, a
very great waste of the very best materials. But why has Brunswick
remained so long of such little commercial iniportance ? It has been,
solely, because there was no direct communication between Brunswick
a»d the interior. If a river, as long and as large as the Savannah,-had
emptied into the Ocean at Bruntwick, she could have been, long since,
a place of some size and commercial importance. But if 'a fresh water
stream had emptied into the Ocean at Brunswick, she would have had
all the disadvantages of the fresh water river. The Harbor and Bar
would have been constantly filling up and lessening in depth, as at
Savannah and other places ; and she would also have been subject to
Yellow Fever, and all the diseases prevalent in cities built on fresh
water rivers. It is, therefore, much better as it is. Nature did just
enough for Brunswick—if any more had beeu done, the whole would,
probably, have been spoiled ; and she would have claimed no more than
other places. Nature evident^ made the place for our great purpose—
the Terminus of the Atlantic and Pacific Boad, and the Commercial
and Emigrant Depot of all the great States of the South and "West.—
Brunswick slept the sleep of Rip Yan Winkle, from the time of the
Revolution, until the year 1835, when she was partially aroused by
efforts to build the Brunswick and Florida Rail Road, and the Bruns¬
wick and Altamaha Canal. Much money was expended on these enter¬
prises, but the financial crash of 1837, brought about the failure of each
Company, and Brunswick continued to slumber and sleep until 1851,
when both enterprises were partially resuscitated. A large amount of
money was again expended on +he Canal, but the Company again un-
fsrtunately failed, when it had been nearly completed, and thus it re¬
mains. The Company, building the Road, made as many as three
failures, and as many renewed efforts to build the Road, up to 1861, by
whieh time they had reached the crossing of the Atlantic and Gulf
Road, in the direction of Albany, to which point the Western terminus
had been changed. Work was commenced on the Macon and Bruns-
17
wick Road in 1859, and both Roads were steadily progressing at the
opening of the War in 1861. The War destroyed all prospects and
hopes of Brunswick, for the time, and the place was entirely abandoned
during the War, every human being forced to leave it by Military
Orders. Two Revolutions have destroyed Brunswick, and now it is to
be hoped, that a third one will succeed in making it—not a Revolution
of War and bloodshed, but a Revolution in the minds and purposes of
the people?of the South and West, in determining to make themselves
commercially and. financially free of the Northern States. This deter¬
mination, if .carried out, will certainly lead to the building of a Pacific
Road over a Southern route, the rapid settlement of all the States of
the South and West by a dense population, drawn from the best people
of Europe, and the early establishment of Domestic and Foreign Trade.
All this being done, the political freedom of the States will naturally,
peacefully and surely follow; and when this great and happy result
shall have been accomplished, the City of Rrunswick will Stand, like
Saul of old, a full head and shoulders above all others, and the pride
and glory of all our country.
In conclusion, Gentlemen, I must be allowed to repeat, that the States
of the South and West must build the Southern Atlantic and Pacific
Rail Road, must invite and encourage emigration, and must establish
Domestic and Foreign Trade. The States can never truly prosper—
can never be able to shape and control the political destiny of the Na¬
tion, until all this be done. This being true, the people of the States
should go, immediately and earnestly, to work, and never desist, until,
the truly great and highly gratifying result be accomplished. And I
would again respectfully suggest, that the Road to the Pacific over a
truly Southern route, can be more easily, more rapidly and more surely
built by an Association of the States of the South and West, than by
any other course, that can be devised. The States can consistently ask
Congress, to give a subsidy of land along the route, which subsidy would,
no doubt, be freely granted, and which land should all be given, out¬
right, to actual settlers, throughout the entire distance. No endorse¬
ment of Bonds, by the United States Government, would be needed or
solicited, as the Bonds of the Association, endorsed by each State to
the extent of her stock, and guaranteed by all the States, would be
amply sufficient to raise the necessary means to build the Road. In
order to bring this matter, properly, before the people of all the States,
I will ask the adoption of the following Resolutions,—
18
Pirst. Resolved, That the President of this Convention appoint a
Committee of three from each State, represented in the Convention,
whose duty it shall be to digest and prepare a plan, as early as practi¬
cable, by which an Association of the States of the South and West can
be formed, to secure the building, at an early day, of a Rail Road from
the waters of the Atlantic to those of the Pacific Ocean.
Secondly. Resolved, That the Committee of three from each State,
be instructed and requested to lay the plan of Association before the
Legislature of each State, and afk the co-operation of the State, in the
great enterprise, by the necessary Legislative enactments.
Third. Resolved, That the Committee make a Report, in writing, at
the next meeting of this Convention.
APPENDIX.
REPORT OF UNITED STATES COMMISSIONERS UPON THE
FACILITIES AND ADVANTAGES OF THE PORT OF
BRUNSWICK, GEORGIA.
The undersigned, Commissioners under a resolution of the Senate of
the United States "to survey and examine ports south of the Chesa¬
peake, with a view to their comparative facilities and advantages for
the establishment of a navy yard^' have the honor to report :—
That they have given to the subject all the reflection which its
national importance demands ; have personally inspected the several
ports whose draught of water gave claim to public attention, and have
maturely weighed their relative pretensions to the favorable considera¬
tion of the government.
The undersigned, arriving at a preference for a particular port, have
discarded all prejudice of a local or sectional nature, and have solely
been influenced by a strict regard of the public good. As a basis for
their decision, they have looked for fun amental principles, and have
been guided by the great desiderata in a naval establishment on shore.
They may be classed under the following heads, and obtain value in the
order in which they stand, viz :—
1. Sufficient depth of water to permit free access at any state of the
tide, for the heaviest class of ships-of-war.
2. Defence by land and water.
II
3. Resources and supplies of every kind for the speedy equipment of
fleets,
4. Salubrity at every season of the year.
5. Ample supply of fresh water.
6. Facility of wharfing and docking.
As no port south of the Chesapeake possesses all these advan¬
tages, (and, indeed, there is but one in the whole Union which does
possess them,) it has become the duty''of the undersigned, by the
resolution of the Senate, to designate that one which seemed to them
to have the greater number of approximating qualifications.
CHARLESTON, S. C.
The port of Charleston being the first in magnitude, and also fir. t in
order of inspection claimed their primary attention. This harbor has
been repeatedly surveyed, and recently by competent officers of the
United States army. The chart projected by them has been tested by
the undersigned, and the result proved its essential accuracy ; from
which, together with a naval survey in 1825, and valuable information
obtained from experienced pilots and other sources, it would seem to be
established that the mouth of the»harbor is the main obstacle to its
present usefulness as a naval station ; for being deficient in depth of
water, no vessels larger than a sloop-of-war can pass, and they only ot
high tides, and with a smooth sea.
This bar, which is of sand, forms an almost continuous chain of
breakers, running nearly parallel with the coast for nine or ten miles.
The tides and freshets of the river have broken through this barrier,
and four channels have been formed for the discharge of the waters.—
Three of them are now incapable of being navigated by large vessels,
and the fourth—the main channel—is liable to great changes from
heavy gales. "Within twenty years it has been entirely removed from
its former site. It is displaced by more than half a mile; and where for¬
merly passed in security ships of seventeen and eighteen feet draught
of water, now rolls a dangerous breaker. The. undersigned in contem¬
plating the possible obliteration of the present ship channel by the de¬
posit of some future gale, do not regard it as a lasting injury to the
port; for they believe that a new, more convenient, and, perhaps,
Ill
deeper ('Lemuel may be effected, by obstructions in the tide-way, which
shall guide to a given point on the bar the vast and swift column of
water composing its freshets and ebb. Such is observed to be the
action presented by the fortification now being erected in the river,
which has already, though very incomplete and not very extensive,
caused, in the opinion of pilots,- the overfall of the channel to be con¬
siderably deepened. The effect of so much power directed on such an
ensity moved substance of ibis bar, when aided by dredging machines,
cannot be questioned The noble harbor within, sufficient in every
respect to accommodate a large fleet, and of the heaviest draught, the
great seat of southern wealth and southern commerce, all seem to be¬
speak for it a generous expenditure of the national treasure. But these
speculations, whether true or otherwise, belong to the" engineer, whose
knowledge of currents and their effects will have clue weight in such a
contingency. Charleston is now considered accessible with a draught
of 17A feet ; but with the aid of steam, a good tide, and smooth water,
a ship 1 rawing 18| feet may be safely conducted. The average rise of
the tide is six feet, which is increased or diminished by the violence and
duration of the seaward or landward winds, and this rise and exterior
influence is applicable to all the harbors of the Caroliuas aud Georgia.
There can be no difficulty in obtaining eligiole sites for a navy yard,
whenever it may be resolved to establish one in Charh ston.
BEAUFORT, S. C.
This harbor was surveyed by Lieutenant Stockton, in 1828. His
report has been tested by soundings and observations, and its general
correctness ascertained. The arm of the- sea which enters between
Hunting aud Hilton's Islands, is known as Port Royal Sound. It is
suffici -ntly deep and capacious to accommodate the largest fleets, but,
like all ports south of the Chesapeake, labors under the disadvantages
of having, a bar placed at its entrance. From the bar to Beaufort, the
distance is about eighteen miles. A better position for a navy yard can
be found in the vicinity of Beaufort than at the town. The bar has an
average depth of seventeen feet, which permits, with a full tide, the
passage of a frigate Beaufort is placed in the line of internal naviga¬
tion, between Charleston and Savannah, and hence, if blockaded by an
enemy at sea, has a safe aud speedy transport of supplies. The absence
IV
of a fresh water river and marshes seems to assure as great a degree of
health as in any of the southern harbors.
SAVANNAH, GA.
The bar at the mouth of the Savannah river is the deepest and most
accessible of any on the Southern coast. The average depth is nine¬
teen feet at low water, and hence, with a full tide, a frigate may pass
in safety. But, although thus favored at the entrance, these advantages
are soon lost in ascending the river. The first point of effectual de¬
fence, salubrity, and locality of a navy yard, is Cockspur Island, situated
within five miles irom the bar and two miles within the river ; but a
frigate cannot reach this point by reason of an extensive sandbank half
a mile below, on which but fourteen feet at low water can be obtained.
In ascending still further up, the shoals are frequent and of less draught
of water, and the river, at first brackish, becomes fresh, and hence, in
so low a latitude, and surrounded by marshes, is unhealthy in summer.
DARIEN, GA.
Merchant ships of heavy burden can enter the port of Darien, but it
is unsuitable to naval purposes by reason of its unfavorable locality,
being surrounded by swamps and morasses, and on account of its being
placed on a fresh water river, which, in so low a latitude, must cause
unhealthfulness. The port of Darien can have no greater pretensions
than the ingress of a sloop-of-war, and hence cannot compete with
the deeper harbor in the same State. (Brunswick.)
BRUNSWICK, GA.
The waters forming the port of Brunswick are generally designated
as Turtle River ; but, properly speaking, it is an arm of the sea, which,
entering between the islands of Jekyl and St. Simon's flows into the
interior for upwards of twenty miles, forming a wide, deep, and swift
column. As no freshwater river empties into this basin, it is always
salt, free from freshets and alluvial deposits, and hence, from an early
period of time, no change whatever has been perceptible in the sound¬
ings or general character of the port. From the large islands of St.
Simon's and Jekyl, (which are distant from each other about one mile,
and running seaward for about six miles,) are found jutting two exten.
sive sand-pits. At low water, portions of them are laid bare, and unless
V
the sea is unusually smooth, they form, in nearly their whole extent,
lines of continuous breakers. Between these lines of surf lies the
channel, which is three-fourths of a mile wide in the split-heads, and
which enlarges to a mile soon after entering. Between the spit-heads
we fouud twenty-two feet at low water. Proceeding towards the land,
by traversing the whole breadth of the channel, the soundings gradu¬
ally shoaled to eighteen feet, which is the least draught of water found
in the channel-way. About one mile within the spit-heads is the
•'Middle Ground," which is a bank of sand resting on the southern or
Jekyl spit, and jutting into the channel-way some two hundred fathoms,
but leaving a sufficiently wide eighteen feet passage towards the St-
Simon's or northern spit, or a large ship, even with an adverse wind.
The Middle Ground has but fourteen feet at low water. Entering still
further up, the soundings gradually grow deeper, so that when between
the islands it has obtained a depth of twelve fathoms. The vessel is
now in safety. On the right is St. Simon's Sound, which, together with
similar water-courses still further north, affords a safe internal naviga¬
tion to steamboats and craft to Savannah and Charleston. To the left
is the arm of the sea, (called the Turtle River,) from which, by Jekyl
and Cumberland sounds, is a southern internal navigation as far as St.
Mary's. The course from the sea to the mouth of the harbor is nearly
west-north-west, keeping the northern breakers on board. The chan¬
nel then runs south and south-westerly, and making a short turn to the
north-wi st, we arrive at the town of Brunswick—insignificant at pres¬
ent, but destined, we believe, through her railroad and canal, to future
importance. A shoal of soft mud close to and below the town, on
which but twelve feet can be found at low water, seems to indicate some
other point in the harbor as a more suitable position for a navy yard.
We believe Blyth's Island, on the opposite shore, to be the most eligi¬
ble. It contains some hundred acres, covered with timber, and every
way convenient for wharves, docks, &c., and for a nursery of the live-
oak. It is distant from Brunswick two miles, and has bold water to
within a few fathoms of the shore. There is no doubt that the port
may be strongly fortified. The islands of St. Simon's and Jekyl present
suitable positions for extensive works, and a sand-shoal two miles
within and in the centre of the river, (dry at low water,) affords a third
basis for powerful defence, and steam-batteries will complete the whole.
The average rise of the tide is six feet, which &ives, at high water, on
the bar twenty-four feet, sufficient for a frigate. It is deemed healthy,
VI
and the absence of a fresh-water river or fresh-water swamps, seems to
justify the opinion.
ST. MARYS, OA.
The harbor of St. Mary's 011 the south frontier of Georgia, has a bar
very similar to that of Charleston in its general features ami depth of
water ; it is subject to the same vissitudts from great gales. In twenty
years the ship-channel has been forced to the southward, and the site
of the passage, where formerly passed the largest sloop-of-war in the
navy, is now filled up to eight feet. Under the most favorable circum-
stanc s of wind and tide, the prese nt ship channel may be stated at
fourteen feet at low water ; the average rise of tide is six feet. The
localities are unfavorable for the establishment of a navy yard ; and
regarding the harbor in every light we feel compelled to express an
opinion adversely of St. Marys as a port suitable for naval purposes.
KEY WEST, AND THE TORTUOAS.
Circumstances beyond our control, and known to ihe Department,
have prevented an extension of our survey to Key West and the Tor-
tugas; but our knowledge of those places, obtained in the course of
service justifies us in pronouncing an opinion adverse to tluni for the
establishment of a navy yard.
Key West is^but a small island, distant from the main ; and the Tor-
tugas a cluster of islands still . mailer. The one can have but limited
resources; the other none whatever, not even fresh water. Being
islands, and incapable of succor in the presence of a supe ior force, they
must eventually fall when cut off from supplies. The more valuable
either might become by the establishment of a navy yard, the more it
would invite attack from a 'powerful enemy. Their position is no
doubt commanding, but we deem them not worthy of greater value
when fortified than to afford a rendezvous to our cruistrs, sheltering
and protecting them when pressed by a pursuing enemy.
THE COMPARISON.
The undersigned, in obedience to a resolution of the Senate, have
arrived at a point where they are directed to report on "the compara¬
tive advantages and facilit es of ports south of the Che-apeake for the
establishment of a navy yard." Depth of water and easy access being
rn
objects of the tirst consideration, tliey are of opinion that the ports of
of Charleston, Darien and St. Marys being deficient in depth of water
to permit the entrance of a larger ship than a sloop-of-war, are unfit
to compete with the frigate harbors of Beaufort, Savannah and Bruns¬
wick.
The preference is narrowed down to one of these ; and having duly
weighed their ivUtive pretensions, we have no hesitation in preferring
Brunswick. B 'aufort mu4 yield to her in the essential points of depth
of Water, easy access, and capability of defence. Savannah must give
way, f >r her easier access and greater depth of water on the bar,
cannot be carried up the river to a site safe from the sea and an enemy,
and applicable to the establishment of a navy yard.
If a frigate could but reach Cockspur Island, the opinion in favor
of Brunswick might be recalled. Brunswick is the most southern
frigate harbor on the Atlantic seaboard. Placed near the great outlet
of the commerce of the West Indies and Gulf.of Mexico, her position
in a state of maratime warfare would be invaluable, since the navigating
interests of our enemy must pass by her door.
All of which is respectfully submitted.
M. T. WOOLSEY,
ALEXANDER CLAXTON,
E. R. SHUBRICK
December 20, 1836.