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using these beautiful emblems—the one of love, and the other of purity-to symbolize the Christian Church. Since the days of Solomon, many languages have decayed, and all have suflered corruption; but the Rose of Sharon and the Lilly of the Valley, remain the same hright emblems of love ard purity, as when they first unfolded their petals in the garden of Eden; and thus shall they remain until the end of time. And as each returning season shall display their bright colors, and as often as man shall pause to contemplate their beauty, he shall be reminded of the pure and universal love of the creator and author of his being.

Flowers and plants are among the things of our earliest observation, and are intimately associated with our first emotions of love, of joy, and of gratitude. The vivid emotions produced in the mind of the child by the bright colors and forms of flowers and fruits, as also by their grateful odor and flavor, are mingled with its filial aflection, and become so blended that they ever remain united and inseparable. Therefore, the flowers which bloom, and the fruit which ripens around us each returning season, throughout our pilgrimage, remind us of a parent's love, the affectionate admonition, and of the fervent supplication, that we might be delivered from evil. Where else shall we find moral restraint so potent, or counsels so pure and disinterested ?

The ardent passions of youth, or the absorbing pursuits of manhood, may perhaps for a time prevail, and repress these influences; and the flowers may fade, the fruit decay, and their forms perish, yet each returning season shall restore them in all their primal freshness, bearing in this, their renewed state of exis:ence, the same faithful records which were first engraved upon their predecessors. And when the ardor of youth, and the fierce struggle of manhood, shall have yielded to the calm philosophy of riper years, wearied with vain pursuits, and, haply, with a conscience not quite at ease, the man shall turn aside to seek these emblems, and purify his heart, and revive his assections, by refreshing his mind with early associations;-then may be remember how oft in the days of his wanderings, when, beguiled by his passions,

or lured by thirst of gain, or perhaps goaded on by ambition, these silent yet eloquent monitors have met him in the way; and, forwarned by their admonitions, he paused in the pursuit, and turning aside, escaped from evil.

Then cultivate plants and flowers as family records as memorials of affection. They shall impress upon thy heart and thy affections their own purity, and serve as a talisman to protect thee from error; and, associated with thy parental virtues in the memory of thy children, they shall ever speak of thee and of thy counsels.

The fraternal and social affections, nurtured and de. veloped in the midst of plants and flowers, shall also be perpetuated by these memorials. The first flowers of spring shall call their spirits from every land where fortune may have led them, and, meeting again in the gar, den and groves of their early home, they shall renew the pure assections of childhood; and hearts, it may be, that have wandered from virtue, or perhaps have been crushed by disappointment and allliction, shall return;those purified and refined from their errors; and these with hopes renewed;-all shall be refreshed, and shall gird themselves with higher resolves and firmer bopes to overcome the perils which await them.

ARTICLE VIII.

Boat Building at St. Louis.

Situated as St. Louis is, in the very heart of this great valley, and on the bank of its largest river, and below the confluence of the Missouri and Illinois rivers, thus commanding the entire trade of a country teeming with agricultural richness, and mineral wealth, she must necessarily ultimately become one of the largest Manufacturing and Commercial marts on the American Continent. Most of the products cuncentrating here now, and for years to come, must consist of the raw material, such as Corn, Wheat, Tobacco, Cotton, Sugar, Molasses, Lead, Iron, &c., &c., articles generally heavy and bulky. Hence the carrying trade must continue to increase, to an extent almost inconceivable,

as the resources of the country are developed, and steamboats and steamboat building must rank among the great interests of the West. Many of our citizens are now steamboat owners, and a vast amount of capital is invested in that particular branch of business. Hitherto, many of them have sent abroad to have their boats constructed, by which an immense amount of capital has been annually drawn from the business channels of St. Louis, which might have been employed, if not more profitably to the capitalist, certainly more beneficially to the community, to the same purpose here, while it would have promoted St. Louis industry and prosperity. Is it not time that this economy of home industry should be properly understood, and if possible, a radical change effected?

From the best information we can get, we find that all the essential materials for building, can be had here in very great abundance, and that our St. Louis mechanics can and do construct as good and fast running boats as can be built at any other point in the West, or elsewhere. It is only necessary, therefore, that these facts should be generally known and appreciated, to save an immense amount of capital annually to this part of the West.

It is with a view of calling attention to, and encouraging, this important branch of mechanisin to St. Louis, that we present the following sketch of the entire number and tonnage of Steamboats built at this point.

The following list, up to the first January last, we take from the St. Louis Union:

“ Among the earliest boats built at this point were the North St. Louis and Little Eagle, by Glenn. These were small boats, and we have no means, at this time, of ascertaining their tonnage or cost. They were built in 1833 and '39.

The Chicago was about the next. She measured 150 tons, and was built by Case. She is now running on the Arkansas river.

The Charlotte, 250 tons, was soon after built by Case. She has been lately repaired at Pittsburgh, and is believed to be running on the Ohio river.

The Potosi, 120 tons, was built by Case, in 1842. She has lately been torn up, and her machinery put into the Cora, built in the Upper Mississippl, and finished at this port. The Cora measures 144 tons, and cost about $11,000. Like the boat just named, some of the boats named below, were built elsewhere, but brought to this port to receive their machinery and finish.

The Inda was built in 1842. She measures 360'tons, and is still running

The Henry Bry was built by Emerson, 1842 or '3. She measured 350 tons, and cost about $17,000. She took on the machinery of the Leavenworth. The Bry was sunk in the Lower Mississippi about eighteen months ago.

The St. Louis Oak, built by Coonse, in 1842, measur es about 100 tons, and cost about $14,000. She is yet running.

The Monona was built by Hathaway in 1843, She measures 175 tons, and cost about $15,000.

The Luella, built by Murray, in 1843. She measures about 150 tons, and cost about $12,000. She is an excellent boat, and quite celebrated as a fast packet, plying daily between St. Louis and Alton.

Tne Nimrod was built by Emerson, in 1844. Her tonnage is 260 tons, and her cost was $14,000. She has recently been purchased by a New Orleans firm, to run in the lower country trade.

The Reveille, a boat of 45 tons, was built in 1844-by whom and at what cost, not ascertained.

The St. Croix, 150 tons, was built by Murray, in 1844. Her cost was about $15,000.

The Die Vernon was built by Emerson, in 1844. She measures 212 tons, and cost $16,000.

The Laclede, a favo rite packet boat, was built by Emerson, in 1845 She measures 240 tons, and cost $18,000. The Little Dove was built by Emerson, in 1845.

She measures about 75 tons-cost not known.

The Dial was built in 1845. Her tonnage is 160. Other particulars not known,

The Iowa was also built in 1845. Tonnage 250. Cost, &c., not ascertained.

The Governor Briggs, tonnage 120, was built by Clark, in 1845, and at the cost of $9,000

The Helen was built in 1845. Tonnage 60. Further particulars, not ascertained.

The Prairie Bird, tonnage 215, was built by Emerson in 1845. Cost $16,000.

The Convoy was built at Big Muddy, in 1845, and finished at this point in 1846. Her tonnage is 750 tons, and she measures on deck about 300 feet.

The Missouri, another leviathan, was finished at this port in 1845. Her tonnage is 886 tons, and her length on deck about 300 feet.

The Tempest was bnilt by Emerson, in 1846. she measures 211 tons, and cost $17,000.

The Ocean Wave was also built by Emerson, in 1846. Measurement 200 tons, and cost $16,000.

The Szluda was built at one of the Ohio boat yards, in 1846, and brought here to be finished. She measures 233 tons.

The Alvarado was built by Emerson, in 1846, Tonnage 134 tons, and cost $12,000.

The Bon Accord was built by Brooks & Co., in 1846. Measures 150 tons, and cost about $14,000.

The Amelin, 150 tons, was built in 1846 by Emerson. Cost $12,000.

The St. Joseph, 220 tons, was built by Burns in 1845, at a cost of some $16,000.

The Tamerlane, 125 tons, was built by Miller, in 1846. Cost about $12,000

The Laurel, about 80 tons, was built in 1846. Particulars of cost, &c., not known.

The Amaranth, 330 tons, was built in 1846 by Emerson. Cost, $18,000

The Hannibal, tonnage, 464 tons, was built at Elizabeth, Pa., and finished here in 1844.

The Old Missouri was lengthened here at the cost of about $8,000.

The Algoma, 200 tons, was built in 1846 at Cincinnati, and finished here.

The Nound City was also finished at this port some four years ago.

Besides the above enumerated boats, some four or five ferry boats have been built at this point, and from 15 to 20 barges and keels, at an average cost of $8,000 each.

At this time, three fine boats are on the stocks, two at the yard of Mr. Emerson, and one at that of Brooks & Co. Capt. Geo, Taylor's boat, at Einerson's, will measure 600 tons, and carry one thousand. Her keel measures 250 feet, and deck about 300. She had 34 feet beam, and 7 feet hold. She receives the machinery of the Brilliant, now being torn up. hier probable cost will be $35,000. At the same yard is Capt. Beer's new boat. This measures 150 feet keel, and 165 on deck. Beam 27 feet, hold five feet. She will have two engines, and two 28 feet boilers, 40 inches in diameter. 18 inch cylenders with six feet stroke. She measures 213 tons, and will carry

30. Prob able cost, $14,000. At the yard of Brooks & Co., is the Keokuk Paacket. She measures about 300 tons, and will probably cost $19,000.

The following shows the number of Steamboats, by whom built, and the amount of tonnage to each boat, during the year 1847, which, taken in connection with the above, shows the entire number built, with the amount of tonnage, at St. Louis, from time the first boat was erected :

The Mandan, 204 tons, built by Primus Emerson.

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