Augusta, Georgia - History (part 14 of 17)

Justice Stokes, though they had doubtless never heard of such a person or his diatribe, the wagoners felt highly insulted if called crackers, and we have heard of one instance from an old citizen which illustrates their detestation. During one cotton season while the town was full of wagons, a lady had occasion to ask a store-keeper if he had any crackers. Quite a number of wagoners, also intent on trade, were in the store, and never having seen or heard of such an article of food as crackers in all their lives, took up the idea that the city dame intended to insult them by insinuating that they were Crackers, and in high dudgeon one began to flourish his whip, declaring with a round oath he would teach the saucy hussy what sort of crackers they were. The alarmed storekeeper, the half-fainting lady, and the irate wagoner formed a striking picture ; but after many explanations the dealer convinced the man of the backwoods that there was not the slightest intention to offend him.

To accommodate this trade huge wagon yards were established throughout the city, the dismantled remains of some of which are still to be seen. In the central court-yard the wagons were packed, and in sheds along the walls the stock was stabled, while the wagoners were lodged and boarded in buildings at the front. Ordinarily a general store, selling provisions and forage was an adjunct of the yard, not forgetting a bar-room attached. The once enormous wagon-trade of the city has now dwindled down to a shadow of its former self Once in a while from some remote section one of the old-time vehicles lumbers heavily in with bells ringing and whip- cracking as of yore, but the sight is unusual. The wagon- yards have ceased business, with the exception of a few in the outskirts for the accommodation of drovers and a small country trade in vegetables, fruits, etc.

. To carry off the products brought in by wagons the Savannah River was the sole reliance. This magnificent but grossly neglected waterway has had the misfortune from the earliest period of not having had its great natural advantages improved. Some years since Major Harry Hammond, a South Carolina planter, who resides on the bank of this noble stream near Augusta, and has given the history of the river long and close study, prepared a paper on the subject of great value and importance, from which we cannot do better at this point than make some extracts. Major Hammond says: "In one of the regions of heaviest rainfall in North America the three States of North Carolina, South Carolina and Georgia touch. And here, near where the great Appalachian chain takes a western curve before reaching its southern terminus, as if lifting its skirts to shake the waters from them, innumerable springs burst from the mountain slopes. East and west for a hundred miles spread out like a great fan, the water leaps from crag and cliff, uniting into mountain streams and swelling rapidly to rivers - the Toxoway, Keowee, Seneca, Tugaloo, Tallulah, Toccoa - finding issuance at last in the broad Savannah. Notice their Indian names, for here as elsewhere the world over, the oldest languages linger long- est in the names of rivers, themselves the oldest features of all countries. Older are they than the everlasting hills, for their floo.ls have given to mountain, hill and plain their shape and bounds, and while hourly molding these anew, bear in their currents the life of the region. Southeastward the Savannah seeks the Atlantic coast. The reverse slope feeds the sources of the Tennessee, whose waters find exit through the Gulf of Mexico. So narrow is the divide between the river systems whose sources here interdigitate, that early in this century General Millar, of Rabun county, worked on a canal to connect the navigable waters of the Tennessee and Savannah. In 1873 water was drawn from Black Creek, a tributary of the Tennessee, to Izell's Mills on an affluent of the Savannah. So that before the days of railroads the construction of a canal here was one of the plans for a great transcontinental highway.

"Ascending the Savannah and then the TugalojtJ River for fifty- four miles above Augusta, there was found to be an average depth of five feet at low water. But in forty-three places the depth was interrupted and reduced to less than three feet by ledges of rock crossing the stream at nearly right angles. The length of these interruptions varied at different localities from ten yards to one mile, aggregating in all about ten miles. Below these ledges shoals of gravel sometimes occur, obstructing the channel for a greater or less length, and amounting in all for the entire distance to some four miles of such obstructions. The river here varies in width from 200 yards to one mile, the impervious slate across which it passes preventing the current from scouring out a channel and thereby confining the volume of its waters. The total fall is about 380 feet, giving an average slope of two and one half feet per mile. The average velocity is given as from three to seven miles an hour, but it is very variable, long stretches of deep still water being interrupted by shallow rapids.

"The removal of these obstacles and the development of a channel open at all stages of the water for navigation has always been considered of great importance. Surveys have been made and experts have repeatedly reported that the execution of this work was practicable at comparatively small cost. As early as 1 795 the Carolina Legislature licensed a lottery to raise ;^ 1,200 to improve the navigation from Augusta to Vienna. In 1805 the same body made an appropriation of ten thousand dollars for this purpose. And an act was passed in 1825 looking to the joint action of South Carolina and Georgia for the improvement of the river. Mr. Carson, of the United States Engineer Corps, in conformity with an act of the Federal Congress, made a survey of this portion of the river in 1879. In his excellent and detailed report he recommends as practicable the opening of a steamboat channel three feet deep and thirty yards wide for lOOt niiles above Augusta, at an estimated cost of $133,- 000, and the opening of a channel for pole boat navigation fifty and one- half miles further, at a cost of $126,000 additional city of Augusta it deepens its channel through the soft sands, clays and marls of the middle and lower country. Everywhere there is a depth exceeding five feet at low water for 273 miles to Savannah except in the first sixteen miles below Augusta to Twiggs Bar, where shoals of sand and gravel 13,750 feet in length occur, which show barely two and one-half feet at extreme low water. There are other shoals of lighter sands in the remainder of its course aggregating 3,595 feet in length, showing barely four feet depth at extreme low water. Men now living remember when these shoals did not exist. Their growth has been caused by clearing off the hillsides of the upper country. The soil thus exposed and loosened by the plow is transported by rains and floods in vast quantities into the swift current of the stream. When the gentle slope below the falls retards the current this detritus of sand and gravel stops and chokes up the channel. The growth of these shoals has been greatly accelerated in recent years, and year by year, as wider areas are brought under the plow, their growth will be more and more rapid until they permanently obstruct the navigation unless removed. In later years the increase of these obstructions has caused enormous losses to farmers by elevating the bed of the river so that at moderate high water lands are flooded that have hitherto been the most productive cornfields on the Savannah, if not in the whole South. The average slope of the stream from Augusta to Savannah is about one-half foot per mile. Fortunately between Augusta and Silver Bluff", where the most formidable obstructions exist, the fall is one and one- fourth feet per mile, producing a current, if properly confined and directed, powerful enough to scour out these shoals. From Silver Bluff" to Hayne's Cut, the slope is one foot; thence to Steel Creek one-third of a foot, and thence to Savannah four-tenths of a foot."

Besides t|ie advantages held out as a navigable stream, the Savannah furnishes the water-power that makes Augusta the great manufacturing center of the South. The 6,800 square miles above Augusta drained by the river and tributaries, is a region of great water powers. A rapid reconnoisance under the auspices of the United States Engineer office, made known the existence here of 120,000 available horse-power. The following are some of the localities where more than 5,000 horse-power maybe obtained: Augusta 22,500 ; Trotter's Shoal, 21,750; Long Shoal, 18,000; McDaniel's, 6,100; Anthony's, 6,000; Bluejacket, 5,800; Portman's, 5,620. There are good reasons for believing that a more complete survey would show the existence here of 400,000 horsepower, about equaling the aggregate of this description of power employed in manufacturing throughout the New England States.

It has been mentioned that as a waterway the Savannah River has been much neglected. The causes of this neglect were, first, the failure of Georgia and South Carolina to co operate for its improvement, and, secondly, the rise and growth of the railway system. In the first epoch such eff'orts as were made were made by Georgia, but after much expenditure of money that State ceased its exertions about sixty years ago. What has been done since has been done by the general government but in a stinted and unsatisfactory manner.

The history of the first era is much more interesting than that of the latter period. It will be borne in mind that by the royal charter of 1732 there was granted to the trustees for Georgia all that part of South Carolina " which lies from northern stream of a river there commonly called the Savannah," etc., etc. The ambiguity of this description led to frequent disputes as to boundary between Georgia and South Carolina. Disputes also arose as to that portion of Georgia lying to the north of a due west line from the junction of the Tugalo and Kiowee Rivers and as to that portion south of the Altamaha. Some fourteen or fifteen years before the outbreak of the Revolution these differences were in full bloom, and though the king in council in 1763 sought to compose them, the colonists considered the question far from settled. Scarcely was the Revolutionary War over than the controversy was reopened. The Articles of Confederation provided that disputes between States touching their territory or boundaries should be adjusted as follows : On presentation to Congress by any State of its petition to Congress, stating its case, and praying a hearing, notice was to be given by order of Congress of such petition to such other State, and a day assigned for the appearance of the parties by their agents. When met, the agents were to select judges for the hearing and determining of the mattter in controversy. Should the agents not be able to agree, Congress was to name three persons out of each State, and from this list each party was alternately to strike one, the petitioning State having the first strike, until but thirteen were left, out of which not less than seven nor more than nine, as Congress might determine, were to be drawn by lot, and those drawn, or any five of them, were to form the court. If a State refused to attend, or strike, the secretary of Congress was to strike for such State. The judgment of the court was to be final, and to bind the defendant State whether it appeared or not_ The judges were to be sworn " well and truly to hear and determine the matter in question, according to the best of his judgment, without favor, affection, or hope of reward," and the judgment was to be transmitted to Congress and lodged among the acts thereof.

Pursuant to this provision South Carolina petitioned the Continental Congress in March, 1785, for a Federal Court to determine a dispute concerning boundaries between that State and Georgia, and on the first of June in that year, the committee to which the petition had been referred, reported a form of notice to the State of Georgia, and recommended that the agents of that State and of South Carolina be required to meet for the selection of judges on May 8, 1786, which was adopted and so ordered. At the appointed time the matter was by mutual consent continued to May 15, and thence again postponed to September 4, 1786, when John Kean, Charles Pinckney, and John Bull appeared and produced their credentials as agents for South Carolina, and

William Houstoun, George Walton, and William Few did the like for Georgia, whereupon Congress directed them to proceed to the selection of judges. On September 1 1, the South Carolina agents reported that they had not been able to agree with the agents of Georgia upon the appointment of judges, or time and place of trial, and thereupon prayed Congress to proceed " to strike a court agreeable to the confederation," Congress ordered the agents of Georgia to be furnished with a copy of the report and prayer of the agents of South Carolina, and on the 13th the former answered that by the act appointing them the agents for South Carolina were appointed with plenary powers to adjust all questions of boundary with such commissioners as Georgia might appoint with like powers, and only in default of Georgia appointing such commissioners were the agents of South Carolina to proceed to apply for a court according to the Articles of Confederation. It was therefore submitted that the agents for South Carolina could not legally move for a court, as sufficient opportunity had not been allowed the State of Georgia to decide whether she would appoint commissioners and thus avoid the necessity of a Federal Court. After putting in this answer the agents for Georgia, with apparent inconsistency, moved the selection by Congress, of a Federal Court, which was granted. On motion of South Carolina it was voted that nine names should be drawn, and in presence of Congress the following gentlemen were selected by lot as judges, namely : Alexander Contee Hanson, James Madison, Robert Goldsborough, James Duane, Philemon Dickinson, John Dickinson, Thomas McKeon, Egbert Benson, and William Pynchon. The court was then ordered to meet in the city of New York on the third Monday in June, 1787.

The court, however, never assembled. South Carolina seems to have reverted to her original idea of settling the matters in controversy without the intervention of a Federal Court, and Georgia, acceding to the same view, by act of February 10, 1787, appointed John Houstoun, John Habersham, and Lachlan Mcintosh as commissioners, with plenary powers to settle and adjust all matters of boundary betweeh Georgia and South Carolina with such commissioners as the latter State might appoint with like powers. South Carolina appointed on her part Charles Cotesworth Pinckney, Andrew Pickens, and Pierce Butler, and these three, with Messrs. -Habersham and Mcintosh, of Georgia, Mr. Houstoun declining to concur, concluded the famous Convention of Beaufort, at Beaufort, in South Carolina, on April 28, 1787. The convention was duly reported to and ratified by the States of South Carolina and Georgia, thus finally closing up the vexed question of boundary. On looking at this convention we see at least one reason why South Carolina preferred the adjustment of matters by an inter-State commission rather than by a Federal Court. The articles of confederation required the State applying for a court thereunder to specify its claim, and that alone the court was competent to try. Now, in stating her case to Congress, South Carolina confined herself to the differences which had arisen as to the northern and southern Hmits of Georgia, that is to the portions north of a due west Hue from the junction of the Tugalo and Kiowee and south of the Altamaha. Nothing was said as the vexed question of the Savannah River, or eastern boundary of Georgia, South CaroHna claiming ad fihim, or to the middle of the river, and Georgia to the eastern bank. In the appointment of commissioners this omission was rectified, both States instructing their deputies to adjust all and singular the differences, controversies, or disputes existing relative to boundary.

The convention of Beaufort is in six articles, the first of which provides that the Savannah to the Tugalo and then the Tugalo to its intersection with the northern boundary line of South Carolina should be the boundary between that State and Georgia, reserving all the islands in both rivers to Georgia. Article second declares the Savannah and Tugalo equally free to the citizens of both States, neither to impose any duty or toll, or offer any hindrance, molestation, or interruption to the citizens of the other. Articles third and fourth quitclaim all rights the contracting States may respectvely have on the other side of the boundary above established. Article fifth confirms grants theretofore made between the forks of the Tugalo and Kiowee, on ratification of such grants by Georgia and the recording of such ratification in South Carolina within twelve months after the date of the convention. The sixth article reserves all rights which may have accrued by South Carolina grants south of the Altamaha, this reservation being by South Carolina only, the Georgia commissioners considering they had no authority to negotiate in this particular.

The convention of Beaufort is commonly regarded as having conceded to Georgia the exclusive ownership of the Savannah River. In the year 1783 the Legislature passed an act which declares " that the limits, boundaries, jurisdiction, and authority of the State of Georgia do and did, and of right ought to extend from the mouth of the river Savannah, along the north side thereof, and up the most northern stream or fork of the said river to its head or source ;" and the general impression is that this was conceded in the convention. There is great reason to doubt this. The first of the articles of that agreement says that the islands in the Savannah are " reserved " to Georgia. Why reserve them if the whole river to the further shore was conceded to Georgia? Again, in the second article the navigation of the Savannah from the mouth, "and from thence up to the bed, or principal stream of the said river," is made equally free; and then it is said that " all the rest of the river Savannah to the southward of the foregoing description is acknowledged to be the exclusive right of the State of Georgia." In the light of these citations, it is pretty evident that the convention of Beaufort made the middle of the main channel the boundary, save, always, that the islands belonged wholly to Georgia.

The general belief, however, has been and still is that Georgia owns to the further bank of the Savannah. Owing to this persuasion it was for many years in the early history of the river a received maxim that Georgia must take care of her own. It was long before South Carolina would co operate in the improvement of the stream, and when she finally agreed to do so it was but a few years before the rise of the railway system, and in anticipation of much greater benefit from this instrumentality the co-operation was withdrawn altogether.

As early as 1 786 the Legislature of Georgia passed an act for the improvement of the Savannah River froni Rae's Creek, just above Augusta, to Tugalo Old Town, by the terms of which commissioners were appointed to clear out the river. To supply them with funds a tax was laid on the inhabitants along the river, and it was further provided that all sums which had been subscribed as well in this State as in South Carolina for the improvement of the river, should be vested in the commissioners. After clearing or.t the river they were to put a lock at the lower falls and levy a toll of five shillings per hogshead on all Carolina tobacco, unless made by a subscriber who had paid in his contribution for the improvement of the river. In the next year the convention of Beaufort forbade this discriminating duty on South Carolina shippers, and in the same year the Legislature passed an act remitting the home tax, so that the commissioners had no funds wherewith to work.

In 1799 renewed efforts were made to improve the navigation of the river. By act of February 14 the Savannah Navigation Company was incorporated with a capital of $40,000 in $100 shares. Subscriptions were limiied to thirty shares and made payable in three years in four equal payments " in gold, silver, or bank bills of the United States." The affairs of the body were to be managed by nine directors, and when the company had so far improved the navigation of the Savannah between Augusta and Petersburg as to allow boats carrying fifteen hogsheads of tobacco (weighing at the then standard, 14,250 pounds) to safely pass with the water at common height, it was authorized to charge toll on all traffic up and down the river at the following rates: On each hogshead of tobacco, 37^ cents ; each barrel of flour, 4 cents ; lumber, per thousand feet, 10 cents ; all other articles, per hundred weight, 2 cents. For non-payment of toll, the vessel and cargo were subject to be seized and held until payment. The operation of this act was made dependent upon the passage by the Legislature of South Carolina of an act incorporating the company as a Carolina corporation with the same franchises as in the Georgia act. No such legislation being had by South Carolina the act never went into effect.

By act of February 18, 1799, another attempt was made to enlist South Carolina in the work of improvement. In order to remove obstructions to navigation between Augusta and Savannah, it was provided that the corporate authorities of Augusta and Savannah should each appoint three commissioners, to form, with such like officers as might be appointed by South Carolina, a board for the improvement of the navigation of the Savannah, from Augusta to Savannah, with power to collect tolls at Savannah, as a fund for operations. The toll list aftbrds an insight into the staples of that day, the rates being, each hogshead of tobacco, 50 cents; on each barrel of corn or wheat flour, I2-|- cents ; on each barrel of pork, 6\ cents ; on every 1,000 feet of plank or lumber, 6-j cents; on every 100 bushels of corn, 50 cents; on every hundred weight of clean cotton, 12^ cents. Here again the sister State failed to cooperate, and the scheme came to naught.

In 1802 an act was passed which recites that " the keeping open the Savannah River is of the greatest importance to the citizens of the back country, as well in consequence of navigation as tlie advantage resulting to the citizens generally, by having an annual supply of fish therefrom," and that the river above Augusta has been almost totally blocked up by numerous dams, wherefore it was enacted that it should be unlawful for any person to dam, stop, or obstruct the river trom Augusta to the junction of the Tugalo and Kiowee, and up the Tugalo to Hatton's Ford, "but that the one-third part of the said river, including the main sluice, is hereby declared to remain and continue open for a free passage." All dams then in the river encroaching on the portion thus ordained to be left open were to be removed by January i, 1803, under a penalty of $20 for each day's failure, and a like penalty was imposed on all thereafter erecting dams on the reserved portion.

In 1809 it was enacted that the main current of the river above Augusta should forever remain open for boats and fish, and that no dam, fish trap, or other obstruction should extend over more than one third of the river. Violations of this act were made indictable offenses, punishable by a fine of $100 per day, and commissioners were appointed for the counties of Richmond, Columbia, Lincoln, Elbert, and Franklin to view any obstructions then existing in the river opposite their respective counties, with authority to remove the same if found in violation of the act and to call out the />osse coDiitahis, if necessary, to aid them. The commissioners for Richmond were George Pearson, Holland McTyre, and John D'Antignac.

In 18 1 2 still another act of like general purport was passed. It recites that the acts previously passed had failed of their purpose, and, for remedy, enacts that a board of commissioners from the counties of Richmond, Columbia, Lincoln, Elbert, and Franklin be appointed with authority in said commissioners or any one of them, to examine the Savannah, or any part thereof, from Augusta to the junction of the Tugalo and Kiowee and determine if any such obstructions as these specified in preceding acts existed. If so, the commissioner, or commissioners, had authority to order the owners thereof, or their agents or manager, to remove the same in two days, and if not done, to call out the militia for that purpose. Half of any penalty imposed was to go to the commissioner or commissioners lodging information of a violation of the law.

In 1815 an effort was made for concerted action with the State of South Carolina looking to the improvement of tiie Savannah above Augusta. The act of that year opens with a preamble, that, "Whereas, the improvement of the inland navigation of every country is of the first importance to its inhabitants in facilitating and extending conmierce ; and, whereas^ the clearing out and removing the obstructions on Savannah River, would greatly conduce to the convenience and interest of the inhabitants settled in the north and northwestern parts of this State ; and, whereas, the State of South Carolina did, many years past, make an appropriation of ten thousand dollars for the purpose of improving the navigation of said river whenever the State of Georgia should make a similar appropriation." The act then appropriates $10,000 for improving the navigation of the Savannah River and the headwaters thereof, said appropriation to be conditional on South Carolina keeping her offer of a like sum open. Andrew Irwin, Richard Gray, John Watkins, William Jones, and Dridzel Pace, sr., were appointed commissioners, to confer with such commissioners as might be appointed by the State of South Carolina a board of commissioners for improving the navigation of the Savannah River. The commissioners were to appoint a superintendent of the work and were, to begin operations at Augusta and thence proceed up the river. .\

In 1816 a new set of commissioners for the counties of Richmond, Columbia, Lincoln, Elbert, and Franklin were appointed to view obstructions in the Savannah from Augusta to the Indian line, so far as the same prevented the free passage of fish, the penalty for continuing such obstructions after notice being fixed at $30 per day. James Primrose and George Pearson were the commissioners for Richmond.

In 1 8 17 James R. Wiley was added to the board of commissioners appointed by the above mentioned act of 1815 toco-operate with commissioners from South Carolina for the improvement of the Savannah above Augusta, and a further appropriation of $5,000 was made for improving the river from Augusta to Savannah. The same act increases the appropriations for the river above Augusta $20,000, conditioned that South Carolina appropriate a like amount. In the next year the restriction was removed and the appropriation of $20,000, as also the prior one of $10,000, was made absolute. In the same year, 18 18, the Legislature directed that these sums should be applied as follows: From Augusta to Petersburg, $1 5,000 ; from Petersburg to Andersonville, $8,000 ; and from Andersonville to the mouth of Panther Creek on the Tugalo, $7,000. For the Augusta division, Thomas Murray, Ezekiel Dubose, Peter Lamar, William Gumming, Henry Shultz, Archer Avery, and Marshall Keith were appointed commissioners. The various commissioners were empowered to receive any private subscriptions that might be made toward improving the river, and directed to distribute the same in the above mentioned proportions. It was also provided that the commissioners might co-operate with such like officials as South Carolina might appoint in event she contributed money to the common purpose. In the next year the governor was requested to correspond with the executive of South Carolina for the purpose of procuring a speedy co-operation of the two States in the improvement of the river.

At the next session, that of 1820, the governor informed the Legislature that he had addressed a communication to the governor of South Carolina in conformity with this request, and, while he had received no answer, had been informed by the commissioners in charge of the river from Augusta to Petersburg that the Board of Internal Improvements of South Carolina would cooperate with them. At a later period in the session he reports that the commissioners have furnished him with a map of a survey of the river which was then in his office. It may be here mentioned that at this session Judge Dooly, so famous for his wit, was made a member of the board of commissioners. In this year, 1820, it appears that upon the invitation of South Carolina, delegates were appointed to confer with delegates from that State on some common plan of action for the improvement of the Savannah, but we do not find their names nor any report of their action until some years later.

In 1822 the commissioners appointed to improve the Savannah from Augusta to Petersburg report no further necessity for expenditures on that part of the stream, and were accordingly directed to turn over to the State Treasury the unexpended balance of their appropriation of $15,000, the same being $4,556.46.

In 1823 the governor informed the Legislature that he had received a letter from the governor of South Carolina indicative of a desire on the part of that State of CO operating with Georgia in the improvement of the Savannah. It appears that the delegates of the two States had agreed upon a plan of action in the shape of a treaty or convention, and the executive of South Carolina presented this as a fit basis of union. The convention which was subsequently ratified by the two States is in seventeen articles. The substance of these articles was as follows : The governor of each State was to appoint one commissioner ; these commissioners were within one year after the ratification of the convention to make a full survey of the Savannah and Tugalo Rivers and prepare estimates of the cost of their improvement. They were also to report plans for such improvement, and each State was to appropriate $500 for the expenses of this preliminary work and to compensate its own commissoner. The actual work of improvement was to be under the charge of two superintendents, one appointed by each State, who were to be a body corporate in both States under the name and style of "The Superintendents of the Savannah Inland Navigation." The superintendents had full power to make any contracts deemed by them necessary, which were to be binding on each State to the extent of the appropriations made by it. They were also empowered to appoint and remove at pleasure such engineers, agents, toll collectors, and other officers as might be necessary for completing, repairing, or protecting the works or for the collection of tolls; to establish rates of toll, always provided that no discrimination should be made in favor of or against the boats or trade of either State ; and provided, further, that in case there should be worked in either State any mine of iron, lead, or coal, or any quarry of lime, gypsum, marble, or other building stone, the State in which such mine or quarry was situate was to have the exclusive right of fixing the toll on the products thereof; and to make all rules and regulation they might deem proper for the prosecution and management of the work. The superintendents were authorized to purchase such lands on the river as might be necessary for their purposes, the State in which such land was situate to retain jurisdiction thereof. If the superintendents and owner of the land sought could not agree on price, the law court of the county or district in which it was situate was to appoint five commissioners to value the same, and at that valuation they were to vest in the superintendents. If the superintendents failed to agree on any question the principal engineer was to act as umpire in the matter, and if a vacancy occurred in the office of either superintendent was to act as superintendent until such vacancy was filled. Each State was to fix the term of office and to pay the salary and expenses of its superintendent.

The expense of improving and rendering navigable the river was to be borne equally by the two States, but each was to be at liberty to make such appropriation as it might see proper, provided that the smallest appropriation by either State was to be one-half of the total amount to be raised. In other words if South Carolina appropriated $20,000 and Georgia $30,000, the total appropriation was to be $40,000, and Georgia was only to be called on for $20,000.

All tolls collected were to be used first for repairs and current expenses, and secondly in making such improvements as the Legislatures of the two States might direct. If none were ordered the tolls were to be reduced so as only to bring in funds enough to repair, renew, and kept in order the works.

Payments for work done were to be by draft, signed by both superintendents on the State treasury; any draft drawn on one State to have a counterpart draft for an equal amount drawn on the other. Neither State was to be responsible for drafts drawn on the treasury of the other.

It was further provided that the State in which any canal might be cut, or work erected, under the convention, should not cause or permit the same to be demolished or impaired without the consent of the other State, but, on the contrary, was to enact such laws as might be necessary for its protection and maintenance.

It is unfortunately the case that this convention, like all the other eftbrts at co-operation between the States, came to naught. True, the Legislature of

Georgia ratified it on December 20, 1823, and the Legislature of South Carolina on December 20, 1825, but here another obstacle interposed. The convention was an agreement or compact between two States, and the Constitution of the United States declares that no State shall without the consent of Congress enter into any agreement or compact with another State. It was, therefore, necessary to obtain the consent of Congress before the convention could become legally operative, and this assent was never given. It is stated that by reason of a want of concert between the delegations of the two States in Congress, no application was ever preferred the general government for its assent. Probably the matter had dragged so long that public interest therein had died out, or new administrations had come in not sufificiently acquainted with the unfinished business of their predecessors, but, whatever the cause, the effort failed.

Not forseeing this untoward result, and apparently in confident anticipation of good results to flow from the convention, the Legislature of Georgia in 1826 appropriated $20,000 for the improvement of that part of the river lying between Andersonville and Augusta, the same to be conditional on a like appropriation from South Carolina. By the same act the sum of $20,000 was appropriated " for the purpose of removing obstructions in the Savannah River below Augusta, and of improving and deepening the channel of that river so as to render it at all times navigable for steamboats." This appropriation was unconditional, but the commissioners for that part of the river were directed to proceed with or without the co-operation of South Carolina as they might deem best. This same year the governor was requested to co-operate with the executive of South Carolina in all matters tending to the successful operation of the convention between the States relative to the improvement of the Savannah.

At this point we may pause in this historical sketch and trace the results of the appropriations which had been made. It will be remembered that under the various acts above cited, appropriations had been made as follows for the improvement of the river : Below Augusta, $20,000 ; from Augusta to Petersburg, $15,000; from Petersburg to Andersonville, $8,000; and from Andersonville to the mouth of Panther Creek on the Tugalo, $7,000 ; a total of $50,000.

Up to 1829 the commissioners for that part of the river below Augusta had expended $9,860.80, and had on hand $10,139.20 in money, and one pile driving machine, one Augusta boat, one Petersburg boat, and some $200 worth of cordage, lumber, tools, etc. The Legislature expresses its " unqualified approbation of the conduct of the commissioners, as evidenced in their report, and the spirit of enterprise, tempered with discretion, perseverance, and economy which it exhibits." They were directed to use the unexpended balance in their hands in their discretion, and with $4,630.20 completed their task.

In 1822 the commissioners for the Augusta and Petersburg division reported that they had successfully completed the work assigned them at a cost of $10,443.54, and turned over the balance of their appropriation, to wit, the sum of $4,556.46 into the State treasury.

In 1824 the commissioners for that part of the river from Petersburg to Andersonville reported that with their appropriation of $8,000 they had put their section in such order that boats carrying eighty bales of cotton could pass. The weight of the bale then being about half that of the average bale of the present day, it follows that boats of at least nine tons burden were then able to navigate that part of the Savannah.

As to the last division, or that from Andersonville to the mouth of Panther Creek on the Tugalo, it appears that up to 1823 the commissioners had expended $4,575.47 out of their appropriation of $7,000. Out of this balance of $2,424.53, they had expended the further sum of $1,415,25, leaving a balance of $1,009.28 then on hand. This seems to have been sufficient to complete the work which the Legislature ordered done as soon as practicable.

From 181 5 to 1826 the total appropriations made by Georgia for the improvement of the river aggregated $50,000, and the expenditure of $39,- 934.54 sufficed to put the entire stream in satisfactory order, leaving a surplus of $10,065.46. This much having been accomplished and a convention having been concluded with South Carolina whereby, after many years of effort the co-operation of that State seemed assured, it looked as if the work of improvement was on a solid and durable basis, but a new obstacle to united effort arose.

In a special message to the Legislature of 1828 Governor Forsyth informed that body that after South Carolina had ratified the River Convention her delegation in Congress in 1826 proposed to apply to that body for its assent to the compact but that no application was made because the Georgia delegation would not unite with them. At the session of 1827 the Georgia delegation were instructed to concur in such application, but at that time the South Carolina delegation declined to unite with them on the ground that they had no instruction so to do. In consequence of this game of cross purposes no application had been made for congressional consent. Despite this failure Governor Forsyth says he would have renewed his instructions to the Georgia delelegation were it not that he was in receipt of information from the governor of South Carolina which satisfied him that that State did not desire the convention to become operative. From the information before him it would be seen that "a project is in the course of execution to divert by a railroad from Hamburg to Charleston the whole trade of this State above Augusta, from Savannah to Charleston. The right of South Carolina to improve all its resources, and draw from a neighboring State a portion of its trade is not denied, nor is the exercise of that right a cause of just complaint ; but in this scheme

South Carolina is to have the benefit of the engineer of the United States; the skill and science under the command of the Union, and the money of the general government - our money - is to be used for the purpose of aiding in the execution of a scheme which if successful, will seriously injure, if not destroy our most flourishing seaport." In view of this project he says : " It cannot now be desired by South Carolina to have the convention ratified, and that, if it was, it would be unwise on our part to fetter ourselves by its obligations, as South Carolina's design will prevent any expenditure of money on the most important part of the Savannah River, that below Augusta."

The message was referred to the committee on the state of the Republic, which reported that the failure to obtain congressional sanction for the convention did not cause them any regret. The report then continues :

"Recent indications exhibited in South Carolina evidence very clearly not only the unwillingness but the inability of that State to aid in the consummation of the proposed undertaking. The governor of South Carolina in a letter addressed to the executive of this State frankly admits 'that the incorporation of a company to erect a railroad from Hamburg to the city of Charleston, which it seems will be carried into effect, will render the State averse to expending any money on the river below Augusta.' In another part of the same letter he says, 'it is not likely that in any short time this State will make any appropriation for clearing the river above Augusta; in favor of this course we have one unanswerable argument, the low state of the treasury.' This confession impresses your committee with the belief that should the complete ratification of the convention be obtained, it would, under existing circum-stances, be inoperative or of no avail. Georgia, we apprehend, would be unwilling to fetter herself by a positive pledge, when there was a strong probability, if not absolute certainty, that all the disbursements necessary to effectuate the proposed object were to emanate exclusively from her own treasury. Should, however, the resources of the other contracting party ever enable her to cooperate with us in the prosecution of the work, a collision of opinion, engendered by a diversity of interests, would unquestionably prevail in regard to the portion of the river upon which the joint fund should be expended. It would be a paramount consideration with Georgia to render perfect the navigation of the river below Augusta, while South Carolina, with all the facilities afforded by her railroad, could feel no interest whatever in its improvement. She would, of course, bestow all her care and attention upon the river above Augusta, which to us would be an object of secondary importance. These considerations impel your committee to recommend for adoption the following resolution :

''Resolved, That, under present circumstances, it is impolitic on the part of Georgia to attempt to procure a full and entire ratification of the convention with South Carolina relative to the navigation of the Savannah and Tugalo Rivers."

Report and resolution were adopted, and this was the end of co-operation between South Carohna and Georgia for the improvement of the navigation of the Savannah River.

In 1829 the Legislature appointed commissioners for the counties of Richmond, Columbia, Lincoln and Elbert, one for each, and made it their duty to survey, determine, and lay off the main channel of the Savannah, beginning at the first shoal above Augusta, and thence upward to the mouth of Lightwood Log Creek, in KIbert coimty. They were also to see that the channel was kept clear, and that no dam, trap, or other obstacle stretched over more than onethird of the stream. The commissioner from Richmond county was Benjamin H. Warren. From some subsequent legislation it appears that a survey was made of the river under this act, and beacons and other marks designating the channel established, but this is- the last statute of any note looking to the improvement of the navigation of the Savannah. Following the example of South Carolina, Georgia looked to the new instrumentality of railroads for transportation, and ceased even the fitful efforts she had up to that time made for the improvement of her great water way. A number of subsequent statutes relative to the Savannah followed that of 1829, but their main object was to protect fish and fisheries.

We may here give some account of the legislation of South Carolina for the improvement of the river. In 1791 it was portioned out into three divisions, from Augusta to Long Cane Cretk, from Long Cane Creek to the old boundary line, and from thence to Fort Prince George on the Kiowee, and commissioners appointed for each division, who were authorized to require all male inhabitants between the ages of sixteen and fifty residing in their respective divisions within six miles of the river, to work thereon ten days in each year. The commissioners were also authorized to receive all donations or subscriptions made for the improvement of the river.

In 1795 seven commissioners were appointed to conduct a lottery for the purpose of raising ;^i,200 to be devoted to the removal of obstructions in the Savannah between Campbelton and Augusta; and in 1805 a board of fourteen commissioners was appointed to co-operate with any commissioners that might be appointed by Georgia to clear out the river from Campbelton to the junction of the Tugalo and Kiowee, and the sum of $10,000 appropriated for such purpose, conditioned on Georgia appropriating a like sum. No concurrent action having been had by Georgia th's proposition came to nothing. The appropriations made by the general government up to a half century since were as follows: In 1826, $50,000; in 1829, $24,490; in 1832. $25,000; in 1834, $30,000; in 1835, $20,000; and in 1838, $15,000; total, $164,490. The great bulk of this, however, if not in fact all, was devoted to the improvement of navigation at the mouth of the river, but one appropriation, that of 1838, being generally for the improvement of navigation without specifiying any particular locality. Before the war the South was opposed to internal improvements by the general government, the idea being that it was the function of the States to carry on such operations and that it was not within the constitutional province of Congress to use the common fund for the benefit of any special locality. In a letter written by Hon. George T. Barnes, member of Congress for the Augusta district, to the Savannah Valley Convention, to be hereafter mentioned, the political views for many years entertained on this subject are very clearly expressed, and we here quote what he says :

"A river of such magnitude as the Savannah, forming the boundary line between two States, with such a capacity as a highway, not only for local commerce, but commerce between the States and even for foreign commerce between other countries and our own, is legitimately within the purview of that provision of the constitution under which appropriations for the improvement of rivers and, harbors have been made. Both Mr. Calhoun and Mr. Webster derived the right to make such appropropriations from the power of Congress 'to regulate commerce with foreign nations, and among the several States, and with the Indian tribes.'

"Mr. Calhoun would have restricted the exercise of that power to such rivers, the Mississsppi for example, as formed tlie boundary line between several States. But Mr. Webster held that the question in such cases is not whether the expenditure be local, but whether the purpose be general, a national purpose and object. A river, said he, flowing between two States - and two States only - may be highly important to the commerce of the whole Union. The river and harbor bills passed by Congress for many years have followed the construction of Mr. Webster, and even those which have been subjected to executive criticism or veto have been on the ground that appropriations made were for other purposes than those fairly contemplated by that construction. This appears from President Grant's message of 1876, approving the bill of that year, and President Arthur's veto on the bill of 1882. President Cleveland signed the bill of 1886, but failed to sign the bill of 1887. But Mr. Webster's construction of that clause of the constitution may be now regarded as settled. The improvement of the Savannah River is not only clearly within the purposes of the constitution so construed, but would come within the purposes of a much narrower and more restricted construction."

After the war the old anti-internal improvement theory was abandoned, but the overshadowing importance of the railroad interests caused but little attention to be paid to river navigation. The railroads having a practical monopoly of transportation imposed such rates as were felt to repress development, and attention was once more directed to the waterways.

On December 20, 1887, the Augusta Chronicle initiated a movement looking toward a general and systematic improvement of the river in a very able editorial, a portion of which we here subjoin: " Liberal appropriations should

"The Augusta Exchange, it seems to us, would do well to call a convention in this city at an early day for the purpose of taking this matter in hand. All the counties in Georgia and South Carolina on either side of the river which have any interest in it, should be invited to send delegates to the convention. As the result of this convention we would secure the active co-operation of the senators and congressmen from two States, who in response to the petitions of their constituents, would work actively for an appropriation large enough to do all the work needed.

" We do not ask for an appropriation to pump water into a creek, but for the improvement of one of the largest and most important rivers of the United States. The small sums heretofore doled out by Congress have been practically of no avail. What we need, and what we should have and can nave by proper concert of action, is an appropriation to do the work properly and promptly.

"A convention of the people of the Savannah Valley for the purpose stated is the one thing needful. Let the Augusta Exchange take the matter in hand and call a convention at an early day, say in January. The importance of the river as the great natural highway to the sea for the products of a large and rich area of two States will be fully ventilated and demonstrated.

"Let committees be appointed by this convention to go to Washington to lay this matter before Congress. They will enlist the active influence of the representatives from both States. In this way the claims and advantages of a navigable river, choked with sand-bars, stumps and debris, on account of neglect and non-use for twenty-five years, will be properly presented, and, we believe, appreciated by Congress."

In accordance with this suggestion, a meeting was held at the Exchange on December 28, 1887. Mr. James Tobin, president of the Exchange, was called to the chair, and stated that the object of the meeting was to call a convention of the people on both sides the Savannah for the purpose of concerting measures for the improvement of that river.

Hon. Patrick Walsh, editor of the Chronicle, being called on, said : " The object of the meeting, as has been stated by the chair, is to call a convention to be held in this city of the people of the Savannah Valley, to urge upon Congress the necessity of the improvement of the Savannah River.

" We realize that we have in Congress a gentleman fully able to take charge of our interests and to present our claims for an appropriation, but they can be advanced by enlisting the support of a number of congressmen. The active CO operation of the six congressmen on each side of the river, with the senators of the two States, and possibly the co-operation of the entire delegation from Georgia and South Carolina, will be certain to secure the necessary appropriation for the river.

" Let the exchange call this convention, and one of the good results will be the improvement of the Savannah River. Major Barnes has been the first member of Congress in many years who has taken an active interest in the affairs of the district, and looked particularly after the improvement of the river. By means of this convention his hands will be greatly strengthened, and our just claims will be recognized and our just demands will be granted by Congress."

Hon. George T. Barnes, member of Congress for the Augusta district, being called on, said he was in full sympathy with the movement, and thought the convention of representatives from both sides of the river was calculated to do a great deal of good, but in order to obtain anything in the way of an appropriation they would have to be guilty of a little importuning.

He exhibited a pamphlet containing the proceedings of a convention (held in Columbus) of delegates from along the Chattahoochee and Flint Rivers. Delegates from Georgia, Florida and Alabama were present. The attention of the Georgia Legislature was called to this, and resolutions memorializing Congress were adopted.

Major Barnes urged the meeting not to stop at showing the local benefit to be derived from improving the Savannah, but to go further and show the national importance of the Savannah River. He alluded in a flattering manner to the valuable statistics and information as to our river from the pen of Major Harry Hammond, and referred to the greatness of our river. He showed how little it would take to put the river in a first-class navigable condition, and said that even now it was navigable a greater distance than the Hudson, and if properly improved, would make Augusta the great distributing point of the East and West.

He said that the engineers must be shown by the home committee what was wanted. The river has a great advantage for heavy freights. This point, if the river was improved, would become the great distributing point for Eastern, Western, West India and South American freights. The God of nature had placed at our disposal - right at our feet - a great river; that nothing is the matter with it except that right at the bar it has filled up with debris that comes from the Piedmont escarpment. Eighteen miles from Augusta there was no place where the water was not five feet deep, the only trouble being the snags.

Mr. W. C. Sibley spoke of what the Savannah was when he was a boy, and even later when its banks were lined with freight for the boats. He spoke earnestly of the great benefits of river navigation and urged strongly the proposed convention, and introduced the following resolution, which was unanimously adopted :

^'Resolved, That it is the sense of this meeting that a convention of the citizens of the counties bordering on the valley of the Savannah River be held in this city on Wednesday, the 25th of January, 1888, for the purpose of placing before Congress the importance of improving the navigation of the said river."

Hon. John S. Davidson, president of the State Senate, spoke strongly in favor of the proposed convention and the great benefits to be derived from the improvement of the river.

Mr. William Dunbar movetl the appointment of a committee of five, with President James Tobin as chairman, to arrange for the convention, and to invite delegates from the counties of the Savannah Valley. Unanimously adopted. Under the resolution of Mr. Dunbar, President Tobin appointed the following eommittee : James Tobin, William Dunbar, W. C. Sibley, Patrick Walsh, Z. W. Carwile, and J. J. Dicks.

The call for the convention met a very general and enthusiastic response, and at the appointed time the meeting was called to order by Hon. Patrick Walsh, and Mr. E. B. Murray, of Anderson, S. C, elected temporary chairman, who, on taking the chair, said: " The object for which this body meets to-day is one which cannot fail to attract not only the attention of the counties which lie along the banks of the Savannah River but the whole southern country. Our people in this section of the union have not received the attention from the national government which the importance of the interests involved here merit. There is scarcely a stream throughout the great North and West that has not been improved to its utmost capacity, while throughout the southland are neglected streams which the expenditure of a few thousands of dollars would make an inestimable blessing to the people of our country. Among these there is perhaps none more conspicuous by the neglect of its great advantages than the Savannnh River, a stream which has advantages for commerce which would supply an area of country stretching hundreds of miles beyond the banks of the stream. It seems to me it should have received the attention of our government long before this, but there is an old adage, " the gods help those who help themselves," and, inasmuch as we have done nothing towards calling attention of congressmen to the necessity and importance of the stream, perhaps we, ourselves, are as much to blame as anyone else."

After an address of welcome by Hon. John S. Davidson, of Augusta, responded to by Hon. W. C. Benet, of Abbeville, S. C, the roll of delegates was called, and 123 were found present, 41 from South Carolina and 82 from Georgia, Edgefield, Hampton, Aiken, Barnwell, Anderson, Abbeville, and Laurens counties being represented from the^ former, and Columbia, Burke, Wilkes, Lincoln, Chatham and Richmond counties from the latter State. A permanent organization was then effected with Mr. John H. Estill, of Savannah, as chairman, and Mr. M. V. Calvin, of Augusta, as secretary. A committee of one from each State at large, one from each county represented, two from Augusta, and two from Savannah was then appointed to memorialize Congress, as follows : From the State of Georgia-at- large, F. Edge- worth Eve, of Columbia county; from the State of South CaroHna-atlarge, James Aldrich, of Aiken county ; city of Augusta, John S. Davidson and James Tobin; city of Savannah, D. I. Mclntyre and Bierne Gordon ; Georgia counties : Burke, J. M. Rodgers ; Chatham, Alexander H. McDonald; Columbia, M. I. Branch ; Lincoln, T. H. Remsen; Richmond, Patrick Walsh ; Wilkes, T. C. Hogue ; South Carolina counties: Abbeville, W. C. Benet ; Aiken, D. S. Henderson ; Anderson, E. B. Murray ; Barnwell, L. W. Youmans ; Edgefield, J. T. Bacon ; Hampton, M. B. McSweeney ; Laurens, J. J. Pluss. This committee was also ordered to act as a committee on business, and reported: "That a permanent organization be effected by this convention, to be known as the " Savannah River Association," the officers of which shall be a president, secretary and treasurer, with vice-presidents from each county represented in the convention, or that may be represented in subsequent conventions, and an executive committee of nine, to be appointed by the president. The president and secretary and treasurer to be the members of the executive committee. The main object of the permanent organization shall be the improvement of the Savannah River. It is to continue in existence until the work for which this convention has been called shall have been accomplished. The duty of the executive committee shall be to collect information and statistics in reference to the water-power, agricultural products, mineral resources, manufactures and population of the Savannah Valley, and to present the same in the shape of a memorial to Congress asking for such speedy consideration and substantial aid from the general government as will accomplish the long delayed but needed improvement of the navigation of the Savannah River. The executive committee can present such an array of vital statistics concerning the Savannah Valley country as to leave no doubts as to the justice of our petition for a large appropriation for the improvement of a river of inter-State importance.

"This convention represents a territory of 1 1,500 square miles, a population of 450,000, an annual agricultural product of $20,000,000 and an aggregate capital, in town, city and county property of over $100,000,000. According to Major Harry Hammond, in his admirable paper on the Savannah River, the official reports on file in the chief engineer's department at Washington, show that the navigable rivers on the Atlantic Slope, including tide-water, embrace in round numbers 2,500 miles, of which the Savannah River represents onesixth. Exclusive of tide-water, there are only 800 miles of river navigation, of which the Savannah River represents one- third, or 270 miles. The government has expended over $10,500,000 to improve river navigation in other States, while it has appropriated only the meager sum of $90,000 for the Savannah River."

The report was adopted, and a permanent organization of the Savannah River Association was effected with the following officers : President, Hon.

In taking the chair. President Walsh said, among other things : "Whatever differences may have existed in the past between the two great parties which are striving for the control of this government in reference to internal improvements, both parties have decided that it is a wise policy to devote the money of the government to the work of internal improvements, and especially to improving the water-ways of the country. And the only reason this great work has been so long neglected, is because we have never before had a convention to urge our just claims. Colonel Davidson yesterday presented some wonderful figures, and I believe I can say I never before heard dry figures so entertainingly and eloquently presented. He told you that the counties interested in this work represent a total production from their farm lands of 6,860,000 bushels of corn, wheat and oats, and 226,000 bales of cotton, and that the people represent a wealth of a hundred millions of dollars. From the elaborate and valuable paper of Major Hammond we learn that the Savannah River is eighth in length in North America ; that it has more miles of navigable water than any stream on the Atlantic Slope from Florida to Canada; of the total navigable length of all the streams on the Atlantic Slope it represents onesi.xth, and subtracting tide-water navigation it represents one third. We find further this unjust discrimination - I say it is unjust, because our great national interests - that is our commerce - have been neglected by our government; we find that ten millions and a half have been expended on these streams by the government, while the Savannah River, representing one-third of the navigable water embraced in the whole, has received but the insignificant sum of ninetyfour thousand dollars. As Mr. Benet has said, if this noble river ran through a Northern State it would have been made navigable to its utmost capacity; it would not only be made navigable, but the property of the people living along its course would be protected from inundation. When we go to Congress with the backing and support of this worthy and commanding constituency we go not only knowing and asking our rights, but demanding them. We represent one hundred millions of dollars, as compiled from the census of 1880; but I have a yet more remarkable statement to make than any that has yet been made on this floor, and that is that we have represented in this con- vention in commerce, trade, manufactures, etc., two hundred millions of dollars annually. I make this statement advisedly ; I think I can prove it. Savannah, which enterprising and prosperous city is so ably represented here, does a business representing one hundred millions of dollars ; Augusta last year did a business of fifty five millions of dollars. I am certainly within bounds when I claim that the rest of the country embraced in the Savannah Valley will complete the magnificent sum of two hundred millions. The reason we have not received just recognition at the hands of Congress is because we have not demanded it as we should."

" Gentlemen. - Your memorialists, representing the Savannah Valley Association, which was organized for the furtherance of the improvement of the Savannah River, respectfully direct attention to the fact that, while the Savannah Valley Convention, held in this city on the 25th and 26th ult, was composed of delegates from counties in Georgia and South Carolina immediately contiguous to the river, the subject of this petition is not a local matter, but, in the higher acceptation of the term, a question of national importance. "The respectful and earnest petition of the people in the Savannah Valley is that Congress will at once appropriate for the improvement of the Savannah a sum sufficient to make the river navigable to steamboats the year round. A glance at the maps will reveal a large area of country, distant from the present head of navigation one hundred to one hundred and fifty miles, that will be directly benefited by the improvement that will result from a reasonable appropriation.

" The character of the people who ask for this appropriation, and the possibilities of the belt of country which awaits that which will so greatly benefit it - low rates of freight - can be judgr.d by the exhibit made by thirty-five counties in Georgia and twelve counties in South Carolina. Facts of a later date might be given, but we have chosen those developed by the census of 1880 and, for convenience, we will use round numbers.

" In connection with this wealth of 20,000 square miles, consider that we have a population of quite one million thrifty souls ; that the two cities, which are respectively the termini of navigation on the Savannah, transacted business in 1887 represented by $155,000,000; that this city has seven million dollars invested in manufacturing enterprises, and that her cotton factories consumed fully twenty- five per cent, of all the cotton manufactured in the South during 1887 ; that the cotton receipts at this point this year will be 200,000 bales, of which the factories in and near this city will consume fifty per cent. - consider all these facts and 3/ou will have' a clear conception of the urgency of our appeal, and you will readily grant that the government ought not to hesitate in extending us a liberal hand in the advancement of a work which will healthfully affect a territory so rich in possibilities and so much in need of the complete utilization of one of the finest rivers on this continent.

" We cite an additional fact, namely, that exclusive of tidewater, the Savannah River constitutes one- third of the river navigation of the Atlantic States.

"The Savannah River, above the city of Augusta, is capable of supplying 400,000 horse-power, equal in extent to the entire water-power of New England.

" The proceedings of the Savannah Valley Convention, hereto attached, show the deep interest which our people feel in the early improvement of the navigation of the Savaimah River. The proceedings will interest you, and the reports which were submitted to the Convention cannot fail to convince you that our petition is reasonable and ought to be granted immediately.

From the extremely interesting and valuable paper of Major Harry Hammond, referred to in these proceedings we have heretofore liberally quoted, but may here make a further extract. Major Hammond says: "We are informed by Maury's maps that the Savannah is the eighth river in length in North America, not excepting the Yukon, while the Hudson is ninth ; what concerns us now is not the length, but the navigable length, and this means not what might be done in the way of navigation, but what has been accomplished, to what distance has freight as a commercial venture been habitually transported up the river ? Mills's statistics of South Carolina, 1 826, says, " boats of ten ton ascend the Tugalo to Pulaski, at the mouth of Brasstown and Panther Creeks." Mr. Carson confirming this tells us that the mouth of Panther Creek is 154 miles by water from Augusta. In the annual report of the chief engineer of the United States for 1885 the distance from Augusta to Savannah is stated to be 273 miles ; in all 427 miles that is navigated. No river on the Atlantic slope, from Florida to Canada, has this extent; the Santee, with 184 miles, and the Hudson with 165 miles, comes nearest to it. If the total navigable length of all the rivers of this slope be added together, including the Savannah, it will be be 2,516 miles of navigable waters. Of this total the Savannah River furnishes one- sixth. If we subtract tidewater navigation there will be found a total of 790 miles of navigable stream for all the rivers of the Atlantic slope, and if eighteen miles of tidewater above Savannah be deducted, the river from that point to Augusta, the head of steamboat navigation, will furnish very nearly thirteen of all the navigable streams above tide water. On the improvement of all these rivers the government had expended to the 30th of June, 1885, the sum of $10,558,289, or about $4,196 per mile. There has been expended on the Savannah $94,000, or $220 per mile."

Shortly after the adjournment of the Savannah Valley convention, the Chronicle sent one of its reporters, Mr. E. B. Hook, on a steamer trip down the river in order to ascertain the present condition of the stream, and from his extremely well written account, we make some extracts. " After leaving Augusta the river passes for some ten or twelve miles bet^veen fertile plantations." Then, says Mr. Hook, "Going into the pilot-house we look out on the river, and the scene has changed. The fields on either bank have given way to dense woods of cypress, ash, gum, sycamore, maple and oak which extend to the water's edge, and every tree is festooned with long wreaths of gray moss. The river wends its silent way between, and the magnificent solitude is broken only by the throbbing of our engines or the splash of our water wheel. The sky has cleared overhead, and its blue canopy is reflected in the river below. The sun shines out brightly and throws a golden sheen across the water. As we turn a bend in the river a flock of wild ducks are startled at our approach, and, with discordant quacks, go scurrying over the face of the water in front of us. When they find themselves closely pursued by the speeding boat they circle up high in the air, and soon disappear in the distance. Occasionally a wild turkey is frightened from an oak where he was feeding on the young buds, and with outstretched neck and awkward flight scuds off into the deeper forest. Perhaps several miles will be traversed without the sight of a living thing, when the stillness will be broken by a huge blue crane, six or seven feet from beak to toe and from tips of wings, flapping from the marsh on our left and with heavy flight crossing the river in advance of us, his long legs trailing behind him as though he were riding a stick horse. Now and then a squirrel, drinking at the river's edge, is startled by our approach and goes scampering up a neighboring tree to disappear in its branches.

" But, while we have been contemplating the beautiful scene, our boat has been covering the miles and we find ourselves among the 'Seven Points.' Technically speaking, a ' point' in a river is a place where it takes a sudden turn, sometimes at right angles, sometimes almost doubling straight back upon itself, so that your boat has to turn almost completely and travel in nearly an opposite direction. The inside bank, which the stream rushes around, and around which your boat must turn, is a 'point' I give this much river lore to you as a pointer. ' Seven Points' is a collection of these sharp turns which follow close upon each other, and you have hardly rounded one safely before you are upon another. An idea of the light in which these points are regarded by the steamboatmen may be gained from the nomenclature of the river, and I give you a few of the names that you may judge. Taking them at random we have Wild Cat, Saucy Boy, Cat Finger, Ring Jaw, Whirligig, Devil's Elbow and Little Hell. Experiences that could have produced such a nomenclature will give you some idea of the tight times that a steamboat captain and pilot have. Around some of these points the river dashes in a narrow channel with a swift current, and the utmost skill must be used in steering and heading and backing to prevent being swept pell mell against the banks or into the trees that line them. Some of the worst of these points, though, could be remedied at little expense and by very simple means.

" In cases where the river doubles back on itself, flowing at an acute angle around a narrow bank that is covered with trees, and juts out a hundred yards, all that would be necessary would be to cut a canal five or six feet deep straight across for a hundred feet, and let the river run through it instead of around it, and in a little while it would eat away the point, or the first freshet would blow it completely out. If the government can once be interested in this river it can be made a safe and easy highway for much larger boats.

" Forty miles from Savannah, on a red bluff that overlooks the river, we came in sight of a rock church about a hundred yards from the river bank in a grove of trees. This is called Ebenezer Church, and is given out by the river men to be the oldest church in the United States. As Jamestown, Va., had been settled a century and a quarter before this section was, they could hardly establish this claim. However, it is no new fledgeling. This church, which now remains as the solitary relic of a once flourishing town, is the "Jerusalem" church of 1744. Not far from it, I am informed, is an ancient cemetery; and as this stately old house of God, with its steeple pointing to heaven, faded away in the distance, I thought it seemed to stand as a divinely preserved fingerboard for the spirits of those brave builders of long ago, to direct their flight when the great awakening shall come at the sounding of the last trump on the eternal morning.

" From this point on the river increased in beauty, the banks being lined with stately live oaks, decked with long streamers of gray moss. Twenty-five miles from Savannah we passed Purysburg, on the Carolina side. This old town is beginning to put on new life and to build up again its waste places. Soon after this we began to meet tide water. Further down we entered the land of rice, the fields stretching out on either side of the river, with their ditches intersecting them at right angles every few hundred yards. Soon we had left South Carolina off to our left beyond the backwater arm of the river, which empties into the stream again below the city of Savannah, and were traveling between Heard's Island and the main land. Then came Rabbit Island and the city of Savannah below us on the right. As we neared our wharf the city clock marked the hour of 5:30 P. M., showing that our actual running time from Augusta to Savannah had been ten minutes less than twenty hours, or twelve and a half miles per hour, an unusually fine run."

In a communication from the pilots and steamboatmen to the convention indicating the points on the river needing attention, we find many names equally as euphonious as those which attracted Mr. Hook's attention. After leaving Augusta the principal points, in order named, are as follows : Kirk's Bar, Sand Bar, Blue House, Cooney Gut, Miller's Bar, Rifle Cut, Buggs' Bar, Guinea Bar, Haines Cut, Hancock's Landing, Robinson Round, Steele Creek, Seven Points, Cunningham Bars, Stony Bluff, White Woman's Point, Ring Jaw Point, Brown's, Burton Ferry, King Creek, Mills' Landing, Matthews' Bluff, Cook's Field, Brier Creek, Cut Finger Cut, Poor Robin, Upper Cut, Blanket Point, Hudson Ferry, Hog's Nose Round, Parachucla, Frying Pan, Hickory Bend, Flat Dish, and Beck's Ferry. At Blanket Point the ribs of an old steamboat still whiten in the stream.

With this much as to the history of the efforts which have been made for nearly a century past for the improvement of the Savannah, we may resume the thread of narration as to the methods of transportation employed. It has been seen that for many years boats of some nine to ten tons burden navigated the river to and fro as far as 154 miles above Augusta. These were propelled by the brawny arms of pole-men, and the vessels employed in the trade on that part of the river between Augusta and Savannah differed only in being of greater size, though we have found mention of sail-boats being in use in this &9 trade. In reference to these boats several regulative acts were passed from 1806 to 1836. The first of these statutes prohibits any slave or free person of color from acting as commander, or "patroon," as the act styles it, of any boat engaged in the transportation of goods, wares, merchandise, or produce between Augusta and Savannah. In 18 15 the owners or agents of boats engaged in traffic from Augusta to the headwaters of the Savannah, were required to furnish the patroon at time of starting on his voyage witii a certificate or bill of lading, showing the destination of the boat, its cargo, and the names of patroon and consignee, which bill of lading was to be open to the inspection of any white person demanding it.

In 1 8 16 another act was passed which required boat- owners and patroons to prohibit any slave, whether boat-hand or not, from carrying in their boats between Augusta and Savannah any corn, cotton, peas, or other produce as their property for sale, default being made an indictable offence. In the next year the provisions of this act were extended to boats navigating above Augusta, and as late as 1836 the prohibition wa; extended to live stock and poultry, and the act of 1 8 1 5 relative to bills of lading was extended to all parts of the Savannah. But while the boat trade still flourished a half century ago, the steamboat had then become the great instrumentality of commerce below Augusta.

In considering the history of the steamboat on the Savannah we may well begin with some sketch of Mr. William Longstreet, its inventor, and may here reproduce what we have said of him on another occasion. " In St. Paul's Churchvard, Augusta, Ga., about midway down the walk on the western side of the church, is a venerable tombstone, with the following inscription : " Sacred to the memory of William Longstreet, who departed this life September i, 1 8 14, aged 54 years, 10 months and 26 days. ' All the days of the afflicted are evil, but he that is of a merry heart hath a continual feast.' "

This stone marks the last resting place of one who may be justly claimed as the inventor of the steamboat. Mr. Longstreet was born, as the above description indicates, on October 6, 1/59, and seems early in life to have discovered the secret of steam navigation. In " Watkins's Digest of Georgia Laws," page 382 ,we find that, on February i, 1788, the General Assembly passed " an act to secure Isaac Briggs and William Longstreet, tor the term of fourteen years, the sole and exclusive privilege of using a newly constructed steam engine, invented by them." The digest does not give the text of this statute, but from a letter written by Mr. Longstreet to the governor of the State in 1790 we learn that the engine referred to must have been for use in a steamboat. This letter is still preserved in the archives of the State, and is as follows:

Augusta, September 26, 1790. Sir: I make no doubt but you have often heard of my steamboat, and as often heard it laughed at. But in this 1 have only shared the fate of all other projectors, for it has uniformly been the custom of every country to ridicule even the greatest inventions until use has proved their utility. In not reducing my scheme to practice has been a little unfortunate for me I confess, and perhaps the people in general ; but until very lately I did not think that either artists or material could be had in the place sufficient. However, necessity, that grand science ot invention, has furnished me with an idea of perfecting my plan almost entirely with wooden materials, and by such workmen as may be got here, and from a thorough confidence of its success I hav^e presumed to ask your assistance and patronage.

Should it succeed agreeable to my expectation, I hope I shall discover that source of duty which such favors alwavs merit ; and should it not succeed, your reward must lay with other unlucky adventures.

For me to mention to you all the advantages arising from such a machine, would be tedious and indeed quite unnecessary, therefore I have taken the liberty to state in this plain and humble manner my wish and opinion, which I hope you will excuse, and I shall remain either with or without approbation, Your Excellency's most obedient and very humble servant.

The reader will perceive in this letter how Mr. Longstreet seems to smart under the ridicule accorded his invention. He speaks feelingly of having been laughed at for his pains, and all his consciousness of having done the w^orld a service seems inadequate to console him. Tradition relates that he and his steamboat were made the subject of a contemporary comic song, a verse or two of which we have heard from a venerable citizen of Augusta :

Despite this ill reception, however, Mr. Longstreet never ceased to experiment upon his idea until he made it a success some years after. For a time, while engaged in perfecting his main invention of the steamboat, he applied steam to other uses, and at a very early period in this century we find him operating in Augusta at one time a steam cotton gin, and at another a steam saw- mill.

Thus, in the Augusta Herald, of December 23, 1801, we find the following: "On Sunday morning last, about two o'clock, fire broke out in the house containing Mr. Longstreet's steam machine. The fire had attained a considerable height before it was discovered, but the exertions of the citizens, who turned out with their usual alacrity, prevented its extending to any neighboring tenements. The building, however, in which the fire originated, together with a considerable quantity of cotton, which it contained, we are sorry to say, was entirely consumed, and the whole ginning machinery was destroyed. This accident seems to have been peculiarly unfortunate, as the ingenious proprietor of the works had, we understand, the day before completed a new boiler, which had, on trial, been found to equal his utmost expectations, and

In the same paper of June 30, 1802, a correspondent writes : "I have been several times to see the operation of the new steam saw-mill, recently constructed by Messrs. Longstreet & Griffin, and, from its simplicity am persuaded it may be rendered extensively useful, and be applied with great ease and conveniency to all kinds of heavy machinery. This mill, though in miniature, appears to have all the necessary machinery for saw-mills, and strikes about one hundred times per minute, without the aid of any wheel whatever, except the fly-wheel. So far as my judgment extends, and from the observations I have made, I have no doubt that an engine constructed on the plan of this mill may, in almost any situation, be rendered highly advantageous, and particularly so in those places where there may be plenty of timber, but few watercourses on which mills can be erected. As this machine is quite portable, I understand the proprietors intend taking it to Savannah and Charleston; and, as it may be rendered obviously important to the lower country in this and the adjoining State, it is presumable their ingenuity \yill be duly appreciated and patronized. Mr. Longstreet, who, I presume, is the principal, and to whom I have heard the patent belongs, does not hesitate to affirm that he can construct a mill on this principle to saw or grind to almost any extent."

We have seen it stated that in 1806 Mr. Longstreet finally obtained sufficient means to construct a steamboat according to his ideas, and successfully operated it on the Savannah River opposite Augusta, but have not been able to verify the information. In 1808, however, it is beyond question that he did so, and in the Augusta Herald oi November 10, 1808, we find the following editorial mention of the fact: "We are happy to announce that Mr. Longstreet's experiments with his new invented steamboat have answered his most sanguine expectation. The lovers of the arts in this place, and the spectators have been extremely gratified by the different essays he has made, and no doubt remains on their minds, but his labors will be crowned with success, and that it will, were it necessary, add another proof that Americans are endued with genius." From the reference here to " the different essays he has made," taken in connection with the letter above quoted of 1790, it is quite likely that the statement of his having successfully operated a steamboat on the waters of the Savannah in 1806 is correct. If so, he is indubitably entitled to the honor of being the inventor of the steamboat, Robert Fulton's successful trial trip up the Hudson, in the Clermont, dating from August 7, 1807. If Mr. Longstreet's boat was not on the water till 1808, so that Fulton is entitled to the credit of having first operated the invention, the honor of excogitating the idea of steam navigation is still with the former, since, as we have seen, he receives a patent from the Georgia Legislature in 1788, and in 1790 mentions the steamboat by name as an invention of his, then well known, and it was not until ^1790 that Robert Fulton left the United States for Europe in order to perfect his education. After his return to the United States he became acquainted with Chancellor Livingston, who had paid great attention to the subject of steam as a motor, and in 1798 obtained from the New York Assembly the exclusive right to apply it to the propulsion of vessels. From this time Fulton began, in conjunction with the chancellor, a series of experiments which culminated in the ClcvDiont in 1807. Considering that something over nineteen years elapsed from the time of the Georgia statute up to Fulton's final experiment, and that Longstreet never relinquished his idea in all that period, but constantly kept it before the public, it is not at all improbable but that in that prolonged period intelligence of the ingenious Georgian's idea extended throughout the then Union. In fact, we know that in 1789 John Stevens made some experiments towards steam navigation in New York, and that in 1790 John Fitch is said to have put a species of steamboat on the Delaware, circumstances tending to show Longstreet's idea had been noised abroad. This, of course, is but inference ; but, however it may be, one thing in the history of steam navigation is perfectly well established, and that is that in 1788 William Longstreet, of Georgia, had conceived the idea of the steamboat, and either before, or about contemporaneously with, the famous trip of the Clermont, had, by the mighty agency of steam, made a vessel walk the water like a thing of life.

Mention has several times been made in this work of Judge John Schley, of Augusta as a gentleman prominent in all matters of development and progress in this vicinage in the early part of the present century. As might have been expected Judge Schley took great interest in the steamboat, and at one time had in one of his storage yards the machinery of one of Mr. Longstreet's boats. Mr. Robert Schley, a son of the judge, very well remembers the incident from having while a boy in playing with his companions about the yard, frequently seen these relics Not having paid any special attention to the nature of the machinery Mr. Schley could not in answer to our inquiries give any special description, but remembers that there was a great deal of it, and that it was of iron, a circumstance going to show that Mr. Longstreet was not reduced to the expedient mentioned in his letter of 1790 to Governor Telfair of constructing it of wood. Mr. Schley also informs us that he remembers \er}' distinctly his father telling him that Mr. Longstreet's idea was to propel his boat by a series of poles so arranged that as the shaft revolved the poles would alternately strike the bottom of the river and thus push the boat forward. The paddlewheel seems to have been first used on Fulton's Clermont on the Hudson.

In 18 14 the Legislature of Georgia passed "an act to encourage an improved mode of transporting merchandize upon the waters of the State of Georgia," which recites as the reason of its enactment " that Samuel Howard, of the city of Savannah, hath presented his memorial to the General Assembl}-, in which he proposes to adopt a new and improved mode of transporting merchandize upon the waters of the State of Georgia, by towing and warping the ships, vessels, boats, and rafts, in and upon which the same may be laden, by means of other boats or vessels impelled by the aid of steam, and it is right that those who bestow their time and money upon enterprises of public utility should be secured in the enjoyment of the fruit of their exertions and experiments." It then proceeded to enact that the exclusive right to use steam in the manner above specified should be vested in Samuel Howard and his associates on certain specified terms, to wit: Within three years from the passage of the act. Howard, his assigns, or associates were to have at least one such machine in operation and within ten years at least one on each river, except that as to the river Savannah the grant was not to be operative until the Legislature of Carolina had made a like grant. If there was a failure to continue operations at any one time for the space of a twelvemonth the grant was to cease and determine. It was also made lawful for the grantee to remove any obstructions in the Savannah, and place them on the banks thereof, and to place marks or buoys on any obstructions he did not see fit to remove. All goods transported on the Savannah by the grantee's machines were to be exempt from tolls imposed by the commissioners of navigation of that river. Any person infringing the privilege granted was to forfeit $500 for each offense and all his boats and machinery, and any person obstructing the grantec's machines or removing his beacons was to be fined $100.

By act of December 21, 18 14, the Legislature of South Carolina concurred in the action of Georgia and vested Howard and his associates with exclusive right to tow and warp vessels by steam on the Savannah for twenty years. From this act we learn that one John L. Sullivan had taken out a patent for towing by steam, and that Howard was his assignee. It does not appear that Howard began operations under this act of 18 14, but he seems to have enlisted quite a number of associates, and in 18 17 the Legislature incorporated them as "The President, Directors and Company of the Steamboat Company of Georgia," confirmed to them all the privileges originally granted Howard, and gave them the exclusive privilege of navigating the rivers and other waters of the State with boats or vessels propelled by steam, whether employed alone or for the purpose of warping, towing, or otherwise impelling other boats or vessels, rafts, floats, or arks. The capital stock was fixed at $200,000 increasable by a two-thirds vote to $800,000. Within seven years the company was to have a steamboat in operation on each and every river under penalty of a loss of its exclusive privilege thereon ; a like penalty to be visited on the failure for a twelvemonth to operate a boat on any river after once beginning so to do, after the seven years. The company was made liable for all losses caused by fire or steam, if occasioned by their negligence or that of their servants or agents, and were entitled to insure freights. Any infringement was punishable by a fine of $1,000 and forfeiture of the infringing vessel and her machinery. The incorporators were Albert Brux, William Gumming, John McKinne, Samuel Hale, Andrew Erwin, Henry Shultz, Benjamin Sims, Sheldon C. Dunning, William Scarborough, Jonathan Meigs, John Gurnin, Samuel Howard, Robert Isaac, Abraham Twiggs, Augustin Slaughter, Oliver Sturgess, William Hart, William Taylor, Gharles Labuzan, Benjamin Burroughs, William Sims, Samuel P. P. Fay, Jared Grose, Elias Reid, Samuel Lark, Charles Howard, Basil Lamar, Barna McKinne, Joseph Grant, James Erwin. James G. O. Wilkinson, Thomas Talmage, Walter Crenshaw, Augustus Brux, and David McKinne, a very large number of whom were citizens of Augusta. In the same year in which the Steamboat Company was incorporated the Legislature appropriated the sum of $250,000 as a permanent fund for the improvement of internal navigation in Georgia, and directed the governor to invest the same in bank or other profitable stock, the interest from the fund to be applied as directed by the Legislature.