The New York Herald Newspaper, April 17, 1874, Page 3

L’AMERIQUE LOST. Another of the French Transatlantic Company’s Steamers Foundered, Her Last Voyage from New York on April 4, SCENE OF THE DISASTER. Rescue of Her Passengers and Crew by Foreign Vessels. Landing of the Officers at Brest. fHE SECOND CAPTAIN DROWNED. List of Passengers and Manifest of Her Cargo. Private Despatches and Theories as to the Cause of the Loss, TELEGRAMS TO THE NEW YORK HERALD. “~Toxpow, April 16, 1874. The General Transatlantic Company's steamer L’amérique, which left New York on April4 for Havre, sunk near the island of Ushant, on the 14th inat., off the coast of Brittany, twenty-seven miles West-northwest of Brest, RESCUE OF PASSENGERS AND CREW. The passengers and crew were rescued by Eng- lish, Norwegian and Italian vessels, which were in the vicinity. An Italian vessel arrived at Brest this afternoon with the crew. “4 THE DISASTER REPORTED AT LLOYDS. Information of this disaster Was not received at | Lioyds in London until half-past three o’clock this afternoon, Arrival of Two Vessels with Some of the Passengers at Brest—Another Vessel Expected with Others—Brave Conduct of Captain Roussan During the Gale. Brest, April 16, 1874, The steamer Amérique foundered during a vio- lent tempest on the 14th. She was abandoned when on the point of sinking. ARRIVAL OF PASSENGERS AT BREST. The Italian snip, which saved the largest number Of those on board and arrived here to-day, brings 40 passengers and 148 of the crew. The Norwegian vessel, which saved 30 more of the passengers, has also arrived here, The English vessel, with the remainder of the passengers and crew, 1s expected here, unless she bas gone to some port on the English coast, CAPTAIN ROUSSEAU’S CONDUCT PRAISED. The passengers unite in praise 01 the conduct of aptain Roussean, of the Amérique, who, they say, ‘was.c00] aud brave parpencar Dobyitharanding & fearful sea, z : % 3 : thn abt The only person drowned was the Second Captain of ihe Vestal, M. Garay. THE AGENT'S REPORT, Immediately on receipt of the cable despatch announcing the loss of the Amérique a representa- tive of the HERALD+visited the ofices of the Trans- atlantic Company, in order to ascertain whether any official communication had been received from the agents of the company at Brest or Havre or from the bureau in Paris. Mr. Mackenzie, the agent for the line in this city, who had just arrived, stated that no telegram had been sent to him, but he felt there was little room to doubt the truth of the news, tor he had already seen several private despatches sent by passengers to their friends here, which, however, simply set forth the fact of the Amérique having been lost and assuring them of their safety. As the news of this latest and third disaster to the French line became more -generally known con- siderable excitement was caused, and a number of people having friends on board the lost ship flocked to the offices of the line; but as soon as they were assured that all the passengers and crew, with the exception of the second officer, bad been saved, they quickly retired, MR, MACKENZIEZ’S STATEMENT, Mr. Mackenzie, who seemed greatly affected by the loss of the Amérique, in answer to questions put to him by the HERALD representative, stated that when he first heard the news that she had foundered he could scarcely believe it to be true; for be thought it incredible that in so short a space of time such calamitous disaster should overtake the line. He could’ only account for her Joss by reason of ner having encountered @ hurricane. She had always been considered ag one of the finest ships of the fleet since she had been lengthened and altered froma sidewheel steamer into a propeller. He thought her loss would possibly be attributed to the fact of her being lengthened; but, although he was of a different opinion, he would state that none of the Temaining steamers of the line running between New York and Havre had been treated in a sim- ilar manner. 1t was, however, a most singular coincidence that the three vessels which had un- @ergone the lengthening process should have each and every one have been lost. Pecuniarily the re- cent disasters would not affect the company, al- though they might fora short time be put to a lit- tle inconventence to supply the places of the Europe and the Amérique. Their late misfortunes, too, might possibly affect the arrangement, which had been made for the running of a weekly line during the ensuing season, although the company might ibly be able to withdraw some of their steams! from the West Indian line and thus sup- ly the vince of the lost vessels. Thus far, said Mr. Rigckenzie, but little difference has been noticed in the applications for es by the line. The company are in the habit of partly insuring their own snips, although’a greater proportion of their value is insured in different insurance companies in London and Paris, Captain Rousseau he knew to be an experienced navigator and one in whom every confidence was reposed. He had been in the employ of the company for nearly twenty years, and had, previous to taking command of the Amérique, omer the Washington and the St. Laurent, He felt assured that it was through no fault on the part of Captain Rousseau ‘hat the Amérique had been lost. It would, he thought, be absurd to venture any opinion as to the cause of the disaster, for it could not at the best be but the merest conjecture, and no doubt duller details would shortly be received. INFORMATION FROM PARIS. Later in the afternoon the following telegram pe Rad irector of the line De rye was re- , ing at rest all douo! any ex- isted, as to the loss of the vessel Macearaty, Rew York . Panis, April 16, ytd que led ‘by hurricane: lth April, eighty miles from Ushant (on Tiand inengy-seren miles All hands an passengers saved and landed tain Houssonn ‘and. crew's ‘ourageans cater nth: "8 courage e in a mously testified to by passongers, dovarous: Mr. Mackenzie further stated that the Amérique ‘was not loaded vier than usual with the ships. In fact, the rule was rather to underlodd them than otherwise, It could, therefore, not be on that account that the disaster occurred. She, too, LT been lighter when lost than on the day of her departure of her consumption of coal. had never heard either the Captain or officers cdmpiain of the ship making any Water during ber three trips across some 400 tons on a | NEW YORK HERALD. FRIDAY, APRIL 17, 1874—TRIPLE SHEET. tures were of the most comfortable nature an: e | STEAMERS GTHENED. fittings am m every respect. Tuere wate TRON LEN ‘ ocean, the contrary, they had spoken Pe ie stents one 3 ™ Sa ur ae e HERALD re} h Kenzie’s atrontion to the fact that the Amérique had been advertised as having arrived at Brest on the night of the 14th inst. and inquired how it was such a mistake had been made. Mr. Mackenzie re- plied that the publication of her arrival at Brest was due to bis receiv! the following despatcb, _Feceived at midnight of the 14th:— Buzsr, April 14, Amerique arrived. He, however, on the following day received another cable message, as follows :— . Buxsr, April 15. Amerique signalled an error. Not arrived. He did not contradict the notice of her arrival, as he thonght she would be in port probably be- fore the contradiction could appéar, ‘The Amérique was @ sister ship to the Europe. She sailed irom New York on the 4th of April, series on ogee eighty possengers Bacar co! ent. mon, a UI resi iat + Perales hed age! rf ig Given below, tozether with the maniiest of her cargo, as obtained from the Custom House, showing the gross value of the freight carried :— LIST OF OFFICERS, Captain, Rousseau, Second Captain, Garay. First Officer, Robert. ond Officer, Gaillard, ‘d Officer, Vomorait. Purser, Vié. Secona Purser, Dubee. Doctor, Follett, Chief Engineer, Casine. Assistant Engineers, Mouille, Wallet, Pinon, Lassere and Meillour. CABIN PASSENGERS, Borda, Mrs. Camilla and Jackson, J. B.S. child, Jackson, Henry Bursett, E, T. Jacques, Henri Bossange, E, Orkley, Mrs, Berge, J. Pierce, F. Barbier, Baron Prysler, Mr. Cummins, Miss C. H. Prysler, Mrs. tea G RK Reed, J. P. Clark, W. J,, child and Reed, Mrs, J. P. nurse, Reed, B, B, Duprat, A, Reed, J. W. Eathem, £. Roosevelt, C. Gory, Rev. A. Roy, Miss Gory, Mrs., and six chil- Roy, Mrs., and two chil- dren, ren, Guinio, Mrs., and child. Ruiz, R. R. Guino, Mr, 4, Trivino, lisley, Mrs, Vassallo, BE. Usley, Rev. 8. F. Zambrano, A. STEERAGE PASSENGERS. Albert, N. J. Glay, Nicholas, Bougain, Mrs. Munel, J. H. Bougain, Mr. Perry, J. Bailly, F. A, Provost, Mr. Barrott, Mrs. A. Provost, Mrs, and child. Chapron, Joseph. Persey, G, Catau, Louis. Dueolomel, F, Perrin, Jean. Pasquale, A, Froni, P. Ragon, J. Glay, Nicholas, Rouff, Abraham, Gautier, Mrs, Rosette, Pauline jarey, A. Rivori, Mrs, Glathaa, Charles, ‘Thomas, L. Galarnier, Mr. Troste, A. MANIFEST OF THE CARGO, The following is a general Samay, of the mani- fest of the cargo, taken trom the official copy filed | with the Customs authorities, together with the | values declared upon each shipment :— Description of Goods, Tpiano.. Wipes, | 700 56) a ex 3 3 me, S: 1,06 packages 2,333 Ibs. whalebone. 26,504 Ibs. tallow... ” Total value Bevassaserscqpatin sans’ $205,047 During the afternoon, notwithstanding that the fact of the loss of tne Amérique had become gener- ally known, @ number of jons visited the office of she Compagnie Générale Transatlantique to en- gage passages in steamers sailing at future days. Among these were seven Sisters of Charity hab- ited in the garb of their order, who had lately ar- rived from Cincinnati, and who are making 4 pil- grimage to ce. They engaged passage in the Kong Sverre, sailing to-morrow, ‘aking the place of the Europe. This vessel also takes the cargo which would have gone by the Europe had she ar- Tived here, DESPATCHES ¥ROM FRIENDS. ee ae Among the passengefs of the ill-fated Amérique ‘was one Mr. Cousinery, whose firm does busi- ness at 25 South William street. This gentleman had arrived at Brest anda thence telegraphed: “The Amérique has sunk, The second officer lost. Start for Paris.” Mr. Cousinery had gone to Europe on business for the house, and in his tre- quent trips had generally taken the Transatlantic line over, and always had the opinion it was a well managed one. His partners stated that they did not expect to hear any more from him, as there seemed tobe no necessity of it. They had heard reports of the loss of the Amérique before they received the despatch, but could not believe | them, as the circumstance of the loss of the three | ships within two months was so extraordinary that it required more than a report to give it | authenticity. One of the members of the firm had | taken the despatch and rushed to the office of the company, where the REPORTS WERE FULLY CONFIRMED. A despatch was also received by a younger part- | ner of a large grocery house in the city which con- tained about the same particulars, Many other pte in the city received despatches from friends announcing their sufety in Brest and the fact that they had suffered no in- jury whatever. No mention seems to have been made, however, in any of these despatches as to the safety of the personal baggage and valu- ables—a rather important item. As none have mentioned the matter it is fair to suppose that these articles have been | Saved—the reverse of the Europe dis- aster. These good items of personal news gave great satisfaction to friends, relatives and others, who were moved by consanguinity, friendship or interest to have acare for those on board the French vessel. This accounted, toan appreciable extent, for the lack of visitors at the office of the company. A telegram was received by Messrs. Slocovich & Co, from Havre, via London :— April 16.—Mesars. 8. & Co.—Amerique.—"Me, wife aud baby saved. P. G. Guinio.”” DESCRIPTION OF THE AMERIQUE. The Amérique was the latest addition to the General Transatiantic Company’s feet. She ar- rived at this port on her first voyage January 20 last, after a boisterous and eventful passage of eleven days and four hours, mean time, from Brest, after a detention of four hours in rescuing a water- logged crew from the bark Zaral, bound to Swan- sea, Wales, from Pensacola, Fla, This vessel, though not as large as one or two of the line, was furnished with all the improve- ments which an extended experience and a pro- fuse outlay of money could secure. She was one of the last steamships of the line rebuilt, with new frames, new decks, new engines and boilers, new upper works, and internal appotntments new in every respect. She was reconstructed and lengthened in hull by Messrs, Leslie & Co., of Heb- burn, Newcastle-on-Tyne, and her machinery was from the works of Messrs. Maudsieys, sons & Field, | of London. Her dimensions were as follows:— Length on deck, 410 feet; breadth of beam, 48 feet 6inches; depth of hold, 39 feet 3inches; draught of water at load line, 22 feet; had four decks, was bark rigged and of 3,083 tons burden, builders’ measurement, while her registered tonnage was 2,800 tons, The bottom plating of the Amerique was seven-eigbths of an inch, which, at her sides, ‘was reduced to three-quarters of an’ inch, and on every deck there were veam ties or stringers, The Ege! wi motive power consisted of four engin which were termed “compound direct- acting,” the two high pressure cylinders being of 41 inches each in diameter and the two low pres- sure cylinders of 72 inchea, each in diameter, with @ stroke of piston of 4 eet 3 inches, Steam was provided by six boilers, placed lengthwise of the vessel, each having four turna There were eight water-tight oulkheads in tn ssel, and the arrangements for Broper ventilation were of an improved nature, The accommodations for pas- sengers were of the luxuriant character that this line has long been noted for. The entrance to the saloon was grand and elegant, being sur- rounded with tropical plants, and as you de- scended the eye rested upon appointments of the first order. The saloon was wide and high, the panels being of solid marble, orna- mented with ‘figures wrought in gold, while the ceiling was exquisitely finished in white, with gold beaas, which gave it an atiractive appearance, Mirrors were on every hand, and, to further adorn the apartment, werea grand piano and library con- taining the popular works of the day. On the same Took, and opposite the grand entrance, was smoking room, whose coseyness and appoint- ments commended themselves to the old ocean -4 lier. Atand forward of the saloon were the staterooins for she first clasa passengers. “The iz- Passengers. Ventilation in these quarters waa parioce. On the saloon deck was the ladies’ retiring cabin, furnished in blue, the bathrooms and lavatory for the same sex, while those for the gentlemen Were just as pleasant, but removed a considerable distance from the first named. The officers und crew made upa@ ship’s company of 152 percns, In the report of the Amérique, made by the Sur- amers tor the Board of Underwriters, veyor of S| she was classed “One, Als; security and provis- | rent.’? report also ‘ions against fire, indi contained the following remar ‘Rated one- ng lengtheneq quarter lower in consequence of ng! and flat foor, Risk of re increased by pump in hola.” SCENE OF THE DISASTER. The place where the noble ship was lost, or its immediate vicinity, is historical, A despatch re- ceived yesterday by the agents of the General Transatlantique Company, in Broadway, states that the vessel had sunk after being disabled in a hurricane elghty miles from Ushant, “an island twenty-seven miles from Brest.” This is an ap- Parent mistake, as there are seven islands in & cluster, known to the French as the “Iles d’Ouessant.”” They are principally inhabited by fishermen, who gain a modest living by fishing for Pilchards. The islands are about twenty-six miles distant from the coast of France, in the De- partment of Finisterre, and of this depart- ment they form a canton. The extreme length of the group is five miles and their breadth is three miles. Twenty years ago their population was 2,271 persons. The shores of Ushant are bold and rocky, and landing is only practicable ina few places. ‘The formation is almost entirely granitic and the soil is fertile, the surface being covered with excellent meadows and pasture lands, upon which horses and sheep are raised, Until the seventeenth century paganism was said to linger among the inhabitants of the group. The lighthouse on Usbant is located in latitude 48 deg. min, north, longitude 6 deg. 3 min. west. Of Ushant the British fleet, under Sir Edward Hawkes, gained a victory over Admiral ‘Conflans in 1759, and an action took pune in 1778, the year of the States General, etween Admi:al Keppel, commanding the English fleet, and the French under Count d’Orvilllers. Bapolege Bonaparte leaving Europe on his journey of banishment to St. Helena, caught the last sight of his beloved France at Cape Ushant from the deck of the man-of-war Bellerophon. WHY STEAMERS ARE LOST. The intelligence received in this city yesterday morning that the French Transatlantic Company, even while the abandonment of the Burope was fresh in all minds, had met with another serious loss, and that no lesa than the foundering of the latest addition to the line the steamship Amérique, Greatly excited all classes of our citizens, and led to the very general inquiry as to the cause of the frequency of such disasters, particularly in vessels that have been lengthened, as were both the Europe and Amérique. In order to obtainan | expression of authority upon this subject, and that of improperly fitting vessels intended for ocean navigation, which is toootten the case, a HERALD reporter called’ upon Mr. Charies H. Has- well, ex-Engineer-in-Chief United States Navy, surveyor of steamers for the Board of Underwriters, and member of the In- stitution of Naval Architects, of England: to ask his opinion upon these points, now so | seriously pondered by the travelling public. Mr. Haswell was found to be very busy, but, the cause of the visit being explained, the following conversation took place, which must be looked 3 | upon as of the most important character, inas- much as it tcrsely points out how easily, in the opinion of Mr. Haswell, the Europe might have been saved; the serious injury the lengthening process inflicts upon fron steamers, while at the same time he directs at- tention to the habitual criminal neglect of builders and owners in their stubborn persist- ence of locating donkey pumps in the lower holds instead of on the main decks of steam vessels :— THE EUROPE COULD HAVE BREN SAVED. Rerorter—In the first place, Mr. Haswell, have you considered the case of the foundering of the Europe? Mr. Haswett—I have. RePoRTER—What, then, is your opinion upon this point ? Mr. HaSwELL—The foundering of the Europe is the most inexplicable occurrence of that ngture that has ever been submitted me. A steam vessel, with two full-powered, condensing engines aud seven water-tight bulkheads, leaks in her bot- tom into one compartment (the fire room), and to such a very moderate extent that she is kept on her course across the Atlantic in @ storm; and, althougn but a short distance from port, and yet | before the fires are reached by the water, and before the engine room is invaded to an extent that would arrest the operation of her donkey pump, this vessel is abandoned, when, had an opening been made in the bulkhead between the engine and fire rooms, it is safe to asseft, from the fact that sne is known to have kept afloat one entire night without being relleved of water, that the operation of the donkey pump alone would have enabled her to have reached this port. But, in addition to this, the operation of her bilge injectors would have wholly treed her in half an hour or less; for, be it | known, that with a full powered steamer, any leak that her bilge injectors, if in operation, will not free will sink her in one hour. The capacity of the biige injectors of the Europe, operating even in the cold water of the Atlantic at this season of | the year, was fully 1,950 gallons per minute. REPORTER—Thus, you think that had the engi- neer acted promptly in putting tne Europe's donkey pump to work and operating her bilge in- Jectors that vessel could have been easily saved ? While Mr. Haswell, in answer to this question, was unwilling to place the blame on individuai shoulders, he; said the whole affair ‘was the most puerile thing that ever came to his notice.” LENGTHENING IRON STEAMERS WEAKENS THEM. REPORTER—AS you well know, Mr. Haswell, the Ville du Havre, Europe and Amérique were length- ened vessels; and as there is much controversy upon this point, does lengthening an iron steamer, in your opinion, weaken her? Tr. HASWELL—It is generally assumed that an iron steamer can be lengthened and made as strong as before, or even stronger. Both of these tions are erroneous if the vessel has age and ag Seen service, unless her stringers, top strakes and keelson, from within the point of the new junction, are doubled for very considerable and differing distances, for the reason that the stress of the sea upon the hull, instead of being diffused through the entire length of the vessel, will be abruptly arrested at the junction between the old and mobile plating and the rigid new plating, so as to concentrate the stress of the sea there and in- Juriously bear upon it, WHERE DONKEY PUMPS SHOULD BE LOCATED. REPoRTER—What is your opining about the loca- tion of donkey pumps in steamers? Mr. HaSWELL—The location of donkey pumps tn the lower hold of steamers is the most objection- able feature of steam navigation that is now pre- sented, When this pump is located in the lower hold of a vessel it is subjected to inutility from the several cases bf fire, a steam or water leak of a boiler (unless there 1s julkhead interposing be- tween it and the fire room), @ leak in the hull (the engines or engine boilers being disabled), added to which, when operating so near tlie skin of the ves- sel, any temporary arrest of their operation in- | volves their submersion by the inflowing water and their consequent arrest. So opposed to a provee regard to the lives of passengers and the Tansportation of merchandise is this practice that | I do not consider even a steam ferryboat properly | equipped unless fitted with a donkey pump, an that located upon her main deck. REPORTER—Is this objectionable feature, the loca- tion of the donkey pump in the lower hoid, to be noticed in many ocean steamers ? Mr. HASWELL—All of them, with but few ex- ceptions. The Ville du Havre, Europe and the Amérique were so improperly fitted, RerorteR—Have you not taken action in this Matter of donkey pumps? Mr. Hasweti—Yes. 1 have for twenty-one years essayed to render their proper location obligatory upon constructors of steam vessels, and in several individual cases I have succeeded; thns, when I brought the matter before the attention of the American Steamship Company, of Boston, they ad- vised themselves and removed these pumps then in the Erie and Ontario, to the main deck. RwePoRTER—What 18 your prospect of effecting a general change in this? Mr. Hasweti—I am wholly confident of ultimate success. Ihave submitted the matter on several Occasions to the marine underwriters of this country, toa bureau in the Treasury Department at Washington having charge of amending the Steamboat law, to the underwriters of London and Liverpool and to the Institution of Naval Architects of England, of which lam a engage and alter about six more first-class steamers, 1, more lives and $6,000,000 of property have been lost, I ye that the subject be duly consiaered and acted upou. If the Arctic had had a donkey engine and boiler on her main deck the Collins iine might yet have been in existence, and if that of the Europe had been operated (she having donkey boiler on her wen etal she might now have been at her er y Pitne HERALD reporter then withdrew, thanking Mr. Haswell jor the information received. erence , ‘The process of lengthening steam vessels seems to nave been @ favorite one on the other side of the Atlantic, a8 the list of ocean steamers that have plied to this port and are now doing so regu- larly is quite large. The following, which van be relied upon a8 correct in every particular, will give the travelling public an idea of their num? ber:— City of Bristol, of the Inman line, formerly the Etna—Bullt in Greenock, 1451; original length, 304 ect 8 inches, to which in 1871 were added 44 feet 8 | inches City of Washington, of the Inman line, New York to Liverpool—Built th Glasgow, 1855; lengthened 39 deck 18 18094 strandea off Halifax July, 1873. orinthian, New York to Liverpool, formerly the | Damascus—Built in Glasgow, 1856; originallength, | Fag inches, to which were added 49 feet in | 1873. Cambria—Built in North Shields, England, 1858; original Se a 184 Jeet, to which 20 ivet were added in 186} Sheldrake—Built in England, 1855; original Jength, 209 feet ; 30 feet added in 1861. | ‘olland, of National Steamship line, formerly the Louisiana—Bailt in Newcastle, England, 1865; lengthened 80 feet in 1870, City of Limerick, of Inman line, New York \o Liverpool—Built in Greenock, 1855; original length, 298 1eet, to which 33 feet were added. City of London, of Inman line, New York to Liver- pool—Builtin Glasgow, 1863; ‘original length, 32 leet 4 inches; 40 fee! ded in 1867, Greece, of National Steamship Company, New York to Liverpool, formerly the Virginia—built in Garrow, England, 1883; original length 340 fect, to which 50 feet 7 inches were added in 1872, Canada, of National Steamshio Company, New York to Liverpool, formerly the Pennsylvania— built in Garrow, England, 1863; original length 240 feet, to which 51 feet 6 inches were added tn 1872, City of Paris, of Inman line, New York to Liver- pool—built in Glasgow, 1866; original length 353 seet 7 inches; lengthened 39 feet in 1870. Ville du Bavre, of French line, New York to Havre, formerly Napoleon ILl.—built in 1966; original length 360 feet 5 inches, to which 63 feet | were added in 1872. Foundered December, 1873, City of New York, of Inman ine, New York to Liverpool—built in Greenock; original lengt, 305 feet: Pegg teened, to 375 feet 2 inches in 1871. Europe, of French line, New York to Havre, former i Lafayette—lenginéned in 1868 ; abandoned pri Canima, New York to Bermuda, formerly Prin- cess Royal.and then Juan G. Meigs—built in Glas- gow, 1863; original length, 229 feet; lengthened 30 leet in 1870, Napoli, of Anchor line, New York to Glasgow— built in Glasgow, 1864; original length, 252 iect 4 inches; lengthened 46 feet 4 inches in 1872, gee a of French line, New York to Havre. and Brest—built in Penhonett, 1365; formerly the Lilmpératrice Eugénie; rebuilt and lengthened in be 5 foundered eighty miles from Brest, April 14, Wilmington, formerly owned by Williams & Guton—built in Wilmington, 1865; original length, 185 feet; lengthened 40 feet in 1870, aud now owned by ‘Lomas Clyde, COMMENTS OF THE FRENCH JOURNALS. CDNA Pk (From the Courrier des Etats Unis of to-day.) The cabie brings us tidings of the loss of the Amérique off the French coast. This is the third altered steamer of the French Transatlantic Com- pany which has gone to the bottom. The line has been running for twelve years without any notable accident, and this wholesale loss of our French Steamers gives cause for deep reflection. We can- not close our eyes to the result of altering vessels, which has doubtiess weakened them. It is @ lesson to us and others, We must not for- get in our sorrow the blessing that all the lives on board the Amérique have been saved. Do not let us entertain any nonsensical ideas about fatality. The line still possesses the Pereire, Ville de Paris, Lafayette, St. Laurent and Washington, which will carry on the weekly service between this port and France, The company must and will carry out this weekly service, for money and efficient and able oficers are not wanting. Qther companies have likewise suffered terrible blows. The Allan line fost seven steamers, one alter the other; the Anchor line lost a vessel every year, fee Inman has also lost numerous regsela, while the White Starline lost the Atlantic. The Ameri- can line iost the Humboldt and the Franklin, out carried on the service with the Arago and the Ful- ton. Let courage and perseverance be our motto, and do not let adversity thaké us despondent. | We are now passing through our dark days. We have had wars and defeat, but we have risen again in ous power mes the fell StrugHle. ne American people, who appreciate well-directed ener, Wi Sypontning with us in our pressing troul *@ Seoll have to combat against mis- trust; but we shall fight it down, and the fortunes of the Transatlantic Company will be more in the ascendant than ever. The lesson 1g a hard one, but it will do us good, and cause us to build our own steamers and encourage native industry. The line of French steamers will then rega‘n the high stand- ing it has enjoyed among the American people for the last twelve years, [From Le Messager Franco-Americain of to-day.] In presence of the terrible calamity which has Just fallen ‘apon the General Transa‘lantic Com- pany it is certain that the critics will soon be at work. In less than five months three of their steamships have been lost—the Ville du Havre, the Europe and the Amérique. Ill-forrune seems to have hit upon the only line of steamers carrying the French flag across the Atlantic. al- though naught can be said impeaching | the courage of our sailors, still the effect produced, is an unfavorable one. We hope that Our newspaper colleagues in the United States will withhold their adverse criticisms until they are placed in full possession of all tne facts con- cerning the loss of the Amérique. For some time past we have been accustomed to see systematic attacks made in the press upon the French line, so that we fear that our request will be in vain. We cannot forget that there are ten English and German companies having vessels plying | to this port who are interested in throwing discredit upon our steam- ships and all connected with them. While suifer- ing under the blow which the loss of the Europe | and Amérique has inflicted we must not be sur- prised if subsidized newspapers undertake the task of depreciating our French line. Many will come forward and boldly assert that if the two | latter mentioned vessels had not been length- | ened and Caria from paddle to screw vesseis | they would not have been lost. Many ople maintain that a lengthened vesselis a weakened vessel; but to this we would reply that the ma- Jority of vessels plying between this port and England have undergone that operation. We will not speak now of the magnificent fitting up of tne Europe; we will only remark that nothing was left undone to make her a floating hotel, SKETCH OF THE FIRST OFFICER. The following sketch of the first mate of the Amérique is written by his friend Dr. Guillemara, late doctor of the Europe:. Captain Eugéne Garay in his early days entered the imperial navy of France as a volunteer, and the year 1854 found him engaged in the Crimean war on board of the frigate Montebello, the flagship of Admiral Bruat, tne commandant of the French fleet in the Biack Sea. ey took an active part in the disembarkation of the French troops at Old Fort. In addition to this he took part in the bombardment of Sebastopol on the 17th of October, 1854, and a year later, exactly, assisted at the capture of Kinburn. After thus distinguish- ing himself Admiral Bruat started to return to France, but died on his way home irom an attack of cholera in the Straits of | Messina, When the Montebello returned to | Toulon Garay eft the navy, and shortly afterwards passed his examination as master of & merchant vessel. He svon obtained the com- mand of a ship, and traded for several years in Chinese and Indian waters. Subsequently he en- vered the employ of the General ‘Transatlantic Company, aud s00n obtained the grade of second captain (first oficer), For the last few years he has filled this post, with Captain Surmont, on the Ville de Paris and the Ville du davre. Many remember his wondrous escape {rom death on the occasion of the loss ot the latter mentioned vessel. But misfortune seemed to have marked him out for her own, for he entered upon the Amérique, and it was on the almost completion of her second voy: that he died at his ren like @ noble sailor as was. Death fonnd him doubtless cool and com- sed. His death is & serious loss to the company ie served. Ships may be replaced, but men of the Gaary type are rarely met with. Our poor comrade leaves a young wife and three children, on whom the tidings of his death will inflict a terribie blow. Dr. GUILLEMARD, TESTIMONIAL TO OAPTAIN ALLAIRE, Last evening a number of citizens of the Twenty- first precinct called upon Captain Anthony J. Allatre, in the Thirty-fifth street police station, to present him a gold badge, in token of their appre- ciation of his faithful discharge of duty. Bullard made an eloquent address. Captain Allaire accepted the badge, expressing his thanks im @ brief speech, which was loudly applauded, President Gardner and Commissioner Russell, of the Police Board, also spoke in complimentary terms of Captain Allaire. THE LATEST DEFAULTING CITY TREASURER, MILWwackse, Wis., April 16, 1874, Anton Burkart, City Treasurer of Green Ba; Wis,, has disappeared, and it is supposed has ab- sconaed. An examination of his books shows he 4s @ defaulter in the sum of nearly $100,000, THE STATE CAPITAL. Adjournment Finally Fixed—Eastman’s Rapid Transit Bill Ordered to a Third Reading—The Cornell Investigation— Important Bill Regulating the Treat- ment of the Insane. * ALBANY, April 16, 1874, ‘The Assembly was in a futter of eXciteitient this morning. The hundred days having expired great interest was felt in the probable length of the ex- tra session. Half the members seemed sick of the business. It has been dull and sapless beyond pre- cedent, and if the dregs of the session are no bet- ter than the “frst sprightly rannings” it will be Particularly hard on the rural members. ‘The Speaker, at the opening of the proceedings, Bai GENTLEMEN OF THE Asseunty—The 100 days named in | the constitution have expired. Within that period this | ly has inade a record and has earned and secured & | reputation second to that of none which has ever sat within these walls. The people and the press, without regard to party predilections, have given to this Legisla- ture the credit of having Yaithfully dtsevarged their jutv and of baying labored to serve and cerry out the public interests. But tf the time for which the peo- | le sent us here D to represent them has passed away. They now demand that we shall sur- render back to them the powers which they have con- ferred upon us, and that demand cannot pass by un- heeded. ‘There now lies upon the table of this House a concurrent resolution providing tor a final adjournment ot the Legislature. That resolution, being privileged in its character, is now called from the table, and will be read by the Glerx and acted upon by this House durin, this morning’s session, Ltrust, and if this House aha canclude that within ‘this month we can adjourn. this Legislature they will have added another wreath to the chaplete which already entwine their brows as a legisla- ive body. The Senate passed a resolution a few days ago to | adjourn on the 24th of April. The House took it | up and refused, after some debate, to concur, but | substituted the 30th of April, which was agreed to. The Senate will be apt to adopt the amended | Tesolution, and in that case the end of the session comes two weeks from this day. Eleven or twelve working days remain. It is mevitable that a vast humber of bills will perish, The Senate has but very little work on hand, Alter it is rid of the Supply bill the rest will be plain sailing. The Assembly, however, is greatly in arrears. SUCCESS OF RAPID TRANSIT. Upon reassembling this evening the House went into Committee of the Whole on the bill to provide rapid transit in the city and county of New York. A motion was made to strike out the word “freight” wherever it occurs in the bill, and, after considerable debate, was rejected. A number of amendments were offered and voted down, and, upon motion of Mr. C. 8. Spencer, the bill was or. serene to a third reading by a vote of 57 to 56, as jOllows :— Yuas.—Mesars, Allen, Barrow, Bassett, Batcheller, Beebe, Hennett, Berry, Baglin, Bivmenthal, Bostwick, Brown, Cauldwell, Chadwick, Comstock, Coughlin, Daly Davis, Dean, Denniston, Eastman, Farrar, Fish, Gregory, Grifin, Holden, Jones, Kshinka, Leake) Lock: wood, Lynde, Manley, McAfee, McQue Fit Oakley, Perry’, Persons, Petty, Scherman, Sherwood, Sloan, 'H. Smith, Speaker, U.S Spencer, Stacy, Suluvan, Sunderlin, Taylor, Vedder, fagstatt, West, Wight and’ Worth—07. Navs.@Messra Abeel, Alberger, Alvord, Bardwell, Braman, Bulkley, Burritt, Coffey. Carpenter, Clear Donahue, Ely,, Foote, Gurnee, Hammond, Hanrahu’ Hardy, Hayes, Hazleton, Healey, Herrick, Hiller, Ho: Houghton, Hussey, Kirk, Landfleld, Lawrence, Lincoln, Mackin, Melvin, 8, Miller, Morey, Murray, Nice. O'Cal- lagan, — Patten, Shattuck, Simon, imith, Snyder, G. W. Spencer, Stover, Tewksbury, Thorp, Townsend, Wachner, Weed, Whitbéck, Winflela, B. Wood and P. Woods—56. AN ELABORATE ACT, A voluminous and important bill, revising and consolidating tae statutes of the State relating to the care and custody of the persons and property of the insane, of the management of asylums ‘for their treatment and safe keeping, and the duties of the State Commissioners in Lunacy, passed the Senate by a unanimous vote without debate. It was drafted by the State Commissioners in Lunacy, in conjunction with the Attorney General, and it ig the resuit of much research and labor. It covers | seventy printed pages, and repeals various sec- tions in over fifty separate statutes. It is the most elaborate measure of legislation introduced this session, and entirely covers the question of the in- sane and their management. THE ONE-LEGGED RAILROAD, The Greenwich Elevated Railroad Company will make g strong effort to push its bill through the ssembly, Mr. Edgar Brown in here tor the pur- | jose. A considerable nigger is concealed in the | innocent piecolngy of the bill, By its origins | charter it claims the powers and privileges | granted to railroad compantes organized under tho General Railroad act, and, acting on this, there | Is nothing to prevent it from taking possession of Broudway and gridironing the city with branches of the one-legged eccentricity. The early adjourn- ment, however, will prove fatal to this and all similar bills. A long debate will prove the death of any bill alter next week. An effort will be made to limit speeches to five minutes during the rest of the session, fae BIL FOR PAVING FIFTH AVENUE. The pavement for Filth avenue contempiated by the bill of Mr. Wagstail is, according to General Averill, the best form of pavement ever devised. It will cost the company $5 50 per square yard and they ask $6 per square yard from the city. He insists that it is the result of observation of all the pavements used in Paris, London and other cities of Europe, and is better adapted for Fifth avenue than any that has yet been tried, trouble with the bill is that it charges the expense of this pavement entirely to the city. Members of the committee say they are willing the expense be divided equally between the city | and the property holders, j ENLARGING THE SCOPE OF THE PARK DEPARTMENT. | ‘The eed of Parks was gratified by the passage of a bill in the Assembly for regulating, | grading and monumenting ail the streets, avenues | and public places above 156th street, which would take in the newly annexed territory of West- | chester and give a splendid field for the ambitious | Park Commission to display itself. Van Nort has | had the ground completely cut from under him. | THE CORNELL UNIVERSITY. The report of the Commissioners, Horatio Sey- mour, John D. Van Buren and William M. Wheeler, | is now in the Governor’s hands, and will be com- municated to the Legisiature in a day or two. Van Buren and Wheeler make a separate report from | Seymour, who, without agreeing with the views | of the minority in every point, is not much at varl- | ance in many essential It is a voluminous docu- | ment, and covers a variety of subjects. The Com- | missioners took @ great deal of testimony, ex- | amined the affairs of the Uornell University, and had to explore a number of laws bearing on the question investigated. The main conclusion at which they arrive is that Cornell should pay to the Staté ninety cents an acre on the land, the total quantity of which is 960,000 acres, THE SUPPLY BILL, The item of $1,139 to Francis A. Barlow for legal services as counsel to the Assembly Committee of Cities in the New York street cleaning investiga- tion, was made a charge on the State at large in- Stead of the county of New York. THE MASSACHUSETTS SENATORSHIP. cite igi tld The Thirtieth Ballot—Manifesto of the Hoar Men in Rejoinder to the Fricnds of Dawes—No Compromise. ‘ Boston, April 16, 1874. The following is the thirtieth ballot for Sena. tor:— Whole number of votes cast... Necessary to a choice... ...... +. 92 Bank: seevees 268 5 Washburn and Whittier, 1 each. The Convention adjourned until to-morrow. The committee of the friends of Judge Hoar, who made the proposition tor a conference to select a candidate for Senator other than Mr. Dawes or Mr. Hoar, in order to reach an election, and which proposal the Dawes men declined, have issued a rejoinder. They say:— The supporters of Mr. Hoar desire to act withont re- gard to the personal interests of candidates, and have 8 ted him solely because it has appeared to them t hus election the public interest would be best sub- served. in thé communication you say “that the supporters of Mr. Dawes are not authorized to withdraw bis name, as it is of their own free will, and not at his bidding that they have hitherto given him thetr votes.” We do not appreciate the force of this statement. It “by their own free will” they have presented his name, then by the same authority it can withdrawn. The name of Judge Hoar was brought forward without con- sulting him, and those who have voted for him will take the responsibility, without conferring with him, to cease to do ao whenever they shall deem it proper.. ‘They do not admit the right ot any candidate to direct their action. The committee concludes a8 foliows:— We are not authorized to accede to a conference upon any other basis than that contained in the Proposl lon preven, submited, which we hope will yet commend itselt to the Sood jadgment of those whom you represent, and that we shalf not be compelled to report to those race ‘we represent that the effort for united action has tailed. NAVAL INTELLIGENCE, Changes Ordered. WASHINGTON, April 16, 1874, Passed Assistant Paymaster E. Melloch is ordered to duty in charge of stores at Key West, Commander William A. Kirkland is detached from command of the storeship Guard and placed on waiting orders. Lieutenants R. D. Hitchcock, Eugene B. Thomas, William B. Boice and Horatio R. Wilson, Master B, J. Burwind, Ensign John Hubbard, Surgeon A. C, Rhoades, Boatswain Isaac T. Choace aud Carpen: ter D. W. Perry, from the Guard and ph on waiting orders, Passed Assistant Paymaster H, 1’. Sicciding, from the Guard and ordered to settle accounts; Lieutenant Charles H. Stockton, from he Navy Yard at Philadelphia and ordered to the Swatara; Pay’ r A. J. Cl lark, from daty i charge of stores at Key West and ordered to re- turn home and report bis arrival. Fhilget, AN Avan, Schifferdecker, | mae THE NEDERLAND ASHORE. Throwing the Cargo Overboard on Brigantine Shoals, AN UNLUCKY VOYAGE, Description of the Vessel and Cargo. AtLanTic City, N. J., April 16, 1874, The steamship Nederland, of the Red Star line, .1s ashore on Brigantine Shoals, She came from Antwerp, via Liverpool, where she put in for re- pairs to her steering gear, She has a large and valuable cargo, shipped in Antwerp for Phila- delphia, for which port she was bound. she has no passengers. Her rudder and wheel are gone, but she is otherwise thought to be in good condi- tion. A wrecking schooner is alongside laying out anchors to pull her off. The wind has changed to the northeast, and it may be rough before dark. The vessel is headed off shore. Surf boats went out from this city. It is expected that the New | York Board of Underwriters will immediately, send down divers and wrecking apparatus, PROBABLE LOSS OF THE VESSEL. PHILADELPHIA, April 16, 1874, The latest advices from the ship Nederland) which have arrived at this city are from a gentie- man who has interviewed the Custom House officers at Atlantic City, and are to tie effect that: the stip is in @ bad condition and that it ix doubtful whether she can be saved. During the alternoon several temporary lighters wer constructed, and just when they were ready; to be used to the best purpose the wind changed: and the rising tide gave her a strong lurch and | carried her up on Brigantine Shoals higher thaw she was before. The gentleman further says that | in order to save the ship the cargo 1s being thrown, into the sea. Though the wreckers are busily at work they entertain but little hope for her safety. | Brigantine Shoals is the most Sangerae point on i the New Jersey coast. The Flying Dutchman went: down there years ago, and two strong English ships subsequently. The Sonpany state that they feel confiaent that’ | the ship will be saved, but my informant assures me that there are grave doubts entertained at the scene of the disaster for her saiety, Officers of | the company have proceeded direct to Atlanti City; but they cannot reach the scene of the wreck) until morning, as there is @ large sheet of water’ | to be crossed from Atlantic City, and the facilities! | for traversing the same are exceedingly poor. ; The greater part of the cargo, it is said, has been’ cast overboard, and the only object in view now | Is to save the vessel herself, DESCRIPTION OF THE STEAMER. At the office o! the Red Star line, Messrs.,Peter Wright & Co., in this city, there was little or no commotion, and the agent said he had no doubt. | that she would be got off safely from the predica~ ment she wasin. The Nederland is a brig rigged iron screw steamship, owned by the International Steamship Company, Red Star line, put making one with the American Steamship Company, which | runs to Liverpool, and is owned by the Pennsyl- vania Company. The Nederland 1s 1,819 tons regis« ter 2,839 tons gross, has three decks and a draft of 21 feet. She was built at Jarrow-on« ‘Tyne, England, and was launched June 1, 1673q Her dimensions are:—Length on deck, 320 feet 2 | Inches; breadth of beam, 88 feet 6 inches, and 30 | feet 5 inches depth of hold, She is furnisned with, | compound engines, 40 and 60 inches pre apd of | cylinder and 42 inch stroke of piston. She his two | tubular bollere, five bulkheads, and has water bal- | last. | The Nederland is commanded by Captain James, | and wasintended to make regular passages ve- | tween Antwerp and this port, though of late it has | beén decided that the vessels of the line shall al- | ternate with this port, tne Cybeie being the first to sail. This was the first regular line established between this country and Antwerp. The vessels: of the line are mainly intended for freight, though they accommodate a couple of hundred steerage: The cargo of the Nederland consists | passengers. report it if | mainly of Belgian glass and railroad iron and, steel. TH® PRESENT VOYAGE of the Nederland has been a piainetl one. She left Antwerp originally in the latter part, of oe and had on 200 steerage pas- sengers. Being several days out she encountered @ hurricane and put back to Queenstown in an: almost disabled condition, Here ‘she discharged her passengers, which were brought on the Indiana, of the American line, while the Neder- land went on to Liverpool for repairs. Here sha: remained about one month, and started on tho: present trip March 28. She took no passen; on this trip, and w 8 nineteen Sars out, or and four’ days overdue, when the acc‘dent happened ai Brigantine Shoals, which maj prove fatal to hers further existence. The Ked Star Line has been in existence one year and this is the first accident that has over- taken any of tts ships. The Nederlands is con~ sidered a stanch vessel, not fast, but well adapted for the line of trade in which she is engaged, thati is mainly freight. The emigrants by the are mainly Beigian and Dutch. BRIGANTINE SHOALS. The grounding of the steamer Nederlands, on Brigantine Shoals, created a good deal of excitement among the pilots, as they could: | not understand what reasons the Captain could have for going so close in shore, Brigantine Shoals le between Absecum Light and Little Egg Harbor light, and cover about ten miles north and south, by three miles east and west, They are about four miles off shore, and of rather a lumpy nature. There is a channel between the | shoals and the mainland about half a mile in width, with about seven fathoms of water, but it is never! used except py coasting schooners or pilots well ace quainted with those waters. There is irom one: | and a@ half to three fathoms of water on the shoals. The pilots appeared all at a loss to account for thei Nederland getting on Brigantine shoals, unless} she lost steerage Way and Was driven on shore in a ‘ale. i One pilot thought that if the weather was thick; and hazy the captain might have mistaken Little Egg Harbor light tor Barnegat, and then he would: have gone farther in shore than necessary, and perhaps struck the shoals. They were nearly all of the opinion that she must have been bdiown, | ashore disabled, as the wind has been strong trom | the east of late, The shoal is full of wrecks; among them may ba mentioned the steamers Idaho, lost in 1866, and the Utah, belonging to the New York and Mobile: | Steamship Company. The Glasgow, a European’ steamer, has also left its huil there; also the Franklin steamer. | COLLISION WITH A EUROPEAN - STEAMER. PHILADELPHIA, Pa, April 16, 1874, The steamship Illinois, which lett this port for Liverpool to-day, below the city ran into a tow off canal boats and sunk four of them, The crews were saved, but itis said that @ woman and a childj were drowned, The steamer was not damaged, and went to sea from Lewes at six o'clock P, M. THE CUBAN AND SIR LAMBTON LORRAINE;( Subscriptions are being collected among the; Cubans, resident in this city, for the purchase of silver service for presentation to Sir Lorraine. In this matter Mr. M, de Aldama, th mt of the Cuban Republic in this city, is takin, @ prominent part. It te said there are upwards o| thirty men in this city who participated in th Virgintus expedition, and many of farating tose lives, Hoe Oe IDUsOns for 1 tervice "are received by Dr, Gaives oud Mire mudez, SUIOIDE OF A YOUNG GIRL, MippLETOWN, N. Y., April 16, 1874, Mary Ann Faulkner, aged sixteen years, ter of William Faulkner, of this place, was dead in her father’s barn at six o'clock this ing, she having hanged herself sometime i The cause of the rash act is unfortunate —— ee