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nel of Cape Fear river by a fort on Oak island and another on Bald Head, and the smaller channel by a redoubt on Federal Point. The battery, magazine, block-house, quarters, &c., &c., at Smithville, may remain as accessories; the cost of the new works will be $251,000.

As the board have not hitherto given in any report of that part of the southern coast which lies between Cape Fear river and Amelia island, it is a matter of regret that they cannot at once give the full and accurate account of the interesting points of the coast, and their relation to each other and to the country behind them, which is necessary to a perfect understanding of the suitableness of any proposed system of defence. This cannot be done, however, until many surveys, a part only of which are in progress, have been made. The board will, nevertheless, be able (from their personal examinations of the coast,) to point out distinctly most, if not all, of the points requiring defence. Especially as they have a principle to guide them which may be regarded as imperative, namely, that on a coast possessing few harbors like this it is at the same time the more necessary to preserve them all for our own use, and the more easy to deprive an enemy of that shelter, which is nearly indispensable to a continuous and close blockade.

Georgetown harbor.—The first inlet of any consequence south of Cape Fear river is at the united mouths of the Waccamaw, Pedee, and Black rivers, forming Georgetown harbor. The two latter rivers first join a few miles above Georgetown, (which lies at the mouth of Sampit creek, fifteen miles from the sea,) and their united waters mingle with those of the Waccamaw, opposite that town. Below this junction the waters spread out to a considerable width, affording a commodious and capacious bay, having sufficient depth of water within and upon the bar near the mouth for merchant vessels and small vessels-of-war.

It is probable this harbor may be well defended by a work placed near the mouth of Moschito creek, a little within the chaps of the harbor, or perhaps upon Winyaw Point. The present fort, situated near the town at the mouth of Sampit creek, can be of no avail, except to defend the approach by water to the town. It has long been neglected, and is in ruins.

Santee river and Bull's bay.─About ten miles southwest from Georgetown entrance are the mouths of the Santee, the largest river in South Carolina. Whether the two mouths of this river have sufficient water on their bars to permit the passage of vessels of any draught, the board are not informed; should there, as is believed, be too little water for sea-going vessels, there can be little advantage in fortifying them, especially as the greatest proportion of the valuable products of this river are now, or will soon be, diverted from the channel of the lower part of the river by canals to Charleston. As to Bull's bay, the board are in the same uncertainty as regards the depth of water with which it is accessible, and they are as yet doubtful of its defensibility if accessible.

Charleston, S. C.-The city, situated at the junction of Ashley and Cooper rivers, is about five miles in a direct line from the sea. Between it and the ocean is a wide and safe roadstead for vessels of any draught. Upon the bar, however, lying three or four miles outside of the chaps of the harbor, there is only water enough for large sloops-of-war. On the southwest side of the harbor is James's island, through which are several serpentine passages more or less navigable for boats or barges; some of these communicate directly with the sea, and some with Stono river. Whappoo cut, the most northerly passage from Stono to Charleston harbor, enters the latter directly opposite the city.

Interior natural water communications also exist to the southwest of Stono river, connecting this with North Edisto river, the latter with South Edisto and St. Helena sound, this again with Broad river, and finally this last with Savannah river. On the north side of the mouth of the harbor lies Sullivan's island, separated from the main by a channel navigable to small craft. To the northeast of Sullivan's island an interior water communication extends to Bull's bay

and even beyond to the harbor of Georgetown. From this sketch it is apparent that it will not suffice to defend the principal entrance to the harbor alone. The lateral avenues must also be shut. And it is probable that accurate surveys will show that the best mode of defending these latter is by works at or near the mouths of the inlets, as the enemy will thereby be kept at a greater distance from the city, the lesser harbors formed by these inlets will be secured, and the line of interior communication will be inaccessible from the sea.

No position for the defence of the principal entrance and roadstead can be formed nearer the ocean than the western extremity of Sullivan's island. This is at present occupied by Fort Moultrie, a work of some strength but by no means adequate to its object, its battery being weak and the scarp so low as to oppose no serious obstacle to escalade. How far this work, by modifications of its plan and relief, may be made to contribute to a better defence of the harbor, cannot now be determined. The northeast point of James's island, projecting into the harbor about midway between Sullivan's island and the city, is the site of the few remains of old Fort Johnson; this point is too remote from Fort Moultrie and from the channel to be occupied by a new work if a better position can be found. The probability is that the shoal opposite the last named fort may be occupied permanently; and if so the fortification of the harbor may be considered as an easy and simple problem. Castle Pinckney, which stands upon a small island a little below the city, should be maintained as an auxiliary in the defence of the harbor, and as serving as a sort of citadel in case of internal commotion.

St. Helena sound.-The board must wait for surveys before they can point out the defences which this sound should receive. Although there is supposed to be no great depth of water on the bar at the mouth, it is known to be navigable by the smaller class of merchantmen and to have a navigable communication with the head of Broad river, or Port Royal. Intersecting, as it does, the interior navigation between Charleston and Savannah, this sound will require defence, even should it not be of much use as a harbor of refuge for exterior commerce. Broad river, or Port Royal roads.-The value of this capacious roadstead as a harbor of refuge depends on the depth which can be carried over the bar, the distance of this bar outside the line of coast, and the means which may be practicable of lessening the danger of crossing it. This is supposed to be the deepest bar of the southern coast. Should there prove to be water enough for small frigates, and by the aid of light-houses on the shore and lights, or other distinct guides on the bar, should the passage be capable of being rendered easy and safe, this road, situated as it is within sixty miles of Charleston and twenty miles of Savannah harbor, and intersecting, as it does, the interior navigation between these great cities, thereby securing the arrival of supplies of every kind, would possess a very high degree of importance as a naval station as well as a harbor of refuge.

The survey of the exterior shoals, constituting the bar, should be made with the greatest care and all possible minuteness. It is only when this shall have been done that the true relation of this inlet to the rest of the coast can be known, and on this relation the position and magnitude of the required defences will depend.

Savannah and mouth of Savannah river.-Mention has already been made of the natural interior water communication existing along the coast of South Carolina. A similar communication extends south from Savannah river as far as the St. John's, in East Florida. Owing to these passages the city of Savannah, like Charleston, is liable to be approached by other avenues than the harbor or river, and its defences must, consequently, have relation to these lesser as well as to the principal channels.

The distance from the mouth of Warsaw sound or even of Ossabaw sound (both to the southwest of the river) to the city is not much greater than from

the mouth of the river, and an enterprise may be conducted the whole distance by water, or part of the way by water and part by land from either or both. As in the case of the like channels in the neighborhood of Charleston, it cannot now be determined where they can be defended most advantageously.

It is to be hoped, however, that the localities may prove such as to permit the defences to be placed near the outlets of these sounds, where they will serve the double purpose of protecting the city and covering harbors which, in time of war, cannot but be very useful.

The defence of Savannah river is by no means difficult. A fort on Cockspur island, lying just within the mouth, and for additional security perhaps another on Tybee island, which forms the southern cape at the junction of the river with the ocean, would effectually prevent the passage of vessels up the channel, and cover the anchorage between Tybee and Cockspur. The present Fort Jackson, situated about four miles below the city, should be maintained as a second barrier, both as respects the main channel and the passages which come in from the south, which latter would not be at all controlled by works at Cockspur or Tybee.

The surveys required preliminary to forming a system of defence for Savannah are so far completed as to enable the board to make the projects and estimates for the defence of the main channel whenever they shall be ordered to direct their attention to them.

A few months, it is presumed, will suffice to complete all the necessary surveys from Georgetown to Ossabaw sound inclusive, excepting the bar off Port Royal and Bull's bay and its vicinity. No surveys have been commenced south of Ossabaw sound.

South of Ossabaw sound on the coast of Georgia are, first, St. Catherine's sound, at the mouth of the Medway river; second, Sapelo sound; third, Doboy inlet; fourth, Alatamaha sound, at the mouth of the great river of the same name; fifth, St. Simon's sound, at the mouth of Buffalo creek'; sixth, St. Andrew's sound, at the united mouths of the Scilla and Santilla rivers; and, seventh, Cumberland sound, at the mouth of the St. Mary's river. All these communications with the ocean are highly important in reference to the interior navigation, and several of them as affording access to excellent harbors. The latter especially is known to be navigable by the largest sloops-of-war and merchantmen, and two or three of the others are believed to be little if at all inferior either as regards depth of bar or safety of anchorage.

Some of these inlets are probably easily defended by forts, others may require floating defences, and some possibly the use of both these means.

The principle to which we have before adverted as governing, in a measure, the defensive system of the whole southern coast, is enforced in relation to this particular part by two weighty considerations, namely: its remoteness from the nearest naval rendezvous, the Chesapeake, which is on a mean six hundred miles distant, and to leeward, both as to wind and current; and its being close upon the larboard hand as they enter the Atlantic, of the great concourse of vessels passing at all seasons through the Florida channel. While, therefore, this part of the coast, from the concentration of vessels here, is in great need of protection of some sort, naval aid can be extended to it only with difficulty, and at the risk of being cut off from all retreat by a superior enemy.

Accurate and minute surveys, which will enable our vessels, whether driven by an enemy or by stress of weather, to shun the dangers which beset the navigation of these harbors, and properly arranged defences to cover them when arrived, seem to be indispensable. It is worthy of remark, besides, that on these harbors being fortified, the operation of investing the coast and watching the great outlet of commerce through the Florida gulf would be a difficult and hazardous one to an enemy, on whose part no perseverance or skill could avail to maintain an uninterrupted blockade, or to avoid the occasional shipwreck of his

cruisers; while on the part of our small vessels-of-war and privateers, it would at all times be easy and safe.

Important as the harbors of Georgia now are, their value would be much enhanced by the execution of the projected canal across the head of the peninsula of Florida.

That part of the southern coast which extends from the St. Mary's to the southern extremity of East Florida is said not to possess a single harbor for common merchantmen.

This brings us to the

GULF OF MEXICO FRONTIER.*

The resemblance of this portion of the coast to that which we have denominated the southern section is striking, and has already been mentioned. We may, in fact, refer to the description we have given of the principal features of the latter as a true delineation of this. In respect to the relation of the coast with the interior there is, however, the greatest difference between these two features of the maritime frontier. For while, in the case we are now to consider, about eight-tenths of the whole territory of the United States is, in one sense, tributary to the coast, in the other not more than one-tenth is connected with the seaboard by any natural ties.

This fact, which goes to show the very deep interest which a large proportion of the people and the government have in the security of this frontier, is related to others, which hardly have an alternative as to the mode of attaining that security.

From the relative geographical position of the coast and the country interested in its safety; from the unhealthiness of its climate, the nature of the adjacent country, the mixed character and diversity of interests of its inhabitants, it will be long if ever before that portion of the population within supporting distance, whose welfare may be endangered by an enemy, will be competent of itself to sustain the assaults of an exterior foe, and at the same time suppress the energies of a more powerful and vindictive enemy within. Upon the Atlantic seaboard the Alleghanies crowd the people upon the coast, and surround every alarm post of the frontier with a more and more dense population, and the ocean and the interior parallel navigation enable even the extremities to afford mutually support and protection, while the coast of the Gulf, although weak in itself and remote from succor from behind, is shut out by its peculiar situation and its distance from every hope of lateral assistance.

Those reasons, therefore, which tend to establish the necessity of an organized, a permanent, and timely system of defence for the whole seaboard of the United States, (some of which were advanced in the commencement of this report,) apply to this portion with peculiar force, especially if we consider its comparative feebleness in connexion with its comparative importance.

The interesting and vital points of the coast and the mode of guarding them will be pointed out as we proceed.

It has already been observed that no examination had been made by the board of the shore between the southern extremity of East Florida and Pensacola. There are, however, along this shore and in the Florida reef several harbors which deserve to be accurately surveyed. The description of this part of the coast, as well as that on the cast side of the peninsula of Florida, and that along Georgia and the Carolinas, accompanied by plans of defence, must be the subject of future reports.

Pensacola bay. The upper arms of this considerable bay receive the Yellow

See report of 1817.

water or Pea river, Middle river, and Escambia river, the tributaries of which latter, interlocking with branches of the Alabama and the Chattahoochie, indicate the causes whereby at some future day canals may convey a part of the products of these rivers to Pensacola.

Santa Rosa sound extends eastward from the lower part of this bay into Santa Rosa bay, whence a communication, partly natural, partly artificial, may possibly be continued eastward to the Atlantic. On the west the lagoons of Pensacola, Perdido, and Mobile bays respectively interlock in such a manner as to require but a few miles of cutting to complete a navigable channel from the first to the last-named bay, and thence through an existing interior water communication to the city of New Orleans.

The contiguity of the headwaters of the large rivers emptying into this part of the Gulf to the upper part of the Tennessee induces the belief that some facile means of connecting them will ere long be discovered and applied.

Thus situated, as Pensacola bay is, with respect to the country on either hand, and the immense regions behind, its rare properties as a harbor become of inappreciable value. Some of these properties we will enumerate: first, it is accessible at low water to the largest class of sloops-of-war and small frigates, and as the bar is narrow may, perhaps, be made to admit still larger vessels; second, its bar is near the coast and the channel over it is straight and easily hit; third, it is perfectly land-locked, and has a very capacious roadstead; fourth, it has excellent positions for repairing, building, and launching vessels, and for docks and dock-yards, in healthy situations; fifth, it has abundance of good water for the supply of vessels; and 6th, it is perfectly defensible.

As these and other properties, in conjunction with its situation as respects the coast and the interior, have induced the government to fix upon it as a naval station and place of rendezvous and repairs, we shall for the future consider it in that character, both in its relations to the commerce of the Gulf and its own proper defences.

Although a naval station nearer the extremity of East Florida might possibly enable our vessels-of-war the better to watch over our commerce in the Florida stream, still no deep harbor exists to the south of Pensacola, in which the circumstance of an entire separation from all relief and supplies does not greatly outweigh this advantage, if indeed it be more than imaginary.

It is, however, far from certain that the Florida stream is always to be the channel of communication from the Gulf to the Atlantic. The great embarrassments and losses to which we must be exposed while that continues to be the course of our Gulf trade, so long at least as we have not the mastery on the ocean, and in fact, so long as the island of Cuba is in the possession of another power, to say nothing of the natural dangers of that navigation, have directed the public attention seriously to the project of opening a shorter and safer passage through the head of the Florida peninsula. No obstacle not insuperable, it is presumed, will prevent the execution of this grand design; and considered in reference to such an outlet Pensacola is most happily situated.

But the object of a naval force in this quarter is not alone to watch the transit of commerce to and from the Gulf, it has the coasting trade of the Gulf to protect, it has piracies to suppress, which confine themselves to no particular strait, and above all, it has to keep an uninterrupted and watchful guard over the place of deposit as well as the issues of the disposable productions of a region without parallel as to extent and fertility.

Projecting as the delta of the Mississippi does into the Gulf, the position of Pensacola enables it to direct naval operations upon the rear of any force investing or moving along the avenues to the city of New Orleans; and at the same time that it can, almost to the last, with the help of a fortified line of interior navigation, preserve its communication with that city unbroken; it will be at no moment entirely dependent upon that line for the supply of its means of

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