The New York Herald Newspaper, November 6, 1853, Page 3

THE GROWTH OF NEW YORK. Our City Architecture—New Buildings. ‘A Dutch house—squat and thickset, likea Dutch- | man bimeelf—with ite tiers of roofs, resembling succession of cocked hats placed one over the other, with its multiplicity of chimney pots, ite verandas, | ite windows squinting awkwardly in every direction, | its narrow doorway and antiquated portico—a Dutch | house is an interesting object! Contrast it with the | fashionable residence next door, towering up six or i eight atories, substantial and yet elegant, unassuming | and yet tasteful, the type of modern domestig archi- | tecture. This is a fair example of the change whi:h half @ centary has brought about in our city. We | have o'erstepped time with a gigantic stride. The | old gentieman is too slow for us, and when he reaches the year A.D. 1900, he will find us # long way ahead. Art isa true barometer of civilization and refine. ment It indicates the prosperity ofa people. A country distracted by political discord, or overbur dened with cowmercial difficulties, has no time to devote to ite encouragement. It is with peculiar satisfaction therefore that we regard the progress we have made in the art of building within the last ten years. Stieeta of straggling houses are replaced by | well built, regular, and highly oruamented rows of | private residences, by vast and costly stores, by magnificent and commodious hotels; and the archi- tecture of New York, once properly abused, has assumed a character peculiarly its own, and now rivals that of apy European city. We are not perfect yet, however. We have not un frequently run into extremes—mistaken poverty for simplicity, aud meretri:ions decorations for richness, The latter is more the propensity of our artists than the former, and it should be especially guarded sgainst. It should be recollected that simplicity aad harmony are the very elements of architectural | beauty—simplicity in the arrangement of a subject, and harmony in the combination of its various parte; and these are not. only necessary in the form aud outlize of a building, but in its details also. Look, for instance, at that store in Broadway. Can aught be more inharmonious? It was originally a fine, massive, substantial structure. Now, the base- ment has been removed, and iron pillars, quite dis proportionate to its size, have been introduced, giving usan idea of an elephant upon the legs of au ostrich. But, to return. New York ig not without its antiquities. Those old- fashioned Dutch houses, scattered here and there throughout the city, are curiosities of architecture | which the traveller would do well to visit. Their models might grace the collection of an antiquary; and when we remember that our fathers brought the brick material of which they are composed thres thousand miles across the sea, our interest is deep: ened twenty fold. But such objects, interesting as they are, must give way befure the march of improvement. Every suceeeding year witnesses the removal of some quaint edifice that was wont to attract our no tice, and instances of the arvhitectural pecu- Karities of our Dutch ancestors are becoming rarer and rarer. We recollect one, @ house in Fourteenth street, rese ubling nothing that we know of either in heaven above or in the earth beneath or in the waters under the earth, and which, there- fore might be worshipped without brgaking the com- Mmaudment. It must be surprised to find its position as well as its claims to superiority so changed in the space of fourscore years—removed from the solitude | of @ wilderness to the centre of a mighty city. The contrast is a forcible one. Our improvements in do- mestic architecture could not be better exemplified; and the picture presexted is by no means an ex- aggerated type of the rapidity with which we are traveling along the road of material progress. Time was when man regarded architecture as an art to be devoted to one expecial purpose. Provided his church was all that was magnificent, and all that was beautiful, he was content. To-day, the traveller may wancer through the streets of New Yerk, and among the two hunéred and seventy churches waich the city contains, he" will seek in vaia for one to be compared. either in size or splendor with the time- worn cathedrals of every European town. He will | find, no doubt, much to admire. He will find beauty, | simplicity, and harmony jn the architecture of most | of our places of public worship. He will be charmed ; with Trinity and Grace churches, but he will see nothing attempted, even there,on @ grand or im. | posing scale. It isnot our boast that expenditure | has been lavished and a country impoverished for the | purpose of decorating an empty shell. . | Tarn to our public buildings—choose the best of | the lot—the City Hail, the Custom Honse, the Ex- ehapge, and the Tombs, for example—there is little room for vaunting our superiori*y here. The City Hall, some time considered the finest edifice in the city, is altogether strangely at variance with the acknowledged rules of art. We do not mean to as- sert that originality ought to be scouted. Far from it. Bat in the buildiag in question, there is such a medley of styles— Ionic, Corinthian, and Composite— mixed up recklessly with some rare inventions of the architect—bis own positive style, a sort of Dutch Co- rinthian—that the strusture possesses none of that harmony and simplicity which are the true standard of beauty. As a work of art, the Custom Mouse is Infinitely preferable to the City Hall. Some object to it on the ground that its character and application do not agree. It is certaioly true that the Doric ‘order was never used by the Greeks, except in tem- ples dedicated to their gods—at least, no examples remsin to us of structures of this order which were not for religious purposes, But the question is purely @ conventional one, and totally independent of any architectural covsideration. The merit or demerit of 8 composition cannot be affected by the use to which the edifice is applied ; and for our part, we see no Teason why the New York Castom House should not resemble the Tewple of Minerva. Every one admits that the Merchants’ Exchange is a fine building—a combination of the Grecian, Ionic and Coringh!an. But there is a want of grandeur about its appear- ance, and it would sink into insignificance if com- pared with either the Bourse of Paris, or the Ex- ebange in London. Then again we have the Tombs, much and deservedly admired by thoso | who like to see some resemblance between the style | of a work and the purpose for which it was designed. | The Egyp ian archite:ture—heavy and massive—i | well suited fora prison. An air of gloom pervade: even the exterior of the Tombs. The building | looks as though it were indestructible—as though the prisoner, once enclosed within its walls, might | say to himeelf and his companions, in the language of Dante: Lasciate speranza voi ch’entrate! Bat if we do not boast that our churches or our public buildiogs can rival those of European towns, we can pont with pride to our banking establish. ments, our stores, our hotels, our private residences ; fod ek whether they are surpassed or even equalled by those of breign cities? It is in this, in domestic architecture—the most important branch of the art—in which we triumph. This tells of increasing prosperity, more than all the Gorgeous temples that were ever riised. Besides eeveral firct clara bank'ng establishments recently built—among which the Metropolitan and Seaman's | Bavk, for architectoral beanty, stand pre-eminent, | The Com Exchange Bank is being erected by Mossra. | & Ov., at the corner of Beaver and William | streets. It ia to be in the Italian style, and will cost some $25,000. Messrs. Thomas & Sons are superin- tending the Lullding of the Bt. Nicholas Bank, at the comer of Wall aud New streets, and the Green- wich Savings Bank, at the corner of Waverley place | and Sixth avenue, both superb structures of Connect- iout brown stone. The same gentlemen are the ar- | ehitects of the Union Club House, about to be built on Fifth avenue, at the corner of Twenty: ficst street. | This edifice will have more architectnral preteasions | than almost any other in the city, and will rival the elubs in London. Its cost willbe enormous, It ia expected to be ready for occupation in about a | Pall The entrance will be on Twenty-first street, igh a large arched opening, with clustered Co- | rinthian pilasters, and columns on either side con- tinued round the building, supporting a rich entabla- | ture, and resting on pedestals. Both fronts np tothe | second story will be fuced with rnsticated ashtar, | having heavy moulded architraves aad keystones to | cutters. Marble and stone are vyin: | few months. | road the windows. ‘Around ‘ the of the structure, which is to be three stories 1», exclusive of attic and basement, will be a cornice of the original com- of the architect, having trusses, Rreize, and richly carved architrave. attractive vent the front on or aan bee large « headed centre e first wor The architrave, with an ornamented a stone, will rest on the entablatare of coupled Ionic columns, and on either side of these will be rojecting Corinthian columns standing oa pe- ale, with the entablature breaking out 4) around. The front on Twenty-first street be divided Into three parts, tue centre being uniform # with the front on Fifth “avenue, and the sides having large Venetian windows, with stone mulliovs, architraves, trasses, &c., like the others, Altogether, from the design of the work, and the professional reputation of the architects, we have little doubt that the Union Club House, when finished, will be one of the first attractions in New York. Among the improvements in the business part of the city, a factory for the manufacture of sheet lead and tio and lead pipe, ia Beekman street, now near- ly completed, potion entirely of frou, is especially wortby of notice. This is, we believe, the only fire- roof building in the city. It has a handsome front, ive stories high, in the Corinthian style—each story being tomewhat loftier than is usual. Another ver substantial structure, with an iron front, is No. 33: Broadway. Its style is peculiar but not inelegant— resembling the Moorieh or Saracenic—the distinc- tive tea‘ures being the horseshoe arch of the win- dows, and the enrichment of the walls, which perhaps is rather monotonous. A similar building stands on No. 16 Barclay strect, but displays little taste. Itfhas been painted a deep vermillion. Each of these will only cost from $20,000 to $26,000, and this cannot be thought expensive for stores of their pretensions, especially when, as at the present moment, the price of iron is eohigh. We have, indeed, ample grounds to hope that one day we shall have an entirely new architectore arising from the employment of this new taterial. The advanteges to be derived from using fron in domestic architecture are numerous. Insurance is un- necestary—space is saved—the great difficulty of covering large buildings architecturally is overcone —the walls, if hollow and filled with sand, wi!l pre- vent the transmission of sound, and their power of re- taining heat and the facilities they offer for artificial warming are great; and a house of this material would always be worth so much per pound. A wide field for decoration is likewise open, for iron requires painting. é It bas been truly eaid “that the principal archi- tectures of the world have been indebted for their fundamental expressions to particular references—to the laws of gravitation. fvery legitimate kind of reference which is capable of being made in stone or brick appears to have been exhausted; buat iron is capable of affording two new references of which. stove and brick are incapable, namely, saspension and impension of weight. These principles have already been frequently and splendidly employed in | the mechanical arts, but no distinctly architectural | developement of them has ever been attempted. The constructive ideas of Gothic and Arabian architece tures are such that they can ovly be fally real'zed in iron. Tue fancy is scarcely able to pursue the reality which has become possible for Gothic architecture through the preeens abundance ofiron and glass, and the skill we have attained in working them.” Brick is, generally speaking, the material of which the mass of New York houses is composed, and fur this reason it isapt to be despised by those who seek for something less common. But this is a mistake. The material, common as it is, possesses many ad- vantages—it is cheap—it has inherent color, and is more enduring than most kinds ofstune. Bricks can. more: ver, be moulded into any form or shape; an: with them, architectural deeoration might be de- veloped in a manner which could only be done at an immense cost with stone. Many of our best and most substantial buildings are composed of brick, gud when properly trimmed with granite or brown stone the effect 1s by no weans displeasing. Some very fine stores of this description are now being built. Those at the corners of Broadway and Fulton, Fulton and William, Charch and Vesey,’and Nos. 5,7 and 9 in Woitebali streets, are fair examples. When com- pleted they will cost some $25,000 each. Brown stone, now very much used among us, is a splendid material for architectural purposes. The amountof building goingon in this as in brick is sometbing fabulous. We cannot pretend to give the number of new stores commenced within the lust few months, but will oply allude to the most remivent. On Nos.13 and 15 Park place an ex: wsive whiJesale dry goods store is being raised, with two fronts in the composite style, one on Park place, and the other on Murray street, at an estimat- ed cost of $125,000. In Murray street there are four, in Barclay street there are likewise four, aud in War- ren street there are some sixteen new stores being built of the same material, which are to cost from 18,000 to $25,000 each. In these streets, also, there about the same number of white marble editives | springing up. This is becoming quite a common ma- terial. The Corinthian columns of the basement of & new store at the corner of Warren street and Broad- way have just been raised. This buildivg is threat- ens to rival Stewart's. It is to cost $150,000. Along Broadway the pedestrian is interrupted at every block ot bouses he passes by masons and stone- with each other for the mastery. Nos. 99, 101,104 404, 406 and 408, are neat and tasteful buildings of the latter material; further up town Nos. 631, 633, 635 and 637 are perfect palaces, with magnificent marble fronts, | five stories high, the first story being of cast iron and hansomely ornamented. But it would take up too much space to notice even superficially the buildings which have contributed so much to the improvement of our city withia the last hole streets are being swept away, and are being rebuilt with marvellous rapidity. We have no hesitation in saying that there must be, at least, from eighty to a hun first class stores now in the course of erection In the city, each of which will cost from $18,000 to $150,000. None of these, perhaps, can yet be said to equal Stewart's, but we may well be proud of them. They tell of the ficurish- ing condition of our trade—of the wealth of our merchants, and of an unabated spirit of energy and enterprise. In hotels New York stands obviously first among the capitals of the world. In Broadway alone there are a cozen, each far Ce eee of the kind that has ever been attempted in Europe. The Astor has loug since fallen into the shade ia an architec- tural voint of view. Cold granite has now given plave to white marble, and a heavy style of architecture to one more tasteful and oroamental. But consider- ing the pretensions aad costly ma; palaces as the Lafarge aud St. Nicholas hotels, we do think that more art might have been displayed in their erection. As a role, they do not present a sufficient display of enrichment on their facades. | Some orvament is required, in buildings of this mate- rial, to bring out the variety of ye and shade, and relieve their general appearance from the charge of sameness. While onthe subject of decorations, we might mention, by the way, that a little coloring on the ceiiing of Taylor's saloon would not have been | amiss" The richness of the decorations is meretri- eious, and the incessant glare of white and gold, un- relieved by color, is fatiguing to the eye, and an instance of decidedly bad taste. [udependent of these faults, it 1s, par excellence, the restaurant of the age—unequalled. Regularity and uniformity of facade in street ar- chitecture, is of course impossible, where one build- ing isa ctore andthe next a hotel. This, however, can be aitained in streets especially devoted to private residences, aud we have some splendid illustrations of the practice up town, asin parts of Fourteenth street, Fifth avenue, and the surrounding localities. These houses ure in fact alt that could desired, even by the wealthiest of our citizens. An air of comfort is the leading feature. Their architecsare is modest and unpretending, though lacking neither in taste nor ornament. ‘This ig the true staudard of beauty. Ultraism in one building would cer- tainly éestroy the Leora! f and symmetry of a row. We do not question the right of any man to erect any description of house that he pleases—he may paint it vermilion if he likes, and have all sorts of verandas and other uncouth excrescences; but, however congenial such a of independence be to our national character, we do not, like John Bull, carry the feeling into violating the rules ofart. None can accuse us,on the other hand, of being mere copyista, Originat ty of design ig mani‘eytly appa- tent, even in tie undstentations homes of our citi xeps. Our specimens of architectural beauty—su- perb as many of them may well be considered—are foals, lost sight of amid the mighty maas of Inieved well built houses, which is the distinguish ing characteristic of the metropolis, Ratixoap Acorpent—Loss or Lirz—On Wed- neac® P night, at half past eleven o'clock, the carson the ween here and Bloomington run off the track thirty miles North of the elty, A great number of per- fons were on board on their way to the State Fair—pro- , bably one hundred were in the cars, The accident way caused by ranning overa caw. No lives were lost except those of individuals in the employ of the compan two firemen were killed, ani the en- ‘m and tworibs broken. The name of Bramwell, who has been for several running locométives. His injuries are Very severe, anc it is doubtful whether he recovers. Hr. George Smith, one of tke fromen, was thrown uj the engine, and was burnt and scalded to death. other fireman was thrown betweon the cars and crus toa jelly. His head was nearly severed from his body. ‘We have not learned his name, as he way a stranger, and had but just engaged on the road, The locomotive and six cars were thrown from the track—all baggage cars, except the post office cars, in which were three or four persons, who escaped severe ia- jury. Among them was E. W. Tracy, Esq., of Chicago, who had his arm considerably sprained by baggage falling upon it. He is now im the city and doing well. Very little loss of freight was sustainsl, except four buggies, on the way from Chicago to the Stato Fair, which were entirely demolished, The ears which run off lie piled one above another, all a perfect wreck, None of the passenger cars run off the track. Their exeape was most wonderfi Had the whole train gone over th bank there would been anawful destruction of i The bodies of the dead will be brought in this morni aha, me ia el where an Right Springfield Lul., Register, S56 ificance of such | | Our Reporter Among the Models—The Con. structor of the America Outdone by Him- self. A few days ago one of our reporters visited the model shop of Mr. George Steers, the architect of | the yacht America, in order to see a new model of a ship of 2,500 tons, with which he undertakes to beat the world, On enteriag, the first object that struck the reporter's eye was the beautiful model of the America ina glass case, prepared for exhibition at the Crystal Palace. On looking around he saw the models of every description of craft,from the littlerow boat up to the clipper ship and ocean steamer, each of those forms surpassing the other in-beautyand excellence; and it was curious to trace the progress of the art from the me del of the Manhattan to that of the America, or to that of the still more perfect model of the ship about tobe built. Before describing the latter let us begin at the begianing, and take a re. trospect of the advance made in naval constrac- tion for the last twenty years, ag illustrated inthe history of the constructor of the America. George Steers was born in this codntry about thir- ty-three years ago. His father was a shipbuilder, and one day, after he had finished a small river boat, the youth, who was then fourteen years of age, said tothe old man, “That boat is entirely too bluff in the bows. Bhe ought to have been made sharper. Will you let me make the next model?” The father consented, and young George ina few months afterwards con- structed a model fora little boat that beat every- thing afloat of her kind, though before she was tried every body condemned her and the principle on which she was constructed. His father and he from that day forth built boats superior in speed to all others. In 1837 he got the premium from the American Institute at Castle Garden, for a row-boat called the John C. Stevens, for being the lightest, the strongest and the fastest exhibited. It was 30 feet long, 3 feet 10 inches beam, and 13 inches deep. And though smooth-wrought it was only 140 lbs. weight,and yet was perfectly tight. George’s father died, and he was compelled to go as an ordinary hand into one of the shioyards of the other builders; but soon so distinguished himself by his ability, that when he was only seventeen years of age he was placed over a number of men to superin- tend their work. His first model of anything larger than a rowboat was of the yacht Manhattan, fourteen years ago—a litle sehooxer, only twenty-seven tons burthen. Fol- lowing cut the idea of the improvement he had dis- covered in the construction of smali boats, he made the bows after the same fashion, and so mach sharp- er than those of any tailing craft then built, that the wike men and the scientific of the day pro- nounced ber a dangerous novelty, and said she would not sailatail. As for the shipbuilders, they condemned her unanimously. But she beat every- thing of that time, and she is now running in the Gulf of Mexico, where not long since she rode out agalein which a large ship went down. Yet, on looking at this model, and comparing it with that of the America, what a vast difference appears between them. Her bows are comparatively bluff. The America is not only very much sharper, but raked or cut away underneath the bows, to say nothing of acyeral other improvements. In 1842 Mr. Steers built the pilot boat Hackstaff, 100 tons burthen, for the Jersey pilots, waking up ne New York pilots, for she beat every boat they rr Since that time he built the Mary Taylor pilot boat, seventy-six tons, which can beat anything of her size; the Moses d. Grinnell, also very fast; and the George Steers, the latter being eighty-six tons, and able to outssil any pilot ‘boat afloat. The Mary Taylor, which is very like the America, ‘only less than hal the size, was yeodine bysome of our greatest ship- builders to be unseaworthy, alleging that she would plunge her stem into the water, e Very contrary jurned out to be the fact, and she is not only the fastest but the moxt seaworthy cra’t of her size. Among the yachts he built during the past summer are the L’Esperance, the Ray, and the Hazo—the latter, a beautiful schooner of 105 tons, built for Dun- can, of the firm of Duncan, Sherman & Co., of this eity. Recently, Mr. Forbes, of Boston, after chal- lenging her with the ‘‘crack” yaebt Olata, of that eity, declined the match on the ground that he was not the owner of the boat, and could not get her to run. Mr. Duncan, we undersiaad, is ready to match the eae egainst any schooner of the same size in the world. The America is larger than any of these, being 170 tons; her model seems iudeed perfection. Though rigged as a schooner, (which is the best rig for the sea and the most comfc le, but not as good as the sloop or cutter rig fer racing near shore, and for lying close to the wind,) she beat the fastest cutters in the world ; and, as for the schooners, they were “nowhere.” And she accomplished this feat with fifteen per cent less canyass than they had. The advantage of the cutter rig, with its immense main- sail, is cbvious for running “ on the wind,” or for light breezes. It is true that afterwards the America was technically beaten by two yacata; but under what eircumstances? After she had beaten them well all through the race as long as there was a breeze, towards the end the yachts were all be- calmed, when, of course, the largest quantity of can- vass carried the day, and her two competitors floated slowly by her, one on each side, taking the wind out of her sails just at the Ney goat lad she been rigged asa cutter there would bea very different story te tell; and, as it was, it was quite evident to all ; that she could ran away from them with a breeze, avd that is the only test of the Selig aval ofa vessel. If there is little or no wind the veriest tub will go a3 fast as the finest model ever built, and faster, too, if she has only more sail. But when there in a breeze, and the hull is forced rapidly through the water, the resistance increases in the ratio of the speed, and then it is that the best model tells, not only in superior celerity but in ease. A well-built bul: does not require much sail, On the contrary, a badly built vessel is strained and torn to pieces by the necessity of crowding sail on her to make her go, In the stiffest breeze the America can be steered with two fingers. Yet so firm is her hold in the wa- ter, and such is ber stability and seaworthiness, that a gale might carry away her sails and masts before it could make her heel ina breeze. Nothing that sails of her size and-tig, or in fact of any rig, can equal the America. In 1844 Mr. Steers built the schooner St. Mary, for the government, 250 tous—she was the fastest they had. She carried the battering apparatus for Vera Cruz. The schooner Tennessee, 350 tons, built by Edward Williams, last fall, was modelled by Mr. Steers; she has proved one of the fastest in the world. She made the passage from Rio to Philadel- phia in twenty-five days. ; _ Last summer Mr. Steers built the Pride of the Sea, | 8 schooner, 250 tons, for Charles & G. Fox & Co., for Australia. Itis calculated that she will beat anything of her capacity and toynage; but that remains to be tried. Last spring he built a three-maated schooner- Heged propeller, named Veguero, 350 tons. She weut to Cuba, and was the admiration of everybody. She ‘was suppoeed to be intended or a slaver at the time, from her beautifal proportions and fast sailing qual- ities ; but this was a mistake. Last spring, too, Mr. Steers built another steamer, of larger proportions—a | floating palace, for Lake Erie. It was the Queen of | the West. She is 350 fect long, forty two feet beam, and fourteeen feet six inches deep. She is built on the same beautiful principle as his sailing vessels, and she beate everything ou the lakes. Mr. Belknap has declored that she travels easier than any other steamer he ever put an engine into. We perceive tl olden Age, modelled by the same architect, bas just made the passage to England in twelve days, which is excellent, consid- ering that it is her first, and chat she has only a sin. gle beam engine, possessing little more than half the power of the engines of the Cunard and Colllos eteamers, And fiow Mr. Steers has constructed a model of & ship of 2.500 tons, for the California and New York trade, of which he is to be the owner himself, in part or exclusively, and which he undertakes will sail twenty-two miles an hour, beating auy steamer that has ever yet floated. He will sail her, when finished, againet any ship inthe world for $10,000. Though Lerexquisite form, ata first glance, strikes you as being the same as that of the America, and it is, in poitt of fact,in all the leading features,the same, yet on closer examination you will detect ‘mprovements eveu on that unrivalled model. Like the America, ber keel tapers from the stern to the stem, growing fine by Ma hens and beautifully tess,"’ and her “ forefoot” cut away—that is, the ang’e formed at the bottom of the bow and janction of the keel in other vessels 1s completely rounded off, and the entire line along the bottom of her keel, begin- ning at the helm and ending at the top of her prow “in nothing,” ie almost one beautiful curve. 6 thus far deeper bebind than before. Like the the America, too, her stern is sharp and tapering, as Well a8 the bow, that being necessary for Cosy cleat Ance of the water, as the sharsuess of the bow is for easy eptrance; but thongh the portion of it under water is made quité thin, the edge is not raked, or cut away underneath, like the bow, but is nearly | Straight up. and down, thas-presenting a large area of perpendicular surface as a balance of resistance to | the water for the ice of the almost perper- | dicular surface of the side of her bow at the lee- | tide, caused by the pressure of the wind on the sails, sided by the fact of the weather side of the bow be- ing raised ont of the water whena ship is going fast, and therefore presenting little or no resistance to her . | tendency to turn round into the wind; what is ent from ‘her bow is added to her stern. Gadget aT Rates coutrasy termes Eingiich mieele, wale oe THE PROCRESS OF NAVAL ARCHITECTURE. |. of beam soeesa of being » deep, conaequently having @ greater amount of friction to overcome, the m of Mr. Steers are com; ‘tively shallow, but wide im the middle; and gives, not only great buoy- ancy and stability, but great capacity or carryiu, power. The yeste!l, moreover, built after the mode of Mr. Steers do not ship water, whereas inferior modelz are continually pluoging and taking in seas, The America, from her construction, glides over the waves like a duck, and never dips, and is never wet. | But though having such breadth of beam, this new , model is so rounded at the centre along the water | line, and tapers off so beanti‘ully fore and aft, that you cannot find out with the eye the exact central mike jeat like the well-formed leg of a wo- | man, from which Mr. Steers says he borrowed his idea. So true is it that the highest art is to copy nature. ‘The models of the America and of the new ship, in their combinations of beauty, strength and speed, are likea race horse. There is one respect in | which the new model has an advantage over the | America’s, a beautiful improvement of Mr. Steers. ‘Along each side of the bow is a gentle hollow formed. which, commencing at the water lire at the stem, is brought down with a ual slope under the side. The result of this will be thatthe water, which would | be otherwise thrown up and cause friction and for- ward resistance, finding a natural channel down- wards, will seek that course, as being the easiest, and thus, runping under the ship, will lift her up forward. To correspond with this there is a similar groove from the centre along to the stern to get rid of the same current, not only letting itqpass oif freely, but buoying up the ship aft, in order to coun- terpoise the increased forward buoyancy. The effect of this, Mr. Steers calculates, will be very con- aiderable. The three great principles which apply to ull Mr. Steers’ naval stractures, are: first, easy ea- trance, and hence the wedge-like form of the bow; fecond, easy clearance, and hence the tapering sharp stern section ; and, third, atability in the centre, | caused by the breadth of beam aid the flatness of the side from the water Jine to the keel. We have thus endeavored, in such pla'n | language as all ovr readers can understand, to give an idea of Mr. Steers’ models, and | articularly the last, which is a paragon of per- | fection; but to be thoroughly understood and appreciated, like a beautiful womaa, it must be seen. A better notion of its beauty can be | were to write six columns of description adont it. | Mr. Steers was offered three thousand doUars for it, 1 eae he refused, though it only cost him a few days bor. | When the yacht America went to England, the newspapers said there was nothing new abut her, after al 3 for one English Sear had her bow, ahotber bad ber stern, @ third had her centre sec- , tion, and a tourth, fifth and sixth had each some- thing else in common with her. This was the highest compliment that could be paid to her architect; for what was it but saying that she had a combins:ion of all the perfections that were only divided among otbers? Zeuxis, a celebrated painter of anti- | quity, was requested by the people of Crotona to | exeeute a painting of Helen, whose beauty was the | cane of the Trojan war. They wanted it forthe Tem- | le of Juno; and in order that the artist might have bis choice of the best models, they sent him the most | beautiful of their virgios. Zenxis examined the | charms of all, and instead of selecting only one, he | retained five of the fairest, from whose united ele- | gance and graces he conceived in his mind the form | of the most perfect woman in the universe, which | his pencil at last executed with wonderful success, Tt was the same with George Steers; and the archi- | tect of a beautiful ship—the most poetic of inaui- mate objects, and that which approaches nearest to “a thing of life’—is as much an artist as the maa who forms a mo¢c] for a marble statue that seems to breathe, or the painter who makes the canvass glow with the lineaments and proportions of the hu- | man face and form. | ‘There is as much in the adjnstment of the masts and epers and rigging of a ship as there is in the | wrocture of her hull; and it is only when her aails | are all set that her beauty is complete—like a fine woman finely dressed. It the masts of a ship are in- serted in the wrong place, no matter how excellent | her build, she cannot sail atall. Mr. Steers claims to have discovered something in this respect that is not oply a mystery to the other naval constractors and builders, but which they utterly reject. It is as to the true mode of finding the centre of side resia- tance. He places it much more torward than they do, and aceordingly cuts away ‘‘the forefoot” in or- der to get bis masts well back, which has the effect of keeping the head of the ship high outef water. His reasons appear to be perfestly plain and satisfac- tory, and are based on sicentific principles. They calcalate the whole grea of the side, from stem to stern, and, dividing it into two equal parts by a per. ndicular line from deck to keel, there they place e centre of side resistance, which is always by this calcalation abaft the centre of the ship, by meusure- ment. Steers, on the contrary, making allowance for greater resistizg qualities in the forward part of the side, because flatter and more perpendicular than the hinoer per finds the centre of side re- sistance forward of the contre of the ship, but brings it se far back as possible by cutting away the under part of the bow. It waswhen he was little boy, sailing his Jittle boat in the river, that he found ont the centre of side resistance and the reason of it, by fastening a th with a pin to the side and draw- ing it gently towards bim. It.is a curious fact thst Mr. Steers arrived at all his conclusions | by pncrical experiment and asort of intuition; and while a mere theorist would take fourmonths by calcu- | lations to find the buoyancy of a ship!-aswas the case in reference to one of our large steamships recently built—Steers can do it in an hour. This construction has in contemplation the erection of a gigantic steamer, from five hundred to one thousand feet long, hich will cross the ocea : from New York in seven 3,and this is the only kind of ship that can ac- eomplish such a feat. ‘The larger the vessel the greater the speed, and the more easily steered at tea, while her motion is also rendered easier, being free from the pitchivg and rolling of the shorter steamships. A ship of that length will cross five or | six waves together, and thus go as smoothly asa railroad car. We need not say how deeply gratified we were with the curiosities of this mocel shop ; and we be; to add, in conclusion, that we were deeply impresse: with the courtesy and ready intelligence of Mr. Steers in SUarenne all questions relating to his | beautiful science. Where others would make mystery of the matter, it seemed to be his delight to reader | everything as clear as demonstration could make it. New Steamer to Make the Passage to Europe in Seven Days. A few days ago one of our reporters visited the ship- yard at Green Point where a new steamer—the William | Norris—is in progress of erection, intended, to make | the fastest pnsrage ever yet made across the Atlantic. She is being built for a company of Western merchants, Her architect, Mr. Griffiths, is quite confident that she will make the passage in seven days to Galwsy, on the western coast of Ireland, to which port she is to run. Sae is to be launched in January next, An yet only her framo | work is pat togethar, none of the planking being laid on; but her shape and proportions are jut ax easily seen as | if she was completed. Her length is 275 breadth of beam 37 feet, depth 16 feet—her tonuage 1,267. obtained in two minutes by inspestion than if we | , ), | bard toil we reached this he weight wi weight of Collins’ steamers, and with a steam power equal to theirs, or at least as much as she oan carry, wich light freight, or only what will jist keep her in sailing trim; and, with # model of hul! entirely superior, in fact the only true model Get discovered, her speed must cou- sequently eptirely outtrip that of Collins’ line. This 1s ali very good in theory; but the passage itself {8 che pras- tical test, She iv to ba f-beam engine, like that of the Golden Age—a ne long used for our river boats, but which is now comirg into vogue for the ccear, as the safest and best. The idea of its making a ship topheavy bas been exploded. One t advantage in expected fiom it, aud that is, that itis not in to mau dacger of givirg way or going out of order. lever double engines, fone, by a central shaft, have owerle:s in this way, at least one of them. In a heavy sea, whe» one wheel is out of the water and the other in, that.which is out having no resistance but that of air to overcome. is whirled about at a rapid rate, while that which is in the water, being a most wholly im- mersed, is moved with difficulty, The resuit ix that the ceutral shait is snapped off by @ sudden twiat. Benides, by the straining of the vessel and other causes the engines, avd consequently the shafts, are rarely in @ Tne. This ix obviates by the single beam engine, whish his but one sbatt and thet very strong and working in unison with ai the machirery, The constructor speaka of “areservec steam power” which he can use as occa- sion requires. He calenlates, also, on using ® compara tively «mall quantity of coal, woich will of course coa- tribute to the lightness of the veasel. Now as to the model. We have seen that itis shallow anc has great brea: th of beam — This last ix a good point foc stability and buoyancy, and the shallowness is & good point for speed in smooth water. Bat whether she bas sufficient depth for mountain waves, and will not be half the time ou! of the water ina storm, or, suspended be- tween two waves, break her back, from the ceutce bay- ing nothing to rest upon, ia a problem that is yet to bo solved, There is no doubt that shallowness is good for speed, but how far that can be attained #o as to be com- patible with safety and other requirements i+ a question that can be better determined by actual perfurmance than mere figures, Her breadth of beam aud shallowness will prevent her rolling so much as narrower aud deeper ves- sels, which is the objection to the preseut ocean steam- ers. It walso calculated that this will keep ber upright and steady in the wster, the only way in which steamers ean obiain their full specd, as in every other conditiva one wheels too much immersed, while the other is too much outof water, On the contrary, # sailing vessel goes fastent when she heels a littie But, afer all, the William Norris does not look like = very fast vessel, take her altogether, Her bow is well mace, theentrance being sharp ard good, like the models of Steers; but her stern seetion ix unlike his, being com paratively blui’ apd beavy, and does not, in our judg- went, afford a good clearanceof the dead water, which if no: got rid of easily must be carried along by the vessel more cr leva, thus putting a drag chain of some tons i nher. This is the fault of the Georgia, whose Toe stem and stern seem made for dil would not much at sixteen mi'es av bour, the other we & commotion at a speed of twelve mile In her sides she is quite round, ie The proposed adys to effect exsy motion; butit rei to ben great obstruction to speed Her masta, which will be in pieces, with joints, will not be put up unless when require the in thus yet rie of the resistance of the wind agrinst them. The design of this ship is to carry pas sengert and ligh’ freight, such as ailka, wnd to combine They will be kept ly:og on great speed with easy motion, The expersment remaing 0 be tried, ard it deserves to be encouraged. In con- clusion, we may observe tha the North river boats, ex- rersly wade for speed and smooth wate, berg sharper in both ends and far lighter in every way than the new stenmer, while their steam power is fully equal to hers, have never yet attained a speed of twenty mile unJess when favored with tho tide, (which of be Ieft out of the account in the ocean,) and even with the tide they have only reached from twenty-two te twenty-three miles an hour, It will tuke ® speed of twen- ty miles an hour to make the passage in seven days across the Atlantic, and it is idle to expect smooth water all the way. or in fact any partof the way. If, therefore, the Willism Norvis achieves what her construeter under- takes, she will be the greatest vava! wonder of the age. The First Recorded Ascent of Mount St. Helens, In Oregon. Our progress through the dense forest was neces- sarily slow and tedious, At one point one of our pack horses rolled down a steep precipice for several rods, where it would seem impossible for an auimal, in doing so, to escape instant death. But upon re leasing him from his burden, and assisting him to rise, we found that he w+s uot seriously hurt—our camp and cooking uteusils appeared to suffer more injury than the horse. On the second day further progress with horses was found impracticable. Upon looking arouad we fortunately found a small patch of grass and camped. The next eae at break of day, Measrs. Wilson, Smith, Drew, and ourself, took three days’ rations, together with such things as were deemed necessary to aid us in the ascent, and left the camp for the summit, distaut about four miles ia an air line. We found the route a continual steep ascent, with the | exception of an occasional descent over a precipitant ledge of rocks. About two miles from our camp we descended a high Jedge to the bed of a small stream, which we followed until we struck the lava at the fout of the bare mountuir, where vegetation ceases to muke its appearance. The portion of this stream which we travelled has a fall of at least one thousand feet to the mile, and a much greater one higher up. ‘The appearance of the mountain upon a near ap- proach is sublimely grand, and impossible to des- cribe. The blackened piles of lava which were thrown into ridges hundreds of feet high, in every imagivary -hape, with an occasional high cliff of primitive formation, seeming to lift its head above and struggle to be released from its compressed po- sition, impress the mind of the beholder with the ower of Ompipotence, and the insignificance of juman ied when compared with nature’s God. Above all stands a tower of eternil rock and snow, apparently stretcbing its high head far above the clouds avd looking down with disdain upon all be- neath. The glaring sunbeams upon the “ snows of a thousand winters” serve by contrast to make the immense piles of lava appear blacker than they otherwise would. We commenced the ascent at once, on the south side, by climbing up the cliffs of lava towards a small cluster of spruce trees which stand a short distance from the line of perpetuai snow. After several hours int, and fiuding afew sticks of dry wood, kindled a fire, and made our camp for the night. We here supplied ourselves with water by meltiog snow. We found the night | cold and extremely uncomfortahle—our party did not find much repose, and as the eastern aa commenced to show the approach of day, we lett the camp and pursued our way upward. ‘The high- er we ascended the more difficult became our progress. Suffice it to say, that by constant and versevering effort we were enabled to reach the ighest dea of the mountaia soon after meri- dian. e atmosphere produced a sivgalar effect upon al} the party; each fave looked pale and sa'- low, and ull complained of a strange riaging in the ears. It appeared as if there were hundreds of fine toned bells jingling sli around us. Blood started from our poses, and all of us found respiration diff cult. With this exception we all felt weil. It would be futile to uttempt to give our readers a correct idea of the appearance of the vast extent of country visible from the top of this mountain. The ocean, distant over one hundred miles, was plalaly seen. The whole coast and Cascade ranges of mountains could be plainly traced with the naked eye. The snow covered peaks of Mounta Hood, Rainier, and two others, seemed clove by. These form a sort of amphitheatre on a large scale, diversified with hills and valleys. The crater has been represented to be on the sonth- west side of the mountain, which is not the case. We took the beari:g from the top with a compass, and found it to be on the northeast side. The smoke was continually iseuing from its mouth, giving uomis- tekable evidence that the fire was not extinguished. There is mach more snow on the north thaa on the south side; on the laiter it is bare in spots, while oa the forner it is hundreds of feet deep. We examined firsures in the snow several rods across, which ex- These dimensions will at once strike the scientific read- er, and will strike every spectator who seos tie ship, as being rometbing new for an ocean steamer She {4 broad and shalloy in proportion to her length. Indeed, s+ forcibly does this idea strike the eye with regard to her want of depth, that a doubt is immediately suggested whether she will Lave sufficient hold in the wator in any kind of rough weather to keep her steady. Sho is built like a Sound beat, or rather lke the fint-bottomed Mississippi aud Ohio boats. But the ocenn is not the Ohio, nor the Mis: tissippi, nor even the Sound. However, Mr. Griffiths eal- | culates that she will bea good seaworthy bort. She is to craw only six feet of water and displace six hundred tons. ‘There is another thing that immediately occurs to the spectator, and that is tho lightnews and want of strength in her timbers, In this respect she is inferior to the Sound boats. For example, in the tome yard, and side by side with her, is a boat on the stocks which is in about the same stage of progress. Her ribs and knees are beyond ali comparison stronger than those of the William Norris; she ia built for the Seund, (Fail River line,) and is 955 feet long, and ro large, compared with the present boats, that the Bay State would fit inside of her, and leave four feet of space allround. But the William Norris is to havea source of atrength which is not as yet seen, and the eonxtractor admits that her strength will not lie in her shape or dimensions. She is to be lined all through with sheet | iron; and, besider is to have an iron kelson, tere is the fecee of héF strength, combining at thY fame time great lightness, Lockingat her ag Wow stands, one would think that rhe would go in pietes the very first gale. It is the first time that @ Vvesvel ‘has been constracied oa this principle—yartly wood and partly iron—and it rq: mains to be seen how far the theory will be mnédassful. It in only an oxporiment as yet; but orodit is due for every attempt to shorten the passage between this coun- try and Europe. e Hext thing that strikes the eye is the disproportion of tHe wheels, the framework of which is already erected. ay fom large enough for the largest steamer in the world, and in point of tact they ae as large as those of | Collins’ steamers, whose tonnage is twice and a half as | greatan that of the William Norris. They are thirty-six | feet, and look tremendous when compared with the rire ‘ef the whip they are to Having settled for the prone rong | a) combined wih lightness the naat yearn. on Liberty #treet. A number of witnerses were examined: anc among them the aunt of the boy. She testifies that tended a great length aloug the side of the mountain; and on throwing a stone down, heard it strike a long distance from us. After epeuding sufficient time to see what was to be seen, and on & pyramid of loose stones on the Le spot of level earth and ashes, we com- menced our descent, and reached our camp at 4 o'clock in the afternoon, tired and worn out in body ard boots. At derk we reached the timber, and en- camped forthe night. The next morning we left our encampment on the mountain for home, whieh we yeached in four days. There in bat 4's good tillaze iand on the route we traversed. We passed two very good prairies, of sufficient extent for ceveral claimsou each, bat with these exceptions, and an occasional small tract of bottom land, we saw nothing inviting to an agricul- turist. The timber is large, and stands very thick until near the mountain,whare it becomes very scrub- by. In cutiing our names upon trees near the snow line, we found the bark on the spruce fally an ioch in thickness, while in the low lande it was scarcely one-fourth as thick. We have only to add that we are oy satisfied with our trip, and are willing hereafter to let others ex- plore mountaios, white we will devote our time to Matters a less labor, and fraught with more of the comforts of life than we have experiensed in this trip to the top of Mount St. Helens, Tur Bory or a Boy unpmr rm Rers ov a Buitpinc Four Monins.—An inquest was held yesterday, by Coroner Lowry, on the remaine of the unfortunate led found under the ruins of Atkin & Keemlo’s warek: on the day after the fire he left home with the intention bad to the Canal basin, where the fire occarred. He ‘was not heard of after in. identified the clothing an that worn by the boy. He ton ycarsofage. His mother is dead, and his father is in Cincinnati, Samuel Myler tontified that he obsorved a | number of boys and girls picking up nails and iron, within the warehouse, # few minutes before the wall fell. The fire cecurred on Yhe 26th of June, and the wall fell at 12 o’elock M., en the 27th. Dr. W. D. McGowan testitied that be examined the skeleton, and that every bone capable of offoring any resistance to a pressure, was fractured, The jury re turned a yerdict that bo deceased case to his Jeath | have acquai INTERESTING FROM SOUTH AMERICA, THE NAVIGATION OF THE AMAZON, Protest of the Brazilian Government Against the Liberty of Navigation Granted by Peru, &c., &e. bs y In one of the latest newspapers received by us from Lima, we find the following interesting correspondence between the Brazilian Minister to that Republie, and the Peruvian Secretary of State, on the subject of the resent law evacted by Peru, giving the freedom of navigation of the Amazon to the nations with whom she has treaties ‘LuGaTION OF THE Laas Boge 1; taba. ILUveTRIOUs AND FXCELLENT Sim—When by virtue of the decree of the 15th of April lart, the sawe rights gasran- teed to Brazil by the treaty of the 23d of Uetober, 1861, over the mpyigation of the Amazon, were declared com- muniested to other nations, I had the henor to address you, recommencing to the serious attenticn of the gor ment of this republic a resolution whiah, besides ing claims repugnant to the interests of Brasil as of infrioged on the clause contained in second article: g 4 treaty. Unfortunately, my observations did not produce the ef- fect which the reasoning that su tained ¢ and the spirit that dictated thea, bad led me to hope; and Excellency having declared in your note of the of June, without even giving & suiticirat proof, that they had not infringed op the above named clause, entered inte a series of considerations which clearly manifested that the Peruvian government denied rights to Brazil, the acknow- ledgment of which is proved by ‘he very existence of our treaty. Noy wishing, however, to enter into any discussion om a matter which had ulready reashed the knowledge of the Emperor, J theught proper to defer my answer until the arrive] of relative instructions, which | had of my gcverpment. Perectving, however, that what I had foreseen is being actually realized, viz —the existence of companies, who, supported by the pretended right with wnich the power of the second ar:icle of the decree of the 15th of April allures them, discuss the organization of mercantile ex- pedilions in the very centre of the Amazon, even to the coast of Peru, anc that, in the seme spirit, and on ana- lxgous principles, other preparations are being actively proscuted—yielding t am imperious duty, I submit ta you the importance of these events, at the same time protesting axainst apy result which the above named resolution of the Peruvian governweat may bring about prejudicial to the interests of Brazil. On this occasion, I repeat to you the expression of high consideration witb which 1 have tne honor to be, wost ilustrious aud excellent sir your very obedient vervant, J {PC DE LavQUERQUE. ‘To His Excellency D. Jose MANvxt Trkapo. Lista, Sept. 80, 1859, Ihave had the honor to reeeive yuur Excellency’s note of the Ist inst., purporting to deslare that im eonse- quence of the existences 0: compunies sapported by the pretended right which the power of the secoud article of the decree of the 16th of April gives them, they are dis- cussing the organization of mercantile expeditions on the Amazon as far us the i ud acquainting us that other preparations are beiv; wly carried on im the same spirit, and wih analagous principles; and that you believed it to be your duty to submit to our conside- ration these important fxets, while ut the anme time yout protest ageiust any result which tho before mentioned resolution of this government might being about. Since you had the goodness to seod me your note of the 80th of April, 1853, in which it was stated that the second article of the decrve of the 15th of April ine fringed on a clause of the seeoné article of the treaty, existing with Brazil, | thought to have made clear ta youin my answer of the 20th June, that in the opinion ‘ef the government po such infraction existed. I canno: at present do lesa than persiat in saying that asag if the navigation of the Amazon is to be consider ight of the,people slung the shore—whethet exclusive through principles of common lew or through the eon- struction of that clause of the treaty with Brazil to which I have alluced—Peru ixnot free to refuse to the subjects. of other nations with whom she bas treaties, the right ofentrance into those places situated on the banks of the Amazon, or into the Peravian territory, where the Braz lian subjects ure alowed to cone; because tais right on the part of thors peoples, has been ensured by former stipvlations, among which I quoted for you, im my before named note of tue 20th of Juns, an express article of ihe treaty pre-existing with the govermment.of. her Britannic Majesty, aid elluded to another of the same weight and meaning, in @ tweaty concluded with the United States. ‘Tnis government was 80 much the lesa free to refuse that communiestion of the right of access to the Ama- zon, by the term/nation of such treaties, inasmuch as ‘the reprerentative of the United States ir, this capi‘al, as soon as the treaty with Brazil was msde public, wrote me a note, under date of the th of March last, of which I dy our Excellency, and in which this right is demanded particularly on the grouad of this very claure of the second artitle of the treaty, where the exclusive navigation by the States bordering on the river is epoken of. As the government has not been able to find plaurible grounds on which to sustain its refusal or prohibition of entrance nto the river, to the subj-cis of nations with whom she has treaties, in which this concession is pro- vided for, and as it could not fail” satisfy the reclama- tions so suppor‘ed even though it were not moved by other considerations o! any other kind-of @ voluntary na- ture, still the declaration cf the 2d article of the decree of the 15th of April was obligatory on the part of the government. But this is far from rnin? been conceived in a spirit prejudicial to the rights of Braril, siace, as this very 24 article expresses it, this concession is xubordinate to the condition that the subjects of nations which are entitled to the enjoyment of this advantage by treaties with Peru, obtain entrance to the waters of the Amazon, ia which condition, without doubt, the rights which beloog to Brazil have been kept especially 1m view. It is beyond a doubt that this government was not um- der the obligation of expressing this restriction, since the rights of Brazil upon those water, and the recourse to them. in wholgor in part, which correspond with the in- ternational laWand with the ag eements, do not depend upon this government, nor would they fail in possessing the efficacy which justice gives shew so far as their being founded on the expression or omission of sucha condition. So it is that it bay been but luntary act, and showed rather a desire that the ri, of srazil 4! ‘be re- syected than of giving direct oscasion to their being trampled upon. Tam ignorant of any design on the part of the com- nies being formed, to violate the rights of Brasil. jut if, as your [xcellency informa me, the decree of April” ‘has given x fwd retensions which are repugnant to the interests of Hrasil, or eon- trary to its rights, this government cannot answer for such a result, since it is certain that # government is not responrible if its acts be taken as a pretext or occasion for upplications which affoct other friendly governments, and which it has neither directly authorized nor by any means approvingly concurred in. [hope that your Ex- celiency will regognise the justice o this observation, as applied to thé present ense, since in the course of your esteemed note, which Tam answe when speaking of those compaiies which are being we of the following phrase:—'sup ported by the pre- tended right with which the power of the second article of the decree of the 16th cf April allures them.” Ip effect, this Gecree has not been able to create a right icial to Brazil; and whatever may be the intellie d application whieh your Excellency'a governs Meut will employ to forward its sovereign interests, thone who attempt violating them unter the Gecree of the 15th of April, would but make use of pre« tended rights; that is to way, of ar authority which the government of Pern could not or would mot give, as is ciently shown by the express stipulations, What Feru recognizes is, that having the right of na ‘ton of the Amazon as a State bordering on the river, and although this right of navigation may belong exclusive- ly to thoso people, who, like eru, border on the river, ahe cannot deny access to those parts of her territory whic the river washes, to those people who have atipulated in their ‘avor ‘or this possession, since like access ‘be grantec to the citizens of other Siates. To fulfil obligation she has sav.d the rights of the other nations aleng the river, and expecially those of Brasil, on ae= count cf the peculiar situation she occupier with Teapect to the Amasop, and has vored by treaties, Es entrance to the said waters. So, theo, if any other construction be put decree of the 16th of April, Peru cannot be held rere sible for it. still Jess can she deserve that any result be Canoe y against aa your Exce lency baa thought » do; if it be that that protest be directed in effect to the establishment of responsibility on the part of thie vernment, for acts which, as T believe clearly to have shown you, it hag not authorized, fore eoncluding, fees oe fone to your wish that those tmspediinente fo the navigation Amazon, for wavt.of a regulation between the borders of the river, may be entirel; avoided, of the extablishment of conferences, which will an fgreement among the plenipotentiaries of the ex, as I have alread ted out to cular of the 13th of July ase wits pile sec A highest reapect, &c., JOSE MANUEL TIRADO. his Excellency Ambassador Extraordinary and Mi- ni ter Plenipotentiary of the Empire of Brazil, Details of the Census of Detroit. (From the Detroit Tribune, Oct, 26.} A few days since we gave @ brief abstract of the cen- f this city. This abstract shows the population of the city proper to be 34,436. Of this number 4,643 are stated in Mr. Johnston's ‘able to include the “scattered population, extending from Woodbrid river below Jefferson and Wootward avenues, hove boarding-honses, Ko., not enumerated in the wards.’ As Hamtramck and Spring Wells are welaly made up of those transacting business in this city, a es Le shea right aioe faet, a portion of the popa- ion of b very properly, in oar opin- of the city,” fais ri our total population thirty éevon thousand four hundred and tbir- ty-aix. The following are the numbers of the sects into which the population of the city is di Trish Cathclics. 111 Ee 5 Pac on de TR i ‘exceeds that of Catholic by something over bry Io the above table there are several thousand returned as Protestants that should bave been included under the head of the several Protestant denominations, ‘The reason they do not is partly owing to the fact that a portion sages ie a ag be sclet ‘ante Gat did wee bee ascertain to it partict belonged walk whether they wore Catholic or Proiestant, ie xe many of them belonged to 20 B