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 THE

NAUTICAL MAGAZIN E.
1

1
 THE

NAUTICAL MAGAZINE

AND

Nabal Chronicle,

FOR 1843 .

A JOURNAL OF PAPERS

ON SUBJBCTS CONNECTED WITH

MARITIME AFFAIRS ,
ta

LONDON :

SIMPKIN , MARSHALL , AND CO. ,

STATIONERS' HALL COURT,

BIBLIOTHECA

REGLA

WONICENSIS.

LONDON :
HUNT, PRINTER ,
MAIDA - HILL .

1
 CONTENTS TO VOLUME FOR 1843 .

ENLARGED SERIES .

A collection of MS charts and plans relating to Harwich , 402.

Admiralty orders, 69, 213, 284, 352, 572, 638 , 700 .
American discipline, 207 .
Anchorage at Santa Cruz, 217.
An account of an attempt at Soundings, 471 .
An Avcient Anchor, 606 .
Average Steam Passages, 68.
Biographical Memoir, 499, 572, 701 .
Births, Marriages, and Deaths, 71 , 143, 215, 287, 359, 431 , 575, 639, 703,
767, 839.
Bottle Charts, 407, 531 , 623.
Bottle Papers, 181 , 245, 313, 326, 406, 457, 474, 756, 827.
Breakwaters, 111, 818.
Bush's Safety Beacon , 284.

Captain FitzRoy's Bill, 185, 257 .

Captain Norton's Concussion Shells, 336, 424, 562.
China, 47.
Chinese junk trade, 429.
Chinese Harbour, 428.
Chinese Intelligence, 49, 252, 748.
Chinese Trophies, 48.
Chinese Navigation , 35 .
Climate of Canton and Macao, 6.
Corporal punishment in the Mercantile marine , 367.
Currents off the Cape, 752.
Death of H.R.H. the Duke of Sussex, 348.
1 Description of the Coast near Swan River, with directions for reaching the
anchorage, 289.
Directions for passing Rottenest Island, 292.
Displacement of the Round Down Cliff, 201 .
Directions for the Western Coast of the Island of Chedooba, on the Coast of
Africa, 577.
Directions for the Yung-keang, or Ningpo River, 641 .
Dreadnought, Typhus fever, 43.
Earthquake in the West Indies, 277.
Edwards' Patent Preserved Potato, 41 , 216, 280, 504, 637.
Errata in the second edition of the Practice of Navigation, 65 , 279, 425, 682.
Examination at the Royal Naval College , 72.
Excursion to Foo - chow - foo, 485 .
Extracts of letters from the Hon . R. S. Dundas, C.B. to Capt. Beaufort, 136.
Extraordinary Phenomenon , 696.
vi CONTENTS TO VOL . FOR 1843 , ENLARGED SERIES .

Fernando Po and African Islands, 83, 158 .

First Report from the Select Committee on Shipwrecks, 683 .
French Steamers, 42 .
Friendly relations with China, 818.

Harwich harbour, 338 .

Harwich Tide Guage, 40.
Her Majesty's Marine excursion , 688 .
Hints for proceeding down the South - west Coast of Africa, 77 .
H.M.S. Samarang, 110, 756.
H.M.S. Penelope, 285 .
Honduras Coast, 78 .
How to make use of a hurricane, 644 .
H.M.S. Formidable, 67.
Hurricanes, 135 , 145 ,
Hydrographical Notes on the South- east Coast of Spain , 769.

Improvements in Naval Architecture, 165.

Improvements in ships and steam-vessels, 450.
Inquest upon the passengers of the Pegasus, 608.
Jeffreys' Marine Glue, 465 .

Law Decisions, 63 .
Lightning Conductors, 797.
Local Attraction, 428, 763 .
Lloyds' Surveyors and shipowners, 271 .
Lombok - Rice Ports, 825.
Loss of H.M.S. Lizard , 622.
Loss of the Pegasus steamer, 628.
Loss of the Steamers Solway and Mægera, 350 .
Loss of the Columbia steamer, 631 .

Macassar Strait, 391 .

Marine Insurance, 809.
Masters and Mates of Merchant Ships, 259 .
M. Clement's Nautical Inventions, 330, 372.
Modern Works on Navigation , 250, 329.
Melancholy Occurrence, 561.
Memoir on the Improvement of the Port of Liverpool , 10.
Meridian Distances, 607.
Meteorological Register, 72, 144 , 216, 288, 360, 432, 504, 576, 640, 704, 768,
840.
Movements of H.M.S. in commission, 70, 142, 214, 286, 358, 430, 502, 574 ,
639, 702, 766, 838 .

Nautical Rambles, 13, 93, 238, 522, 708, 798.

Nautical Observations on a Voyage to the Gold Coast, 25 .
Nautical Notices, 35, 130, 208, 264, 347, 415 , 479, 549, 632, 697, 757, 829.
New Books, 68, 280, 353 , 493, 569, 633, 835 .
New Charts, 216, 283, 356, 429, 498, 572, 699, 837 .
New Zealand Meteorological Table, 556 .
Night Life Buoy, 270.
Note on Tides at Port Louis, 558 .
Notes on Depuch Island, 581 .
Notes on Chinese Navigation , 75.
Notices of Japan 89, 230.
 CONTENTS TO VOL . FOR 1843 , ENLARGED SERIES. vii

Observations made with Commander Becher's Horizon , 67 .

Official Despatches from China, 51 .
On passages in the Bay of Bengal, 145 .
On rating Chronometers, 220. .

On the New Stanford Channel, 262.

On finding Time and Latitude, 327 .
On damage which has occurred in the British Navy by lightning, 393, 455 ,
534, 609, 666, 739, 806.
On the passage from Macao to Chusan , 433.
On the longitudes of the principal Maritime points of the Globe, 446, 718 .
On the Mariners' Compass, 516, 586, 647 , 722, 784, 823.
On the tide of the Indian Archipelago, 584.
On Bar Harbours, 595 .
On the muscular power of seamen, & c. , 601 .
On the Loss of Steamers, 762.
On Trigonometrical Surveying, 774.
On Marine Surveying, 791 .
On Deep-Sea Sounding and Temperature, 796.
Outline of the Sulphur's Voyage, 599, 741.
Payne's mode of Preserving Wood , 414, 627.
Pilotage and Light Dues, 45 .
Pirates on the Coast of Borneo, 759.
Plan of Harwich Harbour, 832.
Port Essington , 662.
Porto Praya, 243.
Proclamation issued by the Imperial Commissioner, 764.
Promotions and Appointments, 69, 140, 213, 286, 358, 430, 501 , 573, 638,
701 , 765, 837 .
Proposed Plan for a Breakwater, 111 , 237.
Protective effect of Mr. Harris's Conductors in H.M.S. Daphne, 482.
Records of wrecks, 196.
Rocks of the Eastern Atlantic, 273 .
Remarks on ships sailing in Circular Storms, 296.
Remarks on Nominal Horse-Power, 20.
Remarks on tides, and the prevailing currents of the ocean and atmosphere,
655, 733 .
Remarks on Capt. FitzRoy's bill, 227 .
Report on East India Islands, 344 , 410.
Retrospection , 272.
Rodger's Anchors, 392 , 681 .

Sailing directions for quadrilles, 428 .

Salutary reflections for residents in tropical climates, 472.
Sandalwood Island , 533.
Secret Department, 51 .
Seelongs of the Mergui Archipelago, 8.
Ships taken up by Government, 110.
Shipwrecked Fishermen and Mariners' Benevolent Society, 198 .
Shipwrecks and robberies facilitated by defective laws, and regulations, with
hints for amendment, 382.
Shipping dispatch , 576.
Sickness at Bermuda, 840.
Suggestions to boat-builders, 646 .
Suggestions for the better regulations of Shipmasters and of Salvage, &c . , 119,
206 , 274.
viii CONTENTS TO VOL . FOR 1843, ENLARGED SERIES:

Statement of lifeboats on the coast of Great Britain and Ireland, 427.

Stations of H.M. Ships in commission , 564 .
Statistics of Stowage, 116 .
Storms of the Eastern Atlantic, 276 .
Straits of Sunda, and passage from Anjer to Batavia, 361 , 437.
Straits of Basilan , Samboango, &c. , 717 .

Tables of Measurement, 66, 115, 212 , 357, 500, 563, 605 .

Termination of the Chinese War, 253 .
The Ann at Samboangan , 706.
The Buoy of the Heaps, 469.
The Chinese Tariff, 810 .
The Cockle Gat, 125 .
The Collision of Steamers, 731 .
The Defence's Topmasts, 679.
The District of Loango, 793 .
The Eight Stones, 100 .
The Indian Archipelago, 618, 753 , 816.
The Launch of the Great Britain , 560.
The Level of the Sea again , 46.
The Lite-boat Experiment, 371.
The Liverpool Association of Shipmasters, 129.
The Loss of the Conqueror, 138, 341 .
The Loss of the Reliance, 170, 341 .
The Magnetic Expedition , 673.
The Merchant Service, 44, 102, 148, 256, 390.
The North-West Passage , 755 .
The Novelty steam ship, 107.
The Reefs and Tides on the North -east Coast of Australia , 244 .
The Royal Naval School, 486 558.
The Safety Beacon , 342.
The Sandwich Islands, 483.
The Select Committee on Shipwrecks, 632.
The Slave Trade, 696.
The Steam Navy of France, 820.
The Voice of the Tropical Hurricane, 425 .
The Yang- tse-Kiang, 554.
Total Loss of the Iron Ship Guide, 491 .
Trade to Hong-Kong, 562.
Translation of the Chinese Description of the Nemesis steamer, 346 .
Tropical costume of Men - of-War Seamen , 477 .
Typhoou in the China Sea, 368 .
Typhoon of July 1842, in Canton River, 306.
Underwriters, Salvage, Ship -Masters, and Shipwrecks, 419.
Variation of the Compass, 68, 211 , 410.
Victoria and Albert Yacht, 544, 628 .
Voyage of H.M.S. Cornwallis , 33 .
Voyage of the Ship Unicorn , 405 .
Voyage of the Beagle, 547 .
Want of Lights on the East Coast of England, 831 .
Winds and currents of the Pacific Ocean , 1 .
Winds of New Zealand, 555 .
Wool Cargoes, 606. .
Wonders of Steam , 42 .
Wrecks of British Shipping, 121 , 199, 349, 604, 833.
Wrecks at Sea, 462.
 THE

NAUTICAL MAGAZINE

AND

Nabal Chronicle

FOR 1843 .

WINDS AND CURRENTS OF THE Pacific Ocean.

Never having seen any statement of winds in the Pacific Ocean, and
believing that many imagine this ocean to be subject to uninterrupted
trade winds throughout, or with such uncertain and transient deviations
as to preclude any dependence being placed in them , ( through which
many circuitous and tedious passages are made from Manila, the
Molucca Islands, &c., to Sydney , New Zeeland , and other adjacent
harbours,) I am induced to offer such remarks as appear likely to be
serviceable , and which the experience of eighteen or twenty years
cruising in the Pacific has enabled me to collect.
These observations will be chiefly directed to the western part of the
South Pacific Ocean . Mr. Horsbugh briefly states that the west mon
soon which blows regularly in the Indian Ocean , extends to New
Guinea . This monsoon blows as steadily , strongly, and regularly ,
along the north side of New Guinea , at New Britain, New Ireland ,
and all contiguous Islands south of the Equator, so far eastward as
Malanta, and the northern part of the New Hebrides, as in any part of
the Indian Ocean whatever ; and extending in a wind of gradually
decreasing constancy and continuation , from hence far eastward to the
Society Islands and Marquesas. The limits in latitude appear similar
to the Indian Ocean , from one degree north to fifteen south ,-occasionally
to nineteen south , and the period from the beginning of January until
the end of March . Having said thus much, as this is written principally
with the idea of endeavouring to shew the practicability of making
passages to the eastward in the Pacific, ( instead of the circuitous route
round New Holland,) which I have never heard has been attempted by
trading vessels, although performed by whalers continually , I proceed
to state a few facts of such passages, and will first attempt to prove the
practicability of making a passage to the eastward , during the easterly
monsoon in south latitude, or, from April ụntil December or January,
by keeping to the northward of the equatorial current, and between the
trades or monsoons .
In October 1835 , being off the Asia islands, and wishing to make
a passage to the eastward , winds light and variable, and current running
ENLARGED SERIES , NO . 1. - VOL. FOR 1843 . B
 2 WINDS AND CURRENTS

strongly to the westward , against which we could make no progress,

stood to the northward and on the 19th of October were in lat . 2° 6 ' N. ,
and long. 134° 11 ' E. Having lost the westerly current, pushed to the
eastward between the parallels of 2° 15 ' and 2° 34' N. On the 27th
were in long. 147° E. From hence stood to the south -eastward and made
Matthias Island , ( it being my object to cruise in this neighbourhood ,)
on the 30th , passed through St. George's Channel quickly, current
favourable, and to the Treasury Islands. Cruised here until 19th of
December ; started with a westerly wind which carried us to 169° 36'
E. on the 26th , having passed on the south side of Banks Islands,
becalmed two or three days, then with variable winds chiefly from
E.S.E. proceeded to the southward , and anchored in the Bay of Íslands
15th of January
These passages were made at a season deemed impracticable, before the
west monsoon had set in steadily , by a southseaman of moderate sailing
qualities, without using studding sails. The passage to the eastward
may , I am convinced , be made at all seasons , by pursuing the same plan
which is , as before stated, to keep to the northward of the equatorial
current, and between the trades or monsoons. Here you will have a
variable wind chiefly from the westward, with a drain of favourable current
at times . Further to corroborate this opinion, June 23rd in 1° S. and
149° E. having been drifted from Matthias Island and New Hanover
by a westerly current of two and a half or three knots an hour, stood
to the northward, got westerly winds on the Equator . With these made
easting, and on the 27th reached 155° E. and 0° 45 ' S .; made Bouka
Point soon afterwards ; then found a current equal in strength to that
at Matthias Island . At this time the westerly current did not extend
quite to the Equator.
Again in September 1840, being unable to hold on near the Admi
ralty Islands, in consequence of strong westerly currents, stood to the
northward, and when in 0° 24 ' N. and in 146 ° E. , proceeded to 2° N.
before losing the current ; then worked to the eastward , and stood to
the southward on the east side of the Green Islands, which are in
about 156° E. The passage from Morty to Bouka has also been made
in August by adopting the same plan. Although all these passages
terminated in the longitude of the Salomon Islands , it was not through
inability to proceed farther to the eastward , but merely in consequence
of this being the destination . More might be quoted tending to show
that these line currents seldom extend northward of 2° N.
During the west monsoon in south latitude , it has been a common
practice, the last fifteen years, for ships to make passages from Timor to
the Salomon Islands, some returning at the commencement of the easterly
monsoon , and others spreading over the Pacific. Last year, five ships
which had been cruising in the Indian Ocean , proceeded eastward be
tween January and April, one along the line to the eastward of the
Kingsmill Gronp, another to the Salomon Islands and New Zeeland ,
and the remainder to New Ireland and elsewhere . From all which , I
wish it to be inferred that, any ship leaving Manila between the begin
ning of December, and the beginning of March , or any port from which
she can reach the north end of the Molucca or Gillolo passages, or,
Dampiers Strait, between the middle of December, and the middle of
 OF THE PACIFIC OCEAN . 3

March , will make a speedy passage to any part of the Pacific Ocean
in east longitude. And that during all other seasons the passage is
practicable by keeping northward of the equatorial current, and between
the monsoon winds.
In the period of the west monsoon , northerly and north -west winds
prevail to the Cape of Good Hope of New Guinea. Passing eastward of
this point the westerly wind will generally be experienced fresh and
steady, with a curſent of two, or two and a half knots, running to the
eastward , and extending from the New Guinea shore to about 1 ° north .
A ship may pass near the St. David Islands, without risk of losing this
wind or current, and northward of Providence Islands . From hence any
of the passages may be chosen according to discretion . That by the
Eastern Dampier Strait , although, perhaps, the most direct if bound to
Sydney, I should not recommend , until the islands northward of New
Guinea are more correctly inserted . If St. George Channel be adopted ,
it may be preferable to steer along the line until in the longitude of the
Admiralty Islands, then pass to the south -eastward between these and
Matthias Island , thus avoiding the low islands and reefs to the southward ;
sail could be carried during the night without fear. Keeping along
the equator there cannot be many undiscovered dangers, this track hav
ing been a good deal frequented of late years. The other route to the
northward of the Salomon Islands, when bound to New Zeeland, the
Feejee Islands, or, anywhere to the eastward , appears to be the best. In
the case of New Zeeland, the tenth degree of south latitude should not
be crossed , until reaching long . 171° or 172° east, then steer to the
southward on the west side of the Feejee Islands, passing pretty near,
as the easterly winds prevail far to the southward in January , February,
and March ; but by weathering the reefs near the south end of
New Caledonia a passage may always be effected.
The westerly monsoon in the Pacific, as in the Indian Ocean, is
attended with cloudy overcast weather, squalls, and heavy rains. Some
of these squalls are very severe, requiring all sail to be taken in when
crossing the wind ; even when running , close reefs will be found enough . I
have experienced several near New Ireland and New Guinea, which
generally gave warning , and commenced at W.S.W. , blowing furiously
the first hour , and continuing in a strong gale , veering to the north
west for five or six hours.
From lat . 10 ° S. to the southern tropic, hurricanes are likely to be
experienced from November until April , agreeing also in this respect
with the Indian Ocean ; and I make no doubt that one of these occa
sioned the loss of La Perouse, and his fellow - voyagers. These scourges
of the sea are more prevalent near the New Hebrides and New Caledonia,
than the Feejee Group and Friendly Islands . In fact, the liability to
hurricanes appears in exact ratio to that of the south - west monsoon , or,
rather to the meridians in which the westerly monsoon blows, differing
in latitude ; the monsoon seldom extending beyond 17° or 18° south,
indeed , at times 13° south is the limit, whereas hurricanes are experi.
enced as far as the tropic. From all that I can gather of these hur
ricanes of the South Pacific, having conversed with several masters who
have encountered them, some of whom have had their ships dismasted .
I scarcely think they are of that terrific description occasionally expe
4 WINDS AND CURRENTS

rienced elsewhere ; and am almost inclined to believe them, more often,

and more severely felt near the islands, than well clear of the land,
although aware of this disagreeing with the new theory ; but, future
facts, will be necessary to elucidate this subject.
They are still of unfrequent occurrence in the Pacific, several years
intervening without any ship encountering one . I possess no facts
which would be serviceable in pointing out their track or direction of
rotation . They will , without doubt, be considered to agree with other
places in the same latitude, yet a few more well authenticated descrip
tions of these southern hurricanes would not appear to encumber the
evidence of their uniformity in these particulars .
Near the Friendly Islands, (and , perhaps, elsewhere,) storms occa
sionally happen of extreme violence, blowing from one point, and pro
ducing similar effects to hurricanes. In November 1835, eight or ten
ships, English and American , encountered one of these near Tonga
taboo and Eooa from S.S.E. , the heavy part of which lasted about eight
hours, causing more or less damage to all; one or two were dismasted .
It was described by the masters whom I saw, which included most of
them , as being more severe than anything they had ever seen . Ashore
at Eooa, it was most violent - houses and trees blown down , and all the
crops destroyed . It likewise did great damage at Tongataboo, and was
also felt very severely at the Hapai Islands and Vavaoo . Here, Mr.
Thomas, the missionary, was obliged to shore his house up, although
it was considered by the natives that a gradual decrease in strength
had been experienced in proceeding northward . Still further north
the “ Nassau " encountered it in 16° N. , in the shape of a heavy gale .
At all these places the wind was from the southward ; S.S.E. by the
ships ; ashore they had no compasses, but it certainly was from the
southward, and without shifting. I have thus endeavoured to be ex
plicit, through an impression that more is required to be known of
hurricanes and gales in localities; and , having a strong belief that
many of the hurricanes, even those producing the most disastrous effects,
will be found very local .
Reverting again to the north -west monsoon ,—at the Salomon Archi
pelago it commences in December or January . In some years these
months are tolerably fine. During February and March strong winds
with severe squalls and heavy rains may be expected. April generally
is a fine month, with variable winds ; also in May there is a good deal
of fine weather. The sonth-east monsoon sets in strongly in June,
with heavy rains and squalls, and continues so until the end of August ;
in all these months, nevertheless, there are considerable intervals of fine
weather. In September the strength of the monsoon is spent, and the
weather is more moderate from this time until the return of the north
wester .
Farther to the eastward , about the meridian of Rotumah , the westerly
monsoon is less constant, beginning generally in January, and blowing
strongly about seventeen or eighteen days consecutively ; then declining;
and , the easterly wind returning in a fresh breeze for nearly the same
period , the westerly wind again intervenes, usually commencing with a
gale, and always continuing in a strong breeze with squalls and rain ;
the easterly and westerly winds thus alternating until the end of March,
 OF THE PACIFIC OCEAN. 5

when the south -east trade sets in steadily. Proceeding still further to
the eastward the westerly monsoon gradually becomes less constant, and
finally disappears, I think, somewhere about the meridian of the Mar
quesas Islands.
Of currents I can only speak in very general terms, these being sub
ject to great changes in many localities. From 1 ° or 2° north to about
3 ° south , a current of two or three knots an hour prevails, taking its
course from the wind, which is easterly during the greater part of the
year ; current, therefore , westerly . I have, however, experienced an
exception to this, -- in July 1833, on the Equator, in long. 175° E., a
current of about the strength already mentioned , ran to the eastward
for fourteen or fifteen days, although the wind was then fresh from the
eastward ; and , I believe, such changes have generally occurred once a
year, probably induced by a strong south -west or westerly monsoon in
north latitude, reaching at this time near the line . They are fitful
changes, and not to be depended on , nor can I state their extent east
ward .
In other parts of this ocean, well clear of the land, there appears to
be very little current. Mr. Horsburgh speaks of a drain to leeward ,
and this seems to express all there is . Indeed , I think, the swell may
almost account for it ; therefore it is obviously not such a serious matter
to fall to leeward in the trades as may be imagined ; almost any ship
with perseverance may work to windward, the wind varying consider
ably, and veering at times far to the southward . For instance, in
April I have worked up in a dull sailing and leewardly ship from the
reefs off New Caledonia to the west side of the Feejee Group. From
thence, in June, to the islands, called by the natives, Fotuna and
Alloaffy, (marked in one as Alluffalli in the chart) , and from thence
to Wallis Island. Moderate westerly winds of two or three days' dura
tion happen in nearly every month .
Off the islands, so far as my observation extends, the currents decrease
in strength in proportion to the increase in latitude, that is, the nearer
to the Equator, the stronger current, and generally with the wind .
There are no doubt many exceptions, but without an account of each
island , which I am unable to give, no statement can embrace all the
particulars, yet one or two instances of such deviation may be men
tioned . Cruising to the southward of New Georgia and Bougainville
Islands, throughout the south-east monsoon from May until October,
in the years 1836 and 1840, the current ran strongly to the south -east
against a strong wind and heavy swell, although at the same time on
the north side of these islands it was running as strongly to the west
ward . Off the north side of New Ireland where a westerly current
prevails, changes to the eastward occur, for ten or twelve days at all
seasons .
In concluding these remarks, I may be permitted to hope that some
of your readers will follow them up. The winds of the Western part
of the North Pacific seem very imperfectly known . No statement has
appeared of the Eastern limit of the south -west monsoon ; it certainly
enters this Ocean . In June I have run to the northward , keeping
about 3° eastward of the Philippines with a fresh and steady breeze
6 CLIMATE OF CANTON AND MACAO.

from south - west. The same wind prevailed until reaching 27° north and 11
138° east.
Guam and the other islands of the Ladrone Group are also under
stood to be subject to hurricanes, for which the inhabitants prepare , by
lashing down and securing their houses ; yet the seasons at which these
are most likely to be experienced are not generally known . Having
only crossed this locality once or twice in making passages, I can merely
give hearsay evidence. The present governor of Lamboangan , who has
resided in Guam two years , (in the same capacity,) informs me that in
June , July , and August, also in December and January they are ex
pected . December 1832, the “ Japan," a new ship, encountered a severe
hurricane in 13° north and about 160° west, the meridian of some of
the Sandwich Islands, in which she was totally dismasted , and fears were
entertained of her weathering it. This is the farthest to the eastward in
the North Pacific of which I have heard .
[ The seaman who is desirous of pursuing his investigation of this subject may
consult with advantage, several important papers in the preceding volumes of
this work. We may instance the voyage of H.M.S. Imogene in particular, in
the Volume for 1838 . But a reference to the Index of each will supply the
information.-Ed. N.M. ]

Climate of CanTON, AND MACAO .

Foreigners in their present situation in China enjoy a very limited

range for making observations on the climate of this country. But
there seems to be little reason to doubt, what the Chinese generally
affirm , that the climate of China Proper is, with few exceptions, agree
able and salubrious. Pestilences do not frequently visit the land ; and
the inhabitants sometimes attain to a very great age. One individual
is mentioned in the Ta - tsing hwny- teen , who died , during the reign of
the present dynasty, at the age of 142 years . The Chinese pay great
respect to aged men ; and their government honor with titles, and with
bounties the few who have the good fortune to outlive the great major
ity of their fellow -mortals. Those who reach the age of 100 years
receive a sum of money equal to about forty - five dollars, to be expended
in building an honorary gate -way,” which is embellished with an in
scription dictated by the emperor. Those who attain to 110 years receive
about twice forty -five dollars. Those who reach the age of 120, receive
thrice that sum , &c.
The climate of the middle provinces is said to be delightful. “ That
of Peking is salubrious, and agrees even with strangers. Epidemic
disorders are very rare, and the ravages of the plague entirely unknown.
The water is frozen every year from the middle of December until
March ; but, sometimes for a shorter period . In the spring there are
violent storms and whirlwinds . The heat is very great in summer,
especially in June and July ; it is usually, however, accompanied with
abundant rains . The autumn is the most pleasant part of the year,
particularly September, October , and November. The air is then mild,
the sky serene, and the weather calm . * "
* See Travels of the Russian mission to China, by Timkowski.
 CLIMATE OF CANTON AND MACAO. 7

The province of Canton is regarded by the Chinese as one of the

most unhealthy portions of their country ; and such it probably is.
Yet still it is a healthy climate, and may be considered superior to
that of most other places which are situated in the same degree of lati
tnde . To enable our friends to form an opinion of the climate
of Canton and Macao, we will subjoin a brief series of remarks from
meteorological observations which appear in “ the Anglo-chinese Kalen
dar. ” The latitude of Canton is 23 ° 7' north ; and that of Macao is 22°
11'30" north.

The data on which thefollowing remarks concerning the weather are founded ,
were taken from the Meteorological Diary, of the Canton Register.
January . — The weather, during the month of January, is dry, cold ,
and bracing, differing but little, if at all, from the two preceding months,
November and December. The wind blows generally from the north ,
occasionally inclining to N.E. or N.W. Any change to the south ,
causes considerable variation in the temperature of the atmos
phere .
February . During this month the thermometer continues low ; but
the dry, bracing cold of the three preceding months is changed for a
damp and chilly atmosphere. The number of fine days is much
diminished, and cloudy or foggy days are of more frequent recurrence
in February and March than in any other months. At Macao, the fog
is often so dense as to render objects invisible at a very few yards
distance.
March . — The weather in the month of March is also damp and
foggy, but the temperature of the atmosphere becomes considerably
warmer. To preserve things from damp, it is requisite to continue the
use of fires and closed rooms , which the heat of the atmosphere renders
very unpleasant. From this month , the thermometer increases in
height, until July and August, when the heat is at its maximum .
April . - The thick fogs which begin to disappear towards the close
of March are, in April , seldom if ever seen . The atmosphere however,
continues damp, and rainy days are not unfrequent. At the same time
the thermometer gradually rises; and the nearer approach of the sun
renders its heat more perceptible. In this and the following summer
months, south- easterly winds generally prevail .
May . In this month summer is fully set in , and the heat particularly
in Canton , is often oppressive ;—the more so from the closeness of the
atmosphere, the winds being usually light and variable . This is the
most rainy month in the year, averaging fifteen days and a half of
heavy rain ; cloudy days, without rain are , however, of unfrequent
occurrence ; and one half of the month averages fine sunny weather.
June . - June is also a very wet month , though on an average, the
number of rainy days is less than in the other summer months. The
thermometer in this month rises several degrees higher than in May,
and falls but little at night. It is this latter circumstance chiefly,
which occasions the exhaustion often felt in this country from the heat
of summer.
July . — This month is the hottest in the year, the thermometer aver
aging 88° in the shade, at noon , both at Canton and Macao. It is like
8 SEELONGS OF THE MERGUI ARCHIPELAGO.

wise subject to frequent heavy showers of rain ; and , as is also the

month of August, to storms of thunder and lightning. The winds blow
almost unintermittingly from south - east or south.
August. - In this month the heat is generally as oppressive as in
July , and often more so, although the thermometer usually stands
lower . Towards the close of the month , the summer begins to break
up, the wind occasionally veering from S.E. to N. and N.W. Typhoons
seldom occur earlier than this month or later than the end of September.
September. - In this month, the monsoon is entirely broken up, and
northerly winds begin to blow, but with little alleviation of heat. This
is the period most exposed to the description of hurricanes called
Typhoons, the range of which extends southwards, over about one half
of the Chinese sea, but not far northward. They are most severe in
the gulf of Tonquin .
October .- Northerly winds prevail throughout the month of October,
occasionally veering to N.E. or N.W .; but the temperature of the
atmosphere is neither so cold nor dry as in the following months.
Neither does the northerly wind blow so constantly , a few days of
southerly wind frequently intervening . The winter usually sets in
with three or four days of light drizzling rain .
November.— This month and the following are the most pleasant in
the year ,—at least to the feelings of persons from more northern climes.
Though the thermometer is not often below 40°, and seldom so low as
30 °, the cold of the Chinese winter is often very severe. Ice sometimes
forms about one eighth of an inch thick ; but this is usually in De
cember or January .
December . — The months of December and January are remarkably
free from rain ; the average fall in each month being under one inch ,
and the average number of rainy days being only three and a half.
On the whole, the climate of Canton, but more especially of Macao,
may be considered very superior to that of most other places situated
between the tropics.

Seelongs of the Mergui Archipelago . — By Dr. Helfer.

Jan. 19.— Spent the day amongst the Seelongs. At my first arrival ,
in the night , a general terror spread over the defenceless community
they not knowing whether friend or foe was approaching. Suspecting
an incursion of Malays from the south, the women and children had fled
into the interior, and their best property, sea slugs and rice, had been
buried in all hurry in the jungle .
Finding that a white man was come amongst them , ( it was on their
parts for the first time , their apprehension changed into joy , and the
whole community came in the morning where I had landed to welcome
me . There were about seventy men , women , and children , altogether .
They had enca camped on the sandy sea beach . Each family had erected
a litile raised shed covered with palm leaves, where all the members
huddled together in the night . There they sat, a dirty, miserable
 3 58

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 SEELONGS OF THE MERGUI ARCHIPELAGO. 9

looking congregation , the women occupied in making mats of a peculiar

description , from sea weed , ( which are sold in Mergui and Maulmain
and much sought after,) the children screaming apparently out of fear
at the strangeapparition, dogs, cats, and cocks, all joining to make the
full chorus. Every thing had the appearance of confusion and even
the animals seemed to be aware that my arrival amongst them was an
extraordinary event. Some of these sheds appeared like butcher's stalls,
large pieces of turtle cut in pieces, and rendering the atmosphere pesti
lențial, were every where drying in the sun , (it is their main food ,) shell
fish were seen to be extracted from the shells, and wild roots of a species
of dioscorea, as well as the fætid shoots of cycus circinalis were prepared
for cooking
Ou the beach lay about 20 or 30 boats, well built and light, like nut
shells swimming on the surface ; the bottom , built of a solid trunk, the
sides constructed of the slender trunks of palms, strongly united and
caulked with palm hemp.
These boats, not longer than 20 feet, are the true houses of the See
long. To one of these he trusts his life and little property. In it he
wanders during his life time from island to island ,-a true Ichthiophay
for whom the earth has no charm ,'and whom he neglects so much, that he
does not even intrust to her care a single grain of rice. But even as
fishermen , these people are to be considered yet in their infancy. They
have even no nets; the trident is their only weapon with which they spear
sharks and other fish as well as turtle. All the rest they want is done
with the dah or with the hand ; they know no other instrument.
In their exterior they are well built, apparently healthy, darker than
the Burmese ; part of them approach the Malay type, part of them the
Ethiopian , the curly hair of some of them especially speaks in favour of
Negro origin . Might they have had formerly communication with the
Andamanese so close by ?
I spent the whole day in conversation with them , through the me
dium of their head man who understood Burmese . Besides him and
two others, the rest were unacquainted with it . Some spoke besides
their own idiom, Siamese, some Malay .
They behaved with remarkable civility and decorum : they related
that their childeren are exposed to sickness and death from 3 to 6 years,
who survives that period is considered safe. I think they die , to judge
from the description in consequence of dysentery, not improbably caused
by the indigestible nature of their food at that tender age.
They know no medicine whatever,-a strange exception ,-unculti
vated nations being generally in the possession of the greatest number
of simples, besides the host of charms and other indifferent substances
to which great virtues are attributed . To get physic, and charms from
the Chinese, they sell their most valuable produce, pearls, amber,
lignum, aloes, etc. The greatest present I could make them, besides
some ardent spirits, was medicine. When they saw me drink coffee
and heard that I drank the black substance every day, they concluded
this to be the great medicine of the white man, and were not satisfied
until I gave them a good portion of it .
They are addicted to liquors in a frightful degree ; intoxication is
the greatest enjoyment they know . By all who have to do with them
ENLARGED SERIES . — NO . 1.-VOL. FOR 1843 .
10 IMPROVEMENT OF THE

(Chinese and Malays) they are provided with toddy in the first in
stance, and during the subsequent state of stupor, robbed of every valu
able they possess. They gain , however, so easily what they want that
they do not seem to mind much the loss when they come again to their
senses . They are indolent ; only young men work , that is collect what
falls under their hand . Surrounded with valuable riches of nature,
they remain miserably poor ; the regeneration of this race will probably
never be effected , but the Seelongs open a fine field to a truly phi
lanthropic missionary ; if they remain much longer in this state, their
names will soon be erased from the list of nations. Their ideas of the
Deity are very imperfect ; they believe in superior agencies , without
any distinct idea . The immortality of the soul , is an idea too high
for their comprehension . When asked what they thought would
become of them after death ? they answered , they never thought about
it, and added by way of excuse “ we are a poor people who know
nothing ."
They are full of supersition and fear. When a person dies the body
is exposed in the jungles ; the whole congregation leave instantly , and
do not return till after years, when the bleached bones are collected and ·
buried .
I accompained a party of young men on a fishing excursion . They
were very dexterous in managing the spear , which was attached to a
bamboo 20 feet long. They caught in an hour 3 large turtles, 2 sharks,
and some other fish .

MEMOIR ON THE IMPROVEMENT OF THE Port of LIVERPOOL.

By W. A. Brooks, Mem . Inst. Civil Engineers.

“ Should the process of deposit not be arrested by dredging, or, averted by a

tide-diverting wall, the spit of Devils Bank and Pluckington Shelf will rapidly
unite , and on growing up towards low water level , a damming up of all that
eastern branch of the Mersey ebb, and a forcing through of a swatchway ( already
begun at A near Garston , ) must take place . The whole column of ebb water
will then sweep the Cheshire shore, leaving the Pluckington to accumulate and
spread across the Liverpool docks, in a ratio defying all sluicing, and leaving the
necessity and desireableness of docks on the bolder and more sheltered shore
opposite no longer a question."

The above forms a portion of the observations made by Captain H.

Mangles Denham , R.N., in his work on the navigation of the Mersey
and Dee, and in which that talented Marine Surveyor has sought to
draw the attention of the Trustees of the Liverpool Ducks to that all
important subject, the preservation of the vast interests committed to
their care . Interests second only to those of the great Metropolis of
this Empire !
In Captain Denham's work a full account is given of the plan by
which the gallant officer proposes to remedy the above great evil to
which the port of Liverpool is subjected , but the purport of his views
 PORT OF LIVERPOOL . 11

may be thoroughly understood by the extract given above, when com

pared with the accompanying chart of the Mersey, as surveyed by him
and his co -adjutors. His proposed “ tide-diverting wall” is described
by a double line on the chart, extending from Dingle Point, past Otters
Pool, towards Garston, or, of a length of about one mile and three
quarters ; and marked E E E.
I purpose, in the first instance , to show that. Captain Denham's plan
is inadequate to effect the removal of the evil which he has so laudably
pressed upon the attention of those interested in the improvement of
the Mersey, and then to humbly offer as a substitute that which I con
sider to be a preferable mode of action, while at the same time I acknow
ledge the assistance derived from his admirable survey.
Captain Denham bases his means for the required improvement, upon
the fact that the current of the ebb is very much deflected from its
course by the abrupt face of Dingle Point, which latter, he states,
“ becomes so decidedly the point of deflection as to hurry it (the lateral
current of the ebb) into the deep water column with such impetus as to
blend with and divert the whole obliquely towards Birkenhead ; wherby
the tidal stream off the southern portion of the docks becomes so weak
ened as to permit the sand held in solution to deposit thereat, besides
being too weak to bear away the silt driven forth from the several
dock sluices. "
Holding the above view of the case, Captain Denham suggests the
construction of his sea , or, tide- diverting wall above described , and here
the Author of this memoir has to remark that although this wall were
executed to the above great length of 3080 yards, the dock frontage
to the Mersey would still preserve its original character, viz . , that of a
convex shore, and would therefore necessarily continue subject to the
same deposit in front of it .
The observations made by Captain Denham have caused that gentle
man to attribute the formation of the Pluckington Shelf solely to the
operations of the ebb, because the latter, being deflected by Dingle
Point, forms an eddy or comparatively slack water between it and
Canning Dock .
It is not however solely to the above circumstance that the deposit
in front of the Dock entrances is to be attributed . Referring to Captain
Denham's survey we perceive that the current of the flood lide becomes
also an agent in causing a deposit. We perceive that the current of
the flood is subjected to a much greater deflection at “ Mile End”
which is only partially counteracted in its effects in the vicinity of the
lowermost of the docks by the contraction of the channel of the Mersey
which there takes place, and by the form of the Cheshire shore at
Seacomb which , in its turn, has the effect of throwing the set of the
flood tide so abruptly upon the Liverpool shore below Georges Pier
that its further course is deflected towards the Cheshire shore again, as
shown by the flood arrows in Captain Denham's chart, and forming an
eddy, or place of the deposit, on the sites of the Pluckington Shelf and
the Devils Bank. These two banks would unite but for the current of
the ebb on being deflected by Dingle Point, which thus keeps open a
swatch way opposite the Potteries.
In all tidal rivers we observe a marked distinction to be drawn be
12 IMPROVEMENT OF THE PORT OF LIVERPOOL .

tween the causes of the formation of shoals. One portion of the latter
are produced by eddies formed by deflections of the flood tide, and
others by deflections of the ebb tide ; and in the instance before us the
Pluckington Shelf has its origin in a combination of both . Hence the
great extent of the evil to which the entrances of the Liverpool docks
are subjected , notwithstanding the rapidity of the tidal stream of the
Mersey .
Let us imagine that the plan by Capt . Denham were carried out to
its fullest extent, and push our enquiries as to what would be the re
sult ? Must we not conclude that the ebb tide would still be deflected
by the convex shore, which his wall would continue to maintain of that
character; and that the only change which would take place would be at the
that the present channel between the Pluckington Shelf and the Devils
Bank would be simply shifted about 100 fathoms lower down the river ;
or that the lateral current of the ebb would be merely inclined less
abruptly towards the shore of Birkenhead , but would be unable to exert
any influence in removing the deposit in front of the Liverpool docks.
The cause of the deposit would still remain . The Dock entrances
would still continue on a convex shore during both flood and ebb tide.
Capt. Denham does not strike at the root of the evil , which I pro
pose to remove by the following means, which are illustrated by the
accompanying chart, and would, if executed , permanently secure the
Liverpool docks from any future deposit before iheir entrances.
The first work which I propose to have executed is a pier or groin ,
marked A B on the plan , commencing from the rocky shore at a dis
tance of 450 yards to the northward of Dingle Point, and extending
into the Mersey in a magnetic westerly direction for a length of 600
yards. The western extremity of this jetty or groin , would be situated
on the north end, or spit of the Devils Bank, as shewn in Capt . D's
chart.
By the construction of the above described pier , a rapid alteration
would take place in the forms of the Devils Bank and Garston Sands ; has
a great deposit would be made between Dingle Point and Otters Pool ,
and the low water boundary of the Devils Bank in lieu of ranging about
true north-west and south-east, would bear north and south by compass;
and, acting as a new line of convex shore south of the pier or groin A B ,
would compel the current of the ebb to impinge upon the Cheshire shore
above the new ferry, and from thence be reflected towards the Pluck.
ington Shelf.
The second work would be an auxiliary to that already described ,
and consists of an extension of Royal Rock Ferry Pier for å length of
200 yards into the Mersey, as marked C D on the accompanying chart.
The united effect of these two piers or groins would be a permanent set
of the current of the ebb along the frontage of the Liverpool docks,
abreast of where the evil complained of now exists, and would sweep
away any deposit brought by the flood tide .
The eastern channel of the Mersey would be compelled to open out a
channel on the south side of the Devils Bank , and, to thus add the
weight of its waters to those of the western channel , in keeping clear
the proposed new concave line of shore abreast of the Liverpool docks.
The letters A A A and CCC describe the new low water Jine, or
 NAUTICAL RAMBLES . 13

altered form of the channel of the Mersey, which would be produced by

the construction of the piers or groins at A B and C D.
The strength of the ebb would be in the direction of the arrows on
the chart, and the result, the conversion of the shore of the Liverpool
docks from a convex to a concave form ; thereby insuring permanent
deep water at the entrances of the docks, now encumbered by the pre
sence of the great Pluckington Shelf.
The advantages which would accrue to the port of Liverpool would
not be confined to the improvement of the present docks, inasmuch as
the pier proposed on the Liverpool shore would form the southern
boundary of a space having an area of 120 acres which by the genius
of the Engineer to the Dock trustees would be soon made available as
a spacious wet dock for safely mooring ships out of the reach of the
rapid tides of the Mersey , or , to otherwise increase the Dock accommo
dation of the great port of Liverpool.
This is however a subject of after consideration , and is more properly
within the province of the Engineer to the Trustees of the Dock Estate ;
and, I shall not, therefore, intrude further upon your readers attention,
by laying before them one of the numerous plans which may be de
signed for the conversion of this noble, and much wanted , space into
increased Dock accommodation for the Commercial interests of Liver
pool.
Guildhall, Newcastle -on - Tyne, November 12, 1842.

Nautical RAMBLES.— THE LEEWARD STATION DURING THE WAR.

Port Royal and its Associations.
(Continued from p . 835.)

Most readers have, perhaps, seen accounts of the African rite of Obiism .
In a recent work we find it stated that since the abolition of slavery in
the West Indies, the spread of education and Christianity , it is believed
that the practice has gone out of repute and notice.* It seems to me
that the abolition of slavery in the islands can have nothing to do in
the matter. The second inferred cause no doubt will have a tendency 1
to eradicate the system from the minds of those who are instructed .
The third cause has long ago been doing its part in removing this and
other superstitions. But that which is more likely to brush away the 1
rite of Obiism and other “ heathenish devices ” is , the disappearance of
the old African negroes, who imported and pursued these superstitions
of their country . The decline may with more correctness be dated

* According to the following extract, from a Jamaica paper, which we find in the
Shipping Gazette, the contrary seems to be the case :-“MYALISM .—The negroes
have set up whatthey term Myalism ,' a series of religious, maniacal, and riotous
dances. These are interspersed with songs, the most popular of which is, ' John
baptise in de riber . Sixty-four warrantswere issuedon the 26th of September for
the apprehension of as many blacks. In the parish of St. James the ramification of
this doctrine have extended from the Spring Estate to the Moor Park , embracing a
circuit of sixteen plantations. The negroes attack all who attempt to restrain their
antics. At Montego Bay Obiism'has been incorporated with Myalism .' This
is negro witchcraft engrafted on religious fanaticism .
 14 NAUTICAL RAMBLES .

from the period ( 1807) when the slave trade was discontinued ; but
Obiism still existed partially some years after, and , it is probable, is not
entirely unobserved at the present time among the few native-born
Africans who remain . The Creole blacks generally disregard them .
It seems obvious that the abolition of slavery is of too recent a date
to have had influence in the matter ; or, indeed , that the mere abstract
change in the social condition of the negro could magically relieve
him at once of a deep -rooted prejudice. The eradication of such re
quires time ; and the idea which would attribute its removal to the
extinctiou of slavery , like many other opinions hastily formed , passes
current, because no person will be at the pains to refute it. Everybody
has heard of the noted Obi -man , “ Three- fingered Jack ,” the story of
whose surprising adventures , Mr. Cumberland, the dramatist, introduced
into a farce, which was extremely popular some years ago .
This extraordinary character figured in the years 1780 and '81 ,
and , the recollection of his daring exploits had not subsided when I
was on the station many years afterwards . A reward was offered for
his capture by Governor Dalling ; and a young negro named Reeder,
but better known as “ Captain Quashee ,” succeeded , after a desperate
encounter , in killing the ferocious Obi-man . In 1808 I saw Reeder
in Kingston ; he was dressed in military uniform , and wore a cocked
hat ; he was of middle age, and appeared to be a very old man , but
strong and healthy . The gentleman who pointed him out to me stated
that, he enjoyed a pension , which the government of the island had
awarded to him for his gallant deed . As a short account of the trans
action may not be uninteresting to the reader, we add it here :
• The famous negro robber Three - fingered Jack , was the terror of
Jamaica in 1780 and '81 . He was an Obi - man , and by his professed
incantations was the dread of the negroes ; and , there were also many
white people believed he was possessed of supernatural power. He had
neither accomplices nor associates ; he robbed alone , fought all his bat
tles alone, and always, either killed his pursuers, or, retreated into
difficult fastnesses where none dared to follow him . It was thus that
he terrified the inhabitants , and set the civil power, and the neighbour
ing militia, at defiance for two years.
“ At length, allured by the rewards offered by Governor Dalling, in
a proclamation, dated 12th of December, 1779, and , by a resolution
which followed it ,-two negroes, Quashee and Şam , both of Scott's
Hall , Maroon Town, with a party of their townsmen , went in search of
him . Quashee before he set out on the expedition, got himself christ
ened , and changed his name to · James Reeder.'
“ The expedition commenced , and the whole party crept about the
woods for three weeks, but in vain . Reeder and Sam tired with this
mode of warfare, resolved on proceeding in search of Jack's retreat, and
taking him by storming it , or, perishing in the attempt. They took
with them a little boy of spirit, and who was a good shot , and then
left the party . T'he three had not long separated from the rest of the
party , before their cunning eyes discovered by impressions amongst the
weeds and bushes, that, some person must have been that way . They
silently followed these impressions, moving through the bushes with
caution, and soon discovered smoke.
 THE LEEWARD STATION . 15

“ They now prepared for battle, and , had not proceeded far before
they came upon the object of their search unperceived by him . The
formidable Obi-man was employed in preparing his repast ! he was
roasting plantains by a little fire on the ground at the mouth of a cave .
The scene was highly picturesque, and , the part to be played in it was
not one of an ordinary nature. It was one of those episodes of real
life full of excitement; but, which called forth the cautious vigilance of
the judgment, and the indomitable spirit of a firm resolution .
“ Jack's looks were fierce and terrific ; his voice loud and strong as
his undoubted courage, warned the enterprising trio that, death awaited
the mortal who was rash and bold enough to advance towards him .
Reeder, with singular infatuation, or, it may have been magnanimity ,
refrained from ending the affair instanter, by shooting the gaunt figure
of the renowned Obi Jack, that stood before him, which he might readily
have done . Having imbibed faith , he contented himself for the moment,
by informing the robber that his Obi had no power to hurt him , as he
1
had been christened, and his name was no longer Quashee . Jack knew
Reeder, and as if he too were infatuated , or deemed it beneath his high
notions of honour , or, fair play, ( for it is not likely a man of his intre
pidity and cunning was paralyzed as was supposed ,) disdained to take
up either of his two guns, which lay on the ground beside him ; but
seized his cutlass, or, macheat.
“ It appears that, some years before , Jack and Reeder had had a
desperate conflict in the woods, in which the Obi -man lost two of his
fingers, and hence his sobriquet of Three -fingered Jack ; ' but , Reeder
was beaten , and suffered severely, as well as several others who had
assisted him . Jack had prophesied that, ' White Obi,' would get the
better of him ; and from experience he knew the charm would lose none
of its strength in the hands of his old combatant, Reeder.
“ Without further parley , Jack, armed with his cutlass, darted down
a very steep descent at the back of the cave. As he was descending
Reeder presented his piece, but it missed fire . Sam , however, fired and 1
shot him in the shoulder. Without the least hesitation , the intrepid
Reeder, sword in hand , dashed down the steep after him . The descent
was about thirty yards, almost perpendicular. The base was to be the
stage on which these two stoat hearts were to begin the bloody struggle.
« On it they went-each sinewy arm strengthened by vengeance, and
descending with a force that seemed sufficient to annihilate life at a
single blow ; but, the odds were against the Obi -man. The little boy,
who had been ordered to keep back out of harm's way , stole on until
he reached the top of the precipice, from whence, watching his oppor
tunity, he levelled his piece, the shot entering the abdomen of the three
fingered robber.
“ Sam was crafty, and coolly took a circuitous way to get to the field
of battle ; when he arrived at the spot where the combat first com
menced , he found that Jack and Reeder had closed , and whilst strug
gling for mastery had both tumbled down another ' steep declivity on
the side of the mountain , in which fall they lost their weapons. Sam
descended after them , but in the descent he also lost his catlass among
the trees and bushes . When he came up to them , he found that, though
without weapons they were not idle ; but luckily for Reeder, Jack's
 16 NAUTICAL RAMBLES .

wounds were deep and desperate, and Sam came up just in time to save
his comrade, for the powerful Obi-man had caught him by the throat
with a giant grasp, and Reeder was almost powerless, as his right hand
had nearly been severed from the arm ; both were covered with gashes
and gore, and the blood flowed copiously from Jack's wounds.
“ In this desperate condition Sam found the combatants, and decided
the fate of the battle . With a fragment of rock he struck the undaunted
Obi- man a dreadful blow which felled him to the ground ; and the
little boy coming up cutlass in hand , the head of Jack was struck off
with it, as also his three- fingered hand ; and thus closed the career of
the noted robber who had been such a terror to the peaceful inhabitants .
The reward was paid to the successful party. ”
It has been said of rude, or, savage life, that, the priest- ruler ,—the
Obi-man for instance , -is not necessarily altogether, or maliciously
selfish ; as there are many examples of the juggler -priest playing off
tricks upon his dupes in order to frighten them into good behaviour.
This is true with respect to Obiism , which acting upon the superstitious
feeling of the African negro, effectually keeps him honest within the
circuit of its operation. I have passed through a plantation, where the
trees were loaded with inviting fruit, and which was totally unpro
tected ; but remained untouched by the many negroes that passed by,
in consequence of a little Obi bag which hung suspended from a branch .
The “ taboo was as complete as that observed with respect to the
“ morais," &c. of the Polynesian Islands. But the dread of violating
the rites of Obiism was completely operative on the mind of the native
African only ; the Creole negroes, as I have said before, generally were
not restrained from pilfering by the appearance of the mysterious em
blem ; yet some of these, principally among the old people, were not
entirely exempt from fear on such occasions ; and whilst they pretended
to ridicule the office and power of the Obi-man , they were very cau
tious not to act in opposition to the well understood motive of his action
in fixing his “ official insignia " to property which it was desirous to
protect.
It will be well for the present and future generations if the educa
tional and moral and religious instruction, in their altered condition of
life, will be equally efficacious in restraining them from all acts of dis
honesty. The white people of the island , who are, or ought to be,
particularly interested in the fulfilment of such a measure, must act
with a hearty good will , for they alone have the power, and if that
power is not beneficially exercised, retrogression of civilization will
probably follow , and the sable peasantry instead of advancing, will fall
back into habits as vicious as those pursued in the savage state, and
there will be no security for life or property ,
It is natural to conceive that when any body of men shall have all
their wants supplied by some controlling and guardian power, and the
only duty exacted from each individual of that body, being daily labour,
in return for the protection , and care in supplying all wants, by the
ruling power, that the temptation to theft would be considerably less
than what it would be if every one of these individuals had to provide
for all his own wants, as well as to labour. Experience has shown this
to be the case in practical life among the negroes when in a state of
 THE LEEWARD STATION. 17

slavery, as compared with the white freemen . Now , it is obvious that,

the mere difference of colour in the two races, can have nothing to do
with this remarkable difference of moral action ; and as the white
peasant or labouring man is supposed to stand on a higher scale in
intellect , civilization, and religion , than the black freeman, it would
follow upon that presumption, unless duly instructed and encouraged in
his own condition , the latter must sink lower in the observance of all
the relations of life, than when a slave ; in which state, if a curb
was placed upon his personal liberty, he had “ no thought for the
morrow
It may be anticipated here in the desultory style I have adopted that,
after the loss of the Island of St. Domingo to the French , the vessels of
war belonging to that nation , only occasionally appeared so far to lee
ward as Jamaica. The object which brought them down into this bight
of the Caribbean Sea, was certainly not to seek adventure , or to try
their.valour in a yard -arm contest ; but in most cases to avoid the watch
ful eyes that every where to wind ward were on the look-out for them .
In fact their motive seems to have been the seeking of safety in flight;
for none, we may believe, would voluntarily take such a route, not only
from its being a roundabout one, but from the peril of interception
which lay in their course , if by taking any of the more eastern passages
there had been any chance of escape. Necessity, therefore, urged them
to follow it, as the lesser evil of the two . How pointedly does this fact
show the complete ascendency which the British Navy had gained over
the national marine of the « Grand Nation !” The more cautious of
these fugitives, generally the smaller vessels, would steal along the less
frequented routes out of sight of land , passing southerly of the Pedro
shoals ; but others more bold , from being of heavier calibre, would run
the hazard of venturing on the usual track .
The vigilance of our cruisers to windward , whilst the French still
held possession of Martinique and Guadaloupe and their appurtenances,
seldom allowed their brethren to leeward an opportunity of reaping a
laurel in a fair fight with the enemy . But it sometimes happened that
a stray fugitive would slip through their hands, and by superior fleet
ness outrun them, and thus in their eagerness to escape Scylla fall into
Charybdis, the wary lookers -out of the far west being at all tiines on
the qui vive .
These incidental rencontres, although not always brought to a suc
cessful issue from the disparity of force, were even hailed with a delight
bordering on extacy. Such is the force of professional feeling. They
were on all occasions gallantly contested . Tbe opportunities being,
like “ angels visits few , and far between ,” made them even the more
appreciated . It is pleasant to think that amidst the "black art” of
war, a chivalrous spirit exists amongst nations which are civilized ; and
that, whilst the excitement of deeds of valour, and the burst of un
controlled feelings of patriotism animate the soul of those who are emu
lous of enrollment in the temple of Fame , the triumph of victory is
happily tempered by humanity and generosity, and thus strips the stern
reality of a mortal conflict, of its more savage attributes.
In severe and obstinate actions at sea, upon a large scale , opportunities
for the display of chivalrous honour are sometimes afforded , which throw
ENLARGED SERIES . — NO . 1.-VOL. FOR 1843 . D
18 NAUTICAL RAMBLES.

a bright ray of exaltation around the ruin and havoc of the “ terrible
game". I cannot stop to select these* , but may briefly instance the
landing of the wounded at Cadiz, after the sanguinary conflict off Cape
Trafalgar, and the supply of fruit, &c., and the offer of the Spaniards
to receive our own wounded seamen into their hospitals. These are the
sunny gleams that burst through the lowering clouds of youthful war
fare . Sometimes, too, in cutting-out , where the labour of execution
embraced the hand -to - hand essays , traits of the same generous nature
would occur . As an illustrative anecdote I will briefly advert to an
incident which befel the Captain of a French privateer.
Whilst our ship was at anchor in Mansinella bay, in the bight
formed between Cape François ( Haytian ) and Monte Christo, it was
ascertained that several of the enemy's armed schooners and traders,
were in the harbour of the latter place. For the purpose of bringing
them out the boats were soon despatched . In one of these was the quarter
master, Kelvin, already spoken of. As the boat ran alongside of a
small privateer, her crew, excepting the commander, leaped overboard ,
without attempting to defend her , the vessel being close to the shore.
Our tar was the first upon her deck, and was met by the Frenchman ,
who fired a pistol at him , but fortunately without effect. He then stood
still , as if doomed to meet his fate. The Briton , too, came to halt ,
and surveying the tall grim figure of his opponent for a second or two ,
exclaimed “Why , Croppo, that was very uncivil of you , yet I'll not
take a dirty advantage of your helplessness, but down you must go ! ”
and suiting the action to the words, dropped his cutlass and pistol , and
“ floored ” the astonished skipper - took off a smart green pea - jacket
from his back , and deliberately put it on his own ; then seizing his
prisoner, carried him to the stern , and gently dropped him into the
water. “ There, ” waving his hand , “ there, strike out-bon jour, and
be d- d to you ; take care of your cold shots next time ." All this was
performed in a few minutes. There were four or five other boats under
Mids . Swymmer, Bucknor, Guthrie , &c. , fully engaged ; but there was
little resistance in any case,-a lieutenant commanded .
I know that there are some few sea spirits who will not admit that
(
Jack possesses either honor or gratitude; but , I imagine, the French
skipper, who had his life spared him , when by the rules of war he had
forfeited it, by wantonly essaying to deprive our tar of his , would have
thought differently on this occasion . The affair certainly was a rough
display of impulsive chivalry ; but, it was just the sort of characteristic
flash which we should expect from the “ blue -jacket ” class ; and , I
presume none will deny their claim to generosity. The diamond is a
diamond still , although without polish .
The names above were those of old messmates, -- they were dear to me,
but, they have passed away from life; yet, often as sometrifling and pass
ing circumstance intervenes, the thoughts are reflected back , and their
manly forms rise up before me, fresh as it were , amid those scenes ,
distant in space and time,—when kindred hearts were light and joyous,

* A work expressly on this topic would act upon the mind of the youthful naval
officer, with the same beneficial, and more, effect than Dibdin's Songs upon that of
the rough tar. I offer the hint to Mr. Allen.
 THE LEEWARD STATION . 19

without a thought of that bar which , as now, would part the living
from the dead . The man of stern inflexible nature, such as he “who
wears a broad rotundity * of face , " marvels at such impressions :
“ The lay that speaks of other times
A sorrowful delight !
The melody of distant climes,
The sound of waves by night.
The wind, that with so many a tone,
Some chord within can thrill
These may have language all their own ,
To him a mystery still ! "

I never had, nor never shall have, a thorough understanding of the

canses which operate to produce such stoicism in the human heart as the
apathy alluded to ; and I lost the only opportunity that presented
itself during the whole course of my life, to hear a discussion , in a
lecture delivered by a Surgeon , of the effects on human happiness, of
sensibility , and of apathy . I was told that, though there were some
stout upholders of the first, that the apathysts carried the day ! As
far, indeed , as the abstract philosophy of the matter can be explained,
it seems probable the apathyst is exempt from moral pain , but his
pleasures will all be animal , principally pertaining to stomach comforts.
In fact, if he is in possession of no feeling, how can he be capable of
intellectual or moral pleasures ! This happiness, though unchangeable,
is negative , because those exquisite feelings which arise from incidents
calling into play the more refined sensibilities of softer hearts, have no
place in his, and in nine cases out of ten , such animated clay , will be
found to be “ Goulus' '+
During the short peace of Amiens, or rather truce, there was still a
considerable naval force on the leeward station ; retained , no doubt,
from the precarious state of affairs in continental Europe .
Seven or eight ships of the line, and two or three frigates, during
the period, were stationed off Navassa, a small island within sight of St.
Domingo, and lying in the direct route to Jamaica. I came up in the
Commodore's ship, ( the old Bellerophon ) and joined one of the frigates.
The duty here was rather monotonous, as may be supposed ; but as
the smaller ships were not kept in line, or order of sailing, but employed
in overhauling and examining the strange vessels as they hove in sight,
their share was more agreeable than that which fell to the lot of the
two-deckers.
There was not much interchange of thought here, except occasionally
by telegraph , and little visiting ; the Captains, principally enjoying
this change, and I think no one could begrudge them the privilege, for
they stood more in need of communion with their fellows than any other
grade . We were often amused at the sight of one of the most dashing
officers of this class, “ in full fig" on the poop of his huge ship, striding
with measured step , across the deck , dressed in a gold-laced coat and
cocked hat, and yellow leather breeches, and top boots ! -a la Nimrod,

* The proper word is, I believe, “ felicity ,” but, n'import.

+ I must refer the non " parlez vous ” to Dr. Nugent for the meaning of this
elegant term , the use of which will , perhaps, be excused on the occasion ,
20 MR . J. S. ENYS ON

whilst the band was thundering out a martial tune . A hunting whip
and a pair of spurs, and a horn would have set him off as the “ beau
ideal" of a sporting sea -captain . In the general estimate of character,
the world apt to judge from external appearances, would have “ laid
him down” as an arrant coxcomb, fitter for the toilet than the gun bat
tery . But be it known that he was a very “ fire eater," and very few in
modern times served their country to more advantage . I do not know
what could have been the inducement for such an extravagant breach
of the legitimate observance of a standing order. It certainly could not
have been from motives of economy , as the whole costume was costly,
and it was well known that the gallant officer was unacquainted with
the practice. It probably originated in whim , a fancy which tickled
the buoyant gaiety of his own spirit, and created a smile upon the coun
tenance of all those who happened to catch a sight of the “ rare -show .”
Whet ber the fashion thus set, was ever followed by any of his brother
captains, I cannot say , but, I recollect a lieutenant commanding a small
vessel, being routed over the side of the flag -ship for having, simply
enough , presumed to appear in the presence of his Admiral, in a pair
of " yellow tops : " and what was certainly shocking bad taste , hauled
over loose blue trousers !
It is really surprising what an effect trifles will sometimes have on a
community, the most insignificant thing imaginable often arousing
curiosity , and arresting attention , when accidentally appearing out of
place , and affording food for remark when the ideas have no settled
purpose. We laugh at the story (a true one ) of the negro enjoying with
extacy , the sight of a musquito settling and springing off and on alter
nately , the fiery, red nasal organ of his sleeping grog -loving Massa , and
exclaiming, — Good , I glad you burn you foot !” The effect was here
enjoyed singly , there was no sympathizing titter , but the oddity of the
contrast of the “ horseish inexpressibles” and brilliant full dress, pro
duced the “ catching " smile upon hundreds ; and in the absence of
more important occupation for the brain, leather became the ( extraordi
nary ) topic of the King's fleet !
Excuses are seldom wanting upon such an occasion as that of hovering
aronnd and around a given space and where a green spot lies handy,
for breaking the tiresome sameness of the every day pursuit, by a visit
to that green spot.
It was intimated that anchorage might some where be found near
the bit of rock and sward , if tried for. This was accordingly done,
and the result was a sand-bank which would afford a temporary resting
place for some of the squadron . Some of the officers visited the islet
round which so many circles had been described by the ships ; but
except guanoes and aquatic birds ; a few bushes, rock samphire, and a
coarse grass, there was nothing to engage attention.
( To be continued . )

REMARKS ON NOMINAL Horse Power .

IN the Nautical Magazine for November, page 784, an extract from

the Civil Engineers and Architects' Journal has been given , containing
 NOMINAL HORSK - POWER . 21

an estimate of the probable consumption of coals, per voyage, acorss the

Atlantic of the “ Great Britain," ( late Mammoth ,) steamer, founded
on the basis of the nominal horse-power of the engines, accompanied
with remarks on the speed that may be expected , and an assertion that,
the area of the grate surface is “ less than half the proper quantity.”.
It will be my endeavour to point out, that nominal horse- power is a
most inaccurate basis for calculations of this nature , and that no reli
ance can be placed on estimates deduced from snch data .
H.P. is a conventional expression which approximately represents the
nett power exerted by a steam engine, only as long as engine manufac
torers adherred to the limits introduced by Watt, of a load of 24 lb. per
square inch, on the safety valves, and a light load on the piston moved
by steam of full pressure throughout the stroke. It ceased to be of
much value as soon as the safety - valve was loaded to from 5 to 8 lbs .
per square inch , on board vessels, having what are still termed low pres
sure engines, inasmuch as they condense the steam ; especially as en
gines are worked at the greatest possible load that the steam in the boiler
can move. The rapidly increasing resistance of a vessel soon produces
the full load on the piston .
Nominal horse- power, also, becomes an expression daily of less value
as expansion of steam on the cylinder is brought into more extended
use . The elements of its calculations are , first - the area of the cylinder
in square inches ; second—the space passed over by the piston , in feet
per minute ; sometimes the actual speed is taken, which seldom varies
much from Wall's rule, of 220 feet per minute ; in other cases 200 feet
is used , and also the constant of 7 lbs. nett steam pressure is employed to
suit all cases .
The nett pressure of 7 lb. of steam per square inch , obviously can move
only a light load , less than was moved by Newcomen's engine in lifting
water, and such steam can be supplied easily, and with much regularity ,
by means of the throttle- valve from 21 lbs. per square inch load on the
safety -valve of the boiler. It is true that, 24 Ib . load + 14 atmosphere,
would give a pressure against a stoppage of the piston of 174 lbs. per
square inch ; but boilers of a moderate size could not, owing to irregu
larity of firing, guarantee a continued supply of steam of this pressure.
An increased load is now often placed on the safety -valve of 5 or 6 lbs.
per square inch , and this increase allows for some little boiler variation
in the pressure of the steam, without affecting the working of the en
gine.
Under these circumstances the surplus steam pressure acting on the
connecting rod , is often from 10 to 12 lbs . per square inch , and the en
gine is worked at from 40 to 60 per cent. above the nominal horse
power.
On the contrary , when expansion is used on a given cylinder the
power exerted by the steam is reduced in a well-known ratio, subject to
some slight interferences from clearance steam, and cooling ; but the
ratio of reduction of power is much less than the ratio of the reduction
in the consumption of coal. Occasionally these sources of error—the
increase of pressure from high steam , and the reduction of mean pressure
from expansion, may correct each other. Such is their obvious tendency,
but are we to trust to chance for a possible result, when a very simple
 22 MR. J. $. ENYS ON

basis for the connection of the total power exerted by the steam on the
cylinder , and the power due to the water expended, as steam , at full
pressure in the cylinder, ( the measure of the engine's consumption of
coal ,) offers itself to our notice .
This basis requires the pressure of the steam in the cylinder during The ?
the time the communication between it and the boiler is open, to be as
certained or assumed , and it also requires an addition to be made to the
quantity of coal expended , in producing steam , for the engine, for blow
ing off , and other waste, attendant on the generation of such steam .
We should never forget that, the engine is a machine to use steam,
and that a boiler only produces it , and this distinction becomes of more
value in expansion engines, in which the power exerted by the steam
on the cylinder , after the steam- valve is closed, is obtained without any
expenditure of coal. In full -pressure engines the power of steam due to
its pressure and space , is nearly a direct measure of the coal expended
in boilers of equaimerits as evaporating machines ; especially, if the
excentric employed in shutting the valves saves a few cubic feet of steam
equivalent to the clearance spaces. In expansion engines the cubic feet
of a known or assumed steam pressure expended , must be measured from
the point at which the communication with the boiler is closed . Now,
as the cubic feet of steam of a given pressure expended per hour are
easily known , and if not known , given conditions may be assumed ap
proximately ; the quantity of water expended as steam equally becomes
known, and the quantity of coal necessary for its evaporation also
known . Estimates founded on these principles, are far more likely to
give an approximation to truth , than deductions from the inaccurate
data from which nominal horse-power is obtained .
Not having any great regard for science in decimals, I conceive I
may safely increase the cylinder capacity by •62 of a foot, making it
254 cubic feet in the Great Britain's engines, and a fool for half throw ;
this error, and those due to clearance spaces, which I also propose to
omit, as unknown to me, are both less than the probable errors of obser
vations or assumption in the present case ; and consequently they may
be neglected without much injury to the resulting estimates.
The long average, and even the daily consumption under the same
conditions are often at variance to a greater extent, I expect, than will
prove to be the case with these calculations, whenever they are founded
on data correctly taken .
Taking the capacity of the cylinder at 254 cubic feet, and 9120
cylinders of steam per hour, ( from 19 strokes per minute, and 8 cylin
ders of steam per revolution , we have 2,316,480 cubic feet of* steam per
hour ; and supposing such steam to be expended at an absolute or total
pressure equal to one atmosphere on the cylinder, as the volume of
2.316.480
steam for 1 of water at that pressure is about 1700, we have
1700
= 1362 cubic feet of water per hour expended in the cylinder exclu 11
sive of boiler waste .
If good boilers can , exclusive of waste evaporate 7 lbs . Cubic
of salt
Feet water
lbs.
1362 x 62.5
per 1 lb. of coal, (other suppositions are easily made, then
7
 NOMINAL HORSE- POWER . 23

= 12160 lbs. of coal = to 5.428 tons of coal per hour, and hence
130 tons per day, and this quantity becomes
65 do. for steam cut off at half stroke,
43 do. do . do. at one- third stroke.
The horse -power due to the evaporation of 1362 cubic feet of water
per hour must now be estimated .
Taking the atmosphere at 14.72 lbs . per square inch , we have 2129
lbs. per square foot x 1700 cubic feet from each cubic foot of
water expended in the cylinder - 3,600,000 lbs . one foot bigh per
hour, and = 60,000 lbs . per minute . A gross power capable of pro
ducing a nett power of 33,000 lbs. one foot high on the connecting rod
per minute.
Hence exclusive of waste, a cubic foot of water expended as steam is
equivalent to one horse- power per hour. We are now enabled to ap
proximate to the power when the steam is used two or three times
expansively .

Coals in tons
H.P. Value of Expansion. H.P. per day.
1362 1362 130 Steam , full pressure.
1362
X 1.693 1151 65 Cut off half stroke.
2
1362
X 2.098 960 431 Cut off one-third do .
3

In consequence of the assertion that the Great Britain's engines are

only 1,000 horse- power, while their nominal horse- power, by the usual
rule is obviously nearly 1,200, I have always concluded that these
engines were intended to be worked expansively , which may be readily
done to the greatest extent here calculated by four double acting cylin
ders driving one crank shaft , giving eight cylinders’action in one revo
lution ; and , producing a great regularity of power , especially as the
vessel itself acts as a regulator of power.
Under these circumstances it appears to me that, less than one-half of
the proper quantity of grate surface may be amply sufficient for the
Great Britain ; and , I think , the word usual in lieu of proper would
have been a less objectionable term , in the Civil Engineers and Archi
tects' Journal. Enough has been adduced to raise a doubt of the value
of the data employed by the writer in that journal, in the calculation
of the probable coal consumption. I now propose to advert to the pro
bable speed.
The large Atlantic steamers at present in use , are large steam ships.
The Grcat Britain is an enormous steam boat, instead of her draught
of water exceeding half her breadth , it will not quite amount to one
third of it, in fact she seems to be of the form that has been recom
mended by more than one of the correspondents in the Nautical Maga
zine. Consequently if the factor 1400 is correct for the common class
24 ON NOMINAL HORSE-POWER .

of Atlantic steamers, as shewn by experience, it will not be likely to

prove correct under such different conditions.
The high velocities attained in the experimental trials of Cunard's
Packets were either from vessels with a medium , or , even light load ,
which could give but little indication of the sea rate of speed of the
loaded vessel ; this seems to have been a mean 8 ] miles per hour; and
these very circumstances tend to show the propriety of the system
adopted by the parties by whom the Great Britain was designed .
If the screw is successful she will start as a moderately loaded vessel,
and improve in speed as her coal is consumed , and her load is lessened .
The performance of her engines will be unaffected by waves, except
so far as they cause a greater resistance, and her impelling power will
never be almost unable to reach the water, a result that has occasionally
happened to some Atlantic steamers at the end of their voyages,-advan
tages that may balance the assumed greater speed of paddle wheels in
fine weather.
I would further remark that the quantity I have assumed as the con
sumption of coal in a full pressure engine, amounts to 10 lbs . per horse
power per nominal horse-power. We hear of 8 lbs. and even 64 lbs. per
horse- power occasionally , but in these cases we may expect to find that
the engines have been worked in some degree expansively ; but this
system cannot be carried out to its full extent with low pressure steam, 1.
except by the plan adopted in the Great Britain of a large amount of
cylinder capacity in proportion to the boiler .
High pressure steam to produce the usual mean pressure by expan
sion , in a given cylinder, is a different question .
As regards the minor questions of the proper, or, rather usual size of
the air pump and condensers, it is obvious the air pump might be re
duced in proportion to the expansion , to extract the lessamount of in
jection water and liberated air ; yet in the only district in which ex
pansion engines are in use, Watt's proportions nearly are preserved to
condense steam of from 7 to 10 lbs. below atmospheric pressure. The
condensers are stated to be nearly three times as large as experience
shows to be necessary,” the tendency, however, of a large condenser is
favorable to a rapid reduction of steam pressure on the opening of the
eduction valve, and , under the assumed conditions of three times expan
sion , the steam at the end of the stroke will be of a pressure of 5 lbs .,
that is 9 or 10 lbs. under the atmosphere. By means of a condenser as
large as the cylinder this pressure is reduced to about 3 lbs. at once,
without any aid from injection water. Still , in engines with a slow
stroke, the size of the condenser may be of less importance, but I should
like to ascertain whether the practice of using small condensers has been
occasioned by want of space in steamers, or, in consequence of experi
ments definitively proving their advantages.
In conclusion , Iwould advert to the stowage of 1000 tons of coal on
board the Great Britain , which would give a consumption of 50 tons per
day for 20 days, and it would afford a considerable allowance, in case
I have taken the water evaporation too high per lb. of coal ; and for my
omitting to notice , the proportional increased fraction of engine resistance
to the mean steam pressure, when reduced by expansion, which tends to
prevent the practical advantages of expansion from actually reaching
 CAPT . MIDGLEY OY A VOYAGE TO THE GOLD COAST . 25

the theoretical . I will further add , that the sketches of the Great
Britain's boilers referred to, are at variance with my recollections of
them .
It should also be remembered that, when the Great Britain was com
menced, we had little or no experience of the larger class of iron vessels.
Since that period the Nemesis ran against one of the outer rocks of
Scilly at full speed ; and the dents in the stem , and in one of the iron
plates of the bow were repaired for less than £ 30 . The Nemesis also
encountered a gale of wind for three days off the Cape of Good Hope ,
without injury ,-circumstances in favour of the views of the parties
who recommended the plan of building the Great Brtain of iron .
I have ventured to call the attention of your readers to conditions
and principles, well known perhaps, but as essential to the formation
of a correct opinion respecting steam - vessels, as the knowledge of the
diameter and length of the guns of any class of ships of war is, in
ascertaining the actual force of the vessel.
Your obedient servant,
Nov. 14th, 1842. J. S. Enys.

NAUTICAL OBSERVATION ON A VOYAGE TO The Gold Coast .

By Captain Midgley ,

LiverpoolShipmasters' Association ,
Old Hall Street, Dec. 16th 1842.
Sır. — The accompanying interesting notes were handed to me by Captain
Midgley, for insertion in the Journal of this Association, into which they have
been copied . And as he kindly placed them at my disposal, I forward them to
you, as I know no better means of rendering them generally useful, than through
your very valuable Magazine.
I have, &c.,
Samuel Moss,
To the Editor of the Nautical Magazine. Master of the Rooms.

The extensive tract of sea between the meridian of 14 ° W. and 9º E. ,

and the parallel of 9° N. and 3º S., is yet imperfectly known by the
majority of navigators ; being bordered by a range of coast, in a great
measure peopled by an uncivilized and semi- barbarous race, who re
quire peculiar address and management in the method of dealing with
them for the produce of their country. I shall suppose that, a vessel
bound to this coast * has got out of the channel , or, at least clear of
Tuskar and the Smalls, in which case the master's mind will be com
paratively at ease , to what it was when he had less sea - room in the
narrows of the channel . But whilst the ship is in soundings she will
be more or less exposed to a northerly, or N.N.E. indraught of tide or
current, which sets nine hours out of every twelve, even at a consider

All vessels bound to the Gold Coast should be provided with the charts con
structed from Capt. Vidal's Survey of it, and recently published by the Admiralty.
We noticed these charts in p. 174, of our volume for 1841 , and preceded that notice
with Capt. Vidal's own account of the survey . With these charts no master of a
vessel can plead ignorance of the coast .— ED . N.M.
ENLARGED SERIES.- NO. 1.-VOL . FOR 1813. E
26 CAPTAIN MIGDLEY ON

able distance to the westward of Scilly , and this indraught is liable to

be augmented or retarded by the direction and force of the wind .
The stream called Rennell's Current, sometimes sets strongly to the bene
N.N.W. and N.W. , about the edge of channel soundings, at other times
very weak , and there is occasionally a strong set to the eastward . But
it is highly probable that , Rennell's Current will be found to prevail for
some days after a long series of westerly gales, as these winds materially
contribute to accelerate the velocity of ihe currents setting into the Bay
of Biscay , and by keeping up the level of the water upon the iron - bound
precipitous shore of the bay itself, forces that water to find an egress
out of the bay to the northward and westward ; and it is not improbable
that the ebb iide of the English Channel may in some measure contri
bute to its westerly tendency .
To the southward of the 48th parallel it is very probable that , there
will be found a south- east current, the velocity of which will gradually
increase until the 40th or 38th parallel is attained , where I have gene
rally found this current to get weaker, and vary moreto the eastward .
On the 11th of February, 1833, I threw a bottle* overboard , containing
the vessel's position in lat. 41 ° 50 ' N. , and long . by chronometer 14°
23 ' W. , and this bottle was picked up in the entrance of the harbour
of Vigo on the 1st of March following : it had consequently traversed
80 leagues in a true E. . N. direction , or about fourteen miles per
day .
I would strongly advise all mariners bound to the southward to pass
to the westward of Madeira , if possible ; as it may prevent their being
entangled with the Canary Islands.
On the 29th of December, 1840, the ship “ John Campbell,” was in
lat . 33° N. , and long. 19° 24' W., about two degrees to the westward of
Madeira , and with a light wind from S.S.E .; the ship about 2 P.M.,
got suddenly amongst some rollers . At first these rollers did not appear
alarming, as the vessel on her gradual approach to them seemed to be
only experiencing a gradually rising sea . But the rollers soon attained a
considerable height, and set in regular ridges from the north -west quar
ter toppling in many places like a bore, and causing the vessel to labour
and roll heavily to windward . In the evening there was an increasing
*

breeze from the south-east, with cloudy overcast weather, and much
vivid lightning in the north -west quarter. As the weather had been
moderate for several days before, I can scarcely think these rollers could
have been caused by wind, as they were very unlike the sea that marks the
termination of gales of wind : they came in regular ridges, and sometimes
topped in a considerable breaker. The ship was suddenly among them ,
sailed for twenty -one miles through them ; the rollers rapidly increased,
and as rapidly subsided . The sea was of a deep dark blue colour. No
bottom at 70 fathoms; barometer steady at 30:20, and the temperature
of the air 64°, and of the water 57° of Fahrenheit thermometer.
After much consideration of the subject, I must candidly confess my
inability to assign any just cause or reason for this sudden, and to me
unaccountable undulation of the surface water ! but, perhaps, somesuch

This bottle is No. 19 of our table , which will appear with a chart in an early
number, showing the tracks of above a hundred of these travellers. - Ed. N.M.
 A VOYAGE TO THE GOLD COAST . 27

occurrences may have an influence in contributing to the sudden rise

of the water, which is occasionally experienced at Ascension , and , I
believe, also, at some other elevated islands.
It was on the same passage out, and on the 3rd of January, 1841 ,
that I passed through many clasters of the Gulf, or, Fucus Natans
weed , all of which was very much decayed . The ship was then in lat.
28 ° 8' N. , and long. by timekeepers 21 ° 46' W .; a position , I believe,
much to the eastward of the generally assigned eastern limits of the
Sargasso Sea, or portion of the North Atlantic, in which this weed is
generally fonnd . But as I shall presently have occasion to revert again
again to this subject, I will proceed to notice the winds and currents
usually found in the neighbourhood of the west coast of Africa .
Among the Canary Islands, and in their vicinity , the N.N.E. and
N.E. winds mostly prevail; and the general set of the currents between
Madeira and these islands has a southerly and S.S.E. tendency. In
deed the whole surface of the ocean , from the 48th to the 30th parallel
has a general tendency to flow to the eastward and south -east quarter ;
and the mariner will do well to guard against its treacherous and too
often fatal influence.
Ontward bound African vessels have of late, very generally, and very
properly, run through the passage to the eastward of the Cape de Verd
Isles, for by so doing they avoid a tract of sea which is notoriously
subject to violent squalls, calms, and heavy rain . Vessels make this
run in the general limits of the north -east trade wind, and I have my
self, invariably found the current setting to the southward. I am aware
that, I have the high authority of Mr. Finlayson of the Royal Navy ,
and of Commander Wilkes of the United States Exploring Expedition,
against me in this assertion , both of these officers having found currents
in this route setting to the north -east. I must add that , I have not tried
the current by any actual experiments, other than the usual method of
estimating it by the difference found by an attentive dead-reckoning
and actual observation ; and in this case it is of course very possible
that errors creep into the reckoning, by inattention to the steerage , par
ticularly in the night, as well as by an improper allowance for the mag
netic variation, an inaccurate log -line, and other causes.
Vessels bound to the Coast of Africa in the wet season , or between
May and September inclusive, need not be too anxious to make easting,
for they will lose the N.E. trade wind very soon after passing the
parallel of St. Jago, and after a short interval of calm , will fall in with
the variable S.W. winds and their usual accompaniments of squalls,
heavy rain, and close damp unsettled weather. In proportion as the
vessel advances to the southward , she will find more settled weather,
and probably be influenced by a current to the south -eastward ; this is
a branch of the great Guinea current, which I shall presently attempt
to describe . The track I have just noticed , is perhaps the most lumi
nous part of the Atlantic Ocean. In the wet season vessels should give
St. Anne Shoals a large berth to the eastward , as the current: as well
as the sea runs with great velocity into the bight of Cape Mount , and
vessels which may unfortunately happen to fall in with the land to the
northward of Sinou in the wet season , will find considerable difficulty
in working to the southward .
The first influence of the Guinea current will be found in about gº
28 CAPTAIN MIDGLEY ON

30' N., and inshore of the 22nd meridian , and gradually verges from
thence in a S.S.E. and S.E. direction , running with considerable velo
city in a parallel direction to the trend of the land , and at least 50
leagues from it. On approaching the land the current will be found 10
increase in velocity , and requires constant and unremitting vigilance to
prevent the vessel running to leeward of her destination . On the 18th
of January 1841 , in lat . 6° 48 ' N. , and long . 14° 58' W. , whilst in the
influence of the Guinea current setting true S.E.b.E. at the rate of 30
miles in the 24 hours, at daylight in the morning, during a perfect calm
I was surprised to see the vessel surrounded by sprigs of the Sargasso
weed , and was still more surprised at its fresh and luxuriant appear
ance . One of the many sprigs brought on board contained two very
lively little crabs, and I observed no marks of decay about any of the
weed. I ordered a cast of the deep-sea lead , but found no bottom , at
very nearly 100 fathoms. Sir Hans Sloane in his history of Jamaica,
says, that this weed has been seen upon the Coast of Africa , but I am
disposed notwithstanding to think that it is of rare occurrence, as I had
four very intelligent natives of the Krou Coast of Africa on board , and
they unanimously declared that they had never seen any Sargasso weed ,
or indeed any other weed similar to it, attached to any of the rocks,
or floating upon the surface of the water near the coast.
From the shoal of St. Anne (which by -the-bye requires the exercise
of considerable judgment and caution ) the Guinea current has an east
erly and E.N.E. tendency towards the bight or bay of Cape Mount, to
the southward of this it sets about E.S.E. along the shore, and from
Grand Sestros to Cape Palmas, it runs with a velocity of more than
two miles an hour. It is this current which has set several vessels
upon Coleys Rock , the Cape Shoal , and Rock Town Reef, in the
neighbourhood of Cape Palmas, and these dangers can only be avoided
in the night, by the constant and unremitting use of the lead, for by
keeping in 38 fathoms, or, any greater depth of water, the vessel will
drift in a fair way round the Cape, and be 3 miles clear to the south
ward of these dangerous reefs . On the meridian of Cape Palmas, the
mean breadth of the easterly streamı of current is fully 45 leagues, and
it keeps this breadth throughout the whole of its easterly course, until
it is lost in the Bight of Biafra . The inshore branch of this great
stream , diverges to the northward and eastward at Cape St. Paul , and
fills up the Bight of Benin , from whence it runs with increased velocity
round the land of Formosa, and over the great Bank of Soundings,
which extends from the mouth of the Nun River, to the high land of
Cameroons . Between the meridians of 8 ° W. and nearly 91° E. a
distance of more than 1000 miles, we are presented with the somewhat
singular anomaly of two mighty streams of water, silently, yet certainly
pursuing their course parallel to each other, but in directions diametri.
cally opposite . I of course, here allude to the Equatorial current
which sets to the westward , as I shall hereafter show , with considerable
velocity . The mean Northern boundary of the Equatorial current is
generally found about the Equator, orabout 110 miles from the southern
border of the opposite stream . In the tract of sea between these streams
the current is variable, but has a general tendency to run to the north
ward , particularly abreast of the Bight of Benin .
It is a well-known fact that, during the wet season , or, from May to
 A VOYAGE TO THE GOLD COAST . 29

October, the Guinea current almost invariably runs to the eastward

with increased velocity. I can rationally account for its ingress and
egress in the Bight of Benin ; but the whole of this immense body of
water appears to be confined in the Bight of Biafra, or, at least it has
no known outlet, for throughout the whole of the Bight to the north
ward of Princes Island, the current in the wet season almost invariably
sets to the north - east and E.N.E. with such force that vessels are fre
quently fourteen days in beating up from Bonny to Princes Island , a
distance of only sixty leagues. I am aware that, Mr. Finlayson has
asserted that, a strong current runs to the southward out of the Rio del
Rey ; but this current is not found to the south ward of Fernando Po .
On the contrary, the current upon the east coast of the Bight of Biafra
generally runs strong to the northward, and I have been three days in
tolerably smart vessels, and with a constant steady breeze in weathering
the island . The only advantage I ever found in beating up through
the eastern passage was derived from the smoothness of the water, and
not from a southerly current . How then do the accumulated waters
of the Bight of Biafra escape ? Is there an undertow , or, is it the
great reservoir which supplies the tides of the twenty - three large rivers
in the bights, most of which are so many mouths of the Niger !
The Bauk of Soundings along the Krou coast from Liberia to Cape
Palmas, extends only seven or eight leagues from the land , * and on its
extreme outer edge which is very abrupt , there is a depth of 55 to 62
fathoms, generally sandy bottom , or , sand and oaze . At only one mile
to the westward of this depth there is no bottom at 90 fathoms, and the
water continues of the deep-blue oceanic colour, even in 15 fathoms.
On this part of the coast no vessel should shoal her water under 32
fathoms in the night ; and in the neighbourhood of Cape Palmas, as
before observed , not less than 38 fathoms. In this depth of water the
sand on the beach will be distinctly seen, and the vessel, if in the
early part of the day will be soon surrounded by canoes. A fire on the
beach is a signal that the natives are desirous of trading. The vatives
of this part of the coast are of mild and gentle demeanour, and any
number of them may be allowed to come on board the vessel without
the slightest reservation , for they have no spirits in their possession to
sell to the crew .
The Kroumen are in many respects an extraordinary race of people,
and Capt Adams has justly remarked that, the tower of Babel might
have been built upon the western shores of Africa , as a different lan
guage is spoken at every 10 or 12 miles ; though these different lan
guages are generally understood by the natives all along the coast. The
Kroumen have a singular custom peculiar to themselves, which is a
systein of apprenticeship. A number of young men will attach them
selves for a certain period to a headman . This headman has made one
or more voyages to leeward to the Oil Rivers, before he can obtain a
name, or be allowed to build a house, or to trade, and it is the duty of
this headman to ship the boys off for the Oil Rivers on board of any
vessel he can , and for this service the headman is entitled to the one
month's advance always paid by the ship : he is also entitled to a certain

• The charts of Capt. Vidal to which we have alluded , will show this, and other
extraordinary features of this Coast.- Ep. N.M.
 30 CAPTAIN MIDGLEY ON

portion of the boy's wages on his return . When the boy has made two
or three voyages and can speak English fluently, he becomes a head
man himself.
The language of the Kroumen is principally a combination of vowels,
and from the peculiar nasal pronunciation can rarely be acquired by
Europeans . The Krouman is generally found faithful in a strange
country , but must not be trusted in his own .
In proportion as the vessel advances to the eastward , the natives will 19
be found more barbarous and consequently more treacherous, and about
Drewin and St. Andrews they were formerly a fierce, unruly, and san
guinary race , notorious for their treachery and repeated attacks upon
vessels . I have had no intercourse with these people for the last seven
or eight years, but am assured that their condition and manners is very
much improved , and that small vessels may now trade there for ivory
and Palm oil in perfect safety, by adopting only conimon precautions.
The St. Andrews people have been repeatedly fired upon by the crews
of different vessels, for various acts of theft and treachery , and it was
formerly very unsafe to allow more than five or six of them on deck at
once , as they generally came on board armed with a long knife, in the
use of which they were very dexterous . Upon one occasion I very 2
suddenly dispersed a multitude of them off the deck upon the very
point of open warfare, by merely throwing about a dozen heads of leaf
tobacco over the side for they all immediately jumped overboard after
it. Upon another occasion , the plentiful distribution of boiling water
amongst a crowd of them proved quite as efficacious. On board a French
barque where two of the crew had been wounded by the knives of the
natives, they were beaten off with empty glass bottles, a large quantity
of which happened to be on deck at the time for trading with . Harsh
as these measures may appear , they are surely more humane than the
use of cutlasses and muskets.
The natives of Cape Lahou in many respects , resemble the Kroumen
in their manners and disposition , and like them are almost amphibious .
Cape Lahou may be considered the western extremity of civilization
on this part of the Coast of Africa , for the Gold Coast may be here
said to commence .
The first Englishman who visited this part of the coast for the pur
pose of trade, was Captain John Lok in 1554, but it is very probable
that this coast was known to the Portuguese at a much earlier period ;
for it is on record that they settled at Accra in 1492, and much about
the same period or about the latter end of the 15th century , the Portu
guese discovered Fernando Po.
The best gold upon the Coast of Africa is found in the neighbourhood
of Grand Bassan, and Cape Appolonia . It is tolerably good at Dixcove,
Cape Coast, and Anamaboo , and the Accra gold is generally considered
of inferior quality ; but little , if any , gold is found to the eastward of
the River Volta.
From Ningo to Old Calabar River, an extent of coast of several
hundred miles, there is not a single stone to be found that is as large
as a walnut . And from the river Sherbro to Cameroons, an extent of
1500 miles of Sea coast, there are only four eminences which exceed
the height of 300 feet, and these are the highlands of Capes Mount
and Mesurado, and the Cooks Loaf and Devil's Hill near Wimmebah .
 A VOYAGE TO THE GOLD COAST. 31

A very old authority , Governor Dalzeel , has truly said, that , from
the River Sherbro to Benin , a tract of 1400 miles of sea coast, there is
not one navigable river, bay, or harbour, into which a ship can enter .
Nor is there one river or creek ( the Volta and Lagos excepted ) into
which a sailing boat can advance 10 miles from the sea . Very few of
the creeks will even admit a boat, and not one on the Gold Coast ,
except at Chama and Elmina : a small boat may row up Chama creek
about two miles, and up Elmina creek about a quarter of a mile .
The shores are almost in every part difficult of access from the heavy
surf which breaks upon the beach ; it is scarcely possible to land any
where but in a light canoe, and even in that way it is frequently im
practicable for days together ; in many parts besides, there is near the
shore scarcely water enough for a canoe, and the breaking of the waves
becomes there so impetuous that all communication between the shore
and the shipping is frequently interrupted for three weeks together, and
can seldom be effected with safety . *
A most extraordinary refraction prevails upon the whole line of this
coast, which is very likely to mislead the mariner, and induce him to
neglect the frequent use of the lead which is the only unerring guide,
and sure safeguard all along it. Tornados are very prevalent along this
coast from October to April or May, except during the season of the
Harmattan or Easterly winds, which generally occur in January. They
commence with a heavy dark cloud in the south -east quarter attended
with awful lightning and thunder, and always give the mariner ample
time to prepare to encounter their dreadful impetuosity. Every com
mon squall from the south - east must not be taken for a tornado although
they are called by that name. There are very seldom more than three
or four tornados in a season , and when once experienced are not very
liable to be afterwards mistaken . As a general rule it may be consi
dered that as the arch of the rising squall is well defined , so in pro
portion will be the violence of the tornado.
The navigation of the Bight of Biafra presents no peculiar feature to
the attention of the navigator, if I may except the strong north-east
currents which almost invariably prevail in it, and every exertion
should be made to cross the Equator, as soon as possible, for by so doing
the ship will find much less current, and the winds will be generally
more from the southward.
Many navigators have remarked that on standing to the westward
between Princes and St. Thomas's, even when making a trifle of north
ing the north -east current has been found to diminish in strength as
the vessel makes westing, Even as far to the southward as 3º S. there
is very seldom any easting in the wind until passing the meridian 5°
W. But the vessel will find a westerly set before reaching the meri -
dian of Greenwich , and this set is carried by the Equatorial current,
which running in a north - west and W.N.W. direction from the South
Atlantic Ocean , sets with considerable velocity to the westward in the
neighbourhood of the Equator until it strikes upon the shores of Guayana
• Richard Lander the late celebrated traveller, when he went to trace the source
of the Niger, from Yaoorie to the sea, was thrown by the surf on the beach at
Badagry, from a small canoe , into which he had entered from the boat of H.M.S.
Clinker.
32 A VOYAGE TO THE GOLD COAST.

where its influence being considerably strengthened by the E.N.E. trade

wind , it raises the level of the Mexican Sea, and finds an outlet through
the Strait of Florida, where being opposed by the coast of Carolina,
the Banks of the American Continent, and , perhaps, by a stream of
current which is well known to set out of the Greenland Seas to the
south-east , it assumes a more easterly direction until its force is gradu
ally expended , but very little to the westward of the Azores .
From what I have just said , it will at once appear evident that the
voyage of themariner, will be accelerated or retarded according as his
ship may be situated in one or the other of these currents, and that to a
mean extent of about 30 to 36 miles a day .
Fernando Po is famous for the finest yams, and perhaps the purest
water in the world . Princes Island possesses a very superior descrip
tion of coffee ; and St. Thomas is a very elevated island , which pos
sesses excellent coffee and fruit. Annobon possesses abundance of
stock , which can be best procured in exchange for old cast off clothing
or slops.
The homeward passage from Africa may be made in two different
tracks,-- the one may be called the precarious, and the other the cer
tain track . The precarious track is to run along the coast, and on
giving Cape Palmas a berth of about 100 miles steer to the north- west
towards the Cape de Verd Islands. This track owing to the prevalent
calms, can only be pursued with advantage when the sun has northern
declination , and then the mariner must be particularly careful he does
not fall to the eastward of Cape Palmas, or into the Guinea current
against which he will find it a very hard matter to work to wind
ward . The certain route , at all times of the year, is to get into the
Equatorial current as soon as possible , and aided by its powerful influ
ence you will find the ship gain very fast to the westward ; and , I
think it advisable to cross the equator in from 20° to 21 ° west , near
which meridian a current is very generally found setting to the north
ward , and from this position the homeward navigation is generally
well understood .
Southerly and south -west winds are generally most prevalent between
the trades , and these wiods are strongest between May and August
inclusive. In July particularly these winds blow in excessively violent
squalls , and the heavy short sea which they occasion , added to the
almost ceaseless rain which falls in these parallels renders the naviga
tion in this track peculiarly annoying and unpleasant. On the 17th
December 1836 , when in lat. 9° 31' N. , and long. 24° 18 ' W. , about
326 miles due south of Fogo , when in the brig Caledonia of Glasgow ,
I fell in with a very extraordinary kind of weed , and which I have
never but in one solitary instance ever before heard of. The instance
I allude to was noticed by the talented Humboldt, who fell in with
similar weed in the channel between Clara and Allegranza. The weed
was of a brownish green , with thick , friable , circular leaves, indented
at the edges, with stems about three inches long. The weed appeared
tolerably fresh , with a gelatinous substance and very minute barnacles
adhering to it. Humboldt brought similar weed from the bottom , in
a depth of 30 fathoms, but when I fell in with this weed I found no
bottom at 80 fathoms, and there was no perceptible current.'
 33

VOYAGE of H.M.S. CORNWALLIS .

( Continued from p , 416, vol , for 1842.)
The Attack at Tsekee, on the 15th of March, 1842 .

CANTO THE SECOND .

My last letter described in a summary way ,

Cornwallis's cruise from Hong-Kong to Tinghae ,
I now purpose to give you a bit of a spree ,
We had t'other day at the town of Tsekee .
But first it is perfectly right you should know,
The Chinese made a furious attack on Ningpo,
Some six or eight thousand came on in the night,
Burst in one of the gates, but were soon put to flight
By a little three pounder, well loaded with grape
Fired right in amongst them , they were glad to escape ;
But many remained in the streets till next day ,
Piled one above t'other like trusses of hay,
They were beat at all points with terrible slaughter ,
Though they made an attack on the shipping by water,
By sending down boats full of powder and wood,
Which made a great blaze , but all to no good .
The troops were embarked from the town of Ningpo,
As soon as t’was settled which way we should go.
In number twelve hundred , blue jackets and all,
The Admiral's flag being carried by Hall
In the Nemesis steamer , as also Sir Hugh ,
So a fight was intended we very well knew.
Our squadron of ships, at least steamers I mean ,
Consisted of Phlegethon , Nemesis, Queen ;
While the boats of the Columbine, Blonde, and Modeste
Cornwallis , Sesostris, completed the rest,
With these boats all in tow , up the river we flew ,
And managed to land all the soldiers by two.
Off we started in column , our hearts full of glee,
A capital road leading on to Tsekee.
Behind which as we marched we could easily spy
The tents of the enemy, perched up on high.
On nearing the town some firing began,
So ladders were planted , and up them we ran ,
Then round on the walls , at pretty good rate ,
But meeting with no one came out at the gate,
The Chinese on the tops of two hills were now seen ,
A road leading between , through a sort of ravine,
Here rushed “ forty-nintho with Sir Hugh at their head ,
The naval brigade by Sir William was led ,
And passing along at the foot of the walls,
Were exposed to a pretty good pepper of balls ,
From matchlocks and gingalls all worked in good style ,
From the tops of the hills with loud shouts all the while,
Rockets, arrows, and balls thick as hail came across us,
(We found a large store next day in the joss- house ,)
Our party was covered by rockets , (three -pounder ,)
As over the paddy fields now they did founder.
Here many poor fellows were laid on their back ,
The marines under Captain (now Major Uniacke ).
Close under some houses for a short time took shelter,
Excepting two squads who went up helter -skelter,
Under one of our officers, Elliot by name,
( Poor Hambly was shot in the foot - 80 was lame).
ENLARGED SERIES . — NO . 1 .-- VOL . FOR 1843 . F
34 VOYAGE OF H.M.S. CORNWALLIS .

With the Admiral up went Captains Richards and Watson ,

Bourchier, Whittingham , Tennant, and also his Cox’an .
At the top of the hill they made a slight stand ,
When Hodgson received a deep cut in the hand,
For a great big Chinese in the midst of the Melee
Made a furious assault, but got stuck in the belly :
The tide was now turned, down the hill they all ran ,
And those who delayed were shot to a man :
So much for the left hill , let us look to the right
Where a much larger force were soon put to flight
By " Eighteenth ” • Twenty -sixth ” and the Rifle Brigade,
Whilst over their heads the artillery played .
Colonel Knowles drove his rockets right into their camp
So that mob was equally glad to decamp .
And now there was seen a regular race ,
All the rest of the force having joined in the chase,
While to make it more certain and settle it well ,
The steamers began to play on them with shell ,
Having found a canal up which they had run ,
And arrived just in time to partake in the fun .
The face of the hills and beneath in the plains,
Were strewed with Chinese, mostly shot through the brains.
Each man who is shot of course down he goes,
And the light of his match makes a blaze of his clothes.
One can see at a glance all the wounded and killed ,
By the smoke which curls up from the grilling and grilled.
A Chinese field of battle is terrible work ,
And oh ! such a horrible smell of roast pork !
Our men being now pretty tired of fight,
Made their beds in the enemy's camp for the night.
Caps , jackets, and matchlocks, lay scattered about,
Peacocks’ feathers, and swords, thrown away in the rout .
Another large camp was not far off we learnt,
(Before starting next day a large store house was burnt
As also the tents, and some arms being found
Near a Mandarins house , it was burnt to the ground.)
A walk of six miles brought us up to a range
Of high and steep hills, the sight was most strange
To see soldiers and sailors, holding on by the roots
Of the trees , climbing up like a parcel of goats .
When we got to the top, the camp was deserted ,
So in vain as we found all our strength was exerted .
In a grove of bamboos a large store house was fired, ly
Then to Tsekee we marched all pretty well tired .
The feast of St. Patrick , which happened next day,
Sent the General back without further delay.
Here ends my poor rhyme, which like a bad pun ,
“ The worser it is ; more better the fun ."-T . B.
H.M.S. Cornwallis, Chusan, 1st April, 1842 .

The Chinese are not at all addicted to water drinking. They distil from rice
certain liquors resembling our beer, wine, and whiskey. The grape though
abundant, is notused for any such purpose. The universal national beverage 2
is tea. This is drank in unstinted quantities by all classes of the people, from
the self- styled “ Son of Heaven," to the occupant of the meanest hovel or
saupan. So enormous is the consumption of tea by the natives, that Macart
ney is of opinion that if the whole foreign demand should by some accident
suddenly cease, the price of the article would not be materially affected. Many
of the wealthier natives are exceedingly fastidious in their taste, which they
gratify by the use of teas obtained at prices that would startle us by their
enormity . It is, however, only the very rich and the very luxurious who
indulge habitually in such extravagance.
 35

NAUTICAL Notices.

CHINESE NAVIGATION .
Barque Chusan, 10th August, 1842.
GENTLEMEN , -As we shall anchor in Batavia to -morrow to fill up our water
and get some supplies, I beg to inform you of the arrival of the Chusan thus
far on our passage in sixty days. We had very light winds from S.E. after we
left Macao, and it was thirteen days before we got to the entrance of the Mindoro
Sea ; we had then calms for three days ; on June 29th a light breeze sprung up
from the S.W. , and am sorry to say that that night, at9h 30m pm. we grounded
on a reef, going about three knots, in lat. 11 ° 51' N., and long. 121° 30' E.,
not mentioned by Horsburgh, or laid down in his charts ; got the long-boat,
and run the stream cable and anchor out in 41 fathoms, brought the stream
cable to the windlass, and our stoutest warp for a spring to the capstan, and am
happy to say succeeded in getting her off by 2 o'clock , after striking very
heavily for about five hours, but she has made no more water in consequence of
getting on shore.
Had very light winds till we got down to Basseelan Straits, when we got
becalmed again for five or six days ; got a breeze froin the S.W. that took us
down to the entrance of Macassar Straits, and here it blew for ten or twelve
days from the southward, that we could gain nothing. We stood over to the
eastward to try to work to windward in smooth water. In standing over on
the 25th July, at midnight, we saw a vessel to leeward throw a rocket and blue
light, tacked at once, found afterwards that she was on shore, but saw her off
next day . We ourselves struck on another coral reef on the afternoon of the
24th , and knocked off part of our false keel ; finding we could make nothing
of her between the reef and shoal, we gave them a wide berth , until the breeze
moderated on the 29th ; was then under single-reefed topsails, with main -top
gallant sail for ten days previous. After this we got very easily down Macas
sar Straits, and have had a good run from there till now , and am happy to say
that she makes not the slightest drop more water than usual. The Castle
Huntley was in company in the Sooloo Seas, also an American ship, and we
have only lost sight of her this day. The vessel we saw on shore was the
Cyrus whaler, Capt. Spratly ; she was aground on the reef for 26 hours. He
boarded us in the Straits, and gave us the following account of the different
reefs and shoals not laid down in the charts, or if so, not correctly.
I shall begin at the entrance of the Mindoro Sea , where Captain Spratly
says, there is a small reef or rock nine miles to the westward of the Apo Shoal,
with only nine feet water on it, very dangerous ; then of the reef we were on
he says the native name is “ Panakatan .” 'Three small low islands, with a
very extensive reef all round, from long. 121 ° 30' till very near the Islands of
Cravanes or Buffaloe, with a passage between them , and also between them
and Simirara, and the samereef that the Francis Charlotte and Camden were
wrecked on in 1839. To the S.E. of them is another low woody island, in about
lat. 11 ° 40' and long. 121 ° 40' mentioned in Horsburgh's Directory , but not
laid down in his charts ;-a coral bank to the northward of the Dry Sandy
Island, with only 41 or 5 fathoms on it, dangerous for large ships ;-in lat. 10°
5' and long. 121° 47' an extensive reef, which he calls the Golconda, where
she and many other vessels have struck , and right in the track of vessels.
Next is one which the barque Ann got on , which I presume you have heard of
before ; it lies to the S.W. of Santa Cruz Island ; also one off the same island,
due west, in Basseelan Straits, with ten or twelve miles between them and the
island . Captain Spratly was one of the whalers that assisted in getting the
Ann off the rock ; he says the Australasian Packet had a very narrow escape,
having gone over the same reef, but at high water, and anchored inside of it.
The Sooloo Islands, Captain Spratly says, are very imperfectly laid down in
36 NAUTICAL NOTICES .

the chart. The next are the Maratua or St. John's Islands, in the Celebes bes
Sea , where the reef off it is upwards of 30 miles farther to the eastward than EST
laid down in any chart, and on this we saw Captain Spratly's ship aground on
the 25th ult. , his lat . 1 ° 54 ' and long. 119 ° 8'. While on the reef the water
was shoal north and south as far as he could see from the mast-head, but
could not see Maratua ; the tide, while he was on the reef, rose in the morning 2 .
seven or eight feet, and only two or three in the evening tide. He was on the
reef the day after full moon, and it was high water at 4. A.M. To the south
of this are the two Haring's Islands, bearing S.E. and N. W. from each other,
in lat. 1 ° 40', and long. 119 ° 15 ' with a reef all round ; also a very extensive
reef four miles south of them , where we struck.
The Bemeeze Islands, lat. 1 ° 32 ', long. 118° 56', with reefs and breakers
all round them, and a shoal between them and Point Ranneoongan . On the
Celebes side there is a reef off Cape Donda, about ten miles to the N.E., and
one off Cape Temoel to the westward five or six miles. Captain Spratly men
tioned a number of others, but not in the track of vessels going to or coming
from China, and that, in the many whaling voyages he has made in these seas,
he has been aground on nearly all these reefs and shoals, and never knew
such a continuance of southerly winds as we experienced before we entered
Macassar Straits.
We came to anchor in Batavia Roads on the 11th , and will get away on the
morning of the 13th.
I am , &c . ,
JAMES LAIRD.
To Messrs. Dent and Co.

SIR .-I take the earliest opportunity that offers to inform you, for the infor
mation of commanders of vessels trading to China, that on ny return passage ,
via Eastern route, I discovered an island in lat. 0° 25' N. , and long. 130 ° 44!
E. , by two excellent chronometers by Frodsham, of Liverpool. This island
is low , and covered with trees ; no other islands were in sight from the mast
head, it cannot, therefore, be considered as belonging to the “ Yowl Group,"
from the nearest island of which it is distant twenty miles. I have named it
Budd's Island.
Between the Eastern Paternosters and the ‘ Postillions,' having passed
through the ' Straits of Salayer ,' I discovered another island in lat. 709/ S.,
and long. 118 ° 51' E. The Southern Postillion ' lies in lat. 6° 58 ' S., long.
118 ° 56' E. The · Eastern Paternoster' I consider to be fully twelve miles
to the eastward of their position, as shown on Horsburgh's Chart. These
islands are low, and well wooded, and I have been informed have channels of
three fathoms water between them . At midnight, lat. by several stars, 7 ° 50 '
the sea became suddenly smooth, which I attributed to the vicinity of the
* Barracouta Shoal ;' passed on the following day over the position of Dutch
Shoal, no signs of such a danger were visible , but I was informed by Mr.
King, English resident at Ampannan, that a vessel had been lately lost on
the " Sandbergs.' My longitudes were measured from Wlampoa, 113 ° 22 ' 30 '
E. , and agreed with Horsburgh's position of North Island ,' off Lombock,
Bouton East Point, and Point Pigot, at the entrance of Dampier's Straits.
I remain Sir, &c. ,
G. C. Budd.
Commander of the ship Regular, of Liverpool.

Buoys in CHERBOURG Roads. — Two buoys were on the 15th of October,

placed to mark the most dangerous points in the west passage to Cherbourg
Roads. The first, which is painted black, and on the top is a small mast, is
situated exactly at the north-west platform , called the Island Piles, in twenty
 NAUTICAL NOTICES. 37

five feet at low water. Large ships, when the tide is low, must pass the same
to westward, at the distance of at least a quarter cable's length, in order to
avoid touching the ground, which is very irregular at this spot.
The second, like the first, has a small mast and vane, but is painted red ,
and placed at the western extremity of the rock called La Truite, at the depth
of twenty -three feet at low water ; but the bottom of the sea being very irregu
lar, from fifteen to twenty -two feet, large ships must, when the water is low,
pass the same at a small distance westward.
The eastern extremity of this rock is about half a cable's length distant from
the other extremity, on which only three feet six inches is found at low water ;
large ships, therefore, ought always to avoid this dangerous extremity, which
is in the direction of Octiville, on the north angle of the large rock of Cher
bourg ; both extremities of the rock are united by a most rocky and irregular
ground of ten to fifteen feet in depth .

Hydrographic -Office, Admiralty, Oct. 28th, 1842.

Harbour Light of ALICANTE.- A Fixed Light has been established on the
Mole Head of Alicante at an elevation of 95 feet above the level of the sea, and
may therefore be seen at the distance of 15 miles.
It is recommended, on making the light at night from the Southward, to
bring it to bear North by compass, and on no account to the Eastward of that
bearing, to clear a rocky shoal off the East end of Plane Island. On approach
ing it from the Eastward it should not be brought to bear westward of W.N.
W. to avoid Cape Huertas. Vessels may anchor to the Southward of the Light
in 5 to 8 fathoms.

Trinity - House, London, Dec. 6th, 1842.

Ligat- House on LUNDY ISLAND. — The mode by which the Light on Lundy
Island has hitherto been exhibited,having undergone alteration with the object
of augmenting the power of the Light, Notice thereof is hereby given, and
Mariners are to observe that the revolving Light in the Upper Lantern will
shew a Brilliant Light once in every Two Minutes.
The Fixed Light in the Lower Lantern at this Station has also been increased
in power, and its rangeextended , so that it is now visible in a Westerly direc
tion, from N. by W. to S.W. by Compass.
By Order, J. HERBERT, Secretary.

Hydrographic- Office, Admiralty, Dec. 8th , 1842.

Heyst Light, West Flanders.— The Belgian Government has given notice
that a fixed Red Light has been established on the Sand Hills to the North
ward of the town of Heyst, in lat. 51 ° 20 ' 22 '' North , and long. 3 ° 14'7"
East ofGreenwich,and that it will appear on the 1st of January , 1843.
The light-house is 25 feet high , but the light is elevated 48 feet above the
level of high water spring tides, and will be visible from seaward between the
bearings of East round to W.b.S. by Compass.
The small fixed light at Blankenberg, in lat. 51° 18 ' 55" North , and long.
3° 7' 57' ' East, called the Fishermen's Light, will be shown from sunset to sun
rise, from the first of January next.

Nevis Sept, 24, 1842.

Beacon at Nevis. - A lantern , with the burners, is hoisted nightly on the
flagstaff at the Fort Point on this island ; the light is kept burning from sunset
to sunrise. To the eastward or land side the light is obscured , and it shows
but imperfectly on the north and south sides, on either of which it cannot be
seen more than seven or eight miles ; to the westward it shows a good bright
39 NAUTICAL NOTICES .

light, plainly perceptible twelve or fourteen miles distant. Its elevation above
the level of the sea is about 60 feet.

Neustadt Light, Gulf of Lubeck.-- A revolving light has just been esta
blished at the entrance of Neustadt Harbour, in the Gulf of Lubeck, which
was to be lighted on the 1st of January. Further particulars will appear in
our next.

Plum Island, Newburyport, Nov. 21, 1842. - The lights in the lighthouses
on Pluin Island , will be extinguished from this date, for the purpose of fitting
new lanterns. When the work is completed, due notice will be given .
Henry W. KINSMAN, Collector.

Beacon Light, Sandy Hook . A new beacon light, situated on Sandy Hook,
eleven hundred feet to the eastward of the old Eastern Beacon , and in a direct
easterly line or range with the Light-house and old Eastern Beacon , will be
exhibited on the 10th of November next, and continued thereafter.
The light at the old Eastern Beacon will be extinguished, but the building
will remain for a mark in daylight.
The new Western Beacon, on Sandy Hook, erected very nearly upon the
side of the old Western Beacon, will be lighted also on the 10th of November,
and continued thereafter. The old Western Beacon will be taken down and
removed forth with .
EDWARD Curtis, Collector and Superintendent of Light-houses.
Collector's Office, New York, Nov. 2, 1842.

Edinburgh, Nov. 16, 1842.

Little Ross Island Lighthouse . — The Commissioners of Northern Light
houses hereby give notice, that a lighthouse has been erected upon the summit
of the Little Ross Island, in the stewartry of Kirkcudbright, the light of which
will be exhibited on the night of the 1st day of January, 1843, and every
night thereafter from sunset to sunrise.
The following is a specification of the position of the lighthouse, and the
appearance of the light, by Mr. Stevenson , engineer :
The Little Ross Ísland' lies off the entrance of Kirkcudbright bay and har
bour, in lat . 54 ° 46 ' N. and long. 4 ° 5 ' W.
By compass the lighthouse bears from Burrow -head, in Wigtonshire, E.,
distant 12 miles ; from the point of Ayre lighthouse, in the Isle of Man,
N.E ; E. , distant 23 miles ; from St. Bee's-head lighthouse, in Cumberland ,
N.N.W. {N., distant 23 miles ; from Abbey -head, Kirkcudbrightshire, W.N.W.
distant 3 } miles.
The Little Ross light will be known to mariners as a revolving light, pro
ducing a bright flash of light, of the natural appearance, once in every five
seconds of time, or 12 flashes a minute.
The lantern, which is open from N.b.E. round to N.W.6.W. southerly, is
elevated 175 feet above the level of the sea. In clear weather the flashes will
be seen at the distance of six leagues, and at lesser distances according to the
state of the atmosphere ; and , in favourable circumstances, the light will not
wholly disappear between the flashes at lesser distances.
And the Commissioners hereby further give notice, that, by virtue of a
warrant from the Queen in Council, of date the 2nd day of November instant,
the following tolls will be levied, in respect of this light, from all vessels navi
gating the Solway Frith to or from ports or places to the eastward of St. Bee's
head and the Mull of Galway - viz ., for every vessel belonging to the United
Kingdonı of Great Britain and Ireland ( the same not belonging to her Majesty
 NAUTICAL NOTICES . 39

or being navigated wholly in ballast), and for every foreign vessel privileged
as British (the samenot being navigated wholly in ballast ) , the toll of one half
penny per ton of the burden of every such vessel ; and for every foreign
vessel, not so privileged, the toll of one penny per ton .
By order of the Commissioners of the Northern Lighthouses.
C. CUNINGIAM; } Joint Secretaries.
,

* KINSALE, Dec. 12, 1842.-Mr. Scott, master of the brig Woodside, of Glas
gow, (at present on shore inside the entrance of this harbour), wishes it to be
stated , that in coming in he was completely misled by “ Ginowrie's Book of
Directions," wherein it is laid down that the channel is along the western
shore, and recommends all masters of vessels coming in to keep close to that
shore ; whereas the contrary is the fact, the channel lying along the eastern
shore, and very close into it. Mr. Scott wishes this circumstance reported, to
prevent masters of other vessels being misled in the same manner.
The Woodside is still on shore, but as yet has received no damage. It is ex
pected she will be got off next tide, or the tide after, as the tides are on the
rise. Weather here very boisterous, with wind from S. to S.W. , with heavy
showers.
[We consider it our duty to reprint the foregoing from the Shipping Gazette
of the 16th of Dec. with the view of assisting in pointing out the effect of errors
in Sailing Directions, andwarning seamen of the error alluded to. We have
referred to the “ Piloting Directions for the whole Coast around ( query, of) Ire
land, including St. Georges Channel, compiled by J. W.Norie, hydrographer,"
fifth edition, 1835, and find at p. 10, the western " shore is recommended .
Indeed the directions appear to be nearly a reprint of those published in 1828,
p. 7. But in the more careful compilation of Laurie, we find the eastern
channel recommended . The master of the Woodside has saved us the trouble
of proving which is right.

GRENADA , Oct. 15, 1842. — The buoy painted white, and which was laid down
about 260 feet from the N.W. edge of the sand and coral reef off Morne Rouge,
has been carried away .

SWARTKLUBBENS Beacon Light.—The Royal Swedish Administration of

Marine, has notified that the alteration decreed on the 15th of April, respecting
the Swartklubbens Beacon Light on the Aland Sea, from a coalfire into a re
flecting lamplight, is now accomplished and in operation, and will continue to
lighted at the time previously fixed upon .

Extract of a letter from Mr. J. Roallens, of the brig Eagle, to his owners,
Richard Buck and Co.:
“ I omitted to inform you in my late letters of passing a rock above water,
about four miles distant, on my passage from Hamburgh to Newfoundland, on
29th of July. By a good observation the longitude at 8h . 21m . 14s. Am ., was
28° 32' W., and by a Mer. Alt. lat. 47° 41 ' 22" N. , the vessel making a true
west course, and running by log five knots per hour until 11h ., when abreast
of it, bearing S.S.W. by compass, leaving it in lat. 47° 37 ' 22 ' ' N. , and long.
28 ° 51' W. It formed in three distinct points ; the highest to the westward ,
appeared to be about 80 feet high , the sea breaking violently over the lower
part near the eastern extremity, but no appearance of shoal water round it.
Was in sight of it about two hours, and should have gone nearer, but was pre
vented by the wind being to the southward ; it was seen distinctly by the mate
and crew ."
40 NAVAL CHRONICLE .

Pitcairn's Island. — A letter in the Hampshire Telegraph gives a brief

account of a late visit to this island, by H.M. frigate Curaçoa. Most of the
officers were enabled to land, and were received by its interesting inhabitants
with that welcome which they are ever so ready to afford to those who have
the opportunity of visiting them ; indeed, the arrival of the Curaçoa was most
opportune, for they had been labouring under a severe epidemic, which the
kind exertions of the Surgeon , together with a supply of medicines presented
to them by Captain Jones, tended much to alleviate. On the second day, they
were presented with the stores sent them by her Majesty's Government, con
sisting of a supply of arms and ammunition, spades, iron kettles, & c., receiving,
at the same time, an address from Captain Jones, in which , after giving them
all the credit due for their hitherto exemplary conduct, he admonished them to
continue in the same quiet and peaceable way, as any dereliction would with
draw from them the support of her Majesty's Government. They have in
creased in number to 114 ; the oldest person on the island being the wife of
Christian , the chief of the mutineers, and one of those Otahetians, who sailed
in the Bounty from Otaheite to Pitcairn's Island ; she perfectly recollects the
landing of Captain Cook at Otaheite.-- Athenæum .

Oweyhee . — The Curaçoa afterwards visited this island. It was here that
Captain Cook lost his life, “ and the only monument which marks the spot on
which he fell, is the stump of an old cocoa-nut tree, with a sheet of copper
nailed on it some years ago by H.M.S. Imogene. An old gray -headed native,
who lived in a hut close to the spot, intimated to some of the officers that he
was present at the tragical event, and actually went through a kind of panto
mimic representation of the whole scene — the first attack with stones — the
retreat of Cook to the boats—his death - the fear of the natives when the ship
fired upon them , which he exemplified by falling down and creeping upon his
belly behind the nearest bush, and then the roasting and eating of the body on
a hill out of the reach of the shot. The representation was too perfect to admit
of a doubt as to his having been an eye-wiiness, if not an actor in the business.
A large party of the officers visited the famous volcano of Kiranea, situate
about twenty miles from the anchorage, and deemed the largest, and in the
most active state of any in the known world — the circumference of the crater
being abont thirteen or fourteen miles ; and its depth a thousand feet below the
level of the surrounding plain , from which it appears to have at once sunk
perpendicularly down . They descended, with a guide, into the great crater,
and after walking over some miles of its uneven surface, arrived at a lake of
red hot burning lava, of at least three miles in circumference. They returned
on the seventh day to the ship, highly gratified with the excursion, and deeming
themselves amply repaid for all the inconveniences and severe toil they had
encountered on their journey.
( We find the foregoing in the Athenæum . Our readers will recollect the
visit of the Imogene under the command of Captain Bruce, and the interesting
account which he gave of it , in our volume for 1838. Captain Bruce substi
tuted the tablet here alluded to, for the weatherworn affair which he found,
and left a suitable inscription on it , which with a sketch will be found in p . 658
of the volume alluded to.- Ed. N.M. ]

HARWICH . - A self -registering Tide -Gauge has recently been erected at this
port, by H.M.S. Shearwater. Finding a difficulty in placing this machine so
as to ensure its acting at all times of tide, Captain Washington applied to the
Mayor and Corporation of the town, who readily granted permission , to set it
up on board the Glatton breakwater, where it is now fixed.
This apparatus, which is intended to show the time and height of high and
 NAVAL CHRONICLE . 41

low water, consists of an iron pipe 20 feet long and one wide ; in this works
a float, which as it rises and falls with the tide drives a rack, carrying a pencil
to and fro horizontally along the top of a barrel or cylinder, covered with a
sheet of paper, graduated to hours and feet ; this cylinder again is connected
by a wheel and pinion with a clock, which causes it to revolve once in 24 hours ;
the combined movements of the clock and float cause the pencil to describe
on the paper the daily course of the tide ; and it may by inspection be read
off to half an inch of rise and fall, and to two minutes of time.
This simple, yet beautiful, machine is the invention of Mr. Mitchell, civil
engineer of her Majesty's dock-yard at Sheerness, who erected one there in the
year 1831 ; and a similarapparatus is at work in the other Government yards
at Portsmouth, Plymouth , &c., as well as at the London docks, Liverpool,
Bristol, and Dover.
Many of our readers are probably aware that the subject of tides has recently
engaged the attention of Sir John Lubbock and Professor Whewell, both of
whom have published valuable papers relative to them in the Philosophical
Transactions ; and one of the benefits to be anticipated from the erection of a
tide-gauge at Harwich is, that it will furnish these scientific men with correct
observations on the tides of the East Coast of England to enable them to work
out their theory.
We may here notice that a few years ago Professor Whewell pointed out
that about the middle of this part of the North Sea, half -way between Lowes
toft and the Brielle, a spot would be found in which there was neither rise nor
fall of tide. The Shearwater, in the course of her survey during the last
summer, has been enabled to put this prediction to the test, and actually found
upon three trials a rise and fall of only eighteen inches. The combination of
favourable circumstances, and the care required to ascertain this small dif
ference in a depth of 18 fathoms water, may be easily imagined.
The tide -gauge at Harwich, although it has been at work hardly a month,
has already shown some points worthy of notice : one, for instance that what
is called the “ Establishment of the Port ” is 11h . 50m . ; that is to say, this is
the time of high water on the day of full and change of the moon, or the first
high water after the moon has passed the meridian at twelve o'clock, and which
takes place at night. The forenoon tide on this day occurs at 11h . 24m ., and
this is what is usually, but incorrectly, considered as the time of high water on
the full and change days.
Another point that may be noted is, that the times of high water are subject
to great inequality : at times 35 minutes only is the interval between the times
of two successive high waters ; at others this interval amounts to 70 minutes.
This, which is termed the “ semi-menstrual inequality,” and depends on the
declination of the moon, is already perceptible in the observations made at
Harwich , but they are not yet sufficient in number to deduce from them the
laws which govern it . The " diurnal inequality " of the tides, also, or the dif
ference between the day and night tides, which all sailors must have remarked,
will be faithfully registered by the tide-gauge. The low water at 3. p.m. on
the 29th November was a remarkably, low tide, the water having fallen out,
although a neap tide, eighteen inches below the ordinary low water springs ; a
shingle spur, which has lately grown out to the eastward from Landguard
Point, was laid bare for 200 yards.

Trident. - We perceive that the General Steam Navigation Company's

Steam Ship Trident, has been chartered by the West India Mail Company,
to carry out the Mexican Mail of the 1st of January. Our readers will pro
bably recollect that this Ship was selected to convey Her Majesty and Royal
Consort on a recent occasion from Scotland .

PRESERVED POTATO. — A sample of the Preserved Potato of Messrs Edwards'

which we have frequently recommended as Sea stock, has been submitted to
ENLARGED SERIES . -NO. 1.VOL . FOR 1843 .
42 NAVAL CHRONICLE

our inspection since its return from one of the vessels of the Niger Expedition ;
and does not appear to have suffered the least ill effects from climate or damp,
during the voyage. Our opinion of this important article for the Mess Table
remains unchanged.

Wonders of Steam . — Two gentlemen left Brussels at three on Friday after

noon, and arrived in Liverpool at a quarter to seven p.m. on Saturday, a dis
tance of upwards of 430 miles, in 27 hours. The whole of the journey was
performed by steam . The travellers left Brussels by the railway on Friday
afternoon, arrived at Ostend in time for the packet, landed at Blackwall , pro
ceeded from thence to London by the railway, and just caught the train from
London to Liverpool as it was starting .-- Liverpool Times.

French STEAMERS.
My Dear Sir.—I this evening observe in p. 850 of the Nautical, an account
of the large French steamers building in France, copied from the Railway
Moniteur.
I believe it to be very incorrect. I have just returned from visiting Brest,
L'Orient, and Indret, and in February was at Cherbourg ; and in each place
saw every thing building and doing, and have been over and over again the
steamers and other vessels. I regret that I did not take down all their names.
At Brest there are three,—the Canada, Christophe Columb, and Magellan,
all of 450 horse power.
The Christophe Columb is built in a Dock, and is now very forward with her
machinery. The Canada, also built in dock, and not so forward as the Chris
tophe Columb, her machinery is on the wharf. The Magellan is built on slip ,
and is not yet ready for launching.
In these vessels a good deal of Larch is used in the upper beams, and in
planking ; they are well built, all French oak, no African wood ; and wiil carry
10 or 12 guns, if required for war purposes. The cost of an engine of 450
horse- power made in France is 1800 francs per horse, therefore 450 X 1800
- = 810,000 francs, or, £32,400 ; being something more than the same would
be delivered for in English make, and not so well finished.
In this port the Valmy, an immense ship, 130 guns, is now very far advanced.
I observed that her deck is fastening with Galvanised iron nails, -I saw an
anchor and chain of this metal ; but there is a more curious vessel , the Psyche,
a frigate of 20 guns, intended to carry all 80 lb. Paxham guns; she is huilt
extraordinarily strong, and is getting fast forward.
Improvements are constantly going on in the yard : the principal one is an
extensive foundry and atteliers for equipping steam vessels.
I do not remember the vessels at Cherbourg beyond two, the names of which
I forget ; you gave them as the Darien and alloa, they are very similar to
those atBrest, and of 450 horse-power also. An astonishing increase is making
to this port and arsenal, and here also are most extensive foundries, &c. for
steam machinery rising up.
At L'Orient are five large steamers — two of them steam -frigates of 540 horse
power, of which one is recently launched, the other is in frame, and remarkably
well put together, the diagonal timbers being 8 inches square ; and three trans
atlantic steamers, of which two were ready to launch last springs,-the third is
now planking ; they are not working hard at them — their names are Carib,
Cacique, and Eldorado. The machinery for one of the frigates is making at
Indret.
The foundries and workshops here are in excellent condition, and port greatly
improving. The workshops here, as elsewhere, are furnished from Manchester.
Galvanised iron has gained much repute with the authorities in this port.
At Indret, four vessels of 220 horse-power and 12 guns, are building at this
port, of which one is launched, and manœuvring at Quimbof. One is launched
and getting her machinery fixed, and two still on the stocks. There is also a
 NAVAL CHRONICLE . 43

royal yacht of 120 horse-power and 10 guns, in wet dock and nearly ready for
sea ; her cabin is beautifully neat, her furniture not rough and gaudily carved
as in some steamers.
The Government foundries and workshops are very large, and increasing
rapidly to an immense extent, the place is quite a town, in one way or other
about 300 workmen employed. I saw there the steam engine of 540 horse
power, making for the frigate at L'Orient; two engines of 450 , and others of
220. As in other places, the workshops are furnished from Manchester.
December 16th , 1842. Yours, D. L.

DREADNOUGHT.- Report on the cases of Typhus Fever in the years 1841,and

1842, to 12th Nov.- In the year 1841 , 94 cases of typhus were admitted, of
which 18 died , or 19.1 per cent. These admissions constituted 33 per cent,
of all cases admitted. Of the 94 cases, 32 were from vessels belonging to the
following ports, viz . - Alemouth , Grangemouth, Goole, Hartlepool, Hull, New
castle, Shields, Stockton, Sunderland, and Whitehaven.
The whole number of patients admitted from these ports was about 415–
consequently the number of typhus cases from this class of vessels amounted
in the year to 7.7 per cent.
Up to the 12th Nov., 1842, 109 cases of typhus have been admitted, of
which 15 have died, or 13•7 per cent. ; these cases have constituted 4:2 per
cent. of all cases admitted in this year. Of the 109 cases, 48 were from vessels
from the above ports ; the whole number of patients from which has amounted
to 331 ; consequently the number of cases of typhus from this class of vessels,
has been in this year, 14.5 per cent. , or nearly double that of 1841 .
This increase in the number oftyphus cases in the present year would ,
however, appear to depend upon some general cause, and not upon one peculiar
to the coal vessels, though it is to be remarked that, when the disease is
generally more prevalent, it still retains its greater proportional frequency in
that class of vessels. 62 per cent. of the typhus cases have been twenty years
or under, of age, and the great majority has been apprentices or boys. It
would thus appear - Ist, that sailors employed in vessels of the above-named
ports afford a greater proportional number of typhus cases to this hospital
than is afforded by all other classes of seamen collectively. 2. That this
greater frequency of the disease attaches itself more particularly to the boys
and youths, and that it is a source of serious mortality at an age when death
from disease is most rare.
With respect to the food, clothing, and exposure to weather of individuals
employed in this class of vessels, there is no reason to suppose that any difference
exists between them and other seamen . Exposure to wet and cold cannot be
assumed as a cause of the increased liability to typhus, as the greater number
of cases occur in the months of July, August, and September. It remains then
only to considerthestate of the forecastles, inwhich these men are placed, in
which perhaps the febrile source of the evil will be found to exist.
Typhus fever may be assumed to be an infectious disease, the poison of
which requires a certain degree of concentration to produce its effect, except
upon highly predisposed individuals. This concentration will necessarily occur
in the absence of free ventilation, and by the accumulation of materials con
taining the poison — such as bedding, clothes, & c.; and there is very little
doubt but that, it more attention were paid to the cleanliness and ventilation
of the forecastles, inhabited by, and to the frequent exposure to the air of the
bedding and clothes worn by , the men in these vessels, the disease might, to a
great extent, be banished from them.
Numerous instances have occurred of cases of typhus being furnished from
the same vessel to this hospital in succession , at different times — a circumstance
strongly pointing out the fact, that the poison will remain attached to the same
locality for an indefinite period, if proper means be not taken to eradicate it.
44 NAVAL CHRONICLE.

The MERCHANT Service. The remarks of our correspondent the “ Master

of a British Merchant Ship," have not been lost on the press whatever effect
they may produce elsewhere. We find the following in reference to them in
the Gateshead Observer, of the 10th of December last :
“ Desirous on all occasions, to promote the interests, and to do justice to the
real friends of the British shipowner, we felt much pleasure, last week, in call
ing attention to the gratifying Report of the South Shields Marine Board for
the examination of candidates for the con mand of vessels in the merchant ser
vice. The names of the individuals composing that Board , afford ample assur
ance of its usefulness. We can , therefore, only again express our regret at the
absence of some legislative enactment, by which an amount of protection might
be extended to the whole mercantile marine of the kingdom , equal to that
which is creditably afforded to its supporters by the establishment in South
Shields.
“ An article in the Nautical Magazine of this month , by the commander of a
British merchantman , under the title of Nautical and Commercial Observations
on Rio de Janeiro, Cape of Good Hope, New Zeeland, and Valparaiso, ' con
tains remarks in reference to the absence of legislative protection against the
consequences of incompetency in commanders of vessels, which we cannot too
strongly recommend to the perusal of the commercial public. We should have
rejoiced, could we have expressed our belief that the statements we refer to
were overcharged. We cannot do so. The Shipping Gazette, a few days ago,
published a letter from Rio de Janeiro, fatally corroborative of the writer in the
Nautical Magazine ; and a considerable number of friends of ours, shipowners
of old standing, and of extensive floating property, have assured us that the dis
creditable and ruinous circumstances which are commented on in the following
extracts, are not, unfortunately exhibited alone on the coasts of South America.
The Observer then makes the following remarks on an extract which pre
cedes them :
“ In sad corroboration of these remarks in the Nautical Magazine, we may
quote the following letter (from a shipmaster to his owner in England, ) which
appeared in the Shipping Gazette of the 24th ult. :
“ Rio de Janeiro, Oct. 12th , 1842.
“ " Small vessels are all the demand here for coffee, and a decided prefer
ence is given to foreign vessels over the British . A prejudice exists against the
British ships and crews. The reason assigned to me by several merchants is,
that they have received strict orders from their correspondents not to ship coffee
in British vessels, if foreigners can be obtained, as they report that the latter
always deliver their cargoes in good order, while the former, from the bad con
dition and construction of the vessels, the drunkenness and carelessness of the
masters and crews, deliver their cargoes in bad order.
" . Be this as it may, I have found it acted upon to the letter since my arrival
here; and as these objections to British ships and crews are kept no secret
here, it might be useful were they as well known in Britain .'
“ The Gazette characterizes the opinion entertained in Rio of British vessels,
as a prejudice ; and we think our contemporary is right. The disrepute of the
vessels is solely attributable to the degraded condition of their commanders ?
We believe that, on the whole, British shipping property is far superior, in
character, to that of any other nation ; but can we blame the merchants of
South America, for preferring even less-qualified vessels, when aware thattheir
property will be taken care of by more-qualified commanders ? The finest
That erer floated, is no better than a worthless hulk , if entrusted to a worthless
officer. Improve the character of the latter, and British vessels would immedi
ately resume that position in the carrying trade of the world , from which, if
due care had been taken, they would never have been ejected .”
The Observer is right, and the worthy officers, we are glad to see, are already
wisely making a good beginning for their own sakes in showing up the " worth
less ones .
 NAVAL CHRONICLE. 45

PILOTAGE AND Light Dues.

We find the following in which there is much for important consideration,
in the Morning Chronicle of the 23rd Dec. last :-We have reason to know,
that considerable efforts are likely to be made in the course of the ensuing
session, to obtain for our shipping interest some relief from the oppressive tax
at present levied in the shape of pilotage and light dues. The question was
brought before the House of Commons in 1840, and at the present moment,
we have been assured, measures are taking, with a view to urge the govern
meot to bring forward a measure of practical relief. Opposed as we are to all
unfair advantages enjoyed by one class of the community at the expense of all
other classes, we are not theless anxious that every branch of industry should
be freed from every unnecessary burden ; and if there is one branch better
entitled than any other to such an exemption , it certainly is the shipping
interest, on whose continued prosperity the permanency of our national great
ness may, in a great measure, be said to be dependent.
In 1835, a commission was appointed by his late Majesty King William IV .,
to enquire into the then existing laws for the regulation of pilotage, and to
suggest such improvements and reductions as might be consistent with the
efficient performance of the duties, and " with the paramount object of affording
the best security to the shipping of these realms." The commissioners were
Lord Lowther, the Marquis of Bute, the late Sir Thomas M. Hardy, G. R.
Robinson, Esq., chairman at Lloyd's ; Aaron Chapman ,Esq . , one of the Elder
Brethren of the Trinity House ; Captain Beaufort, of the Admiralty ; and
0. Wigram , Esq., an eminent shipowner.
These commissioners, in due time, made their report, which was dated the
25th of February, 1836, and contained a mass of evidence respecting the prac
tice at British as well as at foreign ports. Among the alterations recommended
by the commissioners, was one respecting steam navigation, to which they had
found the existing regulations a serious discouragement and a heavy burden .
They reported, that "looking to the fact, as stated in evidence before them,
that the masters and mates of steam - vessels, from the constant and regular use
of the ports between which they daily ply, are well acquainted with such ports ;
that it is customary not to permit any pilot to take charge of their vessels
(although they may have one on board, and are obliged to pay the same as if
he acted ), because they consider that their own masters are better qualified
than the regular pilots ; that the charge also became very oppressive upon
vessels which quit and enter a port so frequently as steam -vessels by their
power and speed are enabled to do ; ” they therefore recommend “ that all
steamvessels navigating between one port of the United Kingdom and another,
and all steam-vessels navigating between a port of the United Kingdom and a
foreign port, when the average time employed in such a voyage did not exceed
four-and-twenty hours, and having actually on board a master, mate, or other
competent person, who had passed an examination for the district - should be
exempt from employing a pilot.”
A bill founded on the recommendations contained in this report was shortly
afterwards brought into the House of Commons by the late Lord Sydenham
(then Mr. P. Thomson ), and Mr. Labouchere. The bill was read a first and
second time, and went through a committee, but was eventually withdrawn, in
consequence, probably, of the difficulty experienced at that time in carrying
forward any measure of public utility , owing to the vexatious and harrassing
oppusition against which the government of that day had continually to struggle.
Since then no step has been taken to give effect to the recommendations of
the commissioners, although , as we have already observed, the question was
brought before the House of Commons in 1840, on the presentation of petitions
from the General Association of Proprietors of Steam Shipping.
What the owners of steam -vessels require is, that when their own officers
are fully competent to act as pilots, they may not be compelled to pay for
services of which they stand in no need, the rapidity with which they are able
46 NAVAL CHRONICLE .

to make their voyages rendering the imposition peculiarly burdensome. The

relief demanded is one that the legislature ought not to withold, nor is there
any reason why a similar indulgence should not be extended to sailing vessels,
whenever the captain or mate of a sailing vessel has legally qualified himself
to act as pilot on that particular line of coast along which he is in the habit
of navigating
The question of light dues is liable to the same remarks. In 1834 , a select
committee of the House of Commons was appointed to investigate the existing
regulations, and many of our readers, no doubt, still remember some of the
amusing discoveries made by that committee, amusing to the public at large,
but anything rather than amusing to the shipowners, the unfortunate victims
of the flagrant abuses brought to light in the course of the inquiry. Among
the members on that committee were - Mr. Hume, Sir James Graham , Sir
Thomas Troubridge, Sir Charles Adam , Mr. Poulett Thomson , Alderman
Thomson, &c.
This committee recommended various changes, with a view to the relief of
the shipping interest in general, and, like the pilotage commission, pointed out
several grievances to which the owners of steam ships were particularly liable ;
on this point they expressed themselves in the report in the following words :
“ The light dues are now charged on steam vessels as on other vessels, and the
attention of your committee has been directed to them . The present rates were
made without reference to the peculiarities attendant on the navigation of that
class of vessels, which appear to warrant a reduction of the dues.
“ A vessel under sail is driven by winds and tides that lie in her course, and
in tacking derives much benefit from the lights ; but steamers move in straight
lines, and perform much of their voyage in the day-time; they see few lights,
and by the rapidity of their movements soon pass them . Besides the people
who navigate them acquire from the frequency of their trips, such an intimate
acquaintance with the coast, as renders lights of comparatively litile use to them .
Again,-steamers are obliged generally to sail at fixed times, full or not full,
and the carrying tonnage of a steainer is not so capacious as that of another
vessel , the best part of the hold being occupied by machinery. "
A bill founded on this report was brought in by the late government, and
was eventually passed, but in this act ( 5 and 6 Will. IV ., cap 79 ,) the recom
mendations relative to steam vessels were overlooked . The consequence has
been, not only that steam vessels have not shared in the relief afforded by that
act to other descriptions of shipping, but that advantage has even been taken of
some of the clauses contained in that act to impose an additional taxation upon
steam navigation . The whole of this question , however, as we have already
said , is at present under the consideration of government, and will probably be
brought under discussion in the House of Commons, early in the session.

THE LEVEL OF THE SEA AGAIN .

" Much ado about Nothing ."

Mr. Editor .-In a periodical (Nov. 1842, ) of some note, we find the follow
ing passage ; “ With reference to the level of the sea , ' surveyors and maritime
men have been in the habit of taking the surface of low water at spring tides to
represent this level; but men of science have seen the propriety of assuming a
mean between high and low water as a standard .
“ As the height of coasts is generally computed with reference to the level
of the sea,' it becomes important to determine what that level really is . "
From the wording of the above passage one would imagine that “ s surveyors'
are not men of " science ; ” as, also, that “ maritime men " (seamen generally)
have no pretensions to science, of course nothing of the sort was meant, so let
it pass.
 NAVAL CHRONICLE . 47

The savans, I presume, are the " men of science, " and may we not infer
from the context that, they are alone competent to decide the question. But,
granting their superiority in acquirement, will " assumption " settle the ques
tion alluded to above ? It does not appear to be one of mere philosophy, but
seems to be determinable by common sense, and very easy of solution .
If it were not a matter of indifference what standard is taken , it might appear
that to measure the height of elevated land from an assumed one, a mean be
tween high and low water," would be about as wise as placing the base of a
building upon quicksand.
The simplest question or enquiry to arrive at the truth is ; Where would the
level of the sea be, were there no tides upon the earth ? If there were no tides,
we may consistently believe that, where the surface of the sea is now found
when it is low water at spring tides, would be that of the ocean throughout.
Hence common sense has always considered this low water surface as the true
natural level of the sea . It is such , because, however much it may rise above,
it can never be depressed below dead-low water mark.
The qnestion is so plain a one that a man without a particle of science in his
cranium may resolve it, as soon as he is made to comprehend its meaning ; and
it really seems surprising that the “ gifted ” should be so long puzzled to arrive
at a conclusion.
I have heard of a rough Jack Pilot, who declared his belief that, the “ know
ing ones " wouldn't give in , because his own craft knew all about the question
years and years ago. “ Bui no matter," said he, “ they ( the knowing ones)
knew better (than that they avow) but dearly like to work in a foy !",
I have hereargued on the abstract question—" which is the true level of the
sea ?” For though so considered, it is, perhaps, in reality of little consequence
to the calculator, which height or mark be taken as a standard as long as he
knows the rise of the tide and the exact time.
David Jones.

CHINA. — Extracts of a letter from an officer on board H. E. I.C. Phlegethon

steam vessel , dated Nankin , August 26th , 1842.
The longer I am in the Phlegethon, and the more I see of others, the more
I like her. Her hull and engines are in as good order as when she left Liver
pool ; they have not cost Government ten shillings in repairs since we have been
out. She steers well, and is as strong as we could wish for this work .
The wood casings of the iron beams are taken down , and the general opinion
among the naval officers is that they look better. Hall will tell you, that in
the Nemesis the rats hold nightly dances in his, and he has strong suspicions
that one or two of the beams are turned either into a nursery or a school, from
thesqueaking that goes on.
The Driver and Vixen are here with the new engines ; I do not think the
engineers are very fond of them . The Pluto and Proserpine are both out, and
in the river. We have the little Medusa from Bombay, and she is worth any
thing out here ; that is the description of vessel wanted. She is well com
manded, and is the Admiral's delight ; does every thing well, and brought up
600 troops theother day. We have had nearly 1000 on our deck.
We have built a regular bridge-deck over the engines, on which stand the
officers and the band. Hall is down getting bullocks for the squadron . We
are lying quiet, having three-fourths of our men sick , some dangerously. For
myself, I never enjoyed better health than I have since I have been in the
river.
I open this again to tell you that the Commissioners have heard from the
Emperor, who expresses great pleasure at our moderate terms, and desires
them to be instantly complied with.
48 NAVAL CHRONICLE .

Chinese TROPHIES. - The number of guns taken by the British forces at

Woosung amounted to 172, mostly made of copper, and from 12 to 14 feet
long. The value of the copper guns taken at Chinhae amounted to 10,0001.,
having been sold for that sum at Calcutta. All the copper guns taken at Woo
sung , and 34 others, inostly 12 and 24-pounders, have been shipped for Calcutta,
but it is not yet known how the proceeds will be applied , whether deposited in
the chest that belongs to the consolidated fund, or awarded to the victorious
soldiers and sailors, in the shape of prize -money . In addition to these, an
immense quantity of iron guns have been destroyed, with other warlike instru
ments, from the three-pronged toasting-forks, as the Chinese spears are termed ,
to the formidable two- handed swords .
The surveying vessels attached to the British fleet proceeded up the branch
of the river on which Woosung and Chinhae are situate, upwards of 40 miles
above these important cities, until they were assured no other batteries or
defences existed in that part of the interior. The country through which this
branch of the river meanders is described as beautiful, and justly deserving its
name of the Flowery Land . It is described as like running up the Thames,
a well cultivated plain meeting the eye on both sides, having rice, corn, vege
tables, and fruit in abundance. The river is adınirably adapted for navigation,
the surveying vessels having found 13 fathoms water at the highest part to
which they had proceeded, and where no European had ever been before. On
the banks of the river were observed neat-looking farmhouses in detached spots,
apparently possessing every comfort, and the whole appearance of the land
very different from the low swamps the British forces had met with in all the
other parts of China visited by them . The weather had become suddenly
dreadfully hot. Up to the 14th of June the heat ranged from 80 to 82 degrees
in the shade, with cool breezes at vight; but after that period it rose to 100
and 102 all day in the shade, and not a breath of wind at night. In some
degree to compensate for this evil ice is to be had in plenty, the Chinese pre
serving it to send out in empty fishing boats, which enables them to supply the
inhabitants of large cities at a considerable distance inland with cargoes quite
fresh , and of excellent quality. The ice is kept by the British for cooling the
beer, and proves a greatluxury.

The Chapelle Rock.—The following particulars relating to the Chapelle

Rock will interest Seamen. The particulars concerning it in Purdy's Atlantic
Memoir ( eighth edition p. 430 and 431 ) appear to place the existance of this
danger beyond a doubt.
Abstract from the Log of the Brig Grace Darling of Liverpool. - 9th August
1842. At lh . 30m. P.M. breakers seen close to the vessel, and a sunken rock
observed distinctly and repeatedly above water in the hollow of the sea, which
clashed together and broke much. Supposed the rock might be about four
feet below the usual sea level . It was witnessed by the whole crew of the
vessel, which passed within her own length to windward of it, then going about
7 knots. Supposed it to be the Chapelle Rock of 1786, its circumference
appeared to be about 40 feet,it was of a sandy colour like freestone, and no
weed appeared on it. All on board were much alarmed. Latitude in carried
on from a good meridian observation 47 ° 43 ' N., and longitude reduced from
chronometric observations at 9h . 30ın . A.M , and 3 p.m. gº 04 ' 30 ' ' W. The
chronometer was No. 2050 by Mr. Henry Frodsham , from whom her rate had
been obtained only nine days before, and its accuracy subsequently confirmed
by excellent distances of sun and moon on the 27th August, and again by
making Deseada on the 5th September. So the existence of the rock in the
assigned position may be relied on.
James Tasker ,
Master of the Grace Darling.
 49

Chinese INTELLIGENCE .

The following document is interesting , as showing the mode adopted

by Sir H. Pottinger to point out to the Chinese their erroneous policy.
POTTINGER, Her Britannic Majesty's Plenipotentiary, &c ., makes this clear
expositionfor the information of all the people of the country.
Under the canopy of heaven, and within the circumference of earth, many
are the different countries ; of the multitude of these, not one is there that is
not ruled by the Supreme Heavenly Father, nor are there any that are not
brethren of one family . Being then of one family , very plain it is that they
should hold friendly and brotherly intercourse together, and not boast them
selves one above another. But England coming from the utmost west, has
held intercourse with China in this utniost east for more than two centuries
past ; and during this time the English have suffered ill - treatment from the
Chinese officers, who, regarding themselves as powerful and us as weak, have
thus dared to commit injustice . The English, unwilling to enter into contest
with them , had borne such treatment for many years, till,in the year 1839,
the Emperor of China, having determined to prohibit effectually the importation
of opium , sent to a special commissioner, Tin Ysesen, to conduct the arrange- .
ments for that purpose ; and that officer, finding himself unable to sieze the
actual offenders of each nation, in place of consulting and concerting measures
with the several national officers residing in China ( as it was his proper duty to
have done), had the audacity forcibly to confine in Canton the English officer
and people, at the same time threatening them with death. His object was, by
extorting from them what opium there might be that year in China, to gain
favour with his Emperor ; and the English officer at Canton seeing this position
of things, commanded the English inerchants, in the name of their Sovereign ,
that they should deliver up for the ransom of themselves from this position of
extreme danger, whatever opium they might had in the Chinese waters. Here
is one great offence committed by the Chinese officers against the English.
The Sovereign of Great Britain, in consequence of this and numerous subse
quent acts of injustice, appointed as her Envoys, the Admiral Elliot, and Elliot
the Superintendent at Canton, to whom jointly full powers were given for the
settlement of affairs with China. And having in consideration the many past
acts of injustice of the Chinese officers, her Majesty directed the Admiral to
take command of a combined naval and land force, andto quarter it at one of
the islands of the Chinese coast ; her instructions being, that if the Chinese
Government were willing to admit its errors, and afford redress, a peaceful
arrangement of affairs should be concluded ; but otherwise, ifjustice and recom
pensewere refused, that the standard ofjustice should be raised and its claims
enforced by war. The Admiral, &c., hereupon proceeded to the Pieho, and
there presented a letter from the Minister of Great Britain, which the Minister
and Governor Keshen transmitted for the consideration of all the Ministers to
Pekin ; after this Keshen wrote to the Admiral, stating that affairs which con
cerned Canton it was difficult to arrange so far off, and if the Admiral, &c.,
would proceed to Canton , it would not need long to arrange affairs there. The
high English officers, still desiring peace, consented to this, and proceeded to
Canton, where they met Keshen, and had frequent communications with him,
both written and personal. Arrangements were not yet concluded , when the
Ministers at Pekin , men without truth or good faith, induced the Emperor to
recall Keshen, and send instead a General Yihshan , to fight and war with the
English ; so that the English were actually compelled by these proceedings to
take the Bocca Tigris, and the line of defences from thence upwards ; and to
bring Canton itself to submission, and to take from it a ransom for the punish
ENLARGED SERIES . — NO . 1.- VOL. FOR 1843 . н
50 NAVAL CHRONICLE.

ment of such ill- faith . In this ill- faith of the Chinese Ministers we have a
second grand instance of offence against England.
The High Commissioner Yukien, and other High Officers, Generals, &c. , in
the several provinces, in repeated instances, when they have found our people
cast by the weather on their coast, or induced by evil men on shore , have
being dead to all good and honest feeling, dared to put the captives thus
brought into their hands to a tyrannical and cruel death , and have deceitfully
and falsely reported the cases to the Emperor, or published lying proclamations
to the people, wherein they have invented tales of lengthened contest and
seizures of vessels in battle with slaughter of many people. Thus falsely did
Yukien declare last year the circumstances of the English occupation of Chusan ;
thus did the General Yishan pretend that he had destroyed many vessels : the
Governor Yen -Petao, that he had, by force of arms, 'recovered Amoy ; the
Taotai on Formosa, when the shipwreck had cast men on that island , he had
gained a victory over them in battle ; and the General Yihking in May last,
that he had destroyed many vessels and killed a multitude ofmen at Chusan,
when not one vessel was injured , nor a single man killed. These multiplied
false statements, misleading the Emperor and people, and hindering peaceful
arrangements, are a third great cause of offence against the English .
With reference to trade, the English merchants used to carry their goods to
many places, and buy from and sell to the people — wholly a benefit, and in no
sense hurtful. But the officers at Canton, seeking to confine the profits to
themselves, induced the Emperor, by false statements, to restrict trade to Canton
alone, and permit 13 * Hong merchants' to conduct it, not even allowing inter
course with any but them and the linguists appointed by the Government.
Thus did these officers gain the power of meddling in every matter, extorting
as they pleased, and disguising every thing under false statements to the
Emperor. This is the fourth great cause of offence.
There are besides many minor grievances that excite indignation and wrath ,
but that here need not be enumerated.
Because of these grievances the Plenipotentiary, &c . , has been sent out by
command of his Sovereign to demand redress and satisfaction . When these
are obtained, peaceful arrangements may be made, and the former friendliness
of intercourse may be renewed. But until then the High Officers in command
here of the combined naval and land forces will continue, as commanded also
by their Sovereign, to maintain the cause of justice, and to contend with all
their power for the enforcements of such redress. When the Emperor shall
appoint a High Officer with full powers to negotiate and conclude arrangements
on his own responsibility, and not till then, will hostile operations be saved.
Now three principal things are required, for the redress and satisfaction
above spoken-namely, compensation for losses and expenses ; a friendly and
becoming intercourse on terms of equality between officers of the two countries;
and the cession of insular territory of commerce and for the residence of
merchants, and as a security and guarantee against future renewal of offensive
acts.
If these three things be acceded to, there will be no difficulty in the settle
ment of any minor points.
That the people may know our objects, and not be misled by the false repre
sentation of their officers to commit acts of hostility that would bring home to
their own persons and families the horrors of war, the Plenipotentiary, &c.,
proclaims for general information this clear exposition .
Dated in Yang -tsze-keang, the 5th day of July, in the year 1842.
HENRY POTTINGER,
Her Majesty's Plenipotentiary.
( True Copy ) G. A. Malcolm,
Secretary of Legation ..
 NAVAL CHRONICLE . 51

Official DesPATCHES.

SECRET DEPARTMENT.
Bombay Castle, Oct. 3rd, 1842.
The Hon. the Governor in Council is pleased to republish for general infor
mation the following general order issued at Simla, on the 23rd ult., by the
Right Hon. the Governor General of India, directing the publication of a des
patch from Vice - Admiral Sir W. Parker, KCB., Naval Commander -in - chief on
the coast of China, enclosing copies of his Excellency's reports to the Admiralty
of the successful operations of the combined forces in China, in the capture of
Woosung, Paoushan, and Shanghae.
By order of the Hon. the Governor in Council,
J. P. WILLOUGHBY,
Secretary to Government,

General orders by the Right Hon. the Governor -General of India.

Simla, Sept. 23rd, 1842.
The Right Hon . the Governor-General of India has directed the publication
of a despatch this day received from Vice -Admiral Sir W. Parker, KCB.,Naval
Commander-in- Chief on the coast of China, enclosing copies of his Excellency's
reports to the Admiralty of the successful operations of the combined forces in
China, in the capture of Woosung, Paoushan, and Shanghae.
By order of the Right Hon. the Governor-General of India.
T. M. MADDOCK,
Secretary to the Governor -General of India, 8c,

From his Excellency Vice - Admiral Sir W. Parker, KCB. , Commander-in -Chief,
in China, to the Right Hon. Lord Ellenborough, Governor-General of India.
Cornw allis, at Woosung, June 26th , 1842.
My Lord.— I have the bonour to enclose, for your Lordship’s information,
copies of my despatches to the Secretary of the Admiralty , reporting the
capture of Woosung, Paoushan, and Shanghae, on the 16th and 19th inst., with
atotal loss of not less than 400 guns, and a large quantity of arms and military
stores, with comparatively small loss ; and I beg to offer my congratulations to
your Lordship on these events.
Sir H. Pettinger returned to the expedition on the 20th instant,and nearly
the whole of the expected reinforcements of troops and ships of war have
arrived in this quarter, with ample supplies of provisions andstores.
As I believe his Excellency Sir Hugh Gough sends your Lordship the copies
of our late correspondence with Elepao, I do not trouble you with another set,
and have only to add, that no time will be lost in advancing the expedition up
the Yang -tsze-Kiang in prosecution of further operations.
I have, &c.
W. Parker, Vice - Admiral.

From his Excellency Vice-Admiral Sir W. Parker, KCB., Naval Commander

in -Chief , China, to the Secretary of the Admiralty, &c.
SIR.-I did myself the honour of apprizing the Lords Commissioners of the
Admiralty on the 26th ult . , from Chapoo, that his Excellency Lieutenant
32 NAVAL CHRONICLE.

General Sir H. Gough and myself had it in contemplation to make our next
descent at Woosung, situated at the entrance of a large river of that name,
branching from the Yang-tsze -Kiang ; and I have now the gratification of
reporting to their Lordships, that after a severe cannonading yesterday from
her Majesty's squadron and the steam-vessels of the Indian navy, under my
command, and a spirited resistance on the part of the Chinese, the whole of
their numerous and heavy batteries, defended by several thousand men, were
carried with little comparative loss by the seamen and marines, and a practi
cable place for disembarking the troops having been thus secured, the combined
forces under Sir H. Gough took possession of Paoushan, a city of the third
class, at the northern extremity of the sea- line batteries, without further
resistance.
In detailing these operations, I beg to inform their Lordships that, as soon as
the guns, arms, and military stores of every description taken at Chapoo were
effectually destroyed, not a moment was lost in re-embarking the troops.
The fleet sailed thence on the 28th of May, and on the following day reached
the Rugged Islands, lying fourteen leagues distant to the eastward, where Com
manders Kellett and Collinson had recently discovered a safe and extensive
sound, conveniently situated as an anchorage for the expedition, pending the
further examination of those officers, assisted by Lieutenant Maitland, of the
Algerine, to ascertain a safe channel for the large ships into the Yang -tsze
Kiang; but it was not until the 4th inst. that they were able to rejoin us with
a satisfactory report of their investigation .
The fleet proceeded to the northward on the following day ; but from the
strength of the tides, calms, fogs, and the necessity of anchoring during the
nights, we did not arrive at the appointed rendezvous off the Amherst Rocks
before the 8th , when the Modeste , with the Nemesis and Phlegethon steam
vessels, were immediately detached off Woosung, to intercept any communica
tion with that place ; and six of the small vessels were at the same time placed
as beacons at the edge of the shoals on the north side of the channel leading
into the Yang -tsze-Kiang. This highly important duty was executed most
skilfully by Commanders Kellett and Collinson , as no landmarks are visible on
the low banks of the river by which the dangers can be defined , and the Ariadne
iron steam-vessel very narrowly escaped foundering, by striking on the point
of a rock before unknown , near the position taken up by the Algerine. This
rock is a wash at low water, and had not more than four or five feet on it at
the time. The bottom of the steam -vessel was completely perforated, and the
compartment which contains the engine instantaneously filled with water ; but
by prompt assistance from the squadron, and a sail being got under her bottom ,
the leak' was sufficiently absorbed to enable her, with the assistance of the
Sesostris, to reach Chusan, where I trust her damages will be made good in a
few weeks.
The weather continued too thick for the ships again to break ground before
the 13th , when I am happy to say the Cornwallis, conducted by Commander
Kellett, and accompanied by the squadron, viz ., the Blonde, Columbine, Jupiter
troop -ship, Phlegethon , Tenasserim ,Medusa ,steam -vessels, and twelve trans
ports, succeded in reaching the anchorage off Woosung under sail, without a
single accident, though running for a distance of 30 miles in water, which only
exceeded by three feet the draught of the ship.
I found that Commander Watson, with Mr. Forster, the master of the Modeste,
had been indefatigable since their arrival , in making observations and sounding
the narrow channel, by which alone the Woosung river can be approached.
The banks at the entrance were lined with strong batteries, the western side
presenting for three miles an uninterrupted fortified embankment, mounting
134 guns, between the city of Paonshan and the village of Woosung. This
village is bounded by a creek, on the opposite bank of which a semi-circular
battery, mounting ten 24 -pounders, was erected to flank the entrance of the
river. A strong fort, mounting 21 guns, at the eastern entrance of the Woosung
 NAVAL CHRONICLE . 53

completed the sea defence, making a total of 175 guns, which were all placed
in judicious positions.
The distance between the last mentioned fort on the east side and the main
battery on the west line is scarcely a mile, and the channel which runs between
them on the west side in a curved direction is not more than 320 yards wide.
A close reconnoissance was made by Sir Hugh Gough and myself in the
Medusa steam -vessel on the 14th ; but we were unable to discover any spot
where the troops could be landed, except under the guns of the ships ; and I
could not entertain a doubt of soon effecting the object, if they could be placed
in good positions for cannonading the works.
Although the weather was unfavourable, every difficulty was overcome by
the zeal and perseverance of Commmanders Kellet and Collinson , assisted by
the masters of her Majesty's ships — viz ., the Cornwallis, Mr. J. Coaker ; the
Blonde, Mr. H. A. Thomas ; the Modeste, Mr. J. T. Forster ; the Columbine, 1
Mr. R. G.Wills, who during the nights sounded and buoyed the channel with
admirable accuracy. The Medusa was thenadvanced as near the batteries as
we could venture to anchor her, supported by guard-boats, to prevent the
Chinese removing the buoys, and by the vigilance of Lieutenant Hewitt, none
of them were disturbed .
The Sesostris returned from Chusan on the 15th , and the wind being adverse
for the ships taking up their positions under sail, I determined on placing them
against the batteries by the aid of the steam -vessels, and the following morning
being from the state of the weather and tide favourable for our purpose, they
werelashed alongside her Majesty's ships at dawn of day, and 'at 6 o'clock the 1
whole proceeded to the attack in the following order :-The Blonde, towed by
the Tenasserim ; the Cornwallis, towed by the Sesostris ; the Modeste, towed
by the Nemesis ; the Columbine, towed by the Phlegethon ; the Clio, towed by
the Pluto ; the Algerine to get in as far as possible under sail, the Medusa
being reserved to meet any unexpected contingency.
The Blonde and Cornwallis were directed to anchor against the heaviest
batteries at the entrance on the western side, and when placed, the sloops were
to proceed higher up under the cover of their fire, to attack those adjoining the
village of Woosung, and the flanking battery immediately opposite to it, which
it was evident could be passed and enfiladed if the depth of water marked on
the charts in our possession provedcorrect.
The Blonde was kept ahead of the Cornwallis, to be ready to support the
sloops should they require it, the narrowness of the channel in which we were
to anchor making it doubtful in that event whether there would be space for
herto pass this ship.
Captain Bourchier ledin with his accustomed gallantry and ability, closely
followed by the Cornwallis, bearing my fag, under a heavy fire from the bat
teries on both sides, which we were obliged to approach. Commanders Kellett
and Collinson handsomely volunteered their assistance as pilots ; and about
half-past 6 o'clock the two ships were anchored by the stern , in excellent posi
tions, within 500 yards of the batteries, the sloops passing on successively to
their stations.
The Algerine was obliged to bring up astern of the Cornwallis, and the
Sesostris, after casting off from this ship, in proceeding to take a station to
enfilade the fort on the eastern side, unfortunately took the ground, but in a
position which enabled Commander Ormsby to render very essential service, of
which he ably availed himself.
Before the Tenasserim could take up her assigned station the North Star was
observed outside endeavouring to enter the channel. The former vessel was
thereforedespatched to tow her into position, and under the guidance of Com
mander Kellett she was placed ina good berth, ahead of the Blonde, in time
to participate in our operation. The Tenasserim then attempted to close the
eastern battery, with which the Sesostris and some of the larboard guns of the
Cornwallis were engaged, but in doing so she likewise took the ground,
although in a situation to render very effective service.
54 NAVAL CHRONICLE .

It is but justice to say, that the Chinese evinced much firmness at their guns,
and kept up a smart fire for a considerable time, although it gradually slack
ened after the ships opened on them .
The gun practice of the squadron equalled the most sanguine expectations,
and by 8 o'clock our opponents were all driven from their batteries, those oppo
site to the ships being reduced to a ruinous state. Large bodies of troops,
however, were still observed from our mast -heads collected in different direc
tions to oppose our landing, but they were at length dispersed by shells, which
were thrown with excellent precision by the gunnery officers of the Cornwallis
and Blonde, with the addition of some rockets from the former ship.
During the proceedings at the entrance of the river, the Modeste, Columbine,
and Clio , led on with great spirit by Cammander Watson, and skilfully con
ducted by the steam -vessels respectively attached to them , gallantly and com
pletely achieved the service assigned them . The Modeste pushed at once into
the creek at the village of Woosung, while the Columbine and Clio approached
the opposite flank of the semi-circular battery, which was immediately aban
doned, and, the guns adjoining the village being soon silenced, the three
commanders landed at the head of their men about 8 o'clock , and took possession
of it, but not without some resistance from the Chinese troops in that quarter. On
perceiving this movement, the main body of the seamen and marines, who were
already in the boats, immediately disembarked opposite the Cornwallis and
Blonde, under Captain Bourchier, supported by Captain P. Richards and Sir
J. E. Home, and, forming a junction with Commander Watson's party, the
whole line of the western batteries were completely in our hands.
The Chinese in the eastern battery, which also suffered considerably, retired
shortly afterwards, when Commander Ormsby promptly landed with a party of
men from the Sesostris and Tenasserim , and destroyed the guns and works.
The smaller steam -vessels equally contributed to the success which attended
Commander Watson's division, and when the Nemesis and Phlegethon were
disengaged from the Modeste and Columbine, Lieutenants Hall and M'Cleverty
proceeded with their usualactivity in chase of 13 war-junks which had fired on
them in their advance. These were totally destroyed , each mounting about
three guns besides small arms, but the crews after sustaining much loss made
their escape. Three small junks, newly constructed with paddle-wheels to
work by hand, were also taken . In performing this service the Nemesis took
the ground and remained for some hours on shore, but got off without injury ;
and I must not omit to notice the exertions of the Medusa and Pluto with
similar approbation .
No time was lost in despatching the available steam -vessels for the troops,
and before 1 o'clock I had the satisfaction of seeing the whole of the land forces
disembarked, without accident, under their gallant General, opposite to the
Cornwallis, and in the afternoon the combined forces entered Paoushan without
resistance.
I now gladly acquit myself of a very gratifying part of my duty in bearing
testimony to the gallantry and satisfactory conduct of the captains, commanders,
officers, and men of all ranks in the Royal and Indian navy and Royal Marines
under my command.
It would be almost invidious to particularize where all have displayed the
most emulative spirit of enterprise and zeal, the whule being entitled to my
unqualified commendation. But from the special position of my flag captain,
I may be allowed , without prejudice to these sentiments, to express my acknow
ledgments for the very valuable assistance which I at all times derived from
the unwearied exertions and good judgment of Captain P. Richards, and I may P
add that my secretary, Mr. B. Chimmo, and flag -lieutenant, C. E. Tennant, ta
have invariably attended me on every occasion of service with most praise
worthy zeal . 8
I transmit herewith, for their Lordships' information , lists of the killed and 1
wounded, the damages sustained in the respective ships, the names of the
 NAVAL CHRONICLE . 55

officers attached to the landing parties on the 16th , and an account of the guns
which have been taken .
It is impossible to state accurately either the force or loss of the Chinese, as
they are quick in removing those who have suffered ; but, from the number of
bodies found in different directions, I cannot estimate their killed at less than
100, and a proportionate number of wounded ; and , from various accounts,
they must have had from 5,000 to 10,000 men for the defence of Woosung and
Paoushan.
Many additional guns have fallen into our hands at and to the north ward of
the city ; a considerable number of those taken are of copper, which we are now
embarking in the ships of war and transports, and as soon as the destruction of
the Chinese military stores is completed, the General and myself propose to
advance on the city of Shanghae.
I have, &c. ,
W. Parker, Vice- Admiral.

From a return of the killed and wounded on board Her Majesty's ships and
vessels, and those of the Indian navy in the attack on the batteries of Woosung,
the 16th of June; it appears, that two only, both of the Blonde, were killed,
and 25 in all wounded.

List of her Majesty's ships and those of the Indian Navy engaged in the
operation against Woosung, on the 16th of June.
Cornwallis, Capt. Peter Richards.
Blonde , Capt. T. Bourchier, CB.
North Star, Capt. Sir J. E. Home, Bart.
Modeste, Com . R. B. Watson .
Columbine, Com . W. H. A. Moorhead.
Clio, Com. E. N. Troubridge.
Algerine, Lieut. W. H. Maitland .
Jupiter, Mr. G. B. Hoffmeister, Master commanding.
Sesostris, Capt. H. A. Ormsby, Indian navy .
Pluto, Lieut. J. Tudor, RN .
Phlegethon, Lieut. J. J. M'Cleverty, Rn.
Nemesis, Lieut. W. H. Hall, Rn .
Medusa, Lieut. W. H. Hewitt, Indian navy.
Tenasserim , Mr. A. P. Wall , Acting-Master, Rn .
( True copy) W. Parker, Vice - Admiral.

From his Excellency Vice-Admiral Sir W. Parker, Naval Commander- in -Chief,

China, to the Secretary to the Admiralty, &c.
Cornwallis, off Woosung Harbour, June 24th, 1842.
Sır.-In anticipation of our advance on Shanghae, communicated in my let
ter of the 17th inst., I beg to acquaint you, for the information of my Lords
Commissioners of the Admiralty, that the Phlegethon and Medusa, were des
patched up the river on that day with Commander Kellet, to ascertain if any
obstruction might be expected, either from the Chinese forces or want of water
for the steam -vessels in their passage with the troops ; but they returned in a
few hours, having been stopped by two strong batteries on each side of the river,
about six miles above Woosung, that on the left bank mounting 46, and on the
opposite 14 guns ; the latter opened a distant but ineffectual fire on the steam
vessels.
The Modeste, Columbine, and Clio, towed by the Nemesis, Phlegethon , and
Pluto, were, therefore, immediately sent in advance, with directions to Com
 56 NAVAL CHRONICLE .

mander Watson to take up a position as near as possible to these batteries,

without drawing their fire,until the expeditionary forces joined ;but to destroy the
guns and stores in them , if the panic caused by the attack of the 16th should
induce the Chinese to quit them withoutmuch resistance; and I now transmit
a copy of Commander Watson's report of his having taken possession of both
these works without opposition .
The expeditionary forces were joined on the 16th by the Dido, with eight
transports containing the 2d Madras Native Infantry and other reinforcements
from India, and, the destruction of the guns and military stores at Paoushan and
Woosung being completed, the troops were embarked on the morning of the
19th inst. in the Tenasserim , Nemesis, Phlegethon, and Pluto , which respec
tively took the North Star, Modeste, Columbine, and Clio in tow, and pro
ceeded up the river, the marines of the squadron being put on board the Medusa,
in which the General and his staff did me the honour to accompany me,
together with Captains Bourchier, Richards, and Keppel, and a few boats from
their respective ships to assist in landing the troops. A force of about 500 men ,
including some Horse Artillery, were also despatched by the General, by land,
towards Shanghae, which is about 12 miles above Woosung.
With the exception of one or two narrow channels we found no difficulty in
navigating this splendid river, and by half-past 1 o'clock had approached with
in sight of the city, when the North Star, which was leading, observed a range
of batteries at the north end of it, which soon afterwards opened a distant fire
without doing any mischief. The squadron were then directed by signal to cast
off the steamers and engage, when the ships promptly shot in to close positions,
andon the discharge of two well-directed broadsides from the North Star and
Modeste, (by which four guns were dismounted,) and a few guns from the steam
vessels, the Chinese fled with precipitation, and Capt. Bourchier immediately
landed with the seamen and marines, and took possession of the batteries, on
which 49 guns ( 17 of brass) were mounted, and a considerable quantity of arms
of different descriptions, the whole of which, with the exception of the brass
guns, were destroyed.
The troops disembarked in the city from the steam vessels nearly at the same
time, when they were joined by the party that marched from Woosung, which
had previously entered on the west side, but the mandarin authorities had fled,
and the principal inhabitants were departing as fast as possible in every direc
tion .
The Columbine and Medusa were sent to the south ward of the city to endea
vour to check this depopulation , but, although the river at Shanghae is not less
than 650 yards wide, it was literally covered with junks and boats of all sizes,
carrying off furniture and goods. The respectable inhabitants, however, who
did remain, appeared to regard us with less apprehension than I had anywhere
before seen , and they freely produced the supplies of provisions, &c . , that were
required. We were informed that the day before our arrival a serious affray
had occurred between the inhabitants and a mandarin party, and several lives
lost in consequence of the heavy exactions of the latter, for the avowed purpose
of defending the place, and their hasty abandonment of it on our approach.
A large number of guns, arms, and other munitions of war, as well as an
abundant store of rice, were found in the arsenal and magazine at Shanghae,
and while the land forces were occupied in examining and destroying them , and
the ships in getting off the brass guns, &c., feeling it very desirable to ascertain,
as far as it was practicable, the navigable course of the river and other water
communications of the interior, Capt. Bourchier and Com . Kellett proceeded on
the 20th with the Phlegethon and Medusa, the barge, and some marines of the
Cornwallis, and a boat of the Columbine, for 30 miles without interruption,
when two batteries of five guns each were observed on the left bank, in the
supposed vicinity of Sungkeang. They were, however, abandoned on the ap
proach of the steam -vessels, and Lieutenant Wise, with the boats and Marines
of the Cornwallis, landed and destroyed them without resistance, although a
considerable body of troops had assembled within a short distance.
 NAVAL CHRONICLE. 57

Capt. Bourchier's report of his progress up the river was so satisfactory, that,
I determined to prosecute the examination still further, and accordingly pro
ceeded, on the following day, with the addition of the Nemesis, and we suc
ceeded in ascending 37 milesin a direct line, and 47 miles including the sinuos
ities of the river above Shanghae, where we were stopped by the shallowness of
the water at the entrance of a large lagoon. But having spoken with some small
junks loaded with coal, which left Suchanfu only on the preceding day , we satis
factorily ascertained that there is a water communication from the Woosung
river with that rich and populous city, and that we had actually reached within
25 miles of it, with encouraging hopes that the small steamers might convey
troops within a short distance of it, should it be desirable.
Commander Kellett's zeal onthis service, and every other inwhich he is en
gaged , exceeds all praise ; and I have the satisfaction of herewith transmitting,
for their Lordships' information, a sketch, which he has drawn with much abi
lity, of the coast of the Woosung, from its entrance as far as we have proceeded.
It will convey to their Lordships the best idea of the locality in which we have
been operating ; and, I trust, prove a satisfactory addition to our present geo
graphical knowledge of these parts.
The troops were all re- embarked at Shangbae early on the morning of the
23rd , when the squadron dropped down the river, and they were in the course
of the afternoon transferred to their respective transports at the anchorage off
Woosung.
The surveying vessels and light ships of the squadron will now proceed up
the Yang -tse-Kiang, and their lordships may depend that no time will be lost in
proceeding with the expeditionary forces in prosecution of further opera
tions. I have, &c. ,
W. PARKER, Vice - Admiral.
P.S. - I enclose a list of guns taken and destroyed in the batteries between
Woosung and Shanghae, in the arsenal and batteries at Shanghae, and above
that city on the banks of the river.
(True copy) W. PARKER, Vice- Admiral.

From Commander R. B. Watson , H.M.S. Modeste, to Vice-Admiral Sir W.

Parker, K.C.B., Commander - in - Chief.
Modeste, Woosung River, June 18th, 1842.
Sir . - In pursuance of your Excellency's order of yesterday's date, I have
placed the ships under my command ( except the Clio , which unfortunately got
aground on her way up, and has not as yet been got afloat) out of gun -shotof
the batteries.
Finding this morning that the batteries on the starboard and larboard sides
above us had been deserted by the enemy, I dropped the Modeste nearer, and
landed and took possession of them with the marines and small-arm men of the
Modeste and Columbine.
I found the guns — viz., on the larboard side, 8 copper and 33 iron guns ; on
the starboard side, 8 copper and 6 iron guns, had been dismounted, tents de
stroyed , and the carriages most of them taken away. Above the batteries I
found 8 war junks, all ofwhich were burnt, except a small one, in which I hope
this evening to have all the copper guns embarked.
I have also the honour to enclose to your Excellency a copy of Mr. Forster's
remarks, who has been sounding about a mile above the batteries in our boats.
I have also to inform your Excellency, that the chop intrusted to me was for
warded to the city of Shanghae by a Chinaman, who undertook to deliver it
there on the payment of a few dollars.
I have, &c., R. R. WATSON, Commander.
( True Copy) W. PARKER, Vice - Admiral.

No less than 135 guns of different calibre were destroyed in the batteries be
tween Woosung and Shanghae , at Shanghae itself, and above the town .
ENLARGED SERIES . - NO . 1.- VOL . FOR 1843 . I
58 NAVAL CHRONICLE.

Admiralty, Nov. 23rd, 1842.

Despatches have this day been received at this office from Vice -Admiral Sir W.
Parker, KCB., addressed to the Secretary of the Admiralty, of which the
following are copies or extracts.
Cornwallis, off the city of Chin -kiang -foo, at the Entrance of the
South Grand Canal in the Yang -tse-kiang, July 26th, 1842.
Sır.- It is with the greatest satisfaction that I announce to the Lords Com
missioners of the Admiralty the sate arrival of the China expeditionary force off
the island of Kinshan, at the entrance of the Grand Canal, in the Yang -ise -kiang,
and that the city of Ching -kiang -foo was taken possession of by her Majesty's
combined forces on the 21st inst., after vigorous assaults on three points, and a
determined resistance by Tartar troops, who lined the walls for its defence on
every part, comprising a circumference of four miles and a quarter.
The squadron and transports, amounting altogether to 73 sail, left Woosung
on the 6th inst., ascending this noble river in five divisions, preceded by the
surveying vessels, small steamers, sloops, and my flag -ship.
The intricate parts of the channel , delineated in Capt. Bethune's chart, hav
ing been previously buoyed by the surveying officers, the fleet succeeded in
reaching the extent of that officer's valuable researches within two days and a
half, and every subsequent difficulty has been most commendably overcome by
the unremitting exertions of Commanders Kellett and Collinson, assisted by other
surveying officers, and the masters of the squadron, supported by the sloops
which were sent in advance.
It was not to be expected that a distance of 170 miles in a river, of which the
dangers in the greater portion were altogether unknown, and with rapid tides,
would be navigated without some mishaps, and I believe that every ship of the
squadron , as well as many of the transports, have been on shore ; but the bot
tom was everywhere of soft mud, and fortunately no damage resulted. We
were favored with fine breezes and met with comparatively few impediments
from shoals, and none ( that deserve the term) from any of the Chinese works
of defence in our progress to this anchorage.
At Fushan and Keang-yin , on the right bank, two batteries of 12 and 7 guns
each were erected ; but the guns were removed on our approach. At Seshan,
however, about five leagues below the intersection of the Grand Canal , and
where the river narrows considerably for some distance, the surveying vessels
were fired at from three batteries mounting 20 guns, which were also discharged
ineffectually at the advanced squadron, as they arrived off the spot three days
afterwards; but they were abandoned on a few guns being opened on them by
the Modeste, and the whole, together with the barracks and magazines were
completety destroyed by a party of seamen and marines, which were landed for
that purpose from the Cornwallis and advanced squadron, under Commander C.
Richards of this ship.
The fleet was detained some days off Seshan by scant winds ; and at this
point we lost the advantage of any run of flood tide, the stream constantly set
ting down at a rate varying from two and a half to three and a half miles an
hour, with a rise and fall of water averaging two feet.
On the 15th , Commander Kellett, in prosecuting his examination of the river
with the Phlegethon and Medusa, was opposed at the entrance of the narrow
channel between the island of Tscaoushan and a commanding promontory on its
south side by a battery of 12 guns, which were soon silenced by the steam
vessels, with much credit to Lieutenants M'Cleverty and Hewitt; and the
same afternoon Sir Hugh Gough and myself proceeded with the Vixen and
Medusa to reconnoitre the approaches to Chin -kiang, when we not only found
the battery and adjoining village deserted, but passed on without the slightest
opposition close to the suburbs of the city and above the island of Kinshan, car
rying the whole way an ample depth of water.
On the 17th, Capt. Bourchier was despatched with the Blonde, Modeste,
 NAVAL CHRONICLE . 59

Queen , and Nemesis, followed by the Dido, Calliope, Childers, Plover, and
Starling, to blockade the entrances of the Grand Canal, and with the aid of the
steamers he gained admirable positions for this object above Kinshan, by which
it is estimated that the traffic of not less than 700 junks has been intercepted.
A party was also landed from the Blonde, and destroyed the guns which had
fired at the Phlegethon and Medusa.
On the 19th , the Cornwallis, towed by the Vixen , succeeded in reaching our
present anchorage, whe the island of Kinshan was immediately taken posses
sion of by a small party of marines, but it is entirely covered with buildings of
a religious character, and altogether too insignificant for military occupation.
The wind in the course of the day veered to a more favourable point , and I
had the satisfaction of being joined the same evening, and on the 20th, by the
remainder of the fleet. The Jupiter, and some of the transports , however, got
aground a few miles below us, which obliged me to detach the large steamers
to their assistance.
The Grand Canal on the south side of the river runs through the suburbs of
Chin -kiang, and notime was lost in making the preparatory arrangements for
taking possession of that city. It was ascertained that a body of about 1,500
Chinese troops were posted in an entrenched camp, about a mile and a half to
the south -west of the town, and on the hills beyond. The General, therefore,
made his arrangements for landing the 1st and 3rd brigades of the army to the
westward of the city, opposite the island of Kinshan ; and the 2nd brigade at a
commanding position to the eastward, within 700 yards of the north -east angle
of the walls; and so little was resistance expected against such a combination of
force, that it was not deemed necessary to add the seamen and marines from
the squadron .
The disembarkation, which commenced on the 21st, at break of day, was
judiciously conducted by Commander Richards, of the Cornwallis, covered by
the Auckland, the small steam vessels, and armed boats, without opposition.
The 1st brigade, underMajor -General Lord Saltoun, as soon as it was formed
moved forward to attack the entrenched camp, which was gallantly carried about
9 o'clock , after a short resistance ; the Chinese precipitately retiring over the
hills.
Major -General Schoedde, with the second brigade, about the same time
ascended the heights assigned him on the river side, and after discharging some
rockets into the city, and supported by a well directed fire of shot and shells
from the Auckland steam -vessel, he gallantly pushed forward under a smart
fire of cannon , gingalls, and musketry from the walls, and entered that point
of the city by escalade about 10 o'clock.
Capt. Grey of the Endymion, accompanied this brigade ; Capt. Bourchier
and other naval officers attached themselves to the forces which attacked on the
land side, and I had the pleasure of accompanying my gallant friend Sir Hugh
Gough during a great part of the operations of the day .
The city gates were all strongly barricaded, and as it was Sir H. Gough's in
tention to escalade the walls in the direction of the south -gate, some guns were
advanced on a height to dislodge the troops, with which it was now observed
the ramparts were lined. But the canal was found to run close under its walls,
which rendered an assault at this point impracticable. It was therefore deter
mined to blow open the west-gate with powder-bags, and enter the city by the
bridge at that point as soon as the 3rd brigade, under Major -General Bartley
(which was the last landed ) could assemble.
During these proceedings the boats of the Blonde, in an anxious desire to
land the artillery guns as near as possible tothe west-gate, unfortunately advan
ced by the canal, under the city walls, which were much obscured by buildings
before they were aware of theforce to which they became exposed ; and thus
fell under a very severe fire, by which 16 men out of 24, which formed the
crews of the Blonde's barge and flat boat, and two officers and eight men of
the Madras Artillery were wounded ; and it was only by great presence of
60 NAVAL CHRONICLE .

mind that Lieut. Crouch , of that ship, after receiving three wounds, succeeded
in getting the men from those boats landed in the suburbs on the opposite side,
and removed the other boats from a position in which it was impossible to use
their guns .
Not a moment was lost in communicating this casualty to the flag-ship, when
Capt. Richards, with excellent judgment and promptitude immediately landed
with 200 marines at the entrance of the canal, where he was joined by a detach
ment of 300 of the 6th Madras Native Infantry, under Capt. Maclean of that
corps, and pushed through the suburbs to the city walls, while the whole of the
boats of the Cornwallis, with their guns, under the command of Lieut. Stoddart,
advanced by the canal on his right flank . This little flotilla having joined the
boats of the Blonde, took up an excellent position and opened their fire with
good effect in checking that of the Chinese at the west gate.
Captain Richards had determined, if possible, to scale the walls, in the hope
of forming a junction with General Shoedde's brigade in the city ; and having
fortunately discovered a heap of rubbish from which his ladders could reach the
parapet (about 30 feet high) he was in the act of rearing them , when Commander
Watson and Mr. Forster, master, with a boat's crew and a small escort of
marines joined him from the Modeste, which was stationed some miles higher
up the river.
Lieutenant Baker, of the Madras artillery, Commander Watson, Captain
Richards, and a private marine of the Modeste, were the first who ascended .
The two former were wounded , and the latter killed by the fire from the west
gate, in this intrepid achievement; the remainder of the gallant band, including
part of the 6th Madras Native Infantry, happily followed , without further loss,
thus effecting an important lodgment in the suburbs of the city, between the
outer and inner west gates, where they shortly afterwards communicated with
the advance of Major-General Shoedde's brigade.
About noon the arrangements for forcing the west outer gate being com
pleted, it was most effectually blown in , when the third brigade, under Major
General Bartley, accompanied by the commander-in -chief of the forces, gallantly
rushed in, sweeping all before them . The buildings above the gate, in which
the Tartar troops had been posted, were at the same time completely enveloped
in flames. The Tartars, however, within the city, were still unsubdued ; and,
having collected in a large body, the 18th and 49th regiments, in advancing by
the ramparts, about half an hour after the explosion of the gate, were suddenly
fired upon, and unfortunately sustained a severe loss of officers and men ,
although their opponents suffered in a tenfold degree.
The seamen and marines under Captain Richards were at this time halted for
temporary rest, on another part of the ramparts, but immediately advanced in
the direction of the firing ; and in passingalong a narrow street in the Tartar
city, received a volley from a considerable bodyof those troops, who had posted
themselves at a gateway, where they seemed inclined to make a determined
stand. But on the advance of our men , and the discharge of a few rockets, they
retired, leaving several men dead ; and many others, who had the temerity to
fire from the houses as our men passed along the streets, shared the same fate.
In this movement I regret to say, that Lieut. Fitzjames, one seaman , and one
marine of the Cornwallis were severely wounded.
The operations of this day were executed under a burning sun, with the
thermometer above 90°, and the loss of life in consequence has been serious.
In addition to those wounded or killed in action , I have to lament the loss of
Brevet-Major Uniacke, an old and distinguished officer of the Royal Marines,
and one private of the Plover , who died from the effect of the sun ; and I fear
the army did not lose less than 16 from the same cause.
The movements were so entirely military that I can but express my admi
ration of the energy and ability with which they were conducted by my gallant
colleague, the general; and it is with renewed pleasure that I again report,
the zeal and gallantry evinced by every officer and man of the Royal and
 NAVAL CHRONICLE. 61

Indian Navy and Royal Marines under my command, which has been equally
manifested in bringing the fleet up the river as in the subsequent operations
on shore, in which they have been engaged.
I enclose a list of the ships present in the Yang -tse-Kiang, of the killedand
wounded ; and also of the names of the officers of the squadron , who were from
circumstances most conspicuously engaged on the 21st.
It is unnecessary to speak further on the share which Capt. Richards and
his companions had in the assault on the outworks of the city. They will, no
doubt, be properly appreciated by their Lordships. Lieutenant Tennant,my
flag Lieutenant, took a prominent part in the attack of the Tartar troops in
the city.
Lieutenant Fitzjames ( severely wounded ), a highly deserving officer has
already distinguished himself on different occasions.
Lieutenant Stoddart showed excellent judgment and good conduct in com
mand of the flotilla of armed boats.
Lieutenant Crouch, of the Blonde, I have already noticed, and the steadiness
of Messrs Jenkin and Lyon, midshipmen of that ship, who were in the advanced
boats, is spoken of as highly creditable to them .
Captains Loch and Napier, R.N., who accompanied the expedition as volun
teers , also participated in the active operations of the day.
The loss of the land forces, I fear, is not less than 19 killed, and 107 wounded
in action , 3 missing, and 16 who died from the effects of the sun ; that of the
Chinese must be immense, as, independently of those who fell in action, incre
dible numbers of the Tartars (in some cases including whole families) have
unhappily died by their own hands ; their force within the city is supposed to
have amounted to 3,000 or 4,000. 20 guns were mounted on the walls, which ,
with numerous gingalls, matchlocks, and other arms, and a considerable quan
tity of powder, have all been destroyed. About 50,000 dollars' worth of Sycee
silver was also found in the Treasury, which has been embarked.
The troops intended for the operations higher up the river, will be re-embarked
as soon as possible, and as the report of the navigation upwards is favourable,
I trust the expeditionary forces will soon renew operations at Nankin, if not
arrested hy overtures for peace from the Chinese Government, which may be
consistent with the terms intimated by her Majesty's Government.
I have the honour to be, Sir,
Your most obedient humble servant,
W. Parker, Vice - Admiral.
To the Secretary of the Admiralty.

Return of the killed and wounded in the squadron under the command of Vice
Admiral Sir William Parker, K.C.B., at the attack on the city of Chin
Kiang-Foo, on the 21st of July, 1842.
Cornwallis - Brevet -Major James Uniacke, Royal Marines, killed, who died
from the effects of the sun and fatigue ; Lieut. James Fitzjames, badly wounded ;
1 seaman dangerously ; private marine slightly.
Blonde - Wounded ; Lieut. Edward Crouch, severely ; Mr Henry T. Lyon,
midshipman, slightly ; 3 seamen dangerously ; 6 seamen severely ; 5 seamen
slightly .
Modeste-Killed 1 private marine. Wounded, Commander R. L. Watson ,
slightly, 1 private marine slightly.
Plover- 1 private marine, killed .

List of Her Majesty's ships and vessels, and those of the Indian Navy, in the
Yang -tse-Kiang, on the 21st of July, 1842.
Cornwallis - Capt. P. Richards, off Chin -kiang -foo.
62 NAVAL CHRONICLE .

Endymion - Capt. Hon. F. W. Grey, off Chin -kiang - foo.

Belleisle - Capt. J. Kingcome, ditto .
Vixen, steam-vessel-Com . H. Boyes, ditto.
Apollo - Com . C. Frederick, ditto.
Rattlesnake - J. Sprent, Master-commanding, ditto .
Jupiter - G . B. Hoffineister, Master-commanding, ditto.
Blonde — Capt. T. Bourchier, CB. , off entrance of Grand Canal, three miles
above Kinshan .
North Star-Capt. Sir J. E. Home, Bart., blockading the river of Woosung.
Dido Capt . Hon. H. Keppel, off Eching, 14 miles above Kinshan.
Calliope — Capt. A. L. Kuper, off Quatchoo, at the northern entrance of
the Grand Canal .
Childers — Com . E. Halsted, 6 miles below Dido.
Starling --Com . H. Kellett, within 7 miles of Nankin .
Modeste-Com. R. B. Watson , blockading an entrance to the Grand Canal
on the south side.
Columbine --Com . W. H. A. Morshead, blockading the river Lewha.
Plover - Com . R. Collinson, within 7 miles of Nankin .
Clio-Com . E. Troubridge, blockading the Muntok river.
Algerine-W. H. Maitland, Lieut.- commanding, off the Amherst Rocks.
The Hon . Company's steam -vessels.
Auckland - Com . R. Ethersey, in ., off Chin -kiang -foo.
Sesostris — Com . H. A. Ormsby, in ., ditto.
Pluto-Lieut. J. Tudor, Rn ., ditto.
Phlegethon - Lieut. J. J. M'Cleverty , Rn ., ditto.
Medusa - Lieut. H. H. Hewitt, ix ., ditto.
Queen-W . Warden , Acting -Master, Rn . , ditto.
Tenasserim-A . P. Wall, Acting Master, Rn., ditto.
Proserpine - Com . J. J. Hough , rn ., blockading an entrance to Grand Canal
south side.
Nemesis – Lieut. W. H. Hall, Rn ., with Dido at Etching, a north entrance of
Grand Canal.

List of Officers belonging to the Squadron , under the command of Vice- Admi
ral Sir W. Parker, KCB., Commander-in-Chief, employed in the assault, by
the seamen and marines on the outworks of the city of Chin -kiang-foo, on
the 21st of July, 1842.
Her Majesty's ship Cornwallis.
Capt. P. Richards, Lieut. J. FitzJames, Brevet-Major J. Uniacke, RM.
Capt. F. S. Hamilton, Rm ., First- Lieuts. H. Timpson and F. J. White , Rm ., Mr.
S. Stanley, and Mr. A. Little, MD., Assistant-Surgeons, and Mr. W.Bowden,
Volunteer 1st. Class, in the assault near the west-gate, and attack of the Tartar
troops within the city.
Commander C. Richards with Lieut-General Sir H. Gough .
Lieut. J. Stoddart, commanding the boats covering the assault.
Messrs. H. Phelps, C. R. Jackson, H. Hollinworth, and J. J. Palmer, Mates,
in the boats covering the assault.
Her Majesty's ship Blonde.
Lieut. E. Crouch , employed in barge.
Hon . O. W.Lambart, Midshipman, employed in pinnace.
Mr. R. Jenkins, Midshipman , employed in flat boat.
Mr. H. T. Lyon, Midshipman, employed in first cutter .
Her Majesty's sloop Modeste.
Commander R. B. Watson, and Mr. J. Forster, Master.
 LAW DECISIONS . 63

With Vice - Admiral Sir W. Parker .

Lieutenant C. Tennant, Flag - Lieutenant, and Mr. G. Hodgson, Mate of the
Cornwallis.

Cornwallis, off Nankin , Aug. 30th, 1842.

Ebree miles SIR . - I transmit herewith the copy of a letter which I yesterday received from
Her Majesty's Plenipotentiary, and of an order which I have in consequence
issued for the entire discontinuance of any interruption to the Chinese trade,
Toosung.
and the renewal of friendly intercourse with them .
I have, &c. ,
trance de W. PARKER, Vice - Aduiral.
To the Secretary of the Admiralty.

nd Canal To their Excellencies Vice - Admiral Sir W. Parker, KCB ., and Lieutenant
>
General Sir H. Gough, KCB.
Steam.frigate Queen, off Nankin, Aug. 29th, 1842.
GENTLEMEN ,—The treaty of peace having now been happily signed , and the
Emperor's assent to its provisions having likewise been intimated through an
cks. Imperial Edict, addressed to the High Commissioners and Governor-General,
of which I enclose a translation, I feel anxious to relieve the people from the
great distress and inconvenience which the present embargo on this river
causes; and should your Excellencies concur in these sentiments , I beg that
his Excellency the Admiral will issue the necessary orders, and also send
instructions by the steamers under dispatch to her Majesty's ships at Chinhae
and Amoy, not to interfere further with the trade of those places.
I have, &c.,
Henry Pottinger,
Canal Her Majesty's Plenipo!entiary.

nce of GENERAL MEMORANDUM.

To the respective Captains, Commanders, and Commanding Officers of her
Majesty's ships and vessels, those of the Indian Navy, and to the Agents
and Masters of transports.
dmi Cornwallis, off Nankin , Aug. 29th , 1842.
It, by The Commander -in -Chief has the high gratification of announcing to the
o, on squadron and transports under his orders, that the Treaty of Peace between
Great Britain and China has now been happily signed, and the Emperor's
assent to its provisions being likewise received, the blockade and interruption
EN. of the Chinese trade and communications are to be immediately discontinued
within the rivers, and on any part of the coast of China.
Mr
The officers are expected to exert themselves to prevent the slightest cause
den: of offence or disagreement, to , or with the natives, with whom it is hoped the
star most friendly intercourse will be hereafter observed during the continuance of
the British forces in this country.
W. Parker, Vice- Admiral.

tes, (See treaty in p. 882, of our last volume . )

DecisioNS IN THE ADMIRALTY Court .

( From the Shipping Gazette. )
The Ann . - Salvage - Thiswas a suit for salvage remuneration for services
rendered to this ship by H.M. steam -vessel Pluto, when aground on Rough
64 LAW DECISIONS .

Point, at the entrance of the river Bonny, on the coast of Africa, in the month
of April, 1841.—The court awarded 2501.

The DOWTHORPE.- Pilotage - On the motion of Dr. Addams, the court de

creed a perishable monition against the ship for pilotage. Several other actions
were entered against the vessel, and the court directed the proceeds of the ship
and freight to be brought into the registry, or bail to be given to abide its ulti
mate decision as to the claims of the respective litigants.

The ENTERPRISE. -An action having been entered against this vessel by a
bondholder, the court granted the fourth default, signed the primum decretum,
and decreed a perishable monition.

The Emerald. — Bottomry — This was a suit for a bottomry bond. The court
pursued the same course as in the last case .

The Gazelle. - Wages - Two actions have been entered against this ship
one for a bottomry bond, the other for seamen's wages. On the motion of Dr.
Haggard, the court pronounced for the bond, and decreed its payment when
the proceeds of the ship were brought into the registry, the seamen's wages
being first deducted.

The Glasgow . – Salvage - This was a suit for salvage services rendered to
this vessel by several persons when on the Opgang Rock, Whitby . A tender
had been made of 301., which the court decreed sufficient, and therefore decreed
that sum, but ordered each party to pay their own costs.

The Mary . - Salvage — This was a suit for salvage services rendered to this
vessel off the Island of Jara, on the 29th December, 1839. The court
awarded 301.

The New HOLLAND.-- Bottomry - Dr. Robinson moved the court to decree
the sum due on a bottomry bond when the proceeds were brought into the
registry, in another action entered against the vessel to recover seamen's wages.
The court granted the prayer.

Tue Puymm . Dr. Addams moved the court to dismiss his parties from this
cause, Mr Barnacle not having prosecuted his suit. The registrar read a letter
from Mr. Barnacle, in which he alleged that illness had prevented him from
complying with the previous orders of the court, and begged that the court
would grant him further time. The court allowed the matter to stand over till
the next court-day.

THE SALIMA. - Wages - On our last session the court decreed a perishable
monition against this vessel in a suit for subtraction of wages. Dr. Addams
now prayeda commission of sale.
The Court: Is it usual, Mr. Registrar, for affidavits as to the perishable state
of the ship to be sworn by persons not at all accustomed to shipping ?
The Registrar ; That is not the usual course.
The Court : I do not think that it ought to be ; but I observe that one of the
persons who has sworn as to the condition of the Salima is an attorney's clerk.
 ERRATA IN RAPER'S NAVIGATION . 65

There is no reason in this case to object to the motion, because it is clear from
all the circumstances that injury would arise if she were not sold. But let it be
understood that in future affidavits as to the state of the ship must be made by
persons competent to form an opinion .

The Sophie.— Wages - Originally arrested in an action for necessary supplies

afterwards sold, and proceeds brought into the registry. Two actions were
entered by seamen for wages due to them, which actions were subsequently
consolidated. The court was prayed to pronounce for the wages due, and to
decree them to be paid out of the balance in court. Dr. Lushington observed
that, in this case the affidavits were not sworn on commission . The seamen
were foreigners, and therefore they could not easily be obtained for the purpose
of making new affidavits. He would, therefore, grant the motion , but it might
be distinctly understood that he could not undertake to make a permanent
alteration in the rules of the court without further consideration . The ancient
practice must be observed for the present, and this case must not be drawn
into a precedent.

Tue TYNEWARD. — Bottomry — The court decreed the sale of this ship in a .
cause of bottomry.

THE TYNEWOLD.-- Bottomry — This was a motion praying the court to grant
the fourth default, sign the primum decretum , and decree a perishable monition
in a cause of bottomry. The court complied with the prayer.

THE VICTORIA .- Salvage - In thiscase an action was brought by the com

mander and officers of H.M.S. Pilot, to recover remuneration for salvage services
rendered to this vessel off Vera Cruz, on the 28th October. The court
awarded 150).

The WILHELMINE. - Salvage claims - An attachment issued against Mr.

Robinson, the registered owner of the steamer Robert Burns, for the costs
incurred in an action brought by her against the Wilhelmine for alleged salvage
services. An affidavit was brought in by Mr. Robinson, in which he swore
that he gave no instructions whatever for the commencement of the action .
The court dismissed Mr. Robinson and gave him his costs.

ERRATA IN THE SECOND EDITION OF THE PRACTICE OF NAVIGATION ,

By Lieut. Raper, R.N., Just Published .
Page. 178, note , alter gregale to grecale, and N.W to N.E.
179, No. 482, Ex. Ist. col. alter MEAN TIME to RED. SID. TIME.
292, Ex. 3, alter var . 23.5 N. to 23.5 W.
328, No. 854 alter proper track, to proper tack .
352, note, line 3 let the word " unless" follow Chronometer.
478, col. (37 ) line 6, alter long. 66° 3 ' to 66 ° 31 '.
493, In a very few copies, from 2h . 25m. to 2h. 29m . the index 1 ,
should be 0. and at 7h . 4m. , 5309 should be 5310.
494, In a very few copies, at 16h . 41m . 1679 should be 1579, at
17h. 29m. alter 1370 to 1376.
ENLARGED SERIES . - NO . 1.-VOL. FOR 1843 . K
 66

TABLE LXVII .

For reducing Zante feet to English feet, and English feet to

Zante feet.

1 Zante foot 0 : 87736367 English foot.

1 English foot a l.13977810 Zante foot.
English

English

.English
Zante

Zante
Zante
teet

feet
feet
.
or

or
.
or

English Zante English Zante English Zante

feet, and feet, and feet, and feet, and feet, and feet, and
Dec. parts. Dec. parts . Dec. parts. Dec. parts. Dec. parts. Dec. parts.
1
1
1 0.877 1 : 140 40 35.095 45 591 79 69.312 90.043
2 1.755 2.280 41 35.972 46.731 80 70.189 91.182
2.632 3.419 42 36.849 47.871 81 71.066 92.322
3* 509 4.559 43 37.727 49.010 82 71.944 93.462
4 : 387 5.699 44 38.604 50.150 83 72.821 94.601 1
6 5.264 1.836 45 39.481 51.290 84 73.698 95 • 74 )
7 6 : 142 7.978 46 40.359 52.430 85 74.576 96.881
8 7.019 9: 118 47 41.236 53.570 86 75.453 98.021
7.896 10.258 48 42 : 113 54.709 87 76.331 99.161
10 8.774 11.398 49 42.991 55.849 88 77.208 100-300
9.651 12-538 50 43.868 56.989 89 78.085 101.440
12 10.528 13.677 51 44.746 580129 90 78.963 102.580
13 11.406 14.817 52 45.623 59.268 91 79.840 103.720
14 12 :283 15.957 53 46.500 60.408 92 80-717 104.860
15 13 : 160 17 097 54 47.378 61.548 93 81.595 105.999
16 14.038 18: 236 55 48.255 62.688 94 82.472 107.139
14.915 19.376 56 49.132 63.828 95 83.350 108.279
18 15.793 20-516 57 50.010 64.967 96 84.227 109.419
19 16.670 21.656 58 50.887 66.107 97 85.104 110-558
20 17.547 22.796 59 51.764 67.247 98 85.982 111.698
21 18'425 23.935 60 52 : 642 68.387 99 86.859 112.838
22 19.302 25.075 61 53.519 69.526 100 87.730 113.978
23 20 : 180 26.215 62 54.397 70.666 150 131.604 170.967
24 21.057 27 : 355 63 55'274 71.806 2001 175.473 227956
25 21.934 28.494 64 56.151 72.946 250 219.341 284.945
26 22 811 29.634 65 57.029 74.086 300 263.209 341 933
27 23.689 30.774 66 57.906 75.225 350 307.071 398.922
28 24.566 31.914 67 58.783 76.365 400 350 945 455 911
29 25.444 33.054 68 59.661 77.505 450 394.814 512.900
30 26.321 34.193 69 60 538 78.645 500 438.682 569.889
31 27.198 35.333 70 61 : 415 79.784 550 482-550 626.878
32 28.076 36.373 71 62 293 80.924 600 526.418 683.867
33 28.953 37.461 72 63'170 82.064 650 570.286 740.856
34 29.830 38.752 73 64.647 83.204 700 614.155 797.845
35 30.708 39.892 74 64.925 84.344 750 668.023 854 834
36 31.585 41.032 75 65 802 85.483 800 701.891 911.822
37 34.462 42 : 172 76 66.680 86.623 850 745.759 968.811
38 33.340 43.312 77 67.557 87.763 900 789-627 1025.800
39 34.217 44.451 78 68.434 88.903 1000 877.364 1139.778
 NAVAL CHRONICLE. 67

H.M.S. FORMIDABLE.—By a letter from Barcelona, dated December 2nd we

have the following particulars of saving the above fine man -of-war. At a
quarter before 8 o'clock on the night of the 29th, going tour knots, the ship
struck the ground heavily ( it appears 14 miles to the westward of Barcelona ).
A boat was immediately despatched to Barcelona for assistance, and at day
light a French steam -vessel, many boats, and small craft, came to assist. The
stream had been got out, and the steamer carried out a bower. During the day,
the 30th, two other steamers arrived from the westward, a French, and a
Spanish ; and at 5 o'clock the Rodney, much to our joy and comfort, arrived,
and anchored a mile from the Formidable, then in four feet less water than she
drew. The Rodney sent two cables on end, and the Formidable two to meet
them , and both ships hove together. The water was started and pumped out,
all the lower deck guns thrown overboard, with three of the main, and a quantity
of shot, and at a quarter before 12 o'clock on the night of the 30th she was
hove off, having been 28 hours ashore. The bottom was a soft clear sand, but,
beingnear thebreakers, some heavy rollers occasionally 'coming in made the
ship thump heavily. The weather was fortunately very fine; the rudder went
soon after grounding. The ship was dragged, by main strength, at least half
a mile, judging from the buoy of the rudder, and the first gun thrown over
board. The ships' company, during the whole time worked well, and their
conduct is said to be beyond praise . The ship was towed to Barcelona, from
which she has proceeded to Port Mahon. Damage sustained ( from the report
of an excellent diver) :—The false keel is gone in many places, from 10 to 12
feet in one place ; the forefoot gone ; the rudder gone ; main keel damaged in
places ; two leaks forward ; a small leak in the bread -room ; she makes eight
inches of water per hour ; between the main and mizen masts she hung and
thumped heavily. The Cyclops, steam - frigate, had arrived, and had been sent
to try and recover the rudder and guns. The Belvidera arrived at Barcelona
on the 2nd instant.

OBSERVATIONS MADE with Capt. Becher's Horizon.

Royal Naval College, Dec. 22nd, 1842.

DEAR SIR . - I feel great pleasure in sending you the enclosed observations
for finding the latitude, made by someof the young officers at this establishinent
with your Artificial Horizon. You will see that nearly every result is within
a minute or two of the truth .
I am, &c.,
H. W. JEANS.

MERIDIAN ALTITUDES.
Obs. Alt. O LL Lat. Observer.

Aug. 27th 48 61 " 50 46 46 Mr , Craufurd .

6 18th 51 50 50 50 48 27 Burrows.
ALTITUDES NEAR MERIDIAN,
Aug. 26th 11h. 36m . A.M. 48 199 50 49 40 Craufurd ,
27th 11 35 48 26 44 50 49 28 Craufurd.
« 27th Jl 25 48 8 51 50 48 40 Craufurd .
Sep. 13th 11 12 41 46 43 50 44 22 Barnard .
Aug. 17th 11 57 52 11 40 50 47 30 66 Key .
17th 0 4 P.M. 52 11 46 50 48 46 Key .
17th 0 1 52 11 53 50 46 33 Burns,
The Latitude of the place is 500 48 ' N.
H. W. JEANS.
68 NEW BOOKS.

AVERAGE STEAM PASSAGES.

PROM. TO DAYS. HOURS.

London Rotterdam 1
Amsterdam round the Texel
and through Zuyder Zee 1 9 to 12
Hamburgh 2 2 to 12
Ostend 18 to 24
Dunkirk 10 to 12
Calais 10 to 12
Harwich St. Petersburg 6 to 8
Hull Rotterdam 24 to 30
Dunkirk Rotterdam 14
Margate Calais 8
Ramsgate . Do. 8
Dover Do. 2}
Brighton Havre 18 to 20
Dieppe 14 to 16
Havre Dunkirk and Rotterdam
66 2 2 to 12
Hamburg

THE VARIATION OP THE COMPASS.

( Continued from p. 783.)
Royal Observatory, Greenwich, Dec. 23, 1842,
Magnetical and Meteorological Department.
MEAN MAGNETIC DECLINATION FOR SEPTEMBER 1842–23 ° 14 ' 11 " .
G. B. AIRY, Astronomer - Royal,

New Books.

The Navai. Club; or, Reminisences of Service.-- By M. H. Barker, Esq ., " the
Old Sailor, ” 3 vols.-Colburn .
We doubt not Mr. Barker's propensity for "spinning yarns;" his “ twist " that
way, be it inherited from whom it may is a very happy one ; no one can work
one up better than he can in the Nautical line. Of course the Naval Club
relate the wonders of the Sea, and more wonders besides which as every one
in it, gives some account of himself, his life, character, and behaviour will
bear telling twice over, without failing to interest the generality of readers.
NARRATIVE OF The Expedition to China from the commencement of the War to
the present period . - By Commander J. E.Bingham , R.N. 2 vols. - Colburn .
For “ the present period ” the reader must not assume that the termination
of the Chinese war is meant ; but simply the attack on Tsekee, and hence such
a title appearing without date will always be ambiguous. The remainder of
the war, will however afford ample matter for a supplementary volume; for
although short, the brilliant successes which have resulted from it, and the ex
traordinary effects which must follow it, are more than sufficient to fill another
volume like the iwo before us. We areglad to see a Naval Officer committing
to paper historical records of events passing before him, in which he is himself
more than a mere spectator, and particularly such events as the Chinese war
afforded, and we congratulate Captain Bingham on producing an amusing and
 PROMOTIONS AND APPOINTMENTS. 69

interesting historical narrative ; albeit there are certain expressions here and
there ( such as “ bolting ”', &c. , ) which even a thorough knowledge of the English
language will not justify in print . These are, however, the first errors of
juvenile authorship , and will wear off. The work is an important one and must
find its way into all libraries, even in the present edition . In the next we
recommend attention to the hints we have given.

ADMIRALTY ORDER .
Admiralty , Oct, 26th , 1842. make it impossible to ascertain the number
As in many instances Medical officers of her ities sick in any given quarter , or year, the Medi
Majesty's ships and vessels have omitted to of cal officers of her Majesty's ships and vessels
Insert in the heading of their Nosological Re are hereby required to attend particularly to the
turns, the date and name of the ship, and have above points in future, thate although
also transmitted the said Returns for periods their first Returns may observingnot commenc with the
not in accordance with their Instructions, which Quarter on the Foreign station , or the Month
require that they should be transmitted from on the Home station, they are to close and trans
the Foreign stations every three months, viz. mit them at the end of the said Quarter, or Ca
to 31st. March , 30th. June, 30th . September,
and 31st. December ; and from Ships on the lendar month , as above mentioned .
Home stations monthly, ending the last day of By Command oftheir Lordships,
each calendar month ; and as these irregular SIDNEY HERBERT

PROMOTIONS AND APPOINTMENTS.

(From the Naval and Military Gazette.)
PROMOTIONS .
ADMIRALTY, Dec. 23. — The following Promotionshave taken place in consequence
of the recent termination of the war in China.
Commanders to be Captains. - H . Boyes, C. Frederick , C. Richards, H. Kellett,
R. B. Watson, W. H. A. Morshead , R. Collinson , E. N. Troubridge.
Lieutenants to be Commanders - Á . B. Crawford, C. Wise, G. Skipworth, J. G.
Harrison, C. Starmer, J. Fitzjames, H. C. Hawkins, J. Stoddart, P. A. Helpman ,
and J. Tudor and J. J. M'Cleverty, of the Hon . East India Company.
Males to be Lieutenants. - H . Clarke, E.W. Vansittart, A. R. Henry, H. F. N.
Rolfe, A. P.Green , H. S. Hillyar, H. Phelps, A. Anderson, G. H. Hodgson , N.
Vansittart, C. K. Jackson , and A. T. Freese and E. L. Strangways, the Hon. East
India Company.
In addition to the above Promotions, orders have been transmitted to Vice-Admi.
ral Sir W. Parker, the Commander-in -Chief, to report, for promotion , the names of
the Senior Lieutenants and Senior Mates of ships engaged ; the services of which
ships shall , in his opinion , entitle them to such reward , and who shall not be in
cluded in the foregoing list.
ÅPPOINTMENTS . SECOND-MASTERS-A . L. Halloran to
Acheron - R . Saunders to Gorgon - R .
COMMANDERS - G . G. Macdonald 1841 , Walker to Gleaner - A . Betts to Cleo
to Dublin - C . G. Robinson ( 1838) to patra — R . Dean to Belvedcra.
Gleaner . MASTERS'-ASSISTANTS - N . J. Soane to
LIEUTENANTS — T. W. Sidney ( 1842) Megæra – T . Spicer to Samarang — M .
to Styx - B , Alpin (1841 ) to command Richards to Warspite.
Acheron - Goldsmith to ' Warspile - E , ASSISTANT -SURGEONSMA . Euston to
Slade ( 1841 ) and E. J. Bedford ( 1838) to Acheron -T, R. Pickthorn to Warspite
Gleaner - A . C. Murray ( 1841 ) to Spile. G. St. G. Bowen to Minden - L . Martin ,
ful - H . A. Story ( 1839) to Gorgon . M.D., (add .) to Madagascar.
MASTERS — W . Mills ( 1841 ) to Spiteful MIDSHIPMEN-P. Saumarez to Frolic
-J. W. Symonds (act.) to Gleaner - E . J. P. C. Owen to Warspite.
Petley (act.) to Styx, VOLUNTEERS 1st Class - A . D. Mercer
MATES - H . J. A. F , Maddock to War to Tweed - A . W. Bedford to Saumarez
spite - F . Willoughby and W. C. Mar. -S. L. J. Peile to Samarang.
shall to Gorgon - G . T. S. Winthorp to PURSER — W . B. V. Farror to Spite
Agincourt- A . Luckraft to Frolic - E . ful.
Marshall to Caledonia .
70 MOVEMENTS OF THE NAVY.

Clerks — W . H. Bateman (in charge ) COAST GUARD.

to Acheron_W . Thomas ( in charge ) to
Gleuner - S . Watson to Samarang - J. Appointment — Lieut. W. Pinhorn to
K. Down ( assist.) to Pique. Howstrand .

Movements of HER MAJESTY's Ships IN COMMISSION.

AT HOME. 29 , left the Cape of Good Hope , for the

Mauritius , Oct. 3 at St. Helena, 20th
CAMBRIDGE, 78, Capt. E. Barnard, sailed for Ćape .
Dec. 10 , arr. at Portsmouth from Gibs Basilisk , 6 , Lieut. J. C. Gill , Aug.
raltar, bringing marbles for British Mu- 31 , at Callao.
seum . BelvideRA, 38, Capt. Hon . G. Grey,
CURACOA , 24 , Capt. J. Jones, Nov. 16 , Nov. 15, arr. at Genoa from Leghorn .
arr . at Portsmouth with 1,700,000 dol BITTERN, Com . H. Carey, Oct. 10,
lars. Paid off . arr. at the Cape from England.
Dee, (st. v .) Nov. 9, CARYSPORT , 26 , Capt . Lord G. Pau
at Falmouth on way to West Indies. lett, Aug. 13, left Valparaiso for Gulf
Hyacinth , 18 , Com . G. Goldsmith , of California .
Noy. 15, sailed for Chatham to be paid CHAMPION , 16, Com , R. Byrou, Aug.
off. 28, left Callao for Valparaiso ,
PIQUE , 36, Capt. Hon . M. Stopford, CLEOPATRA 26 , Capt. Wyvill, Sept.
Dec. 6, left Portsmouth for West Indies. 5th , arr. at Rio Janeiro.
ResistANCE, 42 , ( tr. sh.) Nov , 28 , CockATRICE , Lieut. J. Oakham , July
sailed from Portsmouth for Mediterra . 8th , at Rio Janeiro .
nean . Curlew , 10, Lieut. Com .
Southampton, 50, Capt. Ogle, Nov. 15, Aug 27 , at Rio from a cruise.
sailed for Sheerness to be paid off. Cyclops, (st. v.) Capt. H. T. Austen ,
THUNDERBOLT, ( st. v.) commissioned Nov. 29, at Malta .
at Portsmouth Nov. 30, by Com . G. N. DAPHNE, 20, Capt. J. J. Onslow , Oct.
Broke, Dec. 9 , sailed for the westward . 9, arr . at Madeira , 12th sailed for Rio.
THUNDERER , 84, Capt, Pring, Dec. 9, DOLPHIN, 3, Nov, 29, paid off at Ports ,
left Deal for Plymouth, 11th arrived . mouth .
WARSPITE, 50, Capt. Lord John Hay, DRUID , 44 , Capt. Robson , Oct. 27 ,
Dec. 6 , arr . at Portsmouth from Gibral arr, at Bombay.
tar, 17th sailed for Bermuda . Dublin , 50, Cape. T , T. Tucker, 27th
Wasp, 16, Com . A. Drew , Dec. 2 , arr. Aug. , at Callao from Valparaiso.
at Portsmouth from Sheerness, 8th sailed ELECTRA , 18, Com Darley, Oct. 7 ,
for West Indies arr, at Port au Prince from Jamaica.
WILBERPORCE , Lieut. Webb, Dec. FANTOME , 16 , Com . E. A. Butterfield,
, paid off at .Woolwic
7thPORTSMOUTH h. Sept. 1 , at Rio from a cruise,
– At Spithead - Bellona, Fawn , Lieut. Com , J. Foote , Sept.
In Harbuur - St. Vincent, Victory, Ex- 28, left Cape of Good Hope, for Port
cellent, Royal George yacht, Cambridge, Natal.
Samarang , Thunderbolt, Frolic, Nauti FORMIDABLE, Capt. Sir C, Sulivan ,
Jus, Alban. Dec. 1 , went ashore near Barcelona
PLYMOUTH . - In Harbour - Caledonia , towed off by two French steamers .
San Josef, Confiance, and Diligence. GEYSER , (st. v .) Com . Carpenter, 25th
In the Sound Thunderer, Nov. arr. at Malta, 30th sailed for lonian
Isles and Greece.
GROWLER , Com . C. H. M. Buckle,
ABROAD . Oct. 3 , at Bahia, 8th sailed for Rio.
AGINCOURT, 72, Capt, W. H. Bruce, INCONSTANT, Nov. 7 , left Beyrout for
Jaffa .
Sept.
Alecto, at Anger.
1 , arr.(st. v,) Lieut.- com . W. Ho Iris , 28, Capt, A. Nourse , Sept. 5, arr.
season , Nov. 12, at Malta from Ionian at St. Helena from Ascension , 2th sailed
for the Coast of Africa .
Isles,
ANDROMACHE, 26, Capt. R. L. Baynes, Locust, (st. v.) Lieut. Com . J. Lunn ,
CB , Sept. 2, left the Mauritius for Eng: Dec. 9 , arr, at Plymouth with Major
land . Malcolm , bearer of the Chinese Treaty.
ARROW, 10, Com . W. Robinson , Aug.
 BIRTHS , MARRIAGES , AND DEATHS. 71

MADAGASCAR , 44 , Capt. J. Foote , Rover , Com . Keele , Oct. 21 , arr. at

Oct. 3, left St. Helena for Ascension . Quebec from Halifax
MAGICIENNE, 24 , Capt. Warren , Oct. SALAMANDER, (st. v,) Com . A. Ham
19, at Vourla. mond, Oct. 11 , arr. at Madeira 12, sailed
MALABAR , 74 , Capt. Sir G. Sartorius, for Rio,
Oct. 9 , left Rio for Piver Plate. Satellite, Com . Gambier, Sept. 5,
Medea, ( st. v . ) Com . F. Warden , at Rio, Oct. 29, sailed for Valparaiso .
Nov. 13 , at Malta from Alexandria. Savage, 10, Lieut. J.H. Bowker, 1 ,
PANTALOON , Lieut. Lapidge , Sept. 2, Dec. at Gibraltar.
arr. at Bathurst River Gambia . SIREN , 16 Com . W. Smith , Sept. 24 ,
ORBSTES , Com . H. T. S. Carnegie , 11 , arr. at Madras and sailed for Maulmein ,
Nov. at Madeira, 15, proceeded to West STROMBOLI , Com . Louis, Oct, 17 , at
Indies . Constantinople.
PAILOMEL , 10 , Com . J , Sulivan , 29, TALBOT, 26, Capt. Sir T. Thomson ,
Sept. arr. at Monte Video from Rio . Aug. 29 , arr. at Rio.
POLYPHEMUS, Lieut. J. Evans , Nov. Vesuvius, Lieut-Com .. Ommanney, 7 ,
28, at Malta from Gibraltar. Nov. left Beyrout for Jaffa,
RAPID , 16 , Lieut. Earle Oct. 20 , arr. VIPER , 6 , Lieut. J. Curtis, Aug. 25 ,
at St. Helena. left Rio for Monte Video.
RODNEY , Capt. R. Maunsell, Dec. 1 , WINCHESTER , 30 , Capt. C. Eden , 1 ,
at Barcelona. Sept. arr . at Cape Good Hope.

BIRTHS , MARRIAGES, AND Deaths.

Births. At Plymouth , on the 23rd Nov. , the
lady of Captain A. B, Branch, R.N. , aged
On the 7th Dec. , at Yoxford , Suffolk , 49.
the wife of Mr. Owen , Purser, R.N , of a At Oldtown, county of Cork, on the
daughter. 13th of Dec., Vice- Admiral Evans, after
a long illness.
Marriages . On the 14th ., Nov. , at Montrose , Capt.
T. Foulerton , RN.
At Kingston Church , on the 22nd Nov., On 24th Nov. at Dumfermline, Capt.
Captain T. Mitchell, R.N. , son of Major Nathaniel Mitchell , R.N. , second son of
Mitchell, R.M., to Caroline, daughter of the late Admiral Sir Andrew Mitchell ,
the late T, W.Pink , Esq., of Portsea. K.B. ,
On the 17th Nov at Hore Church , On 22d Nov. at Antigua, of malignant
Lieut. E. Baugh, R.N., to Mary eldest yellow fever, Lieut. Harvey, 1836, of the
daughter of the lateC. S. Minshaw Esq ., Tweed, in his 29th year, second son of
of Foot's Cray, Kent . Mr. Harvey, and grandson of the late
On the 9th at St. Hilliers, Jersey, J. Admiral Sir H. Harvey, K.C.B. , of
S. Taylor, Esq ., Master of her Majesty's Walmer, Kent.
steam surveying vessel Rocket, to Mad . At Devonport, on the 20th , Mrs. Rich,
elon Eliza, eldest davghter of Lieut, the lady of Capt. Rich, R.N.
Ranwell , R.N., of that Island. On the 4th , at Newington , T. Wood
J. Miller, Esq ., M.D., surgeon , of the man , Esq ., purser, R.N., aged 72 .
66th Regiment, to Ellen Mary, only At Deptford, Commander Bush , R.N. ,
daughter of J. Williams, Esq ., surgeon, (1828 ).
R.N., of Southsea , At Deptford , Lieut. E. Young, R.N. ,
( 1836).
In command of her Majesty's troop
Deaths. ship Sapphire, in India, Mr. G. Cole,
Master. R.N.
On the 22nd of Dec. in Grove Road, Of the yellow fever, on board H M.S.
Admiral Sir John Lindford, KCB . , aged Volage , W. Blannerhasset de Courcy ,
about 86 years , 65 of which he had been third son of Capt. de Courcy , R.n.
a commissioned officer in the navy, and At Athens , on board H.M.S. Scout ,
served as first lieutenant in the Nimrod on the 30th of October, of dysentery ,
of 98 gans , in the battle of the 12th of after a few days’ illness, Mathewson Cor
April, 1782 ,that ship being Lord Rod . ry, Esq ., surgeon of that ship.
ney's second astern on that day.
 72

EXAMINATION AT the Royal Naval College .

On Wednesday, the 21st Dec. the half-yearly examination of the students at the Royal Naval
College was concluded . The grand contest was between two young and most talented officers, who
had each gained the gold medal when pupils at the Royal Naval College, -Mr. H.A C. Key, son
of C Key, Esq , the distinguished surgeon of Guy's Hospital, and surgeon to H. R. Highness
Prince Albert, and Mr. H. Burrows, son of General Burrows, now resident at Anglesey, near
Gosport. Much interest was excited, as they were both acknowledged to be very far in advance
of the other candidates, and they were alone pitted together in the arena of Mathematical science .
Mr. Key, was the fortunate competitor, and gaine glorious victory over one who was worthy
of competing with him, and whom he will feel proud in having outstripped in the fair field of
competition. These young officers were the only gentlemen who had gained the gold medal who
were not promoted to the rank of Lieutenant; and it is singular that, notwithstanding the great
prejudice
two of heragainst
sons. the
Mr.late Naval College,
H. Burrows, was no one was found
distinguished as a this year capable
volunteer in the ofboats
competing
of the with
An
dromache, against the pirates in the Straits of Malacca ; and was mate of the Edinburgh, with
Captain Henderson, at the bombardment of St. Jean D'Acre, and in the operations on the coast of
Syria. Mr. Key received his promotion the next day.

METEOROLOGICAL REGISTER.
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory.
Month

From the 21st of November, to the 20th of December, 1842.

k
Day
Wee
Day

Barometer Wind .
In Inches and Fahr. Thermometer WEATHER.
.

Decimals , In the Shade . Quarter, Stren.

9 A.M. 3 P.M. 9 AM 3 PM Min . Max A.M.P.M. AMPM . AM PM .
In Dec. In Dec. 0 0 O o
211 M. ) 29.76 29.83 37 42 36 43 N NE 2 3 bc bcm
22 Tu . 29.50 29.30 36 36 35 37 SE E 3 3 ors (2) ors (3
23 W. 29.48 29.44 35 42 33 43 SW SW 2 bc bcp (34)
24 Th . 28.91 28.92 43 45 41 46 SW SW 6 bc qber 4)
NN

25 F. 28.92 28.88 42 44 40 45 SW SW 6 6 qbcp(1) (2 qbcp (3

26 s . 29 06 29.20 40 38 46 SW SW 4 bc 1 bc
sues

NNOONNN

27] Su . 29.36 29.34 40 43 36 44 | SE SE 2 2 bcp (2 or (4)

28 M. 28.98 28.94 48 52 54 $ 4 4 ber ( 1 ) bc
។

29 Tu . 29.52 29.56 43 46 40 48 s 2 3 b bc
30 W. 29 •61 29.86 43 45 42 46 SW W 2 bcd 1) b
‫ܩܬܗ‬
WON
NW

‫ܦܣܛܘ‬

1 Th. 30:06 30.03

51 39 53
46 SW S 2 5 od 1 ) qo
N
N
W

2 F. 30.08 53 51 56
30.1 ) 52 SW S 6 5
‫ܛ‬
ܲ‫ܩ‬

qo qbc
‫ܩ‬
ܼ‫ܘܧܨ‬
‫ܗ‬s

3 s. 30.22 30:30
51 41 5343 S SW 3 2 bc
4 Su . 30:45 30:40 46
51 44 52 SE SW 1 3 o bc
5 M. 30.35 30:30 44
47 43 49 SW SW 2 2 bc 0
6 Tu . 30.25 30.21 39
40 37 41 SE SW 2 of ofg
7. W. 30-32 38 37 39
30:32 38 SW S 1
8 Th . 30:41 37 35 38
30-40 37 NE W of
9 F. 30.38 30.36 / 38
42 33 43 E E 11
10 S. 30.24 37 34 38
30 22 36 SE S 2 2 bcm 0
1 Su . 30 04 42 36 43
29.96 38 E SE 2 bc
12 M. 29.83 29.90 49
54 41 56 S SW qor ( 1 )
13 Tu . 30.06 30.08
55 50 58
51 SW s 2 b
14 W. 30.14 53 46 56
30.16 48 s S 2bc
15 Th 30:14 30.18 43
52 41 54 s S bc
16 F. 30.08 53 45 55
30.04 48 S SW bc o
171 s. 29.95 46 45 52
30.11 50 SW W bcd 1)
18 Su . 30.25 44 36 45
30.33 38 W W b
19 M. 30.40 30.50 37 43
38 SW W bf bcm
20 Tu. 30:40 30:39
43 39 50
44 SW'W 3 od ( 2 og
November.-Mean height of barometer= 29.707 inches ; mean temperature = 42:5
degrees ; depth of rain fallen = 4.73 inches .
 Row
Bw al L Pat .
et ter ent
s

C. Les,
R. Big WARDS'PRESERVED POTATO
IMPORTANT TO THE MESS TABLE .
The Patentees request the particular attention of the Royal Navy, the Mercantile
Marine, Voyagers, and the public in general to thefollowing statement.
The keeping qualities of the Patent Preserved Potato, in every variety of climate
apeta having now beenfully tested and approved of, and its desirableness as a fresh vegetable
generally acknowledged and appreciated during long voyages to distant parts of the
world , its merits are established as an excellent and invaluable article of food, un
equalled in cheapness and portability, and defying the effects of time in any cliinate to
injure its inherent nutritious quality and flavor.
A quarter of a pound of the concentrated vegetable, by merely pouring over it a
little boiling water, is at once converted into more than one pound of mashed potato,
serratury and that of a quality and flavour superior to, and more nutritious than, the best potato
in its natural state , its being cooked in a few minutes, and no fire heat required, a
great saving of time and fuel is effected by its use.
These great advantages, combined withthe high opinions expressed in the certificates
ER. of Professors Brande, Daniell, Ure, Dr. Paris, &c., which are a guarantee as to its
wholesomeness, are amply confirmed by the numerous testimonials the Patentees have
received from all quarters of the globe, as also by special reports made to the Govern
PXL. ment and the Hon. East India Company, approving of it in the highest terms. Its
practical utility is not confined to the mere production of an excellent dish of vegetable
food ; for, by the Preserved Potato being mixed with flour and well boiled, it pro
bem duces without suet or eggs, a light and wholesome pudding ; also, in bread making,
ors (3 pastry, soups, and a variety of other useful combinations it is alike valuable, while
P (34) its great economy, portability, and facility of cooking, render it peculiarly suitable to
ber the hurried meal of the tempest-driven mariner, the soldier ou his march , or the emi
cp(3 grant on his voyage ; in fact, all classes of persons in all situations and times, either
be
at sea or on shore, may obtain in a few seconds a ready dish of excellent relishing food
from the Patent Preserved Potato.
be
In addition to these advantages, the cost of the Patent Preserved Potato will be less
b than that of any other description of food ; the Patentees, under the conviction of its
extensive use, having determined to offer it to the public at a price (delivered in Lon
don ) which does not exceed One Penny PER Pound as the cooked Vegetable.
go
be Among the numerous Testimonials, 8c. in possession of the Patentees are the following: -
ANALYSIS OF THE PATENT PRESERVED Potato, BY DR. URE.-I hereby certify that
Messrs. Edwards' Patent Preserved Potato , contains by chemical analysis the whole nutri
tious principles of that root in a pure concentrated state ; that it contains
60 parts in the hundred , at least of starch ; nearly
0 30 of a soluble fibrine of dumulcent antiscorbutic quality,
of 5 of a vegetable albumine of the nature somewhatof the white of egg, and
0 5 of a lubricating gum .
The fibrine and albumine render it more light of digestion, and the gum
more demulcent to the stomach than wheat flour, with which, also, it may be regarded
as nearly equally nutritious, and more so than peas, beans, sago,or arrow root.
July 30th, 1842. ( Signed ) ANDREW URE, M.D., F.R.s., &c.
Letter from Capt. Trotter, commander of Niger Expedition to C. Croker, Esq. Admiralty.
My Dear Sir. - I believe it was owing to your recommendation of the Preserved Potato,
that í took it too sea , I should be obliged, therefore, by your letter Messrs. Edwards' know
how much reason I had to be pleased with the article which I consider one of great value as
a sea store .
I have brought a small quantity from the Niger, which is as good as when I took it from
England twelve months ago. Dr. Pritchett, the surgeon of H.M.S. Wilberforce, has I un
derstand written to the proprietors of the Potato, expressing his approbation of its use for
the sick on board a ship . (Signed ) H. D. TROTTER, Captain , R. N.
Report from Mr. Welsh, surgeon of the “ Northumberland,” conveying troops,Sept., 1841.
In compliance with the desire of the Hon. Court of Directors of the East India Company,
 I have the honour to report on the effects of a quantity of Edwards' Preserved Potato, sent
on board the Northumberland for the use of the troops on their passage to Madras. The
Preserved Potato has been served out to the men twice a week for the last ten weeks ,
at the rate of 2 } lbs. of the Preserved Potato to 64 pints of water, the allowance for a mess
of six men ; this was found quite sufficient, and the men have enjoyed it as much as the
fresh vegetable. I followed up the directions of the patentees with the first messes served
out, allowing 3lb. of the Preserved Potato to 6 pints of boiling water, I found this rather IN CEE
more than the men consumed , and the quantity of water too little to make the vegetable of
the consistance of mashed potato. I substituted the following proportions, which made a
much more consistent dish , and sufficient for six men , 2 lbs. of the Preserved Potato, and
6 * pints of boiling water poured over it ; the vessel used was the mess bowl , covered with a
platter, and allowed to stand for twelve minutes, when the mashed potato was produced
superior to what was made from the fresh vegetable on board .
Ths Preserved Potato has kept of the same quality throughout the passage, and I feel
confident if protected from damp it may be kept for any length of time without change. I
consider Edwards’ Preserved Potato a very valuable addition to the scale of victuals for the
men , as it is equal in nutritious properties to the fresh vegetable, and as the men enjoy it ES
as much , it must assist in keeping them in health . James Welsh , Surgeon .
1818 at
Gentlemen .-I feet a pleasure in being able to forward thefavorable result of your Patent the one
Potato, for the benefit of Shipmasters and passengers going long voyages, as an invaluable
article of diet at sea or on shore, where the real potatocannot be obtained , during my voy
age from London to the Mauritius and Bombay, I made use of your potato upon a very
limited scale, and on my voyage homewards, (having a long passage) slight symptoms of
scurvy amongst the crew appeared, I immediately gave them your potato, three times a
week , and I am happy to say the result was most favourable, without the use of Medicine.
I arrived in the port of London with a healthy crew , not having a man off duty with
sickness, during eleven months, and I owe the greatest praise, to your Patent Potato, and
I can recommend them as the most enconomical article of food as possibly can be obtained ;
and at the same time affording an excellent dish , after being a voyage to India, not losing
its quality, and only iequiring ordinary precaution of being kept dry; and occupying a very
small space. - GEORGE CLARK, Commander of the “ Vigilant, ” dated July 1842.
Gentlemen . - Having just returned from Sydney and experienced the merits of your
Preserved Potato, during the voyage out and home, 1 feel bound to record herewith the
gratification this valuable Vegetable afforded to myself and passengers, from its having ktpt
uninjured by change of climate, &c.
I can safely state that the Preserved Potato is much cheaper, as well as a much better Lite
Vegetable as Stores , than any other article, and have pleasure in giving it the highest
recommendation . - W . H. Goodwyn, Commander of the * Florentia ,” dated Aug. 10th .
Extract of Letter from Capt. W, Allen , RN ., of H.M.S. Wilberforce, Niger Expedition .
Gentlemen .-I am happy to be able to give you my testimony in favour of the Preserved
Potato , which I found to be quite as good as the fresh Vegetable, after having been on
hoard H.M , steam -vessel Wilberforce more than a year, at least that which was packed in
tin , I had some in barrels, which , owing to the excessive dampness of the Coast of Africa,
and perhaps, to carelessness in the exposure, had lost its coloor, &c. , though possibly its dengan
nutritious qualities , remained in a great degree, I would strongly recommend it to be
always taken in Metal cases , as the most economicel way .
- For Ships' crews, I think that the Preserved Potato would be found of great service, as osa
part substitute for bread, it being usually the practice of the men , not to take up the whole
of their allowance, and to exchange it for Vegetables, in harbour, they would thus have the
means, if they choose, of obtaining a good Vegetable at sea.
I hope your excellent invention will receive extensive patronage , as you have enabled the
longest Voyager to have a supply of potatoes, at all times, and in all climates.
(Signed ) WILLIAM ALLEN. ***
Memo — Two cases of the Preserved Potato that were taken out per H.M. Steam -vessel
Wilberforce are now in the possession of the Patentees, and the quality of the potato is the
same as when shipped April, 1841 , for the Niger Expedition.
Gentlemen . I have much pleasure in informing you, that I tried your Patent Preserved
Potato during my passage from England to Madras, and it was the universal opinion of my.
self and passengers, that it was a most excellent substitute for potatoes.
Signed J , HAMILTON, Commander of the " . Anna Robertson ’ Madras, July 20th 1842.
Herewith are the signatures of my passengers to the above. - A . F. Bruce, Madras ciyi
Service ; M. H.BRUCE, M. GILLESPIE , F. WARNER, W.H.WARNER, Lieut. Bengal Artil
lery ; H. Ross, Lieut. col.Madras Army ; H. P. Hill, Lieut. do. T. V. Moore, Lieut. do.
J. W. ARNOLD, W.M.HawDEN , Surgeon, G. T.Migle , J. Ross, Bengal Army ; H. READ ,
E. J. HARDY, D. SANDERSON .
For Cash, packed in Metal cases, and not less than one cut. supplied.
Samples and particulars to be had of the Patentees, EDWARDS, BROTHERS, & Co.
1, BishopsGATE STREET, corner of Leadenhall Street, London ; and of their agents
at Liverpool, Bristol, Portsmouth, Devonport, and other sea-port towns.
 73

Notes on Chinese NAVIGATION . - By Commander G. Goldsmith , R.N. ,

of H.M.S. Hyacinth.
Hong - Kong . - The best anchorage during the typhoon season , from
July to October, is about three-quarters of a mile from the shore, in from
54 to 7 fathoms water, stiff mud, opposite to the Commissariat at the
east end of the town on the Couloon shore, bringing the point on which
lately stood Fort Victoria , to shut in theLyee-Moon passage, and bear
about E.b.N. £ N. In this position H.M.S. Druid rode out the typhoon
of July 21st and 26th, 1841 , and was better sheltered than any other
ship at the anchorage.
Capsing -Moon .* --Between Lantao Island and the main , has two pas
sages formed by the small island Mahwan . The southern is more
direct, but narrower, and subject to stronger tides and eddies than the
other ; it is safe with a commanding breeze at east or west , which
blowing directly through , is less liable to be influenced by the high
land , which in both passages makes the wind too baffling to be depended
on when it is scant. The ather passage north of Mahwan is the most
frequented ; it is much wider, but has strong and irregular currents,
which even at the neaps run strong ; the ebb sets to the eastward , in
the direction of the land, inclining towards the main . Care should ,
therefore, be taken to keep, if possible, in mid-channel , for the water in
both passages is too deep to bring up in time, if necessary .
Lyee-Moon .-- Between the east end of Hong-kong and the main, is
equally hazardous, except with a good leading wind : the water is deep
close to the rocks, and the eddies are as rapid and irregular as in the
Capsing -Moon. Having passed the narrows going out, there is good
anchorage in the channel between Tamtoo and Hong-Kong in 9 fathoms,
about three-quarters of a mile from the latter; outer part of the islet at
the entrance south-east.
Amoy, New Channel . — The channel lately surveyed by Captain Kel.
lett between the third and fourth islands at the entrance, north - east of
the old English Channel, is to be preferred , as it takes a ship clearer
of the Saw- Chat, a dangerous half -tide rock, which is much in the way
of the old passage. It may be known as you run in, by an island rather
larger than the others, having a ruined fort on it, which must be passed
on the starboard hand , leaving the three small islands on the larboard.
The passage is narrower than the old one, but clear of all dangers, and
has nothing less than 12 fathoms water .
The best and safest anchorage during the north - east monsoon, from
October to May, is inside the island of Kolongsoo, with Pelican rock
(nearly awash at high- water spring tides,) off a ruined joss-house at
the landing place, bearing S.b.E. E. , northernmost of the rocksoff the
north end of the island E. I N. in 7 fathoms water, about three-quarters
of a mile from the landing place : the bottom is mud , with patches of
rock , and it is best to moor with an open hawse to the north -east.
Another anchorage is to the south -west of Pelican rock , with the
joss - house E.N.E.; Round Island north-west in 12 fathoms, stiff mud .
• The term “ Moon ,” properly “ Mun , ” signifies a “ Pass.” The former spelling
is adopted by Horsburgh to preserve the pronunciation .
ENLARGED SERIES.NO . 2. VOL. FOR 1843 . L
74 COM. GOLDSMITH , R.N. , ON

With this latter anchorage the south end of Kolongsoo will be just open
of the entrance of English Channel. To run in here, a ship must pass
round the south end of Kolongsoo , giving it a berth of at least half a
mile , to avoid some isolated rocks that lie off it, covered at high- water.
The passage between the town of Amoy and the island, is too full of
rocks to be attempted by a stranger .
Outside Kolongsoo for a summer anchorage, from May to October, is
to be preferred , because it is much cooler , and bad weather at that sea
son of the year is not generally to be expected .
Formosa Channel in October , 1841. - Should a ship in beating through
this channel against the north - east monsoon, meet with very heavy
weather, I recommend a good anchorage in a bay under the lee of an
island near the southernmost of the two groups marked Three Chimnies
on Mr. Blaxland's chart of 1827. It is in lat. 25° 10 ' N., and long.
119° 26 ' 49 " E .; Ockseu Island bore S. & W., twelve or fourteen miles.
Extreme of the island (under which we were at anchor,) from N.b.W.
to E.b.S., good holding ground in 6 fathoms.
Off the eastern end of the island are two small rocky islets, with a
reef stretching from them to the south-east, three or four miles , on which
the sea broke heavily ; the western extreme of the island and bay is
also rocky . There are several islands to the westward , between it and
the main, but they are all very imperfectly laid down on Mr. Blax
land's chart, and even the coast-line is several miles too far to the east
ward . I found the currents generally set in the direction of the wind ,
their velocity according to its strength , from eighteen to thirty miles a
day ; this was at the latter end of October, when themonsoon was fairly
set in . In May when it was faint, and on the change, their direction
was more uncertain .
If the coast were better known , advantage might be gained by work
ing up close in shore, and not stretching out to mid - channel, where
the current runs so strong. There are, doubtless, many good anchor
ages . We found the wind incline more from the land to the north
ward , occasionally at night.
Ockseu.— Bearing W.S.W. makes as two islands at the distance
of twelve or fourteen miles ; the westernmost rather round and mode
rately high ; the easternmost low and jagged like a reef of rocks, some
higher than the others, apparently detached, resembling junks.
When clear of Formosa , I found the monsoon incline more to the east
ward , (Oct. 28th ,) and from thence to Patahecock, and the Chusan group,
had less difficulties to contend with . Here the currents took a westerly
and W.S.W. direction twelve or fourteen miles a day . . Unless bound
to Amoy , the passage to Chusan can be made much quicker, and with
less wear and tear, by standing well out to the eastward clear of
Formosa. In this manner at any time of the monsoon, it can be accom
plished in eighteen or twenty days from Hong -Kong. 1
Amongst the Chusan islands the north - east wind shifts to north and
north -west ; the tides and currents are most rapid and irregular. The 24
gales give little warning , and the barometer is not much of a guide,
except in case of a typhoon ; in those of July 1841 , it fell from 29.80
to 28.60. The average range last winter at Chusan and Chinghae ,
was 30-32 inches ; and it rose generally with the north - west gales. G
 CHINESE NAVIGATION. 75

The thermometer was lowest at Chusan at 18° Pahrenheit,

North -east Monsoon , its commencement and termination . — Commenced
at Hong-Kong in 1840 about the beginning of October, and in 1841
about the middle of September. I had much difficulty in beating up to
Chusan in October and November through the Formosa channel . In
May (the first week) 1842 the north-east monsoon was nearly at an
end and very light.
China Sea.- Working down the China Sea in June, the early part
of south-west monsoon ,made Triton Bank the southernmost of the Para
cels, on the seventh day from Macao. It is a very low white sand ,
and not visible from the deck more than five miles . We tacked from
it when it bore W. N. half a mile . A reef extended off its south and
north ends about half a mile ; by the colour of the water it was steep
close to. A hut was on it, and a junk at anchor under its lee , on the
opposite side to that on which we approached it. A current had set
the ship about north -west fourteen miles since yesterday.
When in the latitude of fourteen or twelve north I should think
it advisable to keep towards the coast of Cochin -China, to take advan
tage of the north - west squalls , which come off about once in the twenty
four hours at uncertain times, but give plenty of warning. They blow
strong, and last generally an hour, sometimes four or five or eight, they
are met with all along this coast, as far as the Straits of Sincapore .
In one of these squalls we made eighty miles southing.
Prince of Wales Bank.- Passed over its northern part , saw the
coral rocks very plain, had irregular soundings , the least 64 fathoms.
Islands of North Natunas. — Were seen from masthead 35 ' distant.
Anambas.—Appear to consist of several more islands than appear
on the chart . One of them has a very remarkable high peak . We
tacked from them when they bore south -west four miles .
Pulo Domar.—Is a high rock , steep to, with deep water all round it.
We found the current setting so strong to the northward that it took
us more than twelve hours to work round it. The small islands on the
chart between it , the Middle Anambas, and Saddle Island do not exist.
( See Horsburgh's Chart of 1821 corrected to 1833.)
Saddle Island.- Is to the eastward of its position on the chart : it
has discoloured water off its north - east end three-quarters of a mile.
We passed about one mile and a half to the westward of it, and had
regular soundings in 33 and 35 fathoms, sand and shells. By observa
tions we made its lat. 2° 24 ' N., and long. 105° 54 ' E .: the Saddle is
not seen from the north-west, but only when the island is brought to
bear to the northward of east.
Pulo Brava .- Bearing W.b.S. makes in two high hummocks like
separate islands . Current sets strong past it, in a N.b. W. direction
towards the Gulf of Siam .
Appearance of the main land as we stood in after weathering Pulo
Aor and Pulo Tingy , is rather low near the sea, and covered with
trees, a high table mountain some distance in land W. , S. , lat. 1 ° 49 ' N.
Soundings as we approached decreased regularly 18 to 7} fathoms.
Current , when at anchor in 8 fathoms, ran to the northward one mile
and a half an hour.
General Remarks.— The weather we experienced , upon an average
76 COM. GOLDSMITH, R.N., ON CHINESE NAVIGATION .

was moderate, seldom blowing more than a treble - reefed topsail breeze,
prevailing chiefly from S.S.W .; but the current was almost always
against us, at the rate of from eighteen to thirty -four miles'a day , in ,
creasing in velocity as we approached the narrow part of the sea , between
the Malay peninsula and the Natunas and Anambas. Under the lee
of these islands, ( or to the northward of them , ) we found the direction
of the current change from north - east to east . I would reconimend
keeping under their lee , until in the latitude of the Anambas ; then
stretch across to the main , where there is anchorage all along, which is
not the case amongst the islands, for they are very imperfectly known .
H.M.S. Hyacinth arrived at Sincapore on the 3rd of July , thirty -three
days after her departure from Macao .

Sincapore to Anjer through Banca Straits.

The south-west monsoon from Sincapore to Banca was light and
variable, chiefly from the southward , inclining to the S.S.E. through
the Straits of Banca, and gradually losing itself in the E.S.E. trade
that blows directly through the Java Sea . The currents as far south
as Pulo Taya, ran to the northward sixteen or eighteen miles a day,
and near the Ilchester Shoals off the south-east end of Lingin , they run
twenty - five. To the southward of Pulo Taya they were variable and
uncertain , sometimes south . In the Straits of Banca there are tides,
but so irregular in their direction , that we could not succeed in taking
advantage of them .
Sumatra . — Is low, and covered with thick jungle. We found no
land wind off the island at night ; the water shoals very gradually
towards it until 4 fathoms which are on the edge of a mud flat, that
runs along it , and in some places a mile off from the shore.
Banca . — Monopin Hill is round and high , and easily distinguished
at the distance of 30 miles . Horsburgh's chart and directions are excel BK
lent, but we found 11 fathoms between Frederic Hendric rocks , and
Cape Batacarano, where 8 are marked on the chart. The Carang
Timbaga rocks off Second Point, are above water and show in three
patches a few feet above the surface ; they are about two miles from the
Banca shore , and have apparently a clear channel between .
In working up from Point Lalary to the First Point, we passed over
a narrow patch of shoal having only 5 ; fathoms on it ; we were off it
before a second cast could be got , and anchored immediately in 10 }
fathoms, with the following bearings; Lalary Point N. 26° W. , First
Point S 20 ° E. , False Point S. 27° W. , highest peak of Parmasang
( Banca) N. 5° W. The shoal to the E.N.E. a quarter of a mile.
Current or tide W.N.W. 14 knot per hour. This shoal is not laid
down in the charts.
There is good anchorage throughout the Straits of Banca .
Java Sea .

Lucepara Passage, July 17th . - We stood through it with an easterly

wind : shoaled the water on two occasions to 3 fathoms ; but as we bor
dered on the main ( the safest side ) we deepened immediately by hauling
a little to the eastward .
Torsda
 ON THE SOUTH - WEST COAST OF AFRICA . 77

After clearing these shoals a course should not be shaped to the

southward of S.L.E. for it is particularly necessary to guard against a
strong set to the westward which in twelve hours after a run of seventy
miles, carried us about sixteen miles to leeward , and into 4 fathoms
water ; the main land at that time being just visible from the deck,
about ten miles distant. We tacked off and got clear ; but from this I
should say that no ship ought to shoal the water less than seven or
eight fathoms.
Brother Islands. - Should not be bronght to bear to the westward
of S.W.b.W. to avoid the Browers shoals. We passed them close on
the western side , and steered S.b.W. a good course for Thwart- the- Way .
Anchored with the kedge in 35 fathoms between the Button and Cape
St. Nicholas, tide or current running E.N.E. one mile and a half per
hour .
Anjer Roads. - Anchoring marks, Cap N. 19° E., centre of Thwart
the- Way N. 34° W. , off the pier- head half a mile in 10 fathoms
water, mud . We could get no bullocks, but there are plenty of sheep,
pigs, poultry, with fruit and vegetables in abundance. Water is sent
off by the Dutch Resident in his own boats and casks, for which we
paid one dollar and a half per ton . Sheep are two dollars a head , and
their average weight is 15 lbs.
On the next day of our arrival , a large ship attempted to get through
the Straits to the north -east ; she had a light fair wind , but the current
was too strong for her, and was running directly opposite to what we
bad it the day before, i.e. about W.S.W. Weather squally with
thunder and lightning.

HINTS FOR Proceeding Down The South -West Coast OF AFRICA .

The great difficulty is to get to the southward along shore, the current
generally setting from 1 to 3 knots from the southward per hour ; but
it is often found to change and set to the southward at the same rate
on new and full moon , and lasting from two to three days ; sometimes,
but very rarely until the quarter.
Going to the southward in a sailing vessel , I should recommend the
commanders to keep working down at a distance of from 80 to 100 miles
from the shore, never less : standing off to a distance of 150 to 200
miles , until it be possible to fetch to wind ward , or to southward of the
place of destination . At the distance above-mentioned a strong current
is often found setting to the southward , and the winds are always com
manding, i.e. of sufficient strength to ensure beating down with a slant
in a short time : whilst on the contrary, near the shore , land and sea
breezes, with calms between, and calms for a day or two often prevail ,
which makes beating down in-shore very tedious , it being absolutely
necessary to anchor during the calms and northerly currents, and also
when the wind blows directly along shore with a northerly current,
over which it is impossible for the generality of sailing vessels to beat
without a slant.
To the commander of a weatherly steam - vessel I should recommend
78 MR . LAWRANCE ON

the off-shore passage ; but to him of a leewardly steam - vessel I should

strongly recommend the in-shore passage.
Rollers set in very heavy from Cabenda Point to near the red hills
at the entrance of the Congo, and should be avoided , as they often break
very heavy from 1 to 2 or 3 miles from shore in 10 or 12 fathoms
water. ( The “ Wolverine,” with a moderate breeze had somedifficulty
getting off shore from the effect of the rollers.)
To cross the stream of the Congo , which runs to the north -west at the
rate of from three to seven miles an hour, according as it may be a rainy
or dry season , or neaps or spring tides , I should strongly recommend
every commander making the in -shore passage, to go up the Congo on
the north shore, about twelve or fifteen miles, before he crosses over to
the south shore, if the wind be light or calm ; but if the breeze be
strong , ( sea ,) he may steer diagonally up or across the river, under all
the sail he can carry, and he will easily fetch , if necessary , below Cape
Padron .
Proceeding from Cape Padron it is advisable not to go inside 6
fathoms, there being one or two very shoal spots between that and Am
briz to Angola or St. Paul de Sevando,—not inside of 10 fathoms.
Wood and water ( good ) may be obtained at Mayamba , Soango, Ca
benda, and Ponta da Linha , about thirty - five miles up the Congo on
the north bank .
St. John River.-In going into this river in a boat, I would bring the
west point of the river to bear N.N.E. per compass , about 1 mile off
shore , then steer N.E. by compass, or N.E.L.E .; or, bring the east point of
the river to bear about N.E.b.E. , and continue so until you open the
river clear, when I would steer the direct course of the river, about north
by compass, making due allowance for tide, which on or near the bar with
the ebb sets out about S.S.E .; the flood in the opposite direction vary
ing slightly in its direction as the force of the tide alters .
Mr. Roberts adds : —When going in there is generally so much swell
it is probable the compass will vibrate too much . In that case pull in,
keeping the east point of the river a little open on the port bow , until
you get sufficiently near to see the river quite open , then steer in the
direction of the river , attending to the set of the tide , whether ebb or
flood . It is advisable that boats should go in at last of flood , at high
water, or, first of ebb, but at no other time during the spring tides.
During neaps vessels cannot be brought out except at the top of high
water, and it is seldom attempted . In the entrance of the Nun there
are two bars, to cross which the same precaution must be taken as on
entering the St. Johns or Brass. W , TUCKER.
(Captain Tucker's letter on the Congo, as well as some further remarks on it by
Captain Butterfield, will be found in our last volume.—Ep . N.M. ]

HONDURAS .— Omoa and the coast westward . — By Mr. G. B. Law

rance.

As much valuable mahogany is at present cut on the Southern river

of British Honduras, and grants have been lately made by the Central
 THE HONDURAS COAST. 79

American government to the merchants at Belize , for cutting on those

in the State of Honduras ; this part of the coast is frequently visited by
our shipping.
All vessels intending to load with mahogany from British Honduras ,
call at Belize to enter at the custom-house, and there having taken a
pilot proceed to the mouths of the rivers on which the wood is cut,
where the consignee has a cargo ready waiting for shipment . Should
their destination be to the rivers in the State of Honduras, he then has
to enter them , also at the custom-house at Omoa ; and having loaded ,
clear out again there, and return to Belize before their final departure
for England .
Such being the case , vessels proceeding to this part of the coast from
Belize, generally prefer the channel between the main and the Cays .
They sometimes come outside if bound for Omoa , but very seldom .
Lient. Smith having surveyed the channel referred to ; I shall confine
myself to making the coast from the eastward . First
Making Omoa from to Windward .
Vessels coming from the north - east or eastward should be careful to
make the land well to the eastward , to guard against Glovers Reef,
about which the currents set in various directions . In thick dirty
weather it would be advisable to make the western part of Rattan or
the Island of Utilla , and then shape a course a little to the northward
of Point Cabello ; the high mountains to the southward of Omoa
being scarcely perceptible during the season of the rains, from October
to March .
The Saddle Hill in lat. 15° 45 ' 0 " N., long. 79° 57 ' 54" , a remark
able hill , to the south - east of Omoa , is, I think, the best mark for
making the harbour as it is generally visible, being of a moderate
elevation ( 1760 feet) and not far inland .
In the dry season , from April to September or October, Omoa and
Montagua Peaks are generally clear in the mornings , these from their
great elevation and prominent features will assist materially in denot
ing the ship's place , as the mountains to the eastward Omoa are much
lower than those to the westward . *
Not having extended the survey to the eastward of Omoa , as far as
Point Cabello, I am unable to say whether any dangers exist between
those places ; but I imagine the only thing to be guarded against is a
bank commencing at the point forming the harbour, and extending at
its greatest distance from the shore, about two miles , off seven remark
able red cliffs, that may be easily distinguished at the distance of four
or five miles from a ship's deck , bearing when in one with the Saddle
Hill before mentioned S. 37° E. ( mag .) , distant from the entrance of
Omoa 32 miles .
With these two remarkable land - marks in one, and at the distance
of 3 or 34 miles off shore , the entrance of Omoa harbour will be seen
bearing S.S.W.I w . , ( mag . ) forming a low prominent point . As the
current generally sets strong in shore to the eastward , at the rate of 1
or if knots per hour, it will be advisable to close it gradually, steering

• The height of all the mountains will be found marked on the chart.
 22 Muke

80 MR. LAWRANCE ON

about south -west until you observe the castle of San Fernando, which
is very remarkable from its large dimensions, open of the point, now
making out low and sandy, and for which you may at once haul in .
The particular plan of the harbour had now better be consulted ,
which will show clearer than any description the nature of the anchor
age.
Directions, foc., for Omoa Harbour.
To small vessels drawing 11 feet water, it affords excellent shelter
from all winds , and at times for others of a greater draught, as the bar
at the entrance undergoes considerable changes both in formation and
depth by north - westerly gales .
A few months before we surveyed it ( July 1841 ,) the bridge of sand
running from the main to the point , did not exist, and vessels drawing
18 feet water could enter the harbour or Caldera, as mentioned in the
West India Directory , vol. 1 , p . 194 .
Vessels might with safety ride out a norther close under the sandy
point, as the holding ground is good , and these gales , I am informed ,
generally haul round to the north -east . You must in this case drop
your anchor close up to the point, within 30 or 40 fathoms of the
shore ; but as I have before observed the plan will better explain.
The castle of San Fernando is a regular fortification, capable of sus
taining a siege, it having , I was informied, wells within the walls , bomb
proof casements, &c. , evidently in the best of order, when in possession
of the Spaniards ; but now , from old age and want of attention in a
state of decay . Its general shape is that of an equilateral triangle,
having one of its sides resting on the beach and commanding the anchor
age . The guns of heavy calibre , brass 24 and 32- pounders, 10 or 12
in number, mounted " en barbette ” on the bomb proof casements at an
elevation of 40 ° above the level of the sea , range the whole length of
the work , which convexes towards the anchorage forming an arch , the
radius of which terminates at the apex of the triangle on the land side,
which is also strenghtened by angles flanking either of the remaining
sides.
Hei
The fortress is also defended from the country by a wall 15 feet high
extending nearly round it. The gateway which is covered, and very
strong is situated on its south - east side .
On its southern angle is a fixed light, the centre lamp 60 feet above
the level of the sea, is in lat. 15° 47 ' 00 " , long 88° 03'03 " : at present
this is much neglected , in fact lit but seldom , and then only visible
from the anchorage .
This fortress although strong on the sea side , is , I should think , in
a military point of view, weak on the land , as the hill over the town
commands it, which I fancy could be easily occupied by the enemy,
who could effect a landing either to the westward or eastward of the
harbour, and advance without the slightest annoyance from the guns of
the castle. In fact it would appear that the Spaniards only contem
plated an attack from the sea when they fortified this place .
The town of Omoa is at present little better than a large village,
consisting principally of huts. From one of the most respectable of its
inhabitants I was furnished with the following information :
 ON THE HONDURAS COAST. 81

The town contains about 500 inhabitants , chiefly Mulattoes ; 30 half

clothed , ill organized soldiers form the garrison . The principal public
officers are the commandant and the collector of customs. Its exports
are indigo, sarsaparilla, hides, and silver in its pure state ; the former
of these articles which comes from the State of San Salvador, is sent to
the English market , together with the silver found in this part of the
Republic, which is exceedingly beautiful, and is sold at the rate of
18 dollars per lb. To the Havana and America are sent the hides and
sarsaparilla, the latter of which abounds all over the country but more
especially about the sea coast .
Cotton goods and all kinds of apparel are imported from Belize ; no
less than 3000 bales come to this port annually for the consumption of
the states of Honduras and San Salvador .
The principal source of the revenue is derived from the duties on
tobacco , spirituous liquors, stamped papers, and harbour dues. The
duties on the shipping alone at this port, amount to upwards of 40,000
dollars per annum . Were they however properly collected they would
amount to 100,000. A duty of 20 per cent is levied on all goods
imported .
In the interior sugar and coffee are cultivated , but in sufficient
quantities only for their own consumption, as the expenses for the freight
of mules totally prohibits its being brought to the sea coast for expor
tation .
Cattle of all kinds are abundant, the Belize market being supplied
with them from hence . Beef we purchased here at the rate of two - pence
per lb. The roads to the interior are very bad . Tequcigalpa is the
principal town of this state, containing about 8000 inhabitants. Coma
yagua is the next of importance, being the seat of Government, having
about 2000.
Wood and water may be procured at a short distance from the river's
mouth .
April, May , and June, are considered to be very dry months ; the
rainy season commences in October, and does not end till the latter end
of March ; during the first four months of this time it rains almost
without cessation .
Intermittent fever is here most common , but by no means dangerous.
Remarks on the coast to the westward of Omoa .
By references to the chart all the dangers of importance will be
seen exhibited at one view : the principal of these are, the shoal of
two feet lying between the Snake and North Seal Cays, and the rocky
knowls of fourteen feet to the south -east of Observation Seal , these being
very small, make them the more to be dreaded , especially so as the
eye cannot detect their existence .
It would be useless, in fact impossible to say anything of those
between the Rivers Temash and Rio Grande ; reference must be had to
the General Chart , on which the prominent hills and points are laid
down , to enable the ship's position to be at any time determined by cross
bearings or angles .
The coast from the bight to the south- west of Omoa to Cape Three
Points , is of an uniform height , the top of the trees being about 200
ENLARGED SERIES.-- NO . 2.-VOL. FOR 1643 . M
82 MR. LAWRANCE ON THE HONDURAS COAST .

feet above the level of the sea. The beach which is low and sandy, is
lined with numerous cocoa - nut trees, particularly at a short distance
to the eastward of the Cape .
Of the three rivers which discharge their waters between these places,
the Montagua is the most considerable, taking its rise about twelve
leagues to the westward of the city of Guatemala. The first village of
importance on its banks is Gualan situated from the sea an average
voyage of fourteen days for “ bongas .” These large barges have much
difficulty in ascending the river during the dry season , owing to the
numerous shoals and rapids that infest its bed . The first of the latter,
on which there is only three or four feet water , is met with at the
junction of the Rio Nuevo forty miles from the bar.
Between the San Francesco and Hospital Bight a communication
has been formed for canoes by means of a small canal cut through the
low swampy land , to enable the mahogany - cutters to receive supplies
by this route, when the heavy surf renders landing impracticable at
the river's mouth . On one occasion a brig loaded in this bight, the
logs having been towed through this channel from the river.
The holding ground off the mouths of those rivers is very good , be
ing soft olive mud . A heavy swell generally sets in on this shore, but
except in the season of the “ Norths,” from October to February or
March , no fear of anchoring need be apprehended .
The current invariably sets between this shore and the Seal Cays to
the south-east, at the rate of from 1 to 12 knots per hour, its accelera
tion being influenced by the rains. In the bight between Cocoalee
Point, and the Rio Grande it is affected by the winds as well as the
rains ; we generally found it setting to the north -east 1 knot , with the
ordinary light sea -breezes from the eastward. There is also a slight
rise and fall of about one foot, also influenced by the wind , generally
highest in the evenings .
The prevailing winds on this coast are the periodical land and sea
breezes. The latter usually sets in about 10 A M., and continues some
times until late at night, but is governed by circumstances, as during
some months we found itvery light, particularly so in September, when
it seldom blew home to the coast.
Thunder and lightning of the worst description are constant visiters
every night during the rainy season .
The Norths on the coast seldom extend to the southward of Point
Placentia . During the period of their visit the wind in the bight inva
riably blows off the land from the south - west, attended with the
appearance and strength of a Norther. The Mountain of Trepong,
south of the Dulce , being free of clouds is considered a sure indication
of these winds . They may be looked for at the latter end of October
or beginning of November. The barometer would appear to be much
influenced by these winds ; ours on one occasion fell suddenly from
29.94 to 29.80, and the thermometer down to 73°. The average tem
perature during the summer months being 85 °.
Of the rivers in this bight the Sarstoon which is the largest and
deepest, has six feet water on its bar, and is the Southern boundary of
British Honduras. They all resemble each other in appearance, their
banks being low and swampy, lined with impenetrable mangrove
 COMMANDER FISHBOURNE ON AFRICAN ISLANDS 83

bushes. Mahogany is cut at the distance of a journey of three or four

days from their mouths, probably forty or fifty miles inland . The
average height of the land from Sarstoon Hill southward is 150 feet.
Two or three hundred Caribs have formed a settlement at Punta
Gorda whose only occupation is raising stock for their own consumption ,
and at times visiting Belize with plantains, cocoa, &c ., which they
exchange for wearing apparel and other little necessaries ; these people
are very inoffensive and much attached to the colonists. They hold
the tenure of the land by sufferance .
In the bight between Cape Three Points and the Rio Dulce the Ox
Shoal is the only danger to be avoided , its limits will be seen on the
chart.
The hospital bight affords excellent anchorage for vessels drawing
12 or 13 feet water ; the least on its bar being 14. Its shores are very
swampy, and lined with mangrove bushes, rendering it, as the name
implies, a most unhealthy place .
St. Thomas bight forms a very safe and commodious harbour for
large vessels, and is the best place on the whole coast for watering. By
keeping midway between the two shores on entering, you will avoid
the banks extending off the points on either side. A fresh water creek
at the foot of the mountains on its western shore is the watering place,
off which you may anchor, at the distance of one cable in 3 fathoms;
and large boats may pull up to the head of it, and fill their casks with
the greatest ease ; the water is excellent.
About one hundred Central American fishermen live at the mouth of
the Rio Dulce ; the least water on the bar of which is six feet. A few
huts are also to be met with between this and Punta Palma.
The above mentioned river and gulf was surveyed by Captain Owen ,
in June 1834.

FERNANDO PO AND AFRICAN ISLANDS.— From Remarks of Commander

Fishbourne, H.M. steam -vessel Alban .

Having embarked Captain Trotter in the Warree, we parted company

for Rollas, where we obtained wood ; and touching at Isle Prince,
steered for Fernando Po, where we arrived on the 3rd of Dec. , 1841 .
The anchorage of Clarence Cove , the principal anchorage of Fer
nando Po, situated on the north side of the island , is very good ,
though the depth is from 10 to 15 fathoms ; indeed , it is so abun
dantly sheltered that considerable facility is afforded to vessels load.
ing or unloading, while the perfect tranquility and smoothness of
the water, and the rise of seven feet admit of vessels being beached for
repairs, without danger . At present a fire is kept up by the Company's
servants during the early part of the night, and being at the height of
100 feet, above the level of the sea, it may be seen at a considerable
distance . By bringing this on a S.b.E. (true) bearing, and Point Wil
liam , one mile, or a mile and a half distant, fair anchorage, and a good
position for entering will be fouvd . It must be borne in mind , that the
84 COMMANDER FISH BOURNE ON

current runs to the east and north - east generally , one mile to a mile
and a half per hour ; and due allowance must be made for this in steer
ing either for the settlement by day or the light by night, depending
on the preceding winds . Change in the bearings would give notice of
this , and they should be attended to strictly .
The water is good , and may be obtained in any quantity without
difficulty . Wood is plentiful, and of very superior quality , quite equal
to the mangrove, 340 inches per horse - power per hour , being sufficient
to keep steam with our engines working expansively at half-stroke, yet
still an efficient fuel . We paid six shillings and sixpence for 100 pieces,
containing about 33 cubic feet ; but were a contract entered into for a
large quantity , it might be obtained at a much more reasonable price .
The landing -place is convenient at a wooden pier which has been
built at the expense of the West African Company, and extending out
to a depth of water that admits of vessels of seven or eight feet draught
to go alongside .
The ascent to the Plateau upon which the town stands being about
100 feet and the road ill made, occasions much difficulty in the transfer *
of goods to the town , but this objection might be materially removed
and without much expense . There is a strip of land at and on either
side of the landing place (from which the cliffs rise nearly perpendi
cular) , now partly occupied by miserable coal and store sheds, but of
sufficient width and generally adapted for good store room .
Fresh meat may be had , but is dear, being 9d . per 1b . , and for the
most part imported from the main land .
Vegetables, strange to say , were by no means abundant, yams being
the only kind to be obtained for the ship's company ; yet is the fertility
of the island such as to produce any tropical fruit or vegetables that
have hitherto been tried , such as the following fruits, oranges, limes,
pine-apples, guavas, plantains, soursops, papaus, cacaoes ; and vege
tables - yams, sweet potatoes, arrow - root , ginger, cassava , manioc, indian
corn , shalots, and sugar-canes ; coffee, cotton , and tobacco , I am told
have been produced also .
The town called Clarence Town is situated on a Plateau , 100 feet at
least above the level of the sea , and receives much of the prevailing
wind south -west ; but as this passes over a portion of land not yet quite
clear, its salubrious effect is much diminished, as it must be surcharged
with vapours . The houses are built of wood , seldom of more than one
story , regular and cleanly, even taste is perceptible in their little
arrangements, and a measure of comfort which implies circumstances
far removed from want. This is more remarkable as the Company ,
enforcing a monopoly, have placed prices upon their goods in which it
might have been supposed the little all of the poor people would have
been sunk , for the merest necessaries of life, excluding the poor Boobees* TL
( natives) from little more than rum , tobacco, and powder, their first
wants as the price of their labour. Unhappily these first wants are
mere temporary gratifications, hence are they induced with difficulty
The term " Boobees ” (accented on the last Syllable) has been applied as a
general name to the natives , simply from being their common word of salutation on
meeting our people ; the word Boobee being used by them in the same way as we
would say “ How do you do."
 FERNANDO PO AND AFRICAN ISLANDS . 85

to do thatwhich to them is painful, i.e, to work : the price they receive

for their fruit or fowls is likewise so small , that they have not only
little inducement to exertion in seeking some of the comforts of civilized
life, but are sunk into deeper degradation by spirits being made the
purchasing medium with which they are paid the price of their labour,
the price of their goods, and even the price of their wives, were they
bad enough to sell them . Some women appear to have sold themselves ,
as the punishment now awarded for infidelity is the loss of one or both
hands at the wrist according to the turpitude or frequency of the crime
in the individual. This severity it would appear has checked the evil ,
as but one was seen so mutilated. Being thus incapacitated from the
household and other duties (extensive in this country) performed by
woman , she becomes rather a burden to her husband , from which it may
be inferred that the aforementioned law is the enactment of the commu
nity , rather than the result of the aggrieved party's angry feelings.
The Boobees are rather below the middle stature, but well propor
tioned and athletic, though awkward in their gait . They seem inoffen
sive and intelligent , but indolent. The general contour of the face is
no less European than Negro , the forehead rectangular , though neither
broad nor prominent ; the eyes sharp, sometimes piercing; hair woolly,
skin rather of the Mulatto , but smeared to an extent that alters the
apparent hue ; the hair is smeared with a pomade of brick clay and oil
with which it hangs down not unlike the leaded mane of a horse.
They display ingenuity and even taste in the arrangement of their head,
and waist ornaments, the chiefs having hats and feathers, and a pair
of horns in front.
The females seldom wear more than the waist covering , and a few
beads or shells . Continuous labour seems quite unknown amongst them ,
and they are with difficulty induced to work ; when they do work all
the inhabitants of the village repair to the place appointed, where they
continue till it is completed , the women singing all the time . When
it is performed they return to their village to indulge in the fruits of
their labour, which unhappily are for the most part debasing. These
people worship a spirit which is said to dwell in a grove consecrated by
him , and held sacred by them , none being permitted to enter, nor to cut
or disfigure the trees of which it is composed . With the capabilities
of these people much might easily be done to ameliorate their temporal
condition , while it is to be lamented that no Missionaries have been
amongst them hitherto, to “ declare to them that God whom they so
ignorantly worship, ” particularly as they have reaped little or no benefit
from their intercourse with white men . Yet is there something in the
white man which wins these poor untutored Indians, and makes them
not only curious but anxious to know something of the white man's God .
The colony is governed by an Agent for the West African Company,
who to say the least of them , ( for there have been several,) have not
succeeded in conciliating the inhabitants of Clarence Town , much dis
content prevailing amongst them , and this in some cases not without
reason . Two men came to me , claiming protection and desiring that
their wives should be recognized as British subjects, stating that if not
so recognized , the Company's agent would deliver then up to the chief
on the main land whose slaves they had been . Although the propriety
 86 COMMANDER FISHBOURNE ON

of their running away may be questioned by some, the propriety of an

Englishman making them slaves again can be argued by none. On
enquiry , Mr. Scott admitted to me, that, acting under the orders of a
former agent, he had carried some over to the main land, and delivered
them up to their original owners . Mr. White , the present agent,
assured me, and I am convinced with truth, that he had not, nor would ,
interfere with any so circumstanced .
The people brought to this place by orders of our Government from
Sierra Leone complain ( I cannot say how justly) that the privileges
granted them on the cession of the colony by the government have been
violated . Many of them appear to be respectable, industrious, and
moral, and some even religious ; generally it is I fear but a name ; yet
do they form an attentive congregation, and though concubinage is
found to the extent of nine in every ten couple , this would appear to
arise from there having been no missionary amongst them until within
a recent period. Some were married, and a great many baptized , by Mr.
Müller, chaplain , and these chosen out of a still greater number whose
entire ignorance, (or in the case of children of that of their parents,)
induced him to defer administering this ordinance. These cases though
they do not argue a knowledge of what is right, shews a disposi
tion to do what is thought to be right by those who know better than
themselves, and affords great hope for the success of missionary labour
amongst them . There are two Baptist Missionaries now at Fernando
Po, who, but for their sectarian spirit, would be the means of doing
much good .
The fall of water in Hay and Horton brooks, the former quite close
to the town, is fully equal to turning mills for sugar, corn , and wood,
and the ground so well adapted that little expense would attend the
preparing sites, &c. , for building and regulating the supply of water.
Though this place is so near the Bonny, Calebar, and Cameroons, few
vessels touch here, nearly all going to George Bay, where there is a
settlement of Kroumen who sadly maltreat the natives, and even supply
the shipping with yams, at their expense , or only give them nominal
value.
On leaving Clarence Cove for Isle Prince, or the south , you are recom
mended to steer to the eastward, leaving the islands on the west of you ,
but witbout sufficient reason . Although you avoid the current, you have
to run to leeward a greater distance than the current could have carried
you , and all which distance is to be made good against the current . If
you are bound out of the bight or to any of the islands, in steering for
north- west bay, I. Prince, where we were bound to, allowance must be
made for the easterly set of the current. A sailing vessel making it to
the southward of E.S.E. had better stand on all night, or till she could
weather the Island , thus passing to the southward of it ; but should not,
except under most favourable circumstances, pass between the Dutch
man's Cap and I. Prince as the winds there are baffling, and currents
variable . In this way she may arrive early on the following day. I
have known a vessel to have been three days beating up on the north
side, which will surely obtain if the master or captain is timid, as he
will lose at night his daylight labour. The south side of the bay is to
be avoided, as the ground is foul, till you get into 14 fathoms, where
 FERNANDO PO AND AFRICAN 18LANDS . 87

there is good anchorage, freest from rain , but at a long and inconve
nient distance from the watering place . Vessels may go into 8 fathoms
without apprehension , bringing Madame Fereira's house to bear about
east (true ).
This lady is of considerable notoriety amongst the African squadron
for her hospitality , and her house is easily distinguished standing on a
hill , and , being the only one of any size. She supplies the squadron with
fire wood at two dollars the 100 pieces, two feet long by four and a half
inches square , and as she thus clears the ground , plants it with sugar
canes . She has lately erected sugar and timber mills to be driven by
water, at an expense of 10,000 dollars, and though these , and all her
supplies are from France, the Local Junta are jealous of her English
intimacy, and will I fear prevent her realizing the benefits which her
enterprize deserves.
The water here is excellent and easily obtained in any quantity .
The wood is plentiful, but the dark coloured of great specific gravity
is entirely to be preferred . Beef may be obtained at Port Antonio,
or from Madame Fereira ; at times pigs and poultry , but not in quantity .
Guavas, soursops, papaus, limes, oranges, bananas, pines, and cocoa -nuts
are to be had here ; but yams and sweet potatoes, are very scarce ; coffee
is plentiful and of excellent quality five- pence per pound : cacao-bean
is good and cheap here . The island is governed by a Local Junta , of
which the Captain -General of the Portuguese possessions here, is pre
sident, who now mostly resides in Isle Prince.
In steering for Isle St. Thomas we found much less easterly set, than
further to the north , and on arriving at St. Anna de Chaves found it
to be very shoal as if filling up. Wood and water were very scarce .
We failed in obtaining stock of which they said there was plenty , but
to be had only by sending into the country. The extreme wretchedness
of the town offered too little confirmation of this to induce us to stop
and make the experiment, Some remains still appear of the short
lived wealth and questionable prosperity during the palmy days of kid
napping. Although the soil is so rich we could obtain but a few
miserable vegetables, that were not worth carrying. Sugar and coffee
were exported to a tolerable extent formerly, but the planter has emi
grated to the Brazils.
The anchorage between Isles de Rollas and St. Thomas in 6 fathoms,
where we next stopped, is well sheltered, and convenient for wooding ;
but water can alone be got from I. St. Thomas opposite, and there in any
quantity and very good . We obtained a small supply of pigs, poultry,
turtle, and fish every day. The officers succeeded in shooting a consider
able number of wood pigeons and doves, which proved a grateful addi
tion to the sick men's mess.
The bay opposite, in St. Thomas, is far from being a desirable an
chorage ; even a steamer without coal will find a difficulty in coming
out at times,green wood giving a very insufficient quantity of steam
to make head against the cross sea and south -west wind , which gene -
rally prevails here. Failing to obtain any sufficient quantity of stock
here, we proceeded to Anno Bon , where, with old clothes and some
cloth, we supplied ourselves amply .
We obtained also some water and wood of an indifferent quality near
 88 COM . FISHBOURNE ON AFRICAN ISLANDS .

the town, but better is to be had at the other end of the island . Sheep,
goats, pigs, and fowls are plentiful, as also fruit ; yet nothing is to be
had but in barter for clothes, these articles being the current coin of
the realm . The king being elected yearly , presents are looked for con
fidently, as custom and harbour dues.
This island has great capabilities, and presents some very beautiful
scenery , even to the lake itself, which is so singularly situated on the
summit of the island , being surmounted by peaks .
The people are very suspicious , doubtless from being deceived fre
quently by the slave vessels, who have gone to the extent of kidnapping
some of them .
Although we started from this island under sail with steam , we did
not continue so long, as the vessel fell much to leeward in consequence
of her flat bottom . We stood to the south -west under steam only until
we reached 7° 30'S . Having too little power to contend with a trade and
sea, and having very little coal , and that of inferior quality , I deemed it
prudent to make my southing while I could . This course is by no
means to be recommended, but, I was apprehensive, having so many
sick and convalescent on board . Vessels bound either to the southward
or westward should stand to the westward whenever they can make a
west course , true, by which means they will get soon out of the easterly
current, the wind will draw to the southward , and enable them to make
their southing; and if they are bound to the westward , they should not
go far to the south of the line , the westerly current being strongest near
it, 3º S. being the furthest they should go. But in all cases it should
be borne in mind that the south-east trades are more easterly when
the sun is in high south declination , and southerly when in high north
declination ; and also that they extend nearer to the line as the sun gets
north declination .
We lost the westerly current in lat. 3° 30 ' S., long. 3 ° 30 ' E .; and
I doubt not, but that, had we been further to the westward , should have
lost it in 2º S. this time of the year.
While exercising at quarters our binnacle- compass was unshipped by
the concussion from the adjacent gun . The liability to such an acci
dent is a serious objection to the description of card we had in use , it
was a scale card or index , having two parallel needles vibrating verti
cally through it , the whole borne by gimbles. The idea was, that by
this arrangement it would be less affected by the vibratory motion of
the ship. On substituting for this card one of ordinary construction
we discovered by an azimuth that it had 5° less of westerly variation ,
and altered course in consequence . The moruing's azimuth gave the
variation of the former. In each case, the ship's head was brought
to the due course N.W.b.W. W. By thus attending to our compass
errors, and having an excellent rate to our chronometer, we were en
abled to make the land directly ahead , and the distance not erring
more than two or three miles by measurement with patent log .
We shall conclude the foregoing remarks in our next, and may here
adu Commander W. B. Oliver's observations , the officer whose judicious
directions for making the passage from the Bights to Sierra Leone, we
gave in our last volume.
Fernando Po. — Is well known and surveyed ; but the climate is
 NOTICES OF JAPAN . 89

generally considered as much more unhealthy, than we found it. It is

decidedly superior to that of Sierra Leone, and were the establish
ments transferred from thence to Fernando Po, no doubt a sufficient
portion of land might in ten years be cleared , and cultivated , to render
it the most healthy spoton thewestern coast of Africa . But in clearing
and cultivating , Europeans must not be employed, or they would
doubtless, as formerly, all fall a sacrifice ; but Kroumen , and liberated
Africans, under the immediate superintendence of intelligent men of
their own race . Splendid timber of various descriptions, may be cut
at no distance from the shore, which abounds with safe coves for
loading
Man -of -War Bay , Isle St. Thomas.—The best anchorage in this
bay is with the centre of Cabrita Isle S.E S. Feranadilla House
S.W 1 W. and N.W. Point W. I N. where you get 15 fathoms dark
muddy sand . This bay is open to tornadoes, but theanchorage better
than at Anno Bon , and the stock in every respect superior, the goats,
pigs, fowls, and fruit, being the finest on the coast. They are not to be
obtained for money ; but in exchange for clothes , and Manchester goods
or cutlery , and to be had in plenty and very cheap. The natives, are
active, shrewd , and friendly. Good water may be obtained from a
stream near the house .
Anchorage of Anno Bon .- Open the low rocky point to the westward
of Pyramid Rock, with the east end of the Church, (the eastern build
ing detached from the village ,) you may then by keeping Pyramid
Rock on with a high rock over it , resembling a fort, steer in on that
line , and carry sandy bottom from 19 to 31 fathoms within two cable's
length of the beach , when Islet Point will bear Wi N. , and Pyramid
Rock S.E.b.S., and Turtle Island S.E.b.E. Stock can only be obtained
in exchange for goods , not money , and is of an inferior description .
The canoes being small and crazy , are never dry, the bananas , plantains,
&c. , are consequently injured by salt water , which prevents their keep
ing ; the oranges so extolled in the Directories are not eatable . The
natives, dirty , indolent , and troublesome , so much so that purchases
of stock cannot be made on shore .

Notices of JAPAN.-No. X.

(Continued from p . 844 , vol . for 1842. )

MARRIAGE is contracted early ; but as a mes -alliance is held to be

utterly disgraceful, persons even of the middle classes of society are not
unfrequently reduced to the necessity of espousing, like princes, those
whom they have never seen . Thus the treasurer of Nagasaki , whose
rank is not so high as to require the detention of his family at Yedo,
bas no precise equal in the place ; consequently, his children cannot
ally themselves with the young people in the town , their acquaintance
and associates, but he must procure them wives and husbands out of
the families of men of his own rank in distant cities or provinces .
ENLARGED SERIES. — NO . 2 .-- VOL . FOR 1843 . N
90 NOTICES OF JAPAN .

When no such obstacle prevents “ the course of true love from running
smooth , ” and a youth has fixed his affections upon a maiden of suitable
condition , he declares his passion by affixing a branch of a certain
shrub ( the Celastrus alatus) to the house of the damsel's parents. If
the branch be neglected , the suit is rejected ; if it be accepted , so is the
lover ; and if the young lady wishes to express reciprocal tenderness ,
she forth with blackens her teeth ; but must not pluck out her eyebrows
until the wedding shall have been actually celebrated . When the
branch is accepted in the one case , or the parents have agreed to unite
their children in the other, a certain number of male friends of the
bridegroom , and as many female friends of the bride, are appointed as
marriage - brokers. These persons discuss and arrange the terms of the
marriage contract ; and when they have agreed upon these, they care
fully select two auspicious days ; the first for an interview between the
affianced pair, the second for the wedding.
At this stage of the proceedings, the bridegroom sends presents , as
costly as his means will allow, to the bride ; which she immediately
offers to her parents in acknowledgment of their kindness in her
infancy, and of the pains bestowed upon her education . Thus , although
a Japanese lady is not subjected to the usual oriental degradation of
being purchased of her father by her husband , a handsome daughter is
still considered as rather an addition than otherwise to the fortune of
the family. The bride is not , however , transferred quite empty - handed
to her future home . Besides sending a few trifles to the bridegroom ,
in return for his magnificent gifts, the parents of the bride, after cere
moniously burning their daughter's childish toys, in token of her change
of condition , provide her a handsome trousseau, and bestow upon her
many articles of household furniture- if the many " can apply to
articles of furniture , where the handsomely - matted foor answers the
purpose of chairs, tables, sofas, and bedsteads. Those given on the
occasion in question always include a spinning-wheel , a loom , and the
culinary implements requisite in a Japanese kitchen . The whole of
this bridal equipment is conveyed in great state to the bridegroom's
house on the wedding -day, and there exhibited .
With respect to the marriage - rites , some little difficulty is created by
Titsingh's intimation , that no religious solemnization takes place ; but
it is easy to conceive that, in such a country as Japan especially, a
foreigner, even the head of the factory, should have been often invited
to the formal ceremonies with which the bride is installed in her new
home , without ever witnessing, or even hearing of, the earlier religious
celebration. In fact, Meylan distinctly states, that marriage , although
a mere civil contract, is consecrated by a priest , Fischer adds, that it
must be registered in the temple to which the young couple belongs ;
and from the Swedish traveller of the last century, Thunberg , we have
a description of the religious solemnity. This appears to consist in
the prayers and benedictions of the priests , accompanied by a formal
kindling of bridal torches, the bride's from the altar, the bridegroom's
from her's ; after which , the pair are pron nced man and wife .
But the business of the day by no means terminates with this declara
tion . The bride is attired in white to typify her purity, and covered
from head to foot with a white veil. This veil is her destined shroud ,
 NOTICES OF JAPAN . 91

which is assumed at the moment of exchanging a paternal for a con

jugal home , in token that the bride is thenceforward dead to her own
family , belonging wholly to the husband to whom she is about to be
delivered up . In this garb she is seated in a palanquin of the higher
class, and carried forth, escorted by the marriage- brokers , by her family ,
and by the friends bidden to the wedding -feast; the men all in their
dresses of ceremony , the women in their gayest , gold - bordered robes.
The procession parades through the greater part of the town , affording
an exceedingly pretty spectacle.
Upon reaching the bridegroom's house, the bride, still in her future
shroud , is accompanied by two play fellows of her girlhood into the
state room , where , in the post of honour, sits the bridegroom , with his
parents and nearest relations. In the centre of the apartment stands a
beautifully-wrought table, with miniature representations of a fir tree,
a plum tree in blossom , a crane and a tortoise, the emblems, respectively
of man's strength , woman's beauty, and of long and happy life. Upon
another table stand all the apparatus for drinking sakė. Beside this
last table the bride takes her stand ; and now begins a pouring out,
presenting, and drinking of saké , amidst formalities, numerous and
minute beyond description or conception , in which the bridemaids, as
they may be called , under the titles, for the nonce, of male and female
butterflies, bear an important part, which must require many a school
rehearsal to perfect. This drinking finished in due form , the ceremo
nial is completed . The wedding guests now appear, and the evening
is spent in eating , and drinking saké. The wedding feast is, however,
said usually to consist of very simple fare, in honour of the frugality
and simplicity of the early Japanese, which many of the customs still
prevalent are designed to commemorate , Three days afterwards the
bride and bridegroom pay their respects to the lady's family , and the
wedding forms are over.
In addition to what is said concerning marriage ceremonies, we will
merely add what one of our informants, himself a common labourer,
told us what he did when he became a Benedict . The marriage was
settled by a go -between , and the pledge -presents sent to the lady's house
a month beforehand, and on the lucky day the lady came, accompanied
by the marriage -broker, her parents, and other friends, to his father's
house. The crowning ceremony , which made her his own , consisted
in his taking a goblet of saké and drinking it with her, joined after
wards by the go -between and their parents. The feast, with music, &c.,
then followed . There were in this case no priests ; and that their ser
vices are not required , we are also led to think, apart from all that we
can learn , besides the testimony of Titsingh , from the resemblance
which many parts of the ceremony bear to what is customary among
the Chinese, who never employ priests. The marriage presents, in this
case, consisting of wine and dried fish , garments, & c. , were valued at
about ten dollars . The wife blackens her teeth with a preparation of
powdered charcoal and some metallic salt ; the operation requires to
be performed about once in three or four days. We are told that it is
a general custom for a female, who has reached the age of 25 or there
abouts i.e. beyond certain age , without being married , to blacken her
92 NOTICES OF JAPAN .

teeth, and shave her eyebrows, to take away the reproach of her single
state .
Whether the house in which the young wife is domiciliated be her
husband's, or his father's if yet living, depends upon whether that
father has or has not been yet induced , by the vexations, burdens, and
restrictions attached to the condition of the head of a family, to resign that
dignity to his son . These annoyances, increasing with the rank of the
parties , are said to be such , that almost every father in Japan , of the
higher orders at least, looks impatiently for the day when he shall have
a son of age to take his place, he himself, together with his wife and
younger children , becoming thenceforward dependents upon that son .
And among such a whole nation of Lears , we are assured that 110 Regans
and Gonerils, of either sex, have ever been known to disgrace human
nature .
The life of Japanese ladies and gentlemen , however the latter may
be thus harassed , is little disturbed by business ; even governmental
offices, from the number of occupants, give little to do ; their time is
therefore pretty much divided between the duties of ceremonious polite
ness and amusement. Amongst the former may be reckoned correspon
dence , chiefly in notes , and the making of presents, both which are
constantly going on ; the last regulated by laws as immutable as are
all those governing life in Japan. There are specific occasions upon
which the nature of the gifts to be interchanged is invariably fixed ;
upon others, this is left to the choice of the donor, save and except that
a superior must always bestow objects of utility upon an inferior, who
must, in return , offer rarieties and useless prettinesses. Between equals,
the value of the gift is immaterial ; a couple of quires of paper, or a
dozen of eggs, are a very sufficient present, so they be arranged in a
beautiful box , tied with silk cord , placed upon a handsome tray, and
accompanied with a knot of coloured paper , emblematic of luck . They
must, indeed, be likewise accompanied , as must every present of the
least or the greatest value , with a slice of dried fish of the coarsest des
cription . This same coarse fish is, moreover, an indispensible dish at
the most sumptuous banquets ; and though no one is expected to eat it,
is thus constantly brought under notice, in commemoration of the
frugality of the early Japanese , whose chief food it constituted . Upon
one festival day , every body presents a cake to all their friends and
acquaintance .
Social intercourse among the Japanese seems at first sight to be
entirely governed by ceremony . Two gentlemen , meeting in the street
must bow low , remain for some instants in their bowing attitude, and
part with a similar bow, from which they must not straighten themselves
so long as, by looking back , they can see each other. In a morning
call , the visiter and the visited ' begin by sitting down on their heels
facing each other ; then , placing their hands on the ground, they
simultaneously bow down their heads, as close as possible to their knees.
Next follow verbal compliments, answered on either side , by a muttered,
“ He, he , he !" then pipes and tea are brought in , and it is not till all
this is duly performed, that anything in the nature of conversation
may be attempted . The ceremony of a morning call ends by serving
 NAUTICAL RAMBLES. 93

up , on a sheet of white paper, confectionary or other dainties, to be

eaten with chop-sticks . What he cannot eat, the visiter carefully folds
up in paper, and deposits in his pocket -sleeve . This practice of carry
ing away what is not eaten is so established a rule of Japanese good
breeding , that , at grand dinners, the guests are expected to bring ser
vants, with baskets, properly arranged for receiving the remnants of
the feast .
These remnants are said to be carried away , not to be eaten , but to
be dispensed to beggars . At formal feasts, females do not compose part
of the company , but in families and private circles they eat with the
men ; there may , however, be exceptions to the first remark in certain
instances . When a large party is assembled, the guests are arranged
in two long opposite rows, sitting on their feet, each one having a small
table before him , on which the dishes are arranged , accompanied in
some cases with a smaller side- table . The servants, usually youths,
move up and down between the guests . The dishes are arranged on
the table in a quincunx, one of which is filled with rice , one with fish
and vegetables preserved in soy , another in pickles, a fourth with cooked
fish, & c .; the number of fish eaten, and the various modes of cooking
and preserving them practiced in Japan , is probably unequalled in any
other country. Rabbits , pork , venison, and other flesh is eaten , but
not to much extent. As in China, a bowl of rice is served up at the
conclusion of the feast, preceded by comfits fancifully contrived to
deceive and surprise the guest. At the hozhe , or feast given at the
expiration of the period of mourning, nothing having life is eaten , nor
is saké drunken , but at all other entertainments they are indispensible .
The host sits at the foot of the room near the door to do honour to the
arriving and departing guests. Healths are drank in small cups, but
the etiquette varies ; one mode is after drinking to send the empty cup
to the friend, who refills and drinks too. Water forms no part of a
feast, tea and saké being the only beverages.
( To be continued .)

NAUTICAL RAMBLES.—THE LEEWARD STATION DURING THE WAR.

Port Royal and its Associations .
(Continued from p . 20.)

I am surprised that the cocoa - nut has never been planted upon this soli
tary spot* , merely as an ornament ; for although situated in the direct
aqueous high - way, it is bold to, and there are no outlying dangers , at least
to any extent, to require more than ordinary caution in the passer-by.
Its elevation above the sea-level is greater than it appears to be when
seen at a distance ; it is said to be 300 feet in height, and may be seen
on a clear day twenty - one miles off from the deck of a line -of- battle
ship . I never heard of a vessel having been wrecked upon it, whilst

Navassa .
 94 NAUTICAL RAMBLES .

on the Morant cays, a little further to leeward , many have struck , and
more have just cleared them ,—some, even men - of-war ,-have been
wrecked . The light- house erecting on the east end of Jamaica , will ,
probably , go far to remedy those accidents , which appear to have taken
place from the variation of the currents. There will still , however , be
danger in working up from Port Royal, as the cays lie thirty miles
from the site of the light- house.
In the frigate I had often an opportunity , in running alongshore from
Cape Donna Maria to Tiburon , of seeing the features of this end of the
fine island of St. Domingo, unquestionably the most valuable and beau .
tiful of the west . These were very much diversified,and the nearer we
approached the latter bold and rounded promontory, the less fertile the
land appeared to be . But we must not always take our estimate of the
fertility or barrenness of a country , especially within the tropics from
eye-sight, whilst at a distance of five or six miles ; forwhere there are
considerable elevations , and corresponding depressions , it is well known
to seamen that , the shade* which the former throwsover the more level
spaces, often completely hides their verdure , and gives the scene a
sombre and sterile appearance. Stationary clouds , too, often throw a
shade over the land , giving to it a dark and uninviting aspect . We
often ran close in -shore from Cape Rosa towards Tiburon, which never
failed of affording gratification to all on board ; every eye being directed
towards the shore, and feasting upon the various and varying objects
and changes of the scenery as the gallant bark slid noiselessly along.
Among the mids there were two or three who possessed ihe art of
drawing , and by these there was scarcely a feature of the coast that
was not delineated : one of these youths, W.H. S., not only drew in
his book a coloured sketch of the land, abreast of which the ship was
at noon, every day, but the ship with the sail she was uuder at the
time, executed with care, and in beautiful style ; and the journal of
remarks written with the nicest attention ; he was altogether an accom
plished and gentlemanly young man ; a good seaman , and a most gal
lant officer. He was subsequently promoted for his bravery , and was
unfortunately drowned . The perfection to which he had aitained emu
lated me, and I attempted to follow the good example, but could not per
severe in it, as I found on other occasions too little time to admit of my
pursuing the plan ; nevertheless, in a sketch - book , I entered a rough
outline of almost every head -land that came in sight, and remarkable
object which presented itself to my view .
I recollect that the appearance of the land about Petit Reviere was
so pleasing as always to call forth our mutual praise ; it possessed all
those agreeable and attractive objects, which in tropical scenery afford
such delight to the eye, even to those who do not study the picturesque
and beautiful in nature . Here was the red cliffy projection clothed at
its top with dark green sward ; then, the retiring inlet of light azure
coloured water, contrasting with the dark- blue sea without, showing
clearly the line of soundings; then , in the front lay scattered huts, and

* Nevis,-perhaps , the most highly cultivated and verdant isle of the Caribbean
Sea, from the overshadowing canopy of clouds which often envelopes its summit ,
sometimes assumes a very sterile appearance.
 THE LEEWARD STATION. 95

tasty jalousied dwellings, shaded by the varied foliage of fruit trees,

o'er-topped by the lofty cocoa-nut, waving gracefully in the breeze ;
the long slope of carefully cultivated grounds, -fields of canes of the
brightest green , and patches of the yellow tufted maize ; the whole
backed by hills which rise in succession to a great height . Poor S
was always delighted with this view ; I obtained a copy from him ,
which , with one or two others he had given me, I , many years after
wards, sent to his widowed mother, addressed , for obvious reasons, to
her son -in -law , Captain A-- of the army , and these I believe, were
the only relics of her noble son , which chance had revealed to her
sorrowing eyes. He was an only son , and his untimely death hastened
that of his worthy father, and ultimately broke the heart of his mother,
a lady highly accomplished and possessing considerable talents .
It was seldom we chased beyond the west extreme of the Island Point
des Iros, which is a gently sloping promoutory with a rounded head
clothed with trees, and cliffy at the base ; it may be known by a small
island to the north - westward of it , called Pierre Joseph , or Josen. But
the most remarkable features of the coast hereabouts are the two de
tached mountains aback of L'Anse de Nautt ; one , rising immediately
aback of the town , is cone shaped , with a depression in the centre of
its summit ; it bears E.b.N. N magnetic, from the anchorage. The
other is a still more remarkable elevation , forming a saddle mount ,
Mont Silla and bearing E. S.
The northernmost point of the bay is also very remarkable, from pre
senting, almost exactly , the same appearance on either side. It is a
cliffy umber coloured point, which after attaining a certain elevation ,
falls back still inclining upwards; and from the apex declines precipi
tately, nearly down to the water. In the depression, the trees, which
commence on the crown , and run all the way down , have by some
means * or other, formed an arch , entirely devoid of leaves, the trunks
only being visible , and through this the light appears. I do not
recollect to have met with a projection any where, preserving such an
exact resemblance in all particulars on both its sides .
Having been early led to the practice of sketching coast scenery , and
found how practically useful it was, I may be excused for adding a few
words on the subject, for the benefit of the young navigator, who will
find it to his advantage to cultivate the talent, it being not only condu
cive to his own immediate happiness by affording him a rational, refi
ned , and very delightful study and pastime , but may be of much utility
to his profession. He will also find it to be a very good introduction
for him , to the notice of a scientific superior. And although the enjoy
ment of its practice will be all his own, it is not altogether a selfish
pursuit , as it affords to the eyes of others, and consequently to their
minds, a pleasure nearly equal in effect to that of music to the ear of a
listener ; indeed even more than that , for, it magically as it were , brings
present, objects that may be thousands of miles distant, and of which
but an imperfect idea can be formed by mere description. Besides in
* I imagine this to arise from moisture , and a greater depth of soil , from which
the trees grow more vigorously and shoot upwards , leaving the trunks bare , and
throwing out more branches above. The arched shape observed is probably acci
dental.
 96 NAUTICAL RAMBLES .

after life when his practical energies are subdued , and he retires from
the cares and bustle of active employment, the collection which his
industrious pencil has gathered through a series of years, will be turned
over with secret satisfaction , bringing its own reward , the testimony of
approbation and innocent delight exhibited by , perhaps, the children
of his own warm affection , who are almost sure to imbibe the same
attachment for copying the beautiful objects of the creation , which the
example of him they love has set them . From these advantages , and
they are worthy every youth's consideration , I emphatically say , “ happy
is he who gains them .”
My own sketches have in a long run of years not unfreqnently been
of use in at once determining a ship's exact position : and I have no
doubt many instances might be collected to prove the utility of such
drawings . One instance which has recently been communicated to me
by a Naval Captain is worth relating , as it shows by what a slender
thread , as it were , the safety of a ship is often held , in those seas where
all objects are subject to be obscured by mist or fog , and by which the
judgment and science of the directors are paralized. In going up the
Baltic , when a lieutenant , the officer alluded to, amused himself in
sketching a remarkable head -land with a castle on its summit, and near
which vessels in their ingress and egress are obliged to pass. On the
ship’s return late in the season , the weather for several days proved
foggy, so that there was no possibility of ascertaining her exact position
with confident certainty , from the reckoning. A considerable degree
of anxiety , as may be supposed , prevailed, as it had now become neces
sary that the ship's place should be known , in order , as her exit was
drawing nigh , to shape a proper course so as to avoid intervening
dangers. In this state of uncertainty the fog for a short interval be
came less dense , the land appeared close to , but only for a minute or so,
but, from peculiar marks, the officer who had taken the sketch , and
made a comparison, confidently pronounced the land to be the same head
and castle he had drawn when going up. A course was shaped accord
ingly , and the ship successfully completed her voyage , thus proving the
correctness of the officer, and the value of his sketch , for without it they
could not have decided clear of all doubt .
Every body knows the great value which our celebrated circum
navigator Captain Cook entertained of the sketches of coast scenery ;
indeed their usefulness must be so apparent that I think there are few
seamen who could entertain a different opinion . I should strongly
recommend to all nautical draughtsman to tint in the colour of the cliffs,
or rocks, of the head- land drawn , as near the shade of the original as
possible, and immediately after the sketch is taken . The reason for
this is that, on many coasts the colour of the cliffs vary, whilst some of
the head -lands, at no great distance apart, bear a striking resemblance
to each other, but possess certain distinctions, which unless attended to
and noted at the time the sketch is made, the neglect may prove the
cause of error. Indeed in some instances coasts of Nova Scotia ,* and
the English Channel, we find that from a certain point , the cliffs on

* To the eastward of the entrance to Halifax harbour the cliffs are red ; whilst to
the westward they are white,
 THE LEEWARD STATION. 97

either hand are of a different colour, preserving the distinction along a

considerable extent of coast.
In hazy weather it may happen that a head -land can only be known
from its colour, or certain marks which are peculiar to it. Upon the
Coast of the English Channel these minute particulars are necessary to
be attended to ; as also the dip of the strata , and the seams or interstices
of the layers. The front of two chalk cliffs, for example, may present
a very similar outline when seen through the medium of a haze as a
vessel passes rapidly by ; but one of these may be entirely clear of any
sort of verdure, whilst the other upon inspection with a telescope will
show a line or a patch , here and there, of green , from the circumstance
of seeds of grass or small shrubs having found a resting place in the
interstices of the cliff ; and by this distinction be readily distinguished
the one from the other. The disposition of layers of flints in chalk
cliffs sometimes affords distinctive marks . In running up channel,
during thick weather, strangers are often at a loss to know whether
they are to the eastward or westward of Dover ; but there are certain
distinctions in the cliffs on either side of that place which afford the
pilots the necessary information in hazy or misty weather ; and which
it is desirable all seamen should know : to the westward of Dover the
cliffs present a smooth white surface, with small patches of dark
grass ; whilst to the eastward they are marked with vertical strata of
flint.
In standing towards a coast, whilst yet at a distance , the mountain
peaks often afford good marks to the navigator for determining his
position, if he happens to be possessed of drawings of the land . It has
often occurred that, a ship standing in during the night upon a course
which is expected to place her off a particular point, or harbour, by
the morning, finds herself some leagues to the right or to the left of the
position she had designed to hit, from the intervention of a current.
Supposing, as often happens, she is an entire stranger to the coast, and
unprovided with sketches of the remarkable objects upon it, she would
be constrained to wait for the arrival of noon, to clear up the doubt
respecting her real position , and to regulate her movement for obtaining
the object desired. For, instructions are frequently so vague , and some
times erroneous that they serve rather to perplex than direct ; whereas
a sketch faithfully delineated, with the bearing and distance given ,
could not possibly mislead.
I have dwelt ihus long on the subject, at the risk of being thought
tedions, because I have known the sketches of coast scenery thought
lightly of by some seamen , who place all their faith upon the chart and
book of instructions.
The monotonous duty of keeping watch around , if not over , the well
known Navassa ( Navazo , a pool ; or Navajo , a level piece of ground ; ) was
not destined to be immutable as some began to think , through weariness
of the everlasting evolution of wheeling round and round the solitary
spot, morning, noon , and night , as if spell bound . During the bright
sunshine, and the vigour of the tropic wind , occupation served to spirit
up the flagging thoughts of the night, but they would sink again as
the dusky shade of eve drew on , leaving the mind dull as the rocky
circumscribed object itself - for :
ENLARGED SERIES . — NO . 2.- VOL . FOR 1843 .
98 NAUTICAL RAMBLES

“ Lonely that hour when soft and calm ,

On waves of peace and airs of balm ,
Like Empress in her diamond car ,
Comes in the east, the eve's bright star ,
Lonely to watch the blue wave pour
Its sprays of silver on that shore."

But it was want of change that rendered it so ; for the nights are
almost continually fine, and when the moon shows a full face, so remark
ably light, that you are able to read or sketch, and see distant objects
with plainness. The time at last drew near when the more active
duties would be required . We had quitted the squadron a few weeks
before it broke up , and were stationed on the north side of Jamaica
when the Hunter, brig, Captain Inglefield ( now a Rear - Admiral and
C.B.) arrived out from England with despatches announcing the renewal
of war . The ships of war were immediately despatched to blockade
the principal ports of the Island of St. Domingo, in which there were
several French vessels of war ; among these , two or three of the line , and
many merchantmen . Whilst we lay at Montego Bay, it was reported ,
and it was subsequently found to be true, that a large forty - gun French
frigate the Captain of which was son to the unfortunate commanding
officer who bad been killed when one frigale, then French had been
captured , purposely ran down close in shore with the expectation of
meeting and engaging us, he having obtained a description of the man
ner in which our ship was painted —black , with two red streaks — and
her then station . Unfortunately it so happened that she passed us
during the night, and we heard nothing of the circumstance for some
time after, when it was reported by a neutral which she had boarded
to windward of the island. She was pursued into the Florida Channel,
but having a “ long leg ” she ran clear of her pursuer. If I recollect
right , her name was the “ Semillant."
It was rather provoking to be kept on the north side station during
the first onset, when actions were to be fought, and prizes taken , but
there was no help for it ; some ships were requisite here , and it so hap
pened that we were sent there just before the accounts of war arrived.
The station , however, was in other respects a very agreeable one , as
the hospitality of the inhabitants, who were enthusiastic admirers of the
“ Blue Jackets ," knew no bounds ; and as far, therefore, as shore
engagements could compensate for the absence of more legitimate pastime ,
we certainly had little to complain of. Every where we were received
with a hearty welcome , and often attended the Balls, thus exchanging
our drowsy “ minuets” with dame Navaza for the lively country dance
of Montego Bay . That place, Lucea, and Port Antonio , were the har
bours we frequented ; but our boats were often sent into Falmouth , and
the other ports to the eastward to impress men from the Merchant
Ships. In this disagreeable duty we had sometimes occasion to push
into the outskirts in pursuit of the fugitives ; sometimes successful , at
other times, after much fatigue, without obtaining our object . It was
assuredly a most onerous duty , and deplorable necessity , and could not
be pursued by any officer of proper feeling without repugnance. The
effect on the minds of the different seamen , who were thus subjected to
be hunted like the wild animals of the chase was various, according to
 THE LEEWARD STATION . 99

their age, and the length of time they had been to sea , as well as from
their individual dispositions . The old men - of- war's men , would gene
rally take little care to conceal themselves , because they knew from
experience hos difficult, if not impossible, it would be to escape in
running the gauntlet hence to Old England . If they succeeded in
evading detection at this time, they were almost sure of being caught
at another period ; and in the mean time their minds were kept in a
constant state of agitation and excitement: many of these entered at
once, and could at any time afterwards be trusted . It was different
with the younger men who had never served in a ship of war ; they
had imbibed such a dread of the public service , from the reports of the
severity of the discipline, and the rigid confinement exacted , that the
majority of them would peril life in attempts to escape ; and would fee
from the pursuit of the press- gang, as a hare from the hounds ! The
second mates of the ships, who were extremely useful to the masters,
being generally placed in charge of the long boat, or chaloup, for the
purpose of collecting the hogsheads of sugar from the estates along shore ,
were usually sent off to some place of concealment in the country , if
they happened to be in harbour when the press boats arrived ; many
of these youths, however , were caught, and in some instances it turned
out to their advantage ; but the prospects of others were blighted. As
midshipmen and master's mates, were comparatively , to the calls of the
service at this time, scarce , the most respectable and best informed
among these young men , were placed on the quarter-deck .
I recollect rather an unusual circumstance which occurred at Fal
mouth with respect to a youth who was the second mate of one of the
ships . His father had formerly been the Captain of a West -Indiaman ;
but had retired on his fortune, and was at ihe time residing upon his
estate called Lilliput, in the vicinity . He was represented as an austere
and passionate man ; and it so happened that his son had done some
thing which displeased him greatly, at the time our boats entered the
harbour . The old gentleman , in the moment of irritation , conducted
our officer to the place where his son was concealed ; he was captured
and conducted to the frigate outside . The Captain on learning the
particulars, placed him at once upon the quarter -deck. He was a well
educated and gentlemanly young man , and was afterwards badly
wounded in the face whilst in action . After serving his time , and
finding that there was little prospect of promotion, he applied to Admiral
Rowley , ( who was then Commander -in - chief) for his discharge . The
Admiral after due enquiry , gave him a death vacancy. He was the
individual who swam on shore with a line in his mouth, when the
“ Meleager” frigate was lost off Old Harbour, and was thus the means
of saving the crew . His conduct on this occasion was highly spoken of
at the time. He died since the peace.
The “ Racoon ” brig, Captain Austin Bissel was on this station with
us ; the present Sir J. A. Gordon, was her first lieutenant at the time ;
and he was then held up as a pattern to all lieutenants of what could
be effected on shipboard by kindness of heart , and a conciliatory disposi
tion , in furtherance of discipline, and the ensuring of good conduct in
subordinates . This gallant officer has been consistent throughout his
long, brilliant , and meritorious career, in his conduct, and will descend
100 THE EIGHT STONES .

" to his grave with the heart- felt consolatiou that by harsh and uncourte
ous behaviour, he has never caused a pang in the breast of any of those
who had the honour to serve with , or under him . What a comforting
reflection this, in the hour of departure ! Perhaps the eulogy will not
be overstrained if I pronounce that he has not an equal in these res
pects throughout the service . At all events the general feeling, and
the emphatic words of the late admirable Sir Murray Maxwell “ He
lives in all our hearts ,” would imply as much . Conduct like his makes
it appear sufficiently plain to the understanding of every unprejudiced
person, that , the mode generally pursued by officers in the navy to
ensure discipline and subordination is based upon erroneous principles .
And I am quite sure, from having been a careful observer of men and
manners, as of facts illustrative, that, a superior who treats an inferior
officer possessing the rights of gentility , otherwise than with the practice
and in the spirit of the gentleman, goes the readiest way to work , as
has been occasionally exemplified , to rob himself of that respect which
his station demands, but cannot command without a reciprocity of action ,
and to create insubordination. Happy for the service , and for society
in general, if all those who are placed in the station of gentlemen ,
would act up to what they profess to be ; and never to forget two essen
tial points in morality which should be ever present to the mind :
that others have hearts to feel, and minds to suffer, as well as them
selves, and most particularly that, station does not place a man beyond
the pale of humanity. These two golden rules will carry an individual
through his professional life, from volunteer to the flag, with a degree
of satisfaction unattainable by other means , because upon these two ele
ments of thought, hinge all other principles of morality , either nau
tical or pertaining to terra - firma.
The several gallant actions fought by the “ Racoon " are well known
to most naval men , and are recorded in the Naval Annals, it will there
fore be unnecessary for me to go over these or others which are familiar ;
but I shall by and by relate a few affairs, which seem to be forgotten
among more brilliant deeds.

( To be continued . )

The Eight STONES.

[ The vigia, called the Eight Stones, has long occupied a position in our
charts, handed down to us from the “ Old English Pilot,” published by Mount
and Page, on Tower Hill , above a century ago. The little chart in our volume
for 1837, p. 457, will show the pains which have been taken within the last few
years to verify its existence, and exact position, but without success. We annex
the following letter concerning it addressed by the Captain of the Portuguese
Royal Engineers, to Capt. Vidal, of H.M.S. Styx, who was directed last summer
to make all possible enquiries of the authorities at Madeira respecting this
danger. From this it will be seen that, nothing is known of it, and the Falcon
Rock may possibly itself have been the origin of it, or it may have subsided into
the ocean, as the Sabrina and the island north of Terceira, mentioned in our
volume for 1841 , p. 759, have done. Connected in some measure with the
subject, it may not be unimportant to point attention to the extraordinary uneasi
 THE EIGHT STONES . 101

ness of the sea, about a degree and a half west of its supposed position, allud
ed to by Capt. Midgley, in our last number, and in the letter from a corres
pondent, among our nautical notices. We shall leave these for the comments
of our readers, in the hope that their attention may be attracted to them when
in their vicinity . ]
Engineers' Department, Madeira,
17th November, 1842.
SIR. - In consequence of your enquiries, and the reference made to me
by the Governor, for information respecting the “ Eight Stones” mark
ed in all the maps of Europe as existing in the neighbourhood of this
Island or Porto Santo, I with great pleasure availed myself of your
kind offer, to accompany you to that Island , where I might examine any
Archives, or collect any oral or traditional evidence that might there
exist, in regard to those rocks, before I finally answered your enquiries.
And I have now to acquaint you , what indeed you had an opportunity
of ascertaining through your own knowledge of the language, that no
other information regarding them exists at that island than a traditional
Statement, which is repeated by all the oldest inhabitants, that at a
former and very distant period a large ship had been lost on the
northwest Baxio, or extensive shoal, or fishing bank, now marked on
your charts as the Falcon Rock. But old persons who live on the heights
of Porto Santo, from whence the sea still at times is seen to break with
great fury on the Baxio , state that the sea in this respect is by no
means what it was formerly, when the rocks they say often appeared ;
leaving thus, the almost inevitable conclusion , that they have wasted
away with the constant working of the sea, and looking at the forma
tion of some of the other small volcanic islands or rocks which surround
the larger one of Porto Santo, having all a limestone base, it is easy
to see that the Basalt columns which resist the sea all stand on a red
or brick-coloured Tufa, which the sea in time eats a way ; and the Basalt
columns being consequently undermined , fall down and lie prostrate , as
you must have observed, at the bottom of every high cliff, where many ,
very many of these Basaltic columns with their bases of red Tufa de
composed or washed away , are still hanging almost in air ready to fall
as they daily do. And it may reasonably be supposed from the tradition
of the lost ship, as well as the assertion of the old inbabitants, that this
rock, or the troubled sea upon it , was formerly far more apparent
and awful than at the present time , and that the pinnacle of this ex
1 tensive Baxio, composed as it most probably was of Basalt rocks, has like
others of the same nature, been undermined and fallen into deeper water,
the shoal in its extent affording now from 5 to 50 fathoms on it.
If, therefore, the shoal now called in your charts be not the Falcon
Rocks, it is certain that we have no other information of any rocks
surrounding these islands which could in any manner answer or meet
the description of them .
In regard to the Archives of these islands there are none in my de
partment that can afford any information regarding this matter, and
those very numerous ones in the civil departments are so deranged from
the changes that have lately taken place, that it would require a long
time to arrange and examine them . I have to suggest however, that if
102 THE MERCHANT SERVICE .

any information exist regarding these rocks, it is more likely to be

found in the department of the Marine at Lisbon than elsewhere.
I have, & c . ,
Antonio PEDRO DE Arevedo ,
Captain Royal Enyineers.

The Merchant Service . —By an Old Voyager :-— No. I.

In the by - gone days of the Lancasters, the Hawkins, the Corams, *

and other names of note of the 17th century , associated with foreign
trade, voyages of discovery , and maritime enterprise, the situation of
“ Skipper” was held in no small degree of estimation. Subsequently
however, when our foreign traffic became widely spread, in a great
measure through the instrumentality of such worthies, and the indivi
duals filling the responsible station of Master , necessarily increased in
numbers to an extraordinary degree ; by some means or other, which
we shall not stop to enquire about, the eclât which had attended it
seems to have gradually subsided.
There is some reason for believing that the “ Star” of the order is
again on the “ ascendant” ; and that the pages of the Nautical are
working a wholesome reformation in the Merchant Service. + Since
the general circulation of this truly national and important work , which
I trust I may be permitted to say without flattery, is so creditable to
the talents , the firmness, and the impartiality of its respected Editor ,
many of the intelligent individuals who command Merchant ships are
beginning to feel that , their position in society , with reference to the
other classes , is justly one of which they ought to be proud , and not as
some have hitherto imagined it to be, wanting in respectability . These
gentlemen rightly considering that the incorrect behaviour, or intem
perate habits of some of the members, should not be allowed by those
of different feelings and conduct, to cast a baneful shadow over the
whole , are by their examples, precepts and admonitions, wisely endea
vouring to effect a regeneration, for the desirable purpose of sustaining
the praiseworthy character of their profession. That their efforts may
be crowned with complete success must be the ardent hope of every lover
of his country ; for the consummation has a bearing upon its credit .
If, in the scale of gradation of general society , the importance of any
man's station be measured by its utility , then, assuredly , that of a ship
master will not be ranked as the least worthy of estimation among
It is stated of this fine old seaman that, the feeling which sustained him , was,
benevolence of the purest and most disinterested character. He was the projector
of the Foundling Hospital; and he was so immersed in the charities of life that, he
died very poor , in the 84th , year of his age. But he left a hallowed name behind
which may at this day be read in some of the streets of the metropolis.
+ It is with great satisfaction, that we can adduce many papers of great interest
in our pages contributed by the Captains themselves in support of this observation .
And we assure them that such is our wish to see them preserve their proper station ,
that although we have Hydrographical remarks to our hand from other sources, far
more than sufficient for our purpose, they shall always receive that share of our
attention to which they are entitled. --Ep. N.M.
 THE MERCHANT SERVICE . 103

those which , when properly upheld , bring credit to the holder and
benefit to the State . But it should be ever remembered that, whilst a
station may throw a certain radiance around the possessor, it is the
man who must dignify the station , or dishonour follows.
One of the strongest incentives to propriety of conduct in the Captain
of a ship , whose mind is rightly directed , more especially when abroad
among foreigners , is the privilege of sailing under the national ensign ,
that glorious flag which has
“ Brav'd a thousand years ,
The battle and the breeze.”

For it is not only a proud emblem of our martial superiority, but in

the uttermost part of the earth proclaims our commercial greatness, is
the representative of the majesty of the most puissant nation of ancient
or modern history, and is a passport to respect throughout the civilized
world !
It will be both gratifying to Englishmen , and respectful to the writer,
to record here the sentiments of an American traveller on the subject.
He says : “ not a port have I visited since I left America wherein I did
not see the flag of England. It was the first flag I saw on entering
the waters of France ; it was the only one floating in the ancient
harbour of Rome at Civita Vecchia . Again I saw it in the deserted
harbour of the Pircus, where once rode the fleet of Themistocles. I
first saw the dome and minarets of Constantinople from beneath a cloud
of cannon smoke that issued from British line- of -battle ships , saluting
the Mahomedan ally of Britain . The first object that met my eye, on
scaling the summit of the pyramid, was, the Cross of St. George, which
some English traveller had planted there . Beyond the Cataracts, on
the borders of the Deserts of Nubia, the only sign of civilization that
I saw , was the English flag flying from the mast of a traveller's boat.
Here, in the extreme verge of civilization , I stood before the emblem of
the universal presence of that nation ; and in the lawless regions it
gave me a pleasing sense of security to find myself so near a represen
tation of that power beneath whose Ægis is a protection for the most
humble fugitive from every description of violence and oppression . "
This is a noble tribute paid by our trans -atlantic brother , but the
“ meteor- flag” has waved in the breeze farther than our worthy travel
ler's ken ; it has floated over the north-west magnetic pole of the world !
the ne plus ultra of the boreal region , trodden by civilized man . It has
passed the “ rubicon ” of the antarctic zone ; fapped in the long-day
beams of the Austral glacial sea, and reflected the fiery glare of great
Hecla's antipodal rival, the giant Erebus! And in some part or other,
of this great sphere, waves constantly in the sun shine of day ! May
it never be dishonoured !
The captain of a trading vessel from his pursuit, and the line of
conduct he may follow , becomes (or ought to become) one of the most
useful members of the community, and consequently of his country .
This , indeed , is something to be proud of. But he should always bear
in mind that he has duties to perform , irrespective of that which con
stitutes him a good subject,-- duties towards his fellow beings , endowed
like himself with passions and feelings, and therefore liable to error
 104 THE MERCHANT SERVICE .

and who are dependent in a great measure upon his will . Now, if
these duties are discharged as they should be, with attentive solicitude ,
they will not only redound to his credit, a pleasing reflection at all
times, but also contribute to his happiness, “ his being's end and aim ” .
Some “ iron spirits ” may smile at this, and fancy that it would be
misplaced upon the rough nature of a seaman ; but there is not a man ,
however stern, who is altogether insensible of kind treatment ; it is the
talisman that creates harmony, and cements unanimity. Are these not
desirable in a small community ? And , where is the man, whatever
may be his station, who does not feel the happier for having performed
his duty with conscientious rectitude ?

No. II.

There are duties pertaining to another party , whose interest it ought

to be , to see that , whatever conduces to the comfort - aye! the comfort, –
welfare , and safety of those it employs, —unquestionably in perilous,
arduous, and trying labours, shall be provided and attended to with
paternal care . I allude to the ship-owner or merchant .
It has often been verified that no greater injustices are perpetrated
in every - day life than by deputies, agents, and middle-men. Some,
perhaps , many, of our merchants have outlived their habits of activity ,
though , as we may say , nominally , holding their stations . Having
realized large fortunes, by the aid of “ Poor Jack ," they become M.P's.,
or, fall into the ranks of the country gentleman ; leaving the routine
and minutiæ of the “ concern ” to deputies.
It is said some of these substitutes (sobre, trimmers) often turn out to
be the most dictorial counts imaginable ! The manner in which the
vessel is stored may not be altogether unworthy of the scrutiny of the
“ weather eye,” but the victualling, and berthing, and the treatment of
the crew-where is the solicitude about these ? The aristocratic owner
may be supposed to be as wise in these matters as the “ man in the
moon ! "
The consequences are various. The men are badly provisioned and
berthed , fertile sources of many of the disturbances which occur on
ship -board , often when the ship is upon the point of sailing . In these
matters the Jacks have seldom any redress . No doubt they are some
times wrong , but when they are right , so strong is the prejudice enter
tained against their complaints, that , a little finesse, a confident assur
ance , and a proof that the pudding is good ( good enough for sailors ! )
send the growlers to the wall , and sometimes to the tread -mill. The
masters and the trimmers , too, seldom set their " horses together , " which
leads to many of the former being un - shipped , the cause generally
negative ; the true reason being the desire to substitute some pliant
mate , whose policy is to be subservient to the whims of the controlling
power. But, from all I can learn, such proceedings are not confined
alone to the will of deputies ; but would seem to pervade , more or less
almost the entire confraternity; and we have been assured that , the
hardest task -master, the veriest “ Jew ” among the negociants is he ,
who has been bred up in the merchant sea -service, and has exchanged
the care of his log for that of a ledger.
 THE MERCHANT SERVICE . 105

British merchants , years ago, were proverbial for their liberality. The
elite is no doubt still so, but I am sorry to be obliged to state that in
a great many instances the very reverse is now the case . I have heard
of a wordy commotion on account of the expenditure of a pound or two
of paint, used to cover a part of the ship which from hurry was neg
lected , whilst in port, by the hired painter. The result was that, the
skipper, a clever and independent spirited seaman , in utter disgust,
resigned the command he held . Another : a long and bullying conten
tion took place about a few cabbages and other vegetables supplied by
the captain to the crew , whilst the vessel lay in a foreign port. The
meanness attending this transaction would have disgraced even a Geno
ese . The weighty affair was settled at last by arbitration, proposed
by the merchants , and given against them ! The captain , as a matter
of course, in anticipation of what would follow , resigned his charge.
The sum expended , and which was objected to by the liberal owners,
was only a few shillings !
These two examples of recent date will suffice for my purpose, but it
is well known that such contentions are of common occurrence .
Banyan days have become, so we are told , obsolete in the merchant
service, at least generally ; but it sometimes happens, from a want of
attention , or a penurious desire for economy that, the provisions fall
short ; and the crews are obliged to submit to short allowance, and the
substitution of other food than that which is necessary to keep up their
stamina . For instance , barley or rice , in Yankee fashion, sauced with
molasses or treacle . Such diet when continued is likely to bring
on diarrhæa, and of course to reduce the effective strength of the
crews .
I hardly know whether the captain of a ship is answerable for the
deficiency of any portion of the edible supplies ; but there is no doubt
he often bears the blame .
It has been the boast of the officer, that he would not order another
to do that which he would not be prepared to do himself, were there a
necessity for it. This avowal , I believe in most cases is honestly given.
Is the owner of a ship, or his agent abroad conscientiously scrupulous
with respect to the food (other than salted provisions) he appropriates
to the use of the seamen he employs ?
I can perceive no excuse for negligence in the ship-owner ; beef and
pork of the best quality ( not such mahogany looking animal fresh as
may be often seen ) should be laid in ; and in sufficient quantity for
full allowance during an entire voyage ; and in harbour fresh meat
and vegetables.
It is well known that the Jacks have imbibed a dislike to the too
frequent use of rice , from a notion that it ultimately leads to opthalmia ;
but, leaving that aside, whether well founded or not, as there can be
no reasonable excuse why a ship sailing from a British port, should
not be provided with a supply of beef and pork to last the entire voyage ,
I am constrained to lay such omissions down to a paltry economy. The
short allowance system we may , perhaps correctly , suppose is never put
in force in ships belonging to what are styled the more respectable
firms. The word , indeed , is of very vague import ; but it usually in
a commercial sense , implies a length of purse , or , large capital . I
ENLARGED SERIES - NO . 2. - VOL . FOR 1843 . P
106 THE MERCHANT SERVICE .

should be glad to learn that it guarantees liberal conduct towards those

hard - workers, without whose aid they could not thrive.
Whence the word “ banyan ” is derived , I do not know ; it is fami
liar to Eastern ears. A scanty vegetable diet may suit the habits of the
temperate Hindoo, who is withheld by his creed from partaking of
animal flesh , but a British seaman requires John Bull fare to satisfy
him ; and there is not one grievance more likely tu ronse his lion
spirit to resistance than that of tantalizing his cormorant appetite with
any thing resembling the panado food of infants .
It has been thought a mean subterfuge, the keeping back that which
is necessary for the sustenance of laborious life, under the cloak of its
being a salutary observance for the preservation of health ; or , to lay
the blame on the antiquity of the practice ; as if, admitting it to be
so, an old observance could possibly be an excuse for injustice ! It may
not now be strictly followed in the merchant service , but short allow
ance , and the barley and treacle fufu, or rice, bring it to the same
thing. Both these articles are nutritious, and no doubt very wholesome
when they are good ; and probably, as vegetable substances, are slightly
anti-scorbutic ; but barley is usually an ingredient in soups, and the
water in which it is boiled is the beverage of sick persons. The com
plaints , however, principally apply to short allowance of water, and
frequently a niggardly supply of that essential article .
Do the owner, the agent, and the captain ever consider it conducive
to their health , to abstain from solids and try the fufu ? Do they ?
Bah ! How the jolly old magnati would stare at his dearly -beloved
rib , if she , by way of experiment, were to place a mess of barley and
treacle before him at dinner , with these observations ; “ My dear
Diddle , this is the real fufu . You recollect you told us the other day
that, it was good for the health of the sailors, who were dearly fond of
anything which had the least relation to rum ; and that it was excel
lent in keeping away plethora ; and that it made them very light and
nimble in climbing up the tall masts to reef the sails . Come, there's a
dear , try a little bit to please me. What ? won't it tempt tempt you ?"
“ Pshaw ? take it away , take it away ,-give it to Carlo ! ” Think
you , gentle reader, there are no Diddles ? Go ask the first skipper you
meet.
As for “ Mr. Trimmer," the agent, he consistent man , would excuse
himself upon the score that what was good for the man , may not be good
for the master ; but he would be glad , ( the d -- 1 doubt him ,) if the
clerks would try it ! Are there no Trimmers ? -- Ask the skipper.
Now for the captain ; - what a hearty d - n would follow the sight
ing such a dish . Alas ! poor cook or steward , who would venture to
introduce such a novelty at his board as fufu ; * one , or both of these
funtionaries would have to bolt the mess, with the additional seasoning
of vinegar, mustard, and cayenne pepper, hot enough to ignite a bundle
of straw ! Who believes ?– You need not ask the skipper. Dr. Kit

• The Preserved Potato is highly extolled ; why should it not be supplied as

an article of food to ships' crews ? not from the cost surely . The Spanish bean
“ Callavanger” is excellent, and moreover is one of the most nutritious of vegetables,
besides being much liked by seamen . Within the tropics the yam is the substitute
for the potato, and, if it is not, should be supplied to the seamen .
 THE NOVELTY STEAM - SHIP . 107

chener may not have known such a dish, but I have seen a similar dose •
administered on ship - board !
Water, as everybody knows, is essential to the sustenance of human
life ; its good quality is also necessary for the preservation of health ;
the quantity too, supplied to an individual is also of consequence .
Generally speaking, the supply of this first necessary of life, on ship
board, is not sufficient for the wants of a crew ; the consequence is that ,
when the voyage is lengthened from a succession of contrary winds or
other cause , the men are put upon short allowance. There can be no
excuse for this, and it may happen that, the spirit of economy which
dictated it, defeats itself ; the captain finding it necessary to relieve the
discontent of the men by frequent supplies of rum .
If the owner will not grant sufficient room in the ship’s hold for a
supply that shall last out the voyage , he at least should sanction the
vessel's putting into some port to replenish her stock of water . But this,
economy forbids ; and the crew is obliged to submit to the deprivation .
I recommend this particular point to Captain Fitzroy's notice .
It is the practice in vessels which have not a full supply of water,
to catch that which falls from the clouds . This water soon corrupts, and
becomes unfit for use. Nevertheless , it is often served out to the crew,
and sometimes in a very offensive state. Should the owner's desire of
economy be permitted to jeopardize the health of the seamen ?
I would notice, en passant, a practice which should be more carefully
attended to , i.e. that of putting lime into the casks or iron tanks as a puri
fyer. This is often done in too great an extent, by which mischief ensues .
Lime is , it should be remembered by those who use it for such a pur
pose, both astringent and caustic . À table spoonfull in a cask or tank
is quite sufficient.
( To be continued . )

The Novelty Steam-Ship.

Cowpers' Court, Cornhill, Jan. 12th, 1843.
SIR.—Public attention having been recently attracted by the perform
ance of this vessel , which you are aware has been fitted by me ( under
my patent) with a screw - propeller, worked direct from the engines.
I will make no apology for offering a communication on this inter
esting subject, through the medium of your pages. The results are so
extraordinary, and incredible, that with the view of drawing public no
tice more forcibly to the important facts I have developed , I inserted a
challenge in the Times of the 15th of December.
To this challenge I have had no answer: This is as I expected, for
what steamer is there in the world , which , with a power of only 25
horses, and of 328 tons admeasurement, having 140 tons of ballast on
board , and whose immersed section is 164 feet could realize a speed of
eight and a half miles per hour ?
This circumstance is altogether so unprecedented , that we must seek
in vain to account for it upon any of the hypotheses by which the pro
perties of screw -propellers have been heretofore investigated .
I am myself a plain unlettered man , and have always felt what a
more learned individual declared after much hard theoretical study,
namely, " that a grain of practice is worth a pound of theory ." I there
108 THE NOVELTY STEAM-SHIP .

fore, have given facts, which are stubborn things, and if I adventure
upon theory of my own by way of accounting for the great result I
have attained from such small means, I may be beaten and silenced on
the arguments. But I shall quietly point to the performance of the
" Novelty," as a proof that I am practically right. The theory to
which I refer, has been sneered at by those enginders to whom I have
broached it , and , I expect it will be so by others ; but as greater men
have been laughed at by those who afterwards applauded them , I have
no doubt that my theory will ultimately be admitted to be correct. But
just let me state the facts regarding the Novelty's performances and
power.
The Novelty is a very burthensome vessel , built as I have said by
myself, with a view of testing the application of steam , in combination
with a screw as an auxiliary powerto merchant ships. She is a three
masted vessel with a capacious hold , and as her funnel forms the mizen
mast, and as she is of course without the clumsy appendage of paddle
boxes , she differs in no respect in her external appearance from that of
an ordinary sailing vessel.
She is fitted with a pair of non- condensing engines , the cylinders
are 13 inches diameter, and the length of the stroke 2 feet 4 inches ;
the effective force of the steam on the piston is about 20 lbs. mean pres
sure, being cut off at half stroke . The engines make about fifty - five
double strokes per minute , and the power is applied direct to the crank
or cranks on the screw axis without the intervention of gearing or any
kind of multiplying motion . The combined power of these engines will
be found to be about 25 horses ; and with these I have repeatedly
realized a speed of 84 statute miles per hour. Now , I ask, what power
would be required to propel such a vessel , fitted with paddles at the
same rate . I assert, without fear of contradiction , that you cannot do
the same work with less than three times the power. If any one thinkis
I am wrong let my challenge be accepted .
Now for my theory :-Let us suppose the screw and paddle - wheel
each exerting the same propelling effort , and that the power of the en
gine is applied direct to the screw axis by means of a crank or cranks .
It is clear in such case the pressure on the piston is not required to
equal the propelling effort, because the latter is applied on the principle
of the wedge ; while in the case of the paddle-wheel the pressure on the
piston must be as many times greater than the resistance encountered
in moving the floats, as the length of the crank is to the radius of the
wheel. The paddle- wheel also exerts its force in the direction of the
vessel's motion ; while the screw acting as a wedge , requires a power
equal to the hypothenuse. Here then the lever is in favour of the screw
and against the paddle , and this, I think , accounts for the great advan
tage I have attained . If I am right in this theory , ( and I appeal to
the facts for its confirmation ,) then the methods employed by other ex
perimentalists for increasing the velocity of the screw over that of the
engine, are all of them detrimental (independent of their complexity )
to the best application to the power, for they are multiplying the
opposing lever, which multiplication I have shown to cause the inferior
performance of paddle-wheel steamers .
The Archimedes is fitted with a pair of engines of the united power
 THE NOVELTY STEAM - SHIP . 103

of 90 horses, and her screw has a multiplied velocity over that of the en
gine of 5 ) times, and I find by Capt . Chappell's report , as well as by Mr.
Galloway's Appendix to Tredgold, that with an immersed section of
only 135 feet or 29 feet less than the Novelty , and nearly four times
her power , she only attained a speed of 10 miles per hour.
I am met on every side with the assertion that, when the power of
the screw is obtained direct from the engine, the increased pitch of
screw will entail a greater loss by diagonal action . I will answer in
the words of a learned mathematician , who had been attempting to
investigate screw-propellers, and who concluded his labours by declar
ing that, results have shewn us that we “ know nothing about angular
action in the water .” The fastest fish apply their force at the most
acute angle to their line of motion ; though the practice in screw expe
riments has been the reverse . In my opinion the angle of power , is
the difference of the velocity of the screw , and that of the ship, and
not the angle of departure .
If you will allow me space in your valuable columns on a future
1

occasion , I will state fully the grounds of my hypotheses. At present

I shall wind up by enumerating the advantages of my plan, well
assured that I am underrating their extent.
1st . – Less than half the power is required .
2nd . —No gearing or multiplying motion , the best of which are com
plicated and uncertain .
3rd .—A saving of half the fuel , with a proportionate decrease of
labour in firing.
4th .- An increase of room for cargo and passengers to nearly double
the space available at present .
5th .—The steaming power does not affect the sailing properties, vice
versá, whereas with paddle-wheels the sailing powers, from the cum
brous nature of the paddle -boxes, and the immersion of the lee wheel
with the wind abeam , is of little value.
6th .—The weight of the propeller is not one-tenth of the paddle
wheels and their boxes.
7th.- The beautiful appearance, and snug and safe rig of a sailing
vessel is preserved by using the funnel as the mizen - mast.
81h .— A saving of nearly 30 per cent . in first cost, when equipped
and ready for sea .
91h.– A saving of at least 50 per cent . in disbursements .
10th .— Room for carrying nearly double the amount of passengers
and cargo , thus increasing the returns cent. per cent . .
11th . — The power of instantly disconnecting, shipping, and unship
ping the propeller.
From all the preceding advantages, it can require no argument to
prove that the time has come when vessels, worthy the name of ships,
( and not boats , as the present race of steamers are properly denominated)
may be usefully and economically employed in carrying her Majesty's
mails, with safety and despatch ; and that we may use steam when un
cessary only , that is to say in adverse winds and calms, retaining there
with the capability of laying aside steam , and using the old fashioned
and cheaper power, the winds of Heaven , whenever they blow from the
right quarter, instead of being compelled in such cases to consume our
 110 SHIPS TAKEN UP BY GOVERNMENT.

fuel , and work our engines, for no other purpose than that of prevent
ing the inactive wheels from performing the office of a drag to the
vessel's sailing velocity .
I am , Sir, &c.,
HENRY WIMSHUNT.

H.M.S. Samarang , before these pages leave the press, will have sailed
from England , under the command of Capt. Sir Edward Belcher , C.B.
on the important mission of opening the Navigation of the ports on the
Coast of China ; which by the late treaty have been assigned by the
Chinese Government for the trade of this country . Our readers are
aware that this officer has just returned home, in command of H.M.S.
Sulphur , with large contributions in Hydrography from the Pacific,
after having distinguished himself in the attack on Canton , where he
gave proof that, he could use the pencil of the surveyor , besides fulfil
ing the ordinary duties of an officer in naval warfare ; or in other
words , he has proved to the Naval Service at large , that , to distinguish
himself in the field of scientific pursuit , and to excel in the art of war,
are by no means incompatible with each other. Indeed , we do not
know a more desirable position for a Naval officer to be placed in , than
in that, where his scientific acquirements can be made subservient to
the purposes of military achievement. The result of the Sulphur's
voyage will be found as valuable an acquisition to Navigation , as the
innumerable specimens in Natural History , brought home by Captain
Belcher, have proved to be to our Museums .

Ships TAKEN UP BY GOVERNMENT .

Abstract of a Return of Convict Ships and Transports hired between the 1st
of January and 31st of December, 1838.
In 1836 there were 21 ships hired for the conveyance of convicts, of
which 13 were of the class Æ 1 , and 8 of the class A 1. The lowest
rate per ton of the former class was 21. 19s . 4d. , and the highest rate
of the same class 51. per ton . The lowest rate per ton at which the
latter class was hired was 31. 185. 7d. , and the highest was 61. In
1837, for the same service , there were 17 ships hired , ofwhich 11 were
of the class Æ 1 , and 6 of the class A 1. The lowest rate per ton paid
for the former class was 31. , and the highest per ton for the same class
was 41. 7s. The lowest rate paid for the latter class was 3l. 9s . , per
ton , and the highest was 41. 7s . 6d. In 1838 , for the same service,
there were 20 ships hired , 7 of which were of the class Æ 1 , and 13 of
the class A 1. The lowest rate per ton paid for the former class was
31. 8s . , and the highest rate for the same class was 41. 6s. per ton ,
The lowest rate per ton paid for the latter class was 31. 118., and the
highest rate paid for thesameclass was 41. 9s. 6d.
The number of vessels hired and employed as transports between the
1st of January , 1836, and the 31st of December, 1838 , was 24 : of
these, 20 were of the class Æ 1 , and 4 of the class A l . The lowest
rate paid for the former class was 12s . per ton per month , and the
highest rate for the same class was 16s . per ton per month . The lowest
rate paid for the latter class was 12s. per ton per month, and the
highest rate for the same class was 18s. per ton per month .
 MR . JOHNSTON'S BREAKWATER . 111

This return was moved for by Sir James Duke, and was ordered to
be printed by the House of Commons , on the 3rd of May , 1839 , and
is signed “ James Meek , Comptroller of the Victualling and Transport
Services .” — Shipping Gazette .

BREAKWATERS.- Weonce heard of a Company which was to make up the sad

deficiency of harbours on some parts of our coasts, that has been long com
plained of, and so severely felt anong our merchant shipping, by means of
Hoating wooden breakwaters. And we were taught to expect that, long before
this time, the coasting trade would rejoice in the protection afforded by them ,
viz. , the decrease of wrecks, and saving of life and property to a vast amount,
and Brighton itself was to have been the first place to enjoy these benefits.
We certainly might have had our doubts of the promised protection , but then
the names which formed the Committee ought to have been sufficient to quell
them all, combining as they do ( or did ?) so much professional experience !
and we, accordingly, quietly awaited the happy result. Well, we were nearly
tired of waiting, when from some unexpected delay, we presume, on the part
of the timber merchants, instead of a wooden breakwater, an iron one appears ;
and this, not the foster child of a company headed by a committee of Naval and
other gentlemen, but the sole produce of an Army officer ? And why should
not soldiers build breakwaters as well as sailors ? So, Dover west bay wasthe
site determined on , and the floating breakwater an iron cylinder is moored in
its place accordingly . But waves are waves after all, and the sea will not
regard the bounds allotted to it by man ; why should it. Like a huge wild
animal as it is, it may be trifled with in its playful moments, but only enrage
it, and its power will soon be displayed. And we should have thought that
the Committee might have seen this power exemplified some time or other.
Therefore calling to mind our original doubts, which in spite of all we could
not get rid of, we felt no great surprise at reading the following in the Shipping
Gazette of the 14th of January :
“ Dover . — Jan . 13 : 7 A.M .. -Wind S.S.W., a gale, and rain . Noon.-W.S.W.,
strong, and rain. 7 P.M.-- W ., strong,and cloudy.
“ The floating breakwater broke adrift in Haycliff Bay, and has come on
shore near Archcliff Fort during a gale at S.W.”
Will this be a sufficient warning ? very likely not - for perhaps if one con
vinced against his will , is of the same opinion still" many more will be so, and
we may yet live to see more floating breakwaters, both of iron and wood'scat
tered on our shore by a stormy sea, which is very different from the gentle
waves of the Mar Pacifico of Magellan, at Callao.
So much for floating Breakwaters, now for fixed ones ; we are not going
to treat on the Plymouth edifice. That which we have in hand is some
thing less costly, although we must not be considered as proposing it. A desire
for the appearance of the plan , in this journal , having been expressed, we
readily give room to the following
Proposed Plan for a Fixed BREAKWATER. — By Mr. Johnston of Brighton.
The first thing doubtless to be looked to with respect to any project that may
be submitted for the accomplishment of so difficult and important a work as the
construction of a Harbour of Refuge on the more exposed parts of the Coast of
the United Kingdom , is the practicability of the plan proposed. The next im
portant matter for consideration is the certainty of its efficacy, as to the main
object in contemplation ; while another, and scarcely less essential point to be
considered, is the durability of the structure when completed.
The dimensions of the wedge-shaped cassons, (see sketch) are as follows ;
horizontal length, from the apex to the base, 40 feet; width, till verging towards
the apex, 30 feet; extreme height from the foundation, 58 feet. This will allow
eight feet above the highest spring tide, supposing the casson settled down in
five fathoms water, when the lide is at the lowest ebb , allowing 20 feet for the
112 PROPOSED PLAN FOR A FIXED BREAKWATER .

rise and fall. The cassons to consist of cast-iron plates, one inch in thickness,
to be united by flanges ; the plates as marked in the Model, averaging at twelve
feet in length , by eight feet in width. As the work progresses, each casson
to be filled with solid or liquid concrete, or with both combined, as shall event
ually be deemed most expedient. The upper surface, or top of each casson ,
to be completed with blocks of Purbeck stone, not less than six inches in thick
ness. An interval of 11 feet between the cassons is shewn in the sketch
admitting three perpendicular piles, 14 inches square, leaving a space of one
foot ten inches between them . The strongest cross beams, sustaining the piles,
to be bolted into three-sided iron sockets, prepared in the casting. A strong
cast iron brace, weighing about one ton, 15 cwt. , is secured between the
cassons, nearly on a level with the upper surface, and at the point where they
verge towards the apex, or about 16 feet distant from the horizontal arms to
which the piles are bolted ; all these in conjunction giving great lateral stability
to the cassons.
The process proposed for carrying on the work to its completion is this ; the
lowest part of each casson, to the height of 32 feet ( being two or more feet above
low waier mark when sunk in its intended final position ), to be completed on
shore ; all the necessary means of launching, when ready, being previously
arranged, and provided for. In the construction of this low section , a plank bot
tom , rendered water-tight by caulking, must be securely fitted, being prepared
with a water-plug, to be used in the operations of sinking the casson . Čast-iron
plates,for slabs of stone (should such a provision be thought essential ) , might form
a second bottom , resting on the upper surface of the iron frame-work, beneath
which the planks are fastened ; and which frame-work not only gives consistency
to the casson , but secures the lower part of the tubes, through which the iron
piles are to be driven . These plates or slabs would form a solid floor to receive
the concrete already alluded to, long after the planks may have yielded to decay.
The iron tubes, which offer great facility in the operation of piling down the
cassons (and for which valuat:le suggestion Mr. Johnston has pleasure in
acknowledging himself indebted to Mr.Mathews, formany years the experienc
ed managing master of the Chain Pier) , are securely fitted in this lower or found
ation section by a corresponding frame-work at top. Thus completed the
section, may be launched ; and, previous to its being towed out to its final
position , sunk down to a judicious depth , as well as to a level water line, by
means of as much concrete as would be necessary to effect this purpose . Thus
the section, when brought to its ultimate position, would have comparatively
but a trifling depth to settle down in , and by which mode of proceeding it
might be sunk into its place with the greatest precision. The work thus far
accomplished, cast iron piles, eight in number, arranged in the ground plan ,
about 10 inches in diameter, and probably not less than 12 feet in length
(although the length will have, doubtless, to be regulated by the nature of the
bottom ), are to be inserted through the tubes, and driven by the ordinary
method (saving the addition of a forcing pile, which the tube will render
necessary) into the solid rock ; thus securing the casson against the possibi
lity of being moved sidelong from its position, whilst the immense weight of
concrete,* when finally raised to its destined height, must render the whole
effectually secure . A solid foundation thus formed by the completion and
settling down of the lower section, the latter operation , viz., raising the casson
to its ultimate height, becomes a mere work of gradation , involving no diffi
culty. The driving and fixing the intervening piles , it is needless to say, would
be a comparatively simple and easy process . The lighthouse, as exhibited in

Calculating from the ascertained weight of a cubic yard of concrete, the area
of each casson containing 2036 cubic yards, it appears the mass will amount to the
enormous weight of 3190 tons, which , added to the iron portion of the work , gives
3346 tons as the weight of each casson . Should ten feet be added to the hori.
zontal length of the cassons as heretofore suggested , the weight would then
amount to 4494 tons.
 PROPOS ED PLAN FOR A FIXED BREAKWATER . 113

the sketch , is supposed to be of stone, and is 35 feet in height, from the base
of the column to the top of the dome, the column , or shaft being 11 feet in
diameter at the base. The octagonal foundation on which the lighthouse
stards, rises eight feet above the surface of the casson on which it is erected ,
consisting of solid masonry , well clamped together, raising the foundation of
the hollow shaft 16 feet above the highest tide. The number and position of
the lighthouses must, of course, depend upon the peculiar locality and extent
of the Break water, and would necessarily be a matter for after-consideration.
It is scarcely necessary to suggest, that since the recent important discoveries
in connexion with the more effective application of the Diving Bell, the bottom
may, without difficulty be thoroughly examined throughout the whole line of
the intended Breakwater.
In addition to the foregoing particulars, another important advantage presents
itself in connexion with a Fixed Breakwater, upon the principle exhibited,
namely, the facility it would afford for the construction of a formidable outwork
of defence, supposing the Breakwater erected in front of any important town .
The surface of each casson, for instance ( as shewn in the sketch ), would offer
ample extent and solidity for the working of a single piece of ordnance of the
heaviest calibre ; the gun -carriage being made to work on a traversing inclined
plane, thereby counteracting the violence of the recoil. A succession of these
cassons, to any number that might be deemed sufficient, and at whatever parts
of the line should appear to be most effective, might be protected by a sloping
parapet of stone, from four to six feet in thickness, and united by iron bridges,
so as to form a powerful and co-operative battery.
Subsequently to the Model,&c., being submitted to the Board of Admiralty
in the month of June last (and at which time but a roughly calculated estimate
had been made of the required outlay), Mr. Johnston has availed himself of
every necessary assistance, not only by means of tenders from more than one
of the principal iron companies of South Wales, but also as regards every other
portion of the work, with a view of ascertaining, 28 nearly as possible the
amount of expenditure which its completion would require; having made at
the same time, an ample provision for extra labonr, and allowed an equally
liberal per centage upon the whole outlay for contingencies. The result of such
calculation being as follows :—Cost of each casson , with the intervening piles
according to the original dimensions as shewn in the sketch, £2320 18s.;
gross amount of the work to the extent proposed, viz. , for 111 cassoons, £ 257,
619. 188. ; additional cost of each casson, in the event of ten feet being added
to its horizontal length, £350 ; the gross amount, with such addition , being
£296,469 183.
The Ground Plan , as identified with Brighton exhibits the Breakwater as
forming a crescent 1326 yards in extent, with an additional angle of 191
yards — together amounting to 1517 yards, or seven furlongs nearly ; the
crescent consisting of 97 cassons, and running nearly at right angles with the
S.W. , being the quarter whence, it is well known, most of the dangerous gales
by which the southern coast is visited are found to proceed.
N.B.- If after all any doubt should remain as to sufficient stability, there are
means clearly available of adding to the combined strength , and mutual support
of the cassons; as for instance , by the addition of more horizontal braces
between them , or by a still farther increase of their horizontal length, from the
apex to the base. Or again by gradually widening the cassons, to their found
ation , as shewn by the dotted outline in the sketch ; and by which their
stability would doubtless be greatly increased. It is scarcely necessary to
observe that none of these precautionary measures would at all interfere with
the general principle of the proposed structure.
* It appears by the Parliamentary Report of the Commissioners appointed to
survey the Harbours of the South - eastern Coast, as laid before the Lords Commis
sioners of the Admiralty in May, 1840, that the estimated cost of each of the three
Breakwaters, as suggested in that Report, was from £2,000,000 to £2,300,000.
ENLARGED SERIES .-NO. 2. - VOL . FOR 1843 .
114 SECTION OF FIXED BREAKWATER .

A High Water.
GROUND PLAN . Lower or

Rampart
.

Da
6 6

A
The proposed additional ten feet is shown Foundation Section showing
by the dotted outllne. position of the piles, & c .
b Cast - iron Brace. a Water Plug.
.
Scale of 50 feet .
ELEVATION .

Water
High

Water
Low

Should it be supposed
that a greater degree of
stability would be expe
dient, there are means
clearly available of add
ing to the combined
strength and mutual sup
port of the cassons ; as,
for instance, by placing
additional strong hori
zontal braces between
them , or again, by a still farther increase of their horizontal length ; but more
especially by widening them towards their base, as shewn in the annexed
sketch .
 115

TABLE LXVIII .

For reducing Nassau feet to English feet, and English feet to

Nassau feet.

1 Wisbaden foot 0.93605405 English foot.

1 English foot = 1.06831436 Wisbaden foot.
sh

.English
English

Nassau
Nassau

Nassau
Engli
teet

feet
feet
or
or

.
.

or
English Nassau English Nassau English Nassau
feet, and feet, and feet, and feet , and feet, and feet, and
Dec. parts. Dec. parts . Dec. parts. Dec. parts. Dec. parts. Dec.parts .

0.936
1 1.068 40 37.442 42.733 79 73.948 84.397
1.872
2 2 : 137 41 38.378 43.801 80 74.884 85'465
3
2.808 3.205 42 39.314 44.869 81 75 820 86.533
3.744 4.273 43 40.250 45.938 82 76.756 87.602
5 4.680 5.342 44 41 : 186 47.006 83 77.692 88.670
5 616 6.410 45 42 : 122 48.074 84 78.629 89.738
6.552 7.478 46 43.058 49.142 85 79.565 90.807
8 7.488 8.547 47 43.995 50.211 86 80-501 91.875
8.424 9.615 48 44.93 ) 51.279 87 81.437 92.943
10 9.360 10.683 49 45.867 52.347 88 82.373 94.012
11 10.297 11.751 50 46.803 53.416 89 83.309 95.080
12 11.233 12.820 51 47.739 54.484 90 84.245 96.148
13 12.169 13.888 52 48.675 55.552 91 85.181 97.217
14 13.105 14.956 53 49.611 56.621 92 86.117 98.285
15 14.041 16.025 54 50.547 57.689 93 87.053 99.353
16 14.977 17.093 55 51.483 58.757 94 87.988 100.422
17 15.913 18.161 56 52.419 59.826 95 88.925 101.490
18 16.849 19.230 57 53.355 60-894 96 89.861 102558
19 17.785 20.298 58 54.291 61.962 97 90.797 103.626
20 18.721 21.366 59 55.227 63.031 98 91.733 104.695
21 19.657 22 : 435 60 56.163 64.099 99 92.669 105 • 763
22 20.593 23.503 61 57.099 65 : 167 100 93.605 106.831
23 21.529 24.571 62 58.035 66.235 150 140 :408 160 247
24 22-465 25.840 63 58.971 67 : 304 200 187.211 213.663
25 23.401 26.708 64 59.907 68.372 250 234.014 | 267.079
26 24.337 27.776 65 60.844 69.440 300 280.816 3200494
27 25.273 28.844 66 61.780 70.509 350 327.619 373.910
28 26.210 29.913 67 62 :716 71.577 400 374.422 427-326
29 27 : 146 30.981 68 63.652 72 645 450 421.221 480.741
30 28.082 32.049 69 64.588 73.713 500 468.027 534 • 157
31 29.018 33: 118 70 65.524 74.782 550 514.830 587.573
32 29.954 34.186 71 66.460 75.850 600 561.632 640.989
33 30.890 35.254 72 67.396 76.919 650 608'435 694.404
34 | 31.826 36.323 73 68.332 77.987 700 655.238 747.820
35 32.762 37.391 74 69.268 79.055 750 702 : 041 | 801.236
36 33.698 38.459 75 70.204 80.124 800 748.843 854 651
37 34.634 39.528 76 71.140 81.192 850 795.646 908.067
38 350570 40.596 77 72.076 82.260 900 842.449 961.483
39 36.506 41.664 78 73.012 83.329 1000 936.054 1068.314
116 STATISTICS OF STOWAGE .

Statistics OF STOWAGE.
London, January 9th, 1843.
Sır.-It has frequently been matter of surprise to me, that notwithstanding the
numerous works in existence for the benefit of shipmasters, not one has yet
appeared, with a view to assist them, in calculating the probable quantity of
any kind of merchandize their ships would stow or carry, and if you were to
invite those of your subscribers, who are masters, owners, or brokers of ships,
to furnish you with the particulars of the stowage of those ships they are con
cerned in, to be published in the Nautical Magazine, under the head of
“ Statistics of Stowage,” (similar to your “ Table of Wrecks,” ) a mass of im
portant and valuable information would, in time, be collected, from which
Tables might afterwards be constructed, referring to each kind of goods, show
ing the per centage of carriage to the register ton . If this were done I am quite
sure the master -mariners of the whole kingdom ( particularly the young ones)
would bail such a work as an inestimable boon, enabling them from the facts thus
recorded , to arrive at more just conclusions as to what their vessels will carry,
than by forming vague conjectures, as is now frequently the case, or having to
trust to the information of parties, who, in many instances ignorantly, in others
wilfully, mislead them.
If any of your subscribers coincide with me in the view I have thus taken , I
would suggest their furnishing you with the following details, viz. the name or
or initial letter of the vessel, register tonnage on the old and new principle,
usual dead weight, and the different cargoes (reduced to tons) the vessel has
had in , when full laden, with any remarks they may consider useful ; all which
information might be published in the Magazine after the following form .
Statistics of Stowage.
Register
Tonnage. Dead
Vessels Names , Weight Carriage .
Old New
R. 199 178 270 200 tons tallow , gross.
160 imperial tons olive oil.
W. 210 tons (nett) currants .
104 971 150 120 wine from Tenerife.
120 Mogadore produce.
W 278 320 loads timber, Quebec.
400 tons Brazil sugar , gross .
66
248 mahogany, 68 tons logwood
S ... 123 288 160 105 clean hemp.
130 tallow (gross ) Odessa .
128 ditto (do.) Baltic .
130 Valonea.
134 66 fruit ( nett) Chesme .
150 ( nett) coffee, Rio de Janeiro
134 (nett) sugar , Brazil.
125 Tenerife wine.
Althongh only the initial is given of each vessel's name, the correctness of
the foregoing statement may be depended on , as it is what each has actually
carried .
I hope to find this subject made a feature of your journal, and shall be glad
to aid in carrying out the object, by furnishing occasionally from myown store,
trusting your other subscribers will follow the example ; and from these pub
lished facts, a series of tables, similar to the two which accompany this letter,
might, when sufficient data has been obtained , be compiled, highly serviceable
to all concerned in shipping matters.
I am , Sir, yours, & c.
To the Edilor, fc. S. Y
 STATISTICS OF STOWAGE . 117

TABLE No. 1 .-- OLIVE OIL .

Freights are paid by the Tun of 252 Imperial Gallons.

Imperial
Tuns
Oil
of
.
Register Per Centage on
Vessels | Tonnage . Remarks.
NAMES . Old New
Old . New Tonnag Tonnag

S.A. 109 105 84:40 87-62 From Sicily.

92
R. 104 90 73.08 85.55 Malaga, in 108 pipes, 20 hhds. and
76
36 quarter casks.
N. 1. 87 74 70 80·12 94.60 Gallipoli.
N. I. 87 741 68 71.16 91.90 Seville.
1. 110 100 87 79 : 9 87.00 Malaga.
497 443 393

Average 99 89 79 79.80 88.76

A. . 120 104 91 75.83 87:50 Marseilles.

C. 140 126 113 80:71 89•68 Malaga, in 171 casks, 22 half do.
and 44 quarter do.
E. . 145 131 118 81:38 90• 8 Gallipoli.
1. 123 108 108 87.80) 100.00 Malaga.
C. 133 122 117 88.00 95.90 Ditto .
R. . 128 106 110 86.00 103•77 Spain.
R. W 127 111 105 82.67 94:60 Gallipoli.
L. S. 120 103 8066.66 77 •67 | Candia, had not suitable casks for
stowage.
1036 911 842

Average 130 114 105 80.77 92:11

R. 199 178 160 80-40 90 •45 Gallipoli .

L. L. 160 141 138 86.25 97.87 Smyrna.
359 319 298

Average 180 160 149 82.78 93.13

Unknown

. 109 711 65.14 Seville, in 125 pipes, 42 hhds.

90 78 86.67 Ditto.
I. D. 106 79 74.53 Ditto, (and in addition 11 tons shu
.

mac.)
S. L. 114 80 70.18 Malaga.
. 113 80 70.80 Ditto , had too many small casks for
stowage .
532 388

Average 106 78 73.58

118 STATISTICS OF STOWAGE .

Table No. 1 , -- Olive Oil, --Continued.

Imperial
Tuns
Oil
of
.
Register Per Centage on
Vessels' | Tonnage . Remarks.
NAMES . Old New
Old . New Tonnag Tonnag

. 149 140 94.00 Spain .

135 140 103.70 Gallipoli, had suitable casks for stow
age.
G. . . 133 118 88.72 Ditto.
G. . 133 120 90.23
n

Ditto , second voyage .

Unknow

H. A. 138 125 90:58

I. 145 131 90:35 Seville in 272 pipes 80 hhds.
L. A. 124 81 65.32 Ditto, had not suitable casks for
.

stowage.
145 145 100.00 Gallipoli.
127 110 86.61 Ditto, in 126 pipes, 14 hhds. and 75
quarter casks.
P. . 132 145 109.85 Ditto .
P. 132 140 106.06 Ditto second voyage .
R. 140 118 , 84.28 Seville .
T. 131 102 77.86
I

Malaga.
W.D. 134 102 76.12 Seville .

11898 1717

136 123 90:06

1

Recapitulation.

Register Tonnage
5 vessels from 87 to 110 tons old orlo § 20 per cent under their old register
74 " 105 new Ś ( 11 new
8 ditto 120 " 145 on old or 19 old
103 “ 131 new 8 new
2 ditto 160 “ 190 " old or 17 old
141 " 178 new 7 new
5 ditto 90 “ 114 66 old 26 old
14 ditto 124 " 149 16 old 10 old

Table No. II. - MOGADORE PRODUCE.

The chief articles of export from Mogadore, are almonds, gums, bees’ -was,
olive oil, skins, wool , and ostrich feathers.
The freight is regulated by the ton of 1800 lbs. Mogadore weight for almonds,
gums, bees'-wax, and olive oil ; by the ton of 1200 lbs. for wool and ostrich
feathers; and by the ton of five bales of goat skins, each bale containing sixty
skins .
 STATISTICS OF STOWAGE . 119

Table No. II,-Mogadore Produce , –Continued.

Produce
Tons
of
Register Per Centage on

.
VESSELS ' Tonnage. Remarks .
NAMES . Old New
Old . New Tonnag Tonnag

B. 100 90 93 93.00 103.33 Chiefly oil ,

F. 109 95 105 96.33 110.53
W. 104 96 118 113.46 122.92
A. 90 73 81 90.00 110.96
A. 86 76 85 98.83 111.84

489 430 482

Average 98 86 96 98.00 111.64

H. 148 155 174 117-57 112: 26

M. 142 132 151 106 :34 114.40
J. 123 1081 145 117.89 134.26
S. 122 105 125 102.46 108.70
c. 116 110 130 112.97 118 : 18

651 610 725

Average 130 122 145 111.54 118.85

B. unkn 73 76 104 : 11
s. 86 unkn 81 94.20 22 tons skins formed part of the
cargo.
S... 86 unkn 93 108 :14 Same vessel, another voyage when
the cargo was chiefly skins, --say
66 tons.

The result of the foregoing is, that small vessels from 86 to to 110 tons re
gister (old) carry on the average about 2per cent of produce under their regis
ter tonnage, but that larger vessels, say from 116 to 148 (old) carry nearly 12
per cent. over their register tonnage on the average.
These Tables as far as they go, may be depended on, but owing to the scanty
resources at my command, are not so complete as could be desired ; they must
rather be regarded as examples of what may bedone at some future period,
when more ample materials are obtained in the manner pointed out in the
accompanying letter.
S. Y.

SUGGESTIONS FOR THE BETTER REGULATION OF SHIP -MASTERS,

AND OF SALVAGE, &c.

Sır . --The following observations may, perhaps, be deemed worthy a place in

your Magazine, as the subjects animadverted upon apply to ship -owners, ship
 120 NAVAL CHRONICLE.

ping, shippers, and emigrants, and are of so frequent and important recurrence
as to justify your aid in endeavouring to procure an amelioration of the present
evils, and of the incongruous and absurdly inconsistent jurisdiction confided to
the sole opinion and decision of a Judge in the Ecclesiastical, Prerogative, and
Admiralty Courts of Doctors' Commons.
It is an every day occurrence to find that commanders in the Merchant
Service, are guilty of the greatest abuses, not only against their employers, but
also towards theperson and property intrusted to their charge ; and these abuses
are the natural result of the extensive powers necessarily confided to them,
when employed upon a distant foreign voyage. The ship -owner has no other
check upon the master, than the very imperfect one of the ship's log, and even
the delivery to his owner of this scanty and often defective information, is
merely a voluntary act ; whereas it should be imperative on the master and
upon the mate, each to keep a correct log, and the master and mate to declare
at the Custom -house to the correctness thereof ; the mates log book to remain
at the Custom-house with the ship’s papers ; and which declaration , if proved
untrue, to be made subject to the penalties of perjury, and the master's log
should then be at once delivered up to the ship -owner. This arrangement
would greatly tend to lessen those glaring abuses which now prevail to an
enormous extent, and would contribute very much to the furtherance of justice ,
it would also be an additional protection to emigrants and underwriters, by
surrounding them with the safeguard which publicity never fails to confer. But
for the purpose ofmaking the safety and comfort of all parties more certain ,
and the interests of the ship owner and crew secure, the laws now in force on the
subject of salvages, must be wholly altered and remodelled, so as to fully meet
the objects of humanity, to which they owe their origin. As the law of salvage
stands at present, it actually holds out a premium to induce the master and
crew to deviate from their voyage, thereby probably vitiating the Insurances,
delaying the landing of the passengers to their great loss and injury, and
running hazards needlessly, for their own benefit : for whilst the ship is delayed
their wages go on the same, the ship's provisions are consumed and her stores
used freely , damaged or even destroyed. And when salvage is recovered, three
fourths of the sum owarded goes to the master and crew, causing a heavy loss to
the owner, nine times out of ten, from which loss no previous private arrange
ment with the master and crew avails to prevent this unreasonable, and I will
add, unjust distribution of salvage.
So great is the benefit to be gained by master and crew from this unfair
distribution of salvage, that it frequently happens to the salving vessel to be
left by her crew for ten or twelve hours, and sometimes for a whole day, at the
mercy of the winds and waves, and if a storm should arise, owing to thedis
tance of the one ship from the other, the salving ship must inevitably be lost.
If however, she escapes a storm, then at all events her detention will comprise
ten or twelve days, during which time, some other injury or accident may
arrive, whereby the owner would be deprived of the contemplated security of
his own Insurance. If this delay and risk with the employ of ship ,boats, gear,
and materials, and current expenditure and charges are to be forced upon the
owner, contrary to his wishes, orders, and interests; and as such delay and risks
are unprovided for and at variance with the covenants of his Insurance, then
surely it would be but fair, though not equivalent to the danger of his property
and contingent expenses, to allow him at least one half of the salvage award,
and the other half would still constitute an ample inducement to the master
and seamen , to salve endangered property.
The justice of this reasoning will be better appreciated when due attention
is given to the numerous instances of masters refusing to delay or run risks
where only human life is to be saved ; because, they, the masters,are not thereby
at all benefited, since no salvage can in such case be claimed by the master,
for preservation of life only. And it deserves to be noted that, whenever such
services, to save human life, have been rendered, the owner is gratified by the
 WRECKS . 121

fortuitous occurrence, and never demands remuneration ; why then , it may be

asked, shall the owner be compelled, against his will and possibly to his total
ruin, to submit to the interested acts of his servants, solely for their own benefit,
they being free from all risks of property, &c. , and at the same time well paid
by the owner ?
The salvage law was originally established for the humane and meritorious
object of preserving sea- faring men from being lost, by the perils of their useful
and adventurous mode of life; but the beneficent intention as originally con
templated, is rendered futile and of little avail, and human lifeis too often
disregarded ; but where property can be saved, men who have nothing at stake,
to the manifest injury and danger of their owner, risk every thing for their
own advantage; it would , therefore, be desirable that remuneration to some
extent should be given to the master and crew for saving human life, and that
a more equitable distribution of salvage as suggested should take place where
property has been saved ; and for the reason herein stated a general revision
of the salvage law is much called for, and which would speedily be acceded, if
some large Government vessel had only been lost whilst engaged in salving
property, then such a case would call forth censure, and probably punishment
of the Captain by the decision of a Court -martial ; but if the salving merchant
man be fost, the owner is not only without redress or relief, but the master
would still go to the Admiralty Court of Doctor's Commons, be there highly
praised and handsomely paid !
I am, &c.,
G. T. W.

WRECKS OF BRITISH SHIPPING.

The late gales as usual have made sad havoc on our shores, scatter
ing wrecks far and near ; and spreading mourning, and , desolation
among the unhappy relatives of those, who periled their lives in the
treacherous Merchant Ship ! It is a melancholy and degrading fact,
notwithstanding the vaunted amount of our mercantile fleet, that no
severe gale passes over these islands without bringing with it, as a kind
of necessary consequence, destruction to a large number of its ships.
We may leave the causes of such destruction for the investigation of
others ; they might no doubt be found among the list of fifty stated by
a correspondent in our volume for 1841, and which , as it might possi
bly serve some useful purpose , we will repeat here :
Causes of the loss of ships at sea, by wreck and otherwise :
1. Short complement ofmen .
2. Deficiency of materials and stores.
3. Deficiency of water and provisions,
4. Bad materials- anchors , chains, boats, spars, sails, cordage, &c.
5. Bad quality of water and provisions .
6. Teetotality - coffee instead of rum , &c.
7. Bad condition of the ship from age, want of repairs, caulking, and looking pro
perly to.
8. Bad construction of the ship , out of trim, &c,
9. Incapacity of masters and others.
10. Presence of captain's wives, and other women ,
11. Insanity .
12. Inability of men , or crews, from sickness, maims, exhaustion, &c,
13. Drunkenness, revelry , &c.
14. Discipline, too lax or too severe .
15. Mutiny and insubordination .
16. A dead-and-alive set : no devil on board .
17. Discord and dissension - the devil let loose.
ENLARGED SERIES.NO. 2.-VOL . FOR 1843 . R
122 WRECKS .

18. Deaths, desertions, and discharges .

19. Fire ,
20. Collision .
21. Upsetting in a squall , &c .
22. Shifting of cargo , & c .
23. Consternation , the ship on her beam -ends, on fire, water-logged , &c .
24. Shipping of seas, foundering by stress of weather , &c .
25. Springing a leak by starting a butt -end, & c .
26. Deep lading, crowded stowage on deck , & c.
27. Striking on rock , grounding on shoals, &c .
28. Driving on a lee shore.
29. Impressment at sea, detention and deviation .
30. Incorrectness of charts, compass, &c.
31. Want of care : bad dead -reckoning.
32. Want of vigilance : bad look.out .
33. No latitude by observation , on account of fogs, & c.
34. No flying the blue pigeon , no regard to lights, bells , drums, &c .
35. Capture or destruction by an enemy or pirate .
36. Struck or blown up by lightning,
37. Masts , &c. , rolled or pitched away.
38. Driving with a foul anchor ; a kink in the cable, &c.
39. Parting a cable.
40. Staving of boats, carrying away of masts, splitting of sails, &c.
41 , Sleeping on watch , drowsiness of helmsman , &c.
42. Breaking adrift of floating - lights &c .
43. Mistaking of headlands, lights, &c.
44. Sinking or destroying a ship purposely.
45. Rising of prisoners, convicts , & c.
46, Fool-hardihood , -guns run out when blowing hard upon a wind , press of sail
with a crank ship, &c.
47. Carrying away topmast from neglect of breast back -stays, after going about .
48. Broaching to when weathering a headland in a gale of wind .
49. Incapacity of persons having charge as pilots.
50. Abandonment of ship without sufficient causes, in case of wreck , officers leav
ing their juniors in command , with orders to land the treasure, the men , &c.

The foregoing list is well worth attention , combining as we believe

it does , the real causes of our numerous wrecks. Year after year, we
have gathered together the names of these wrecks, and we have accom
panied them with the tales of sorrow and suffering which they pro
duced , until we could come to no other conclusion than that, they
formed a necessary feature in the economy of our mercantile marine ;
and being therefore received accordingly by the public, we have devoted
our space to other more usefulmatter. And again the scenes of horror are
repeated ! The recent dreadful loss of life by wreck at the Cape has
scarcely passed before us, when the still more calamitous wrecks of the
Reliance, and the Conqueror, to say nothing of a host of others , again
create in our minds those painful sensations, which such wholesale loss
of life cannot but occasion ; spreading affliction in many a family, and
carrying the pang of sorrow for the departed , to the homes of parents,
brothers, sisters, and friends ! And all this will pass away , as a tale
that is told ; and all this will again recur as a necessary feature in the
economy of our mercantile marine !
We have often said , it would fill the greater part of our journal to
record the scenes which are witnessed on the occasion of these nume
rous wrecks , and it would be of little avail to do so . To account for
them and to point out the means of avoiding them , is a far worthier
employment of our space, and this we shall endeavour to do.
 123

WRECKS OF BRITISH SHIPPING.

(Continued from p. 871 , vol . for 1842.-cs. crew saved ; cd . crew drowned.)

VESSELS' NAMES . BELONG TO . MASTERS. FROM . BOUND TO. WRECKED . WHEN.

Aber. Robinson Young London Algoa Bay Table Bay Aug. 28. cs
Adamant Luckley Liverpool Rotterdam Hinder Oc.t 17. CS
Alfred Pr. Ed. Isld . Pearce Pr. Ed. Isld . Bristol Nova Scotia Nov. 29. cs
Argyle Waterford Louisburg Oct. 15. cd
Belle 5 Hull Simpson Petersburg Faro R Oct. 12. cs
Bellona St.Lawrence Kamouraska
Brothers Rust Grangemoth Sunderland St. Abbs Hd. Nov. 23. cd
Cath. Frazer Fish Pictou Canso Oct. 24.
Chatham with Emigrants London Sydney Portugal Nov.
Christina 10 Birkett Macao Bombay China Sea July 1 .
Cleostratus timber Idn . Levens Shediac Greenock abandoned Nov. 16.
Comet Windsor Davidson Windsor Oct. CS
Commerce Milford Bennet Gloucester Portynon B. Nov. 14
Curlew St. John Price 42 N. 48 W. abandoned Dec. 8. cs
Crown 14 Argyle Nov.
Dahlia Liverpool Petersburg P. Skerries Nov. 30. cs
Dovecot missing in the Indian Seas, 1842, supposed captured by pirates
Echo Newcastle Evans Strangford Newcastle Cannon R. Nov. 27. 4 d
Eliza London Perrian London Anticosti Nov. 18. 3 d
Enterprise 20 Cawson St. Lawrence Manicougan Nov. 24 .
Gazelle Sunderland Thomas Hartlepool Tees Bay Nov. 21. cs
Hamilton London N. Shields Gunfleet s. Nov. 15. 9 d
Helen Limerick Scot Glasgow Limerick S. Uist Dec. 4.
Henry Davidson London McDonnel Bombay China China Sea Sept. 3. cs
Hope 25 Liverpool crew say'd & landed at Strangford Channel Nov. 27.
Integrity Harman seen to founder in Lynn Well Nov. 19. cd
Isabella Liverpool Calcutta abandoned Sept. 30.
Isis, steamer Loney St. Thomas Falmouth off Bermuda Sept. 11. cs
Jackson Dundee Petersburg London Gothland Oct. 11. 5 d
Jane 30 Perth Hartlepool Aberdeen run foul of Oct. 6. CS
James Richmond Whitby Galway abandoned off Belmullet Dec. 14. 2 d
Joanna Glasgow crew brou ght to Leith by Renfrews Heron I. Nov. 18.
John and Ann Belfast Houler Malta Alexandria African C. Nov. 1 . CS
John and Marianne Davies Bangor Swansea Salvo Hr. Dec. 12. Cs
John Askew 35 sunk from springing a leak off Creetown Dec. 17. Cs
Juno Hull Stettin North Sea Dec. cs
Lady Ann Sligo Glasgow missing, supposed lost
Lion Walker Wyburg Hull Norway Dec. 2. cs
Liverpool Ord Amoy Chusan Yang -tse -Ki Aug. 6.
Manchester Armstron ' St. Petersbg Schereen Nov. 9. cs
Martha Ridgway 40) Barrier Reef
Mavis Jones by lightning Gr. Ladrone July 31 . cs
Mary Sydney Manidieu Nov. 3. cs
Belfast Montrose Dec. 12. ' cs
Mary
Medora Liverpool Carter Liverpool Barbados CS
Middlesex 45 Sydney London C , Brazil CS
Naiad Halifax Pearson Halifax Demerara capsized Sept. 22.
Nancy Goodwin 8. Oct. 22. cd
Northrn Conference abandoned at sea Nov. cs
Northumberland Birknsh'wArchangel London Sept. 27. cs
Oakwell 50 Llanelly Beaumaris foundered Oct. 6.
Otter Littlehpton Pepper Shields at sea Oct. 3. CS
Parken Sunderland Shipwash Dec. 13. CS
Pero Penzance Miramichi abandoned 48 N. 27 W. Dec. 21. cs
Progress Goole Drury Canton Swin Nov. 19.
Reliance 55 Green London C. France Ny. 12. 113d
Resolution London London Nov.
Ricardo Sunderland Calcutta Hooghly Sep. 15. 100
Rob . Raikes Ruthrford Hamburg Sudervog Nov. CS
Gibson Waterford C. Mesurado Oct. 4. CS
Sarah Albert
Royal 60 Liverpool
Waterford Tedbalt Swansea Ireland C. Nov. cg
Shamrock New York Barnegat s. Nov. 14. cs
Severn On bar of Prince town Harbour Oct. 30 ,
Sophia Thornbun Sydney Halifax Nova Scotia Oct. 29. CS
Spring Cave Sunderland Petersburg Gothland Oct. 15. cg
Thomas 65 Newcastle Holmes Newcastle Herd Ind. Nov. 14. CS
Trinidad London Honduras abandoned 40 N. 28 W. cs by Hawk
Unknown run foul of by the Integrity off Flambro' Head Nov. 16.
Waterloo London Hobart - town Table Bay Au. 28. 1900
William Greenock Houstin Gloucester Greenock Bute Nov. 9. 3d
Zephyr 70 Slater Donaghadee Nov. 24. cs
124 WRECKS .

Wrecks of British Shirping, see Table.

10 ChristinA.— Bombay , Oct. 31.- The Christina, Birkett, from Macao for
this port, struck on the West London Shoal, in about lat. 9º N., long. 112° E.,
on the night of July 1st, and became a total wreck .

11 CLEOSTRATUS.- On the evening of the 16th of December last, the French,

brig Annette, from St. Peter's, Newfoundland, for Granville, hove in sight, and
upon the Cleostratus hoisting signals of distress, lay to. The master and crew
of the foundering vessel then quickly took to their boats, and got safely on board
the brig, leaving the Cleostratus, apparently just about going down, in lat. 48º.
33 ', long 23 ° 30 '. The Annette landed themaster and his men at Granville ,
whence they were forwarded by the English consul there to Jersey.

33 John and Ann.-Wrecked about 200 miles from Alexandria ; one man
drowned, the remainder of the crew and the master saved on raft; but the
latter subsequently died through exhaustion . They were plundered by the
Bedouins, some of whom have since conducted them to Alexandria, where they
remain at present under the care of the British consulate.

38 LIVERPOOL.-On the 6th of August last, the brig Liverpool, Capt. J. Ord,
belonging to Messrs. Higgin and Lane, of Liverpool, ran upon a bank of sand
in the Yang -tse-Kiang river, and became a total wreck.
The Liverpool left Åmoy on the 21st May last, for Chusan, where she arrived
on the 11th June, after a troublesome passage along a coast, and through chan
nels very little known. She completed loading on the 8th of July, and joined
the convoy lying outside the harbour. The navigation among the Chusan
islands is most difficult, the currents and whirlpools being fearfully rapid, some
times rendering ships totally unmanageable. After several dangerous incidents,
the brig gotsafely to Woosung, on the Yang- tse- Kiang river, on the 14th of
July. On the 4th of August the senior naval officer at Woosung gave orders
to proceed to Nankin with other vessels, under the convoy of H.M.S. Harle
quin. By the 6th of August, they had reached a point of the river about fifty
miles above Woosung and 100 from Nankin . This is the most dangerous
part of the river, having rapid tides, and the shifting banks, so that the channel
is very uncertain . The Liverpool was steering after the Harlequin , when the
latter was suddenly seen to ground. The anchor of the Liverpool was imme
diately let go, but, in swinging round, she also grounded. The other vessels
which were astern dropped their anchors and avoided the bank. Assistance was
rendered to the Liverpool from the other ships, and by powerful efforts she was
got off, but, the capstan giving way at a critical juncture, she wasforced onthe
bank again , and , as the tide was falling , all efforts to get her off again failed .
Meanwhile, the Harlequin had succeeded in getting into deep water.
On the 8th the weather became boisterous, and the vessel straining sprung a
leak. Captain Ord requested permission from the captain of the Harlequin to
throw overboard the cargo, but this was refused, and on the 10th two junks
were taken alongside. Part of the cargo was put into these, and part thrown
overboard. The crew, with ample assistance from the Harlequin, toiled inces
santly both at the pumps and in removing everything of value into the junks
on behalf of the owners and underwriters . On the ilth it was found that the
ship had broken her back . On the 18th, having saved everything possible,
and the wreck being nearly buried in the sand, she was abandoned , and the
crew divided on board the junks ; the mate, Mr. Bell , taking charge of one, and
Captain Ord, of the other. It is stated , that the whole of the fleet alluded to,
consisting of seven sail , had been on shore three or four times, so intricate is
the navigation.— Albion .
 THE COCKLE GAT. 125

41 Mavis. - The following is a summary mode of disposing of a vessel :

the brig Mavis, Jones, from the West Coast, with specie, was struck by light
ning, and instantly blew up, July 31st, near the Grand Ladrone; crew saved.

46 NAIAD. - Mr. Kimball, of the brig Shawmut, arrived at Boston, on the

6th of December last, from Rio Janeiro, states that on the 11th of Nov, in lat.
28 ° 10 ', long. 58° 10 ', he fell in with the wreck of the British brig Naiad,
Pearson, late master, of and from Halifax, for Demerara, which sailed Sept.
14th, and on the 22nd, lat 291 ° , was capsized in a heavy squall, keel out ; was
under close-reef topsails at the time. She righted next day full of water, and
with loss of all her spars, except her foremast. Took from the foretop, William
Fosdick, of New York, seaman, the only survivor ; two men were drowned in
the forecastle when she capsized, and six had died of hunger and thirst, and
Fosdick was in a helpless state, unable to stand, and could not have survived
but a short time.
The following additional particulars were obtained from young Fosdick , by
Mr. Gurney, the pilot, who brought up the brig Shawmut. Mr. Kimball, it
will be recollected, rescued Fosdick from the wreck. It appears from his state
ment that he remained forty -nine days on the wreck, with little or no food. A
little flour was washed up from the hold, which they collected, wet with salt
water, and dried in the sun , and ate. It was known that there was a canister
of salmon preserved in oil in the cabin. Fosdick dived down several timer
and succeeded in obtaining six , on which they lived for some time ; after that
nothing remained to support life. Of the seven that remained , (two being
drowned in the forecastle when the Naiad upset,) it is remarkable that the most
fleshy, and apparently the strongest, died first. Everything was done by Fos
dick to keep up the spirits of his companions, but they failed one after another,
and as soon as hope fled they yielded and died. When the weather was at alí
rough they were obliged to take to the foretop and Jash themselves, there to
remain till it became calm . They had now all perished but two - Fosdick and
a companion, who were in the top. One dark night, when it began to rain,
Fosdick reached over to where his companion lay, to rouse him to obtain a few
drops of water as it fell, but found him dead. In the morning he cut him loose
and he fell into the sea. He then remained alone six days before he was taken
off by Mr. Kimball.
Great praise is due, and should be awarded to Mr. Kimball, for the medical
skill he displayed in saving his life, for he was a mere skeleton, unable to stand
or even to speak. He is now in comfortable quarters at the Seamen’s Home,
in North -square .

54 PROGRESS.—Mr. Drury and crew , of the schooner Progress, of Goole ,

which vessel foundered on the 19th November last, in the Swin, publicly wish
to return their heartfelt thanks to Captain Saxby, of her Majesty's cruiser
Desmond, for his praiseworthy conduct in saving the whole of them , at the
imminent risk of his own life, also for the handsome treatment they afterwards
received from Captain Saxby, who supplied them with dry clothes and food, aud
landed them safe at Harwich .
(We have little doubt that we shall present our readers with a similar table to
the foregoing in our next number. ]

The Cockle Gat.

H.M.S. Shearwater, Harwich, Nov. 9, 1842.
My Dear SJR . — The Trinity Board, as you are aware, with their usual consi
deration for the benefit of the shipping interest of this kingdom , have recently
issued a circular requesting the opinion of ship -owners, pilots, &c., with respect
 126 THE COCKLE GAT .

to lighting the Cockle Gat at the northern entrance into Yarmouth Roads ;
knowing this is a subject in which you take a deep interest, and deeming it my
duty, as having charge of the survey of the North Sea, and to be in obedience
to the general tenorof my instructions, to lay before you my ideas on this point,
I do not hesitate to do so, although I am well aware that many others of far
more experience than myself have well considered the question ; still as it is
one of essential importance to the vast body of shipping which trade along the
eastern coast of England, it appears to me that every one should help forward
the cause to the utmost of his ability.
I take it for granted that, with all unprejudiced and disinterested persons,
there can be but one opinion as to the utility of lighting the Cockle Gatway :
this gatway is the only entrance into Yarmouth Roads from the northward, a
track followed daily by thousands of our merchant ships, it forms also the chief
entrance into the only practicable anchorage for her Majesty's North Sea fleet,
in case of war, between the river Humber and the Downs. Immediately in its
vicinity, forming the channel, are the dangerous sand banks named the Cockle
and Barber to the west, and the Sea Heads and Scroby to the east, beyond
these to the northward is that disastrous space between Hasbro' and Winterton
called the Would , a tract about ten miles long, bounded by Hasbro' Sand to
the east ; and this, as is well known to every sailor who navigates the North
Sea, is the most fatal spot along the east coast of England , and the number of
wrecks, and the annual destruction of life and property which take place here
are notorious.
A reference to Lloyd's register would fully bear me out in this assertion, but
I may just remind you of the gale of the 13th of October, 1823, when the
Ranger” Revenue cutter and eight merchant vessels were driven on shore at
this spot, and all perished save one; while her Majesty's surveying vessel
“ Protector” only escaped, under Providence, owing to the skill and presence
of mind of Captain Hewett who seeing no alternative boldly ran his vessel over
the Sea Heads and Newarp Sands right out to sea :—and here I beg to refer to
that lamented Officer's letter to the Admiralty, of the 16th of January 1826, *
describing his escape and urging in unanswerable terms the necessity of
lighting the Cockle Gatway. On that occasion had the means existed of
running through the Cockle in the night time not one of the vessels alluded to
need have suffered, the wind being perfectly fair ; as it was they preferred
the chance of saving their lives on the beach to the certainty of losing them
on the detached sand banks in attempting a difficult passage without a light
to guide them .
It can hardly be necessary to adduce other accounts of losses, but I happen
to have before me a list of eighteen vessels wrecked near this spot in the two
years 1840 and 41, several of the crews of which were drowned ; of these, at 1
one time in September 1841 four vessels were lying wrecked upon the Scroby,
one of the very sands in question , having attempted the passage by night and
been deceived by the soundings which led them in a deep water inlet between
the sands called the “ Barley Pightle" ; this could not have happened had
there been a light. Only one other instance will I mention, namely, that of
September 1838 , when out of hundreds of vessels , which for want of a light
were obliged to anchor in the Would, in one night 170 lost their anchors and
cables, every one of which , had the means existed, would have thankfully
sought shelter in Yarmouth Roads.
Of the necessity of a light then I apprehend there can be but one opinion,
and a light vessel seems to meto be far preferable to any lights on shore ; nor,
do I consider the difficulty of placing one so great as it may seem at first sight ;
with due deference to those more conversant with these affairs, I shonld say,
that a light vessel moored about one-third of a mile from the eastern sauds half
way between the white buoy of the Scroby, and the red beacon buoy of the

See our volume for 1841, p. 107 .

 THE COOKLE GAT. 127

Sea Heads, in 8 fathoms water, would be sufficient; the light should be single ,
kept low , of a dark red colour, and shaded to the eastward so as only to show
from N.N. E. by compass round Westerly to S.W.b.S. then vessels running up
would keep it on a South bearing till close up to it, when a S.W. course or å
N.E. bearing would carry them safely into the Roads.
The only objections I have heard urged against this proposal are
Ist, the difficulty in getting a vessel to ride in the broken water near the
sand.
2ndly, the fear of confusion from the number of lights in this vicinity.
3rdly, the greater danger to shipping lying in Yarmouth Roads by night
in case of a free passage through.
Lastly the difficulty of defraying the expence of such a light without taxing
the trade with increased lightdues.
To which I answer that there probably may be some difficulty in getting
the vessel to ride, but at one- third of a mile distant from the sand with extra
moorings, and all the precautions which the experience of the Trinity masters
would suggest, this difficulty will, I feel confident, be overcome ; at any rate
the experiment is worth trying for one year.
Secondy.-- the only light for whichthe Cockle canby anypossibility be mis
taken is the Newarp , (for the St. Nicholas and Stanford liglits in coming from
the northward are out of the question, ) now the Newarp light vessel bears three
lights in a triangle, it is distant seven miles from the spot where it is proposed
to place the Cockle light, and a bearing of either the Hasbro' or Winterton
lights, would prove at once which of the two it was ; it is to be remembered
also that the Cockle is to be a single dark red light, only visible from four to
five miles, and to be shaded to the eastward ; it may be said how shade the
light of a vessel that swings, this too is far from impossible, the watch on deck
has merely to turn the shade according to the vessel's head by the compass,
which will probably only vary at each change of the tide, or twice during the
night; the light also if thought requisite for distinction - sake might be made
revolving.
The third objection that Yarmouth Roads will be unsafe riding, seems quite
untenable, the width of the roadstead is more than a mile and a half, vessels
lying in the Roads anchor always close to the town of Yarmouth, whereas those
running through would naturally hug the sands and steer for the St. Nicholas
and Stanford light ; many vessels, too, that now are obliged to bring up in the
Roads would take advantage of the light and pass on, and thus Yarmouth Roads
would be kept clear of the enormous mass of vessels, at times exceeding 2000,
that in a long series of northerly winds crowd the place to the great detriment
and risk of all ; besides, is not the Swin, a much narrower channel,well lighted ?
and do not vessels anchor there for the tide both above and below the Swin
middle light, while hundreds of others, and especially steamers, pass up and
down, as it may be, without any other precaution than a good look out ; and
yet how rarely do we hear of an accident there, where the channel is not one
third of the width usually to be found in Yarmouth Roads.
Lastly the increased light dues which it would be requisite to levy; admit
ting for a moment the necessity of such light dues ( which I doubt) and making
every allowance for the depressed state of the Shipping interest in the North,
let us see what such dues would amount to. The first cost and complete equip
ment of the light vessel would not exceed £3000+ the annual expense of men,
A secondary object in thus placing the light would be that, in the event of a
scant wind at west or W.SW. the same south course would carry a vessel up in
smooth water clear through the passage between the Scroby and the Sea Heads, and
lead direct to the South cross sand buoy, but the passage is not recommended ,
except in case of emergency.
+ Or, less if built of iron, which I strongly advocate , her draught of water then
need not exceed 7 feet, and in case of breaking adrift she would pass unharmed over
most of the shoals in this vicinity.
 128 THE ROYAL YACHT .

provisions, oil, wear and tear, £ 900, say £ 1000 ; now the number of loaded
vessels that pass along this coast cannot be less on an average than a thousand
a month ( I believe it far exceeds that number) of these one hundred are large
steamers, and the burthen of the whole may be fairly taken at 17,000 tons ;
now at a farthing per ton this would amount to £ 2125 per annum ; so that half
a farthing per ton on freighted vessels would cover the whole annual expence,
and leave a large surplus for contingencies ; whereas the loss of property on
the single night of the 13th of October, independently of one hundred men's
lives, tar exceeded twenty thousand pounds.
It appears then that the present annual loss of life and property at this spot,
imperatively calls for some remedy; that there is no insuperable obstacle to
placing a light vessel in the Cockle-Gat ; that there is no fear of its being
mistaken for any other light; and that the cost of keeping up such a light
would not exceed half a farthing per ton upon the trade ; why then may we
ask is it delayed ? the towns of Yarmouth, of Lowestoft, of Ipswich, and Har
wich , are all unanimous for its adoption, every officer serving in the Revenue
cruisers on this station with whom I have conversed, every pilot, every sea
faring man at all conversant with the subject, is in favour of it ; we have the
testimony of Captain Hewett, more than twenty years a surveyor on this coast,
to the necessity of it ; the Trinity Board, by their recent circular are evidently
in favour of the measure, and see the value of such a light, for the accommoda
tion of steamers, and the hourly increasing trade along this coast; then why
is it delayed ? there must be some cause which does not appear, I cannot bring
myself to believe that opposition to such a measure can arise from the Ship
owners of Shields and Sunderland, because a trifling extra expense, at the
utmost balf a farthing per ton , will be entailed on their vessels, common hu
manity, nay common justice to the poor sailor, who daily risks his life for our
benefits and our comforts, forbids that such a plea should be listened to for a ſmo
ment, but should such an objection exist and be considered reasonable, I
humbly trust, nay, I implore that her Majesty's Government viewing this as a
national benefit will earnestly press upon the consideration of the Trinity Board,
the necessity of immediately taking measures for lighting this Gatway, and
thus confer one of the greatest boons yet bestowed on the Shipping interest
of the East Coast of England.
I am , &c.,
7o Capt. Beaufort R.N., Hydrographer. John Washington, Captain , Rn.

The Royal YACHT . — Pembroke : The following ceremony which

took place Dec. 5th , may not be uninteresting to you and your readers
generally. It has already been stated in the public papers that a steam
yacht was to be built in Pembroke dock -yard for Her Majesty . The
building was commenced, and her keel laid on the blocks the 9th of
November, and moulds have been preparing to the form of this splendid
vessel ; the saw-mills are in full operation, and a great number of saw
yers have also been busily employed in cutting oak and larch plank,
of which she is to be built in three thicknesses, without timbers. This
novel mode of building will ensure lightness combined with strength ;
and her engines being equal to 430 horse- power , it is considered she
will possess great speed ; her length to be 200 feet, and breadth 33 feet.
A sufficient quantity of materials having been provided , upwards of
150 men have begun with the planking, and her stern frame being
ready, the ceremony of raising it into its place was performed in a very
interesting and imposing manner. A brass plate had been engraved
with the following inscription : - " This Royal Yacht, built for Her
 LIVERPOOL SHIPMASTERS' ASSOCIATION . 129

Majesty Queen Victoria, at Pembroke Dock -yard . The Keel laid down
Nov. 9, 1842, the First Anniversary of the Birth - day of His Royal
Highness Albert, Prince of Wales . The launching of the Yacht to
take place in March, 1843. Superintendent, Captain Sir Watkin
Owen Pell ; Master Shipwright , William Edye, Esq.: " and a copper
box prepared to contain it, with the gold and silver coins of the realm.
They were placed in the box, and the top of it closed and soldered ; so
that it is completely water- tight . This box was sunk into a groove
cut in the fore part of the principal stern - post ; it was then very se
curely fastened with copper nails. This part of the ceremony was
performed by Lady Evelyn , who drove the nails with much ease and
precision. All being ready, the word was given to “ set taut the pur
chase ; the massy weight rose majestically, and in one minute the
frame was erect and in its place, the Royal Standard flying on the top
of it ; the Dock - yard band playing God Save the Queen . Hearty
cheers were then given with three-times- three for Queen Victoria , and
the workmen regaled with strong porter, two barrels having been placed
one on either side of the keel . The whole of the arrangements were
admirably performed , and there is no doubt but every part of this
splendid vessel will be equally so. She is to be ready for launching
in the almost incredible time of three months.-- N . f. M. Gazette.

The LIVERPOOL Association of SHIPMASTERS.-- In a few of our re

cent numbers, we have inserted some important communications, for
warded to us by the Secretary of the Shipmasters' Association , at
Liverpool, being the contributions to an open book for the purpose, kept
in the room of the Society by its members for each other's information.
It is clear that, such a method of communicating information to each
other by shipmasters, respecting different parts of the world , is most
excellent ; and when further diffused, both at home and abroad , through
the pages of this work, it becomes still more useful. It was with much
satisfaction that, we gave room for these communications; feeling as
we did , that, we were working with them , not only for their benefit,
but for that of the community at large. It appears , by recent proceed
ings, however, that, the Association from some cause unprovided against,
has been only saved from dissolution by an enlightened body of these
gentlemen , who have passed resolutions, wbich will result in a reorga
nization, and no doubt a healthy progress of the establishment.
Every friend to society must rejoice in this ; as every one must see
that, the position of the master of a British merchant ship is (and
ought to be maintained as) equally respectable as that of the captain of
a man -of-war; and being so , it is just as desirable that, they should
have their clubs and reading rooms as naval officers. Indeed we con
gratulate the Association on the step just taken , as it evinces a determi
nation on the part of the shipmasters themselves to preserve their station :
and we are quite sure that it will eventually be followed and work
well. It is within our compass to recollect the shipmaster in the sta.
tion we have mentioned . Well do we remember him appearing ou the
quarter - deck of his Commodore, from his own ship under convoy, as
ENLARGED SERIES. NO . 2. - VOL . FOR 1843 .
130 NSUTICAL NOTICES .

much a gentleman as any other officer on that quarter -deck . And why
should it be otherwise ?
But we look on all such measures as those of the Association , as put
ting the shipmasters on their trial , whether they will , or will not re
sume their proper station ; and those of Liverpool have not only responded
in the affirmative, but have proved their desire by their decision on
Capt . Fitz Roy's proposed bill , to preserve that esprit de corps which
formerly belonged to them ,-in fact, by respecting themselves to make
themselves respected . We sincerely rejoice at it and tell them in all
sincerity that , “ Knowledge is Power."

Nautical Notices .

ROLLERS West Of The Eight STONES.

We have received the following from the Secretary of the Shipmasters' Asso
ciation at Liverpool, and have referred to it in a former page :
The following communication seems interesting, being so much in accordance
with what Captain Midgley noticed on 29th of Dec. 1840 ( precisely one year
prior to Mr. Tomkins' date) and only 1 ° 44 ' further north , and 1° 54' east,
than the situation of Midgley's Rollers, as given in the Nautical Magazine for
this month , page 26.
“ On 29th of December 1840, in lat. 34° 44' N.'and long. 17° 30' W. with
a light breeze from the eastward experienced a very unaccountable but heavy
swell from the north -east. It commenced about 3h . P.M. and at 8h . had
reached its height, breaking at times over the vessel in an alarming manner.
We had not much wind for two days previous, nor had we a strong breeze
afterwards till over the line.
“ It resembled as much the boiling of a cauldron as any thing I could imagine,
but was very unlike a sea or swell occasioned by wind . At midnight it had
gradually subsided . All this time we had been rolling gunwales under on each
side. "
“ E. G. Tomkins,
Jan. 1842. " Master of the barque Lady Mary ."

Cyrus Shoal, Straits of Macassar.

Barque Cyrus, June 9th, 1842.
SIR.-Allow me to request you will make known to the public, through the
agency of your useful and valuable periodical,'the Nautical Magazine,the exist
ence of a dangerous and extensive shoal in the Straits of Macassar ; and which
I first discovered in April, 1835. and at the time wrote an account of it to
Lloyd's agent at St. Helena, but which shoal not having yet appeared in any
of the charts of those Straits, I fear very few still know of its existence. Hav
ing my journal by me of that voyage, I take the liberty of sendirg you the
abstract from that day.
* April 9th . 1835 , At four P.M. Cape Termoel E.b.N. the South Watcher
N.N.E. 1 E., the officer at the mast-head reported extensive and heavy breakers
ahead of the ship. Steering then due north we immediately hauled off and
brought the reef and South Watcher in one, bearing N.E. I N. from the ship
reef bears by compass S.W. I S. from the South Watcher, and west from Cape
Termoel. The weather was very squally at the time which prevented me from
exploring it with my boats. It appeared to be about two miles in length
 NAUTICAL NOTICES . 131

E.N.E. and W.N.W., and deep water within a mile of it, which was as near
as I felt it prudent to go.”
In 1840'I again saw the said shoal , and gave the bearings of it to Capt. Har
ford Arnold , of the Charles Kerr. It has been seen last month by Capt . Hey,
of the ship Eclipse, who landed on it, and places it in the same position as I
do.
I remain , &c. ,
To the Editor, & c. Richard SPRATLY, Master.

Rio Grande, Brazil.

Rio Grande de San Pedro do Sul, June 20th, 1842 .
Sır .-- A vessel arriving here should not draw more than 10 feet 6 inches water,
in consequence of the shoalness of the bar, particularly when the winds have
prevailed for some time from the west or north -west. Make the land about the
Estreito, 8 leagues to the northward, where the anchorage ground is good , and
where a vessel may come to with safety with any other than a south -easterly
wind, provided there is no possibility of getting in that day, and which I should
recommend in preference tostanding off and on at the risk of being drifted away
by the current. Early the following day get underway, coasting it down, not
venturing in less than 41 fathoms of water until you come in sight of a white
tower, which is a very conspicuous object; this lately has been made higher.
There is a lantern on the summit, which is lighted at night.
This tower must be brought to bear north , when a flag will be seen on the top;
if this signal is kept up a vessel may enter ; if lowered down she must go out
to sea again. After you have crossed the bar come to an anchor near the gun
boat stationed there, until you have received a visit, when a pilot will come on
board, and take the vessel up to the town . It is of importance that vessels
coming here should be of light draught of water, as the canal up to the town is
very shallow , and vessels have generally to be lightened before they go up . All
other information is contained in Norie's Book of Directions ; but as no recent
account has appeared, I think it would be doing a great service to masters of
vessels coming here to publish the above in the Nautical.
I am , &c. ,
T. HOUGHTON .
[See some remarks on this place in our last vol. P. 720.-ED.

Minto BREAKERS, Macassar Straits.

London , Dec. 8th, 1842.
Sır.-On my passage from New Zeeland to Manila, in the barque Countess of
Minto, the 3rd of January, 1842, at 9 a.m. a patch of breakers were observed
to the scuth-west, dry in some places, more particularly the north part, it
appeared to extend in a north -west and south -east direction . Took several
good sets of sights for chronometers, and had a good meridian altitude of the
sun, which carried back, will place this danger in lat. 8 ° 10 ' W. , long. 1549
34 ' E.
In my Chart, which is Norie's latest, there is no shoal, near this either in
latitude" or longitude. On the 6th of January passed Guam , interval three
days, and with cross bearings could detect no error in chronometers ; that is
allowing the longitude per Norie's epitome, last edition.
I ama constant subscriber to your valuable work, and have not observed
• In p. 451 of our vol. for 1841 , Capt. Goodwyn of the Florentia, says,
“ Norie's position 144° 56 ' is about correct ;" but Lieut. Raper, who has gone
over these maritime positions with so much care places it in 144° 41 ', far more
likely to be “ about correct. "
132 NAUTICAL NOTICES .

any danger near this spot, mentioned before ; should you think the above, and
the following worthy a place, you may confer a favour on my brother sailors.
I am, &c . ,
J. K. WISHART.

In my passage from Singapore to London, same ship, by the Carimata

passage June 1st 1842, turning to windward I was within a mile of a shoal, or
sand bank above water, visible from the deck two to three miles, with the
Eastern point of Billiton South Western Montaran Island E.N.E. , and think
the passage between the Montaran and Billiton very unsafe. On the 2nd of
June saw the Discovery reef, and Discovery Bank, the positions agreeing with
my observations.
J. K. WISHART,

Clark Rock, Atlantic.

15, Surry Square, Dec. 6th , 1840.
Sır.-- In reading this last months Nautical, I see a rock described as “ Clarks
Rock ” wherein he gives the lat. 45 ° 40 ' N. , long. 19 ° 17 ' W.
When going out to the West Indies in 1840, in lat. 46 ° 36 ' N., long. 19 °
30 ' W. I saw a rock within 100 yards, of a conical shape, it appeared about
four feet out of water in the trough of the sea. It was blowing a strong gale
at the time with a very heavy swell. I should think it would be under water
in a smooth sea.
You will see by the Chart between these two places a vigia marked as doubt
ful called “ Mayda” so it appears very evident that there is a rock about there.
I am , &c .,
D. ENGLAND.

New Light in the Baltic. We understand that in consequence of the re

presentation of Her, Majesty's Minister at Riga of the great importance of a
light at the extreme pointof Courland to the trade of that place, it has been de
termined by the Russian Government to erect a Light-house at Lyserort, and
measures have been adopted accordingly. This light will greatly facilitate the
present dangerous navigation of that part of the Baltic, as it will lead from the
north -west angle of Courland to the light on the northern extreme of Domeness
into the Gulf of Riga.

Ilydrographic-Office, Admiralty, Jan. 2, 1842.

Neustadt Light.-Notice has been given by the Board of Trade and
Customs at Copenhagen , that an Intermitting Light has been established on
Point Pelzerhagen, in the Gulf of Lubeck, near the entrance of Neustadt
Harbour. It gives a strong Flash every two minutes, but shows during that
interval a continuous though much weaker light ; and each Flash is preceded
and followed by a momentary darkness. The height of the lantern being
48 feet above the level of the sea, the Flashes may be seen in clear weather
8 or 9 miles ; and the weaker light about 6 miles.
The Lighthouse, which is whitewashed, stands in lat. 54 ° 5' 17'' N., and
long. 10 ° 51 ' 54 '' E. of Greenwich, bearing by compass from Travemünde N.
by E. 1 E. about 2 leagues, and S.E.by E. about half a league from the entrance
of Neustadt harbour.

FalstERBO Light. - The Swedish Government has given notice, that the
original Coal fire has been replaced in Falsterbo lighthouse instead of the
 NAUTICAL NOTICES . 133

temporary Lantern announced on the 6th of July last from this Office ; but
that next Summer the Lantern light will be again resumed , till the apparatus
for the new lamps is fitted .

The following are from the Shipping Gazette.

TORRES STRAITS, Stead's Passage .-- Having passed through Torres Straits
several times, I would advise persons taking ihat route, when once to the north
of Port Jackson, to get into the longitude of Wreck Reef, to steer a direct
course for it, and to sight either it or Cato Bank — the first in preference. Then
steer to pass between Frederick and Keen Reefs, (on the latter the Bonavista
was lost, whose crew I brought away in 1828, ) and get into the fair way for
Sir C. Hardy Island. When nearing the outer barrier, always try and make a
reef laid down in lat. 12 ° 12 ' S., long. 143 ° 56 ' E. On the east of this reef
is marked a “ dry rock ;" I saw three, the northernmost is the largest. Should
the reef be made after noon, I advise to haul to the wind, and to try to gain
a southing, so as to sight these rocks at daylight ; but from the very strong
northerly currentit will be almost impossible to keep your ground. At day
light I should stand in , and sight the reef. If you do not see the rocks you
may be certain you have drifted something to the north ward. I would then
tack and stand to the north -eastward, and in all probability you will make the
detached reef ; and, still standing on , you will see the wreck of the Flora on a
reef to the northward of Detached Reef. In such case stand direct up to De
tached Reef, get off the west end , and there wait for your latitude at noon ;
then steer a direct course for Sir C. Hardy Island. To pass through the Pas
sage named after me, there will appear no opening, but keep on without fear,
and on the northern reef, on the starboard bow, you will find the reef appear
sunken, or a rippling ; pass it, and you will soon see the opening ; and, shortly
after, Sir C. Hardy Island, then steer in for the Sand Hills, (marked in Hors
burgh's small chart) and anchor for the night. Weigh at daylight, following
Horsburghỉs chart, until you have Bird Island south two or three miles ; you
will then be in Capt. King's chart ; * follow his track strictly, noting the differ
ent islands and reefs as you pass them: should you neglect this, they are so
numerous and small that confusion will follow . Anchor at Cairn -cross for the
night, with the island S.E. , one mile distant, in ten fathoms, muddy ground.
From Bird Island to Booby Island there is not the smallest difficulty , provided
you follow strictly Capt. King's track, always keeping the weather' danger
abroad .
The only difficult part of the passage is off Good's Island , where you will
have to pass between two rocks. Steer boldly for that visible off Good's Island,
and pass it close ; you will then probably see that to the northward, which is
sunken, and only just visible -- so I have found it when the tide was at its
highest, and the water very smooth; possibly, therefore, it may not be seen
but by passing close to the one off Good's Island you must be perfectly clear
of the other.
T. A. STEAD, Lieut. R.N.
Captain King's chart of the north - east coast of Australia, Sheet 3. contains the
whole of the navigation already alluded to by Lieutenant Stead ,

DICKINSON Reep. The following letter was addressed to the editor of the
Bay of Islands Observer, by Mr. William S. Harans, of the ship Thomas
Dickinson, July 20. 1842 :
SIR . - Having recently very narrowly escaped shipwreck, I beg leave, through
the medium of your paper, to make known the existence of a very dangerous
reef (and not laid down in the charts extant, and probably before unknown ).
 134 NAUTICAL NOTICES .

Leaving Whytertach, one of the Society Islands, on the 20th of June, steering
W.S.W., all hands were roused on the 26th, between the hours of five and six
A.M., by the officer of the watch , who in much confusion, was endeavouring to
avoid the danger he alone had discovered. I reached the deck in time to have
a fair view of the reef, as we passed to the windward of it at about two cables'
length, as near as I could judge. It being dark as at midnight at the tiine,
I could not determine its size, but think it about two ships' length, N.E. and
S.W. The wind blowing a gale at the time, at E.h.S. the ship running off
eight knots, under reefed topsails,and heading directly for the reef when first
seen ; the sea running high and breaking furiously over the reef, which was
very little, if any, above its surface, (a point we could not determine ), as we
could see nothing but the spray and foam as it broke upon it. Had the ship
struck, she must have gone to pieces immediately afterwards. Position of the
reef by two chronometers — lat. 21 ° 32 ' S. , long. 168 ° 54 ' 30 " W.

Adele Bank, R. GUAYAQUIL . — The following is an extract of a letter from

Mr. Game, master of the Adele :
“ On the 1st of September arrived off the entrance of the river of Guayaquil,
and despatched a boat to the town of Puna for a pilot. While beating up
meanwhile, with a light breeze from the N.E., under easy sail towards the
town , most unexpectedly and unfortunately struck the ground, or bank of hard
sand, not laid down in any charts ; in fact, the large Spanish plan of the bay
and river indicated seven fathoms mud near the very spot where we struck.
" As the bank is in the route of vessels going to Puna for a pilot, I note the
bearings, and would advise all masters of vessels bound up the river to anchor
in front of Punta Espanola, at the head of Mola Bank, and send up for a pilot,
for as yet the shoals have not been properly buoyed.
• The above shoal is about half a mile in circumference, with hard sand ; the
shoalest part has five feet water on it, and bears from Punta Mandingo S. 70°
E. , and from Espanola N. 55º E. per compass. Distant from the nearest land
13ths mile to 11 mile ."
[Although not in the Spanish chart, in the survey of the river by Captain
Kellett while in command of the Sulphur, we find the shoal alluded to. The
kurvey we understand is preparing for immediate publication . ]

Sydney.- New South Wales ..- Aug. 20th : H.M.S. Favorite, arrived here
from Tongataboo, touched at the different Friendly Islands — Tahiti, Tutuilla,
Opulu, and Vavou. At Tongataboo she recovered her guns, which were taken
from her when under the command of Capt. Croker . The natives appeared to
be very friendly, and offered no resistance. The Favorite has experienced a
succession of gales from the westward since leaving the islands.
A reef was seen by the Favorite on the 27th of July, in lat. 23 ° 35' S., long.
180 ° 49 ' E. ( mag. ) seven miles off the situation ascertained by the time at
noon, with breakers on the south -west of its

APPROACHES to Auckland.— Waitemata.—( Extracts from Harbour Master's

Reports. ) Coinmanders of vessels steering to or from the Port of Auckland
should be careful to avoid the under-mentioned dangers : a rock lies off the north
side of the Island of Waipeka, distant about four miles, even with the water's
edge at high -water, with deep water extending to a short distance around it,
from which the following bearings and land marks were taken : North -eastern
end of Waipeka , due east (mag.), Bird Island E.b.N. N .; Northern end of
Huva Kid W. I S .; Peak of Rangitoto S.W. I West.
A rock situate to the eastward of the Island of Tiri Tiri, Mantangi, distant
 HURRICANE. 135

about one mile and a half, having two feet on it at low water, and 15 fathoms
close to every side, from which the following bearings and land-marks were
taken :- A remarkably white rocky islet at the north -eastern side of Tiri Tiri
Mantanga, N.W.b.W., 1 W. (magnetic.); Southern end of Tiri Tiri Mantanga,
S.W. 1 W .; centre of Little Barrier Island due north ; Peak of Rangitoto
S. 1 E. ; Castle Hill, E. 1 S.

New Light At NEWPORT.-( R.I ), Dec. 13th : The new lighthouse on the
pier, built out from the north end of Goat Island, opposite this town, will be
lit up this week, and the old one disused. This change will make no alter
ations in the directions for vessels entering this harbour ; but the bearings of
the light from various points are slightly varied. Vessels coming into the
harbour from any quarter can run directly for the light, as heretofore, but can
approach much nearer to it, and can pass close by N. of it.

Swedish Lights. The Royal Swedish Department of Marine has notified

that the Baskar and Botto Lights, situated in the canal of Gottenburg which
hitherto have been only lighted from the 15th of August of the one to the 15th
of April of the following year, will in future, like the crown lights, be kept
burning throughout the whole year.

DELAWARE LIGHTS.-Floating Lights Nos. 1 and 2, in the Delaware Bay,

will leave their station on the 10th of December next.-ARNOLD Naudain,
Superintendent, Wilmington, Del ., Nov. 28, 1842. - New York paper, Dec. 6 .

HURRICANE of the 13th of January, 1843.

(Extract of a letter from Lieut. Evans, R.N. , dated Bedminster, near Bristol . ]
Thursday, 12th . - Calm and foggy ; the ground covered with snow. After
noon , a light breeze from the N.N.W .; night frosty, wind variable to the west
ward . A remarkably large circle round the moon ; the area within of a pure
azure colour, all without white fog ; and immediately around the moon a yellow
coloured halo, the circle extended to the zenith ; air frosty.
Friday, 13th.— It was anticipated that some remarkable change in the wea
ther would follow the lunar appearance of the preceding night; but why such a
prediction was made, it would, perhaps, be difficult to say ; it was, however,
verified. Was the circle seen in the sky, a reflection of the approaching meteor
rushing over the bosom of the ocean ? Is the thought preposterous ? How
ever, about 2h . A.M. the rain suddenly came pouring down in tropical torrents.
and shortly after a strong gale from about S.S.W. followed ; squalls violent,
wind veering to the south -west.
At 8h. 30m . A.M., wind had drawn round to W.S.W. and lulled ; the rain
ceased. 9h. both recommenced ; the gale strong from west. Towards noon
another lull and cessation of the rain for half an hour. The barometer is stated
to havebeen at this time as low as 283 °, (at Liverpool the depression was from
28.92 to 28.05 .) .
About half an hour past noon the gale and rain were renewed ; the squalls
very powerful from W.b.N .: 3 P.m. squalls extremely heavy from W.N.W .;
the crisis appears to have been between noon and 3 P.M. Between 3h . and 5h .,
there were lulls ; the rain gradually lessening, and shortly after 5h. ceased
136 HURRICANE .

altogether. At 5h. the wind had veered to north -west; clouds breaking, and
the scud fleeting to the south -eastward. At 7h. P.M. the sky became clear, and
the squalls less severe, but it still blew a gale. At 8h. smart squalls, some of
the puffs heavy but of short duration. 9h . squalls lessening, bui the gale con
tinued up to midnight with wind about N.W.b.N. a duration of 22 hours. *
In Kingroad the vessels at anchor drove, and one or two were driven on
shore. In other parts, many vessels have been wrecked ; but in none of the
accounts I have seen, is there the least mention of the direction and veering of
the wind ! The storm appears to have been moving to the E.b.N. 11 or 12
changes of wind . Its severity I should say, from mere judgment, not to have
exceeded 11 of the scale, and at intervals very much lower .
This storm was followed by the rare phenomenon of an Aërial Whirlwind .
Saturday 14th . — The squalls continued until daylight, when the wind gradu
ally lessened, became moderate and backed to west. During the remainder of
the day it was variable ; and notwithstanding the deluge of rain which had
fallen, the evaporation was so strong that the roads became not only dry, but
in some places dusty. As the day closed, the clouds gathered , and snow , sleet,
hail, and drizzling rain succeeded each other - for a short time the sun came
out bright, and the fall of moisture ceased. About 4h. P.m. the sleet, hail, and
rain were renewed ; the latter continued until darkness spread over the land.
At 7h . 30m . my attention was suddenly arrested by the smoke rushing down
the chimney, and speedily filling every part of the house ; a circumstance that
had never before happened. Immediately after, to my great surprise, I heard
the roar, as if a furious hurricane was raging outside, the sound I can compare
to nothing better than the approach of a thousand steam carriages along a rail
road. I ran instantly into the garden , to my infinite astonishment it was a
dead calm , with a few perpendicular drops of rain falling, but, the roar of wind
seemed not only to surround me, but to be over head also ! The night was
light, the sky cloudy, and the tall tops of the elms waving to and fro. I stood
amazed ! In five minutes after, the wind rushed down upon the spot with the
violence of a hurricane, the blast was from the W.N.W. Its disruption was
instantaneous. At 8h. a stiff gale blew from the N.W., veering to the
northward. At 8h. 15m. a lull,--wind north At 9h. a light breeze. At
9h. 30m. a calm ! Snow fell as the wind veered northerly, and covered the
ground. It was felt at Bristol about the same time ; a mile distant.

Extracts of Letters from the Hon . Capt. R. S. Dundas, CB. to Capt. Beaufort.
Melville Castle, Jan. 18th, 1843.
“ I slept on Thursday night the 12th instant at Gosford, which is close to
Aberlady Bay, and came home here on Friday afternoon by the Coast road,
the ground being covered with snow, which had fallen early on the morning,
with a strong breeze from the south -east; but certainly not a very heavy gale.
“ At the time when I was coming home, there was very little wind ; and
on my arrival in this house the barometer was at 28 :0. Weall naturally con
cluded that we were to expect a heavy gale, or, that we should hear of one at
no great distance from us ; but the night passed off with another somewhat
strong breeze, but with nothing extraordinary.
“ When I went to bed, about 11 o'clock, the clouds were passing slowly from
the north -west, and, I believe, the wind in the night was about W.N.W. (true) .
Nothing further occurred, not even the loss of a chimney pot, and in the
morning the Barometer had risen to 28.50, and has continued rising slowly
ever since. I was of course by no means surprised to hear that there had been
heavy gales on other parts of the coast, and perceiving in the Newspapers that

* Lightning and Thunder were reported to have occurred .

 HURRICANE . 137

the wind in the Channel was south - westerly, and that in London, at Plymouth,
Deal, Yarmouth, and North Shields, there were gales which are all stated
to have commenced blowing violently' about two, and three, and four o'clock on
the morning of Friday, the 13th inst . , it naturally occurred to me to consider
that this was precisely the time when I was at Gosford, and that the sleet and
snow were pattering against my bedroom window facing about south -east. My
curiosity being excited, I took up an Edinburgh Newspaper yesterday morn
ing, filled with paragraphs from other papers, and with sundry reports at
Lloyd's; and fixing upon the hour of three o'clock on Friday morning, I find
the wind is stated to have commenced at Devonport at west , veering after
wards to the northward. Off the Owers, and at Brighton, it was called south
west ; at Deal and Ramsgate S.S.W .; at North Yarmouth , south and westerly ,
and at North Shields, south - east. A vessel is said to have been wrecked on the
Coast near Dunbar, and another ran on shore on the Mickry Rock, in the
Firth of Forth, with the wind at E.S.E.
It is not a little singular, however, that at Liverpool there was no gale at all
until Friday afternoon , when it seems to have commenced blowing violently
about six o'clock in the evening, at which time the 'Barometer here was at the
lowest. A glance at the Map of England, will shew that the neighbourhood
of Liverpool is nearly midway between Devonport, where the wind at 3 a.m.
was west, and the Firth of Forth where it was E.S.E. Taking then the
neighbourhood of Liverpool as a centre, with the distance from thence to
Plymouth as a radius, and describing a circle upon the map, you will perceive,
that the circumference as it passes round Deal, Yarmouth , Sunderland, &c.,
until it reaches to the northward of the Firth of Forth , will correspond with
tolerable accuracy with the direction of the wind at all the different places, as I
have quoted it at random from the newspapers ; it being necessary, however,
to suppose the storm rotatory round Liverpool, as a centre, at that hour, and to
revolve from south by east to north. My rough data will not enable me to
arrive at any more satisfactory conclusion, and I am altogether at a loss not
only with respect to the other half of the circle, but still more so with respect
to the subsequent motion of the centre . I musi, however, conjecture, that the
lull in the morning at Liverpoo! was succeeded in the afternoon by a gale
quite as violent as at any other place ; while the half gale in the morning
here, was succeeded at six o'clock in the evening by a lull with a very low
barometer.
The facts so far are curious, and as I am not quite convinced yet of thetruth
of this rotatory theory, I feel that if any thing is ever to be made of it, it can
only be by careful comparison of correct data, such as can be only collected
upon occasions like the present. It seems, however, to me that the motion
of these storms, if rotatory at all , may sometimes be elliptical, and that the
ellipses occasionally may be very eccentric, and in that case I imagine that
the observations of the Coast Guard officers, and Tide observers, in the country
would be most useful auxiliaries in establishing or rejecting the truth of the
theory.
I am , & c . ,
R. S. DUNDAS.

Melville Castle, Jan. 19th, 1843.

Since my letter of yesterday, I have picked out the following extract from
a Cork Newspaper of l'riday the 13th , “ Violent Storm . — This city has been
• visited last night and this morning, with one of the heaviest gales, &c . , the
wind blew from N.N.W.” Another Cork account of the 13th states that,
" It has blown a tremendous gale all night from S.S.E., this morning it shifted
to the westward ."
The report from Kinsale is : “ Jan. 13th wind N.W. a gale.” I therefore think
it probable that, with reference to the time fixed upon in yesterday's letter,
ENLARGED SERIES .-NO. 2. - VOL . FOR 1843 . т
138 THE LOSS OF THE CONQUEROR .

the two accounts of the wind from N.N.W. and N.W. , coupled with the other
account of a shift on the morning of the 13th, will be found to be correct, and
that the wind on that part of the Coast, was in reality north -westerly, about
the time which I selected. A reference to the circumference of the circle will
shew that this is, as it ought to be, to establish the truth of my proposition,
and is so far satisfactory ; but another inference to be drawn from these
extracts, is the very obvious one of the necessity for correct data, both as to
time and direction, from as many places as possible.
I cannot discover the direction of the wind at Liverpool, at any one parti
cular hour of the day, except that it was west there before it began to blow
strongly, and when the barometer there was so low. The ship Vernon * put to
sea on the Friday morning, which corroborates the fact of the weather there
being moderate at the time it was most furious along the south coast.
R. S.

The Late WRECKS.— We have just learnt that a large meeting , at

which the benevolent Sir John Pirie , Bart . , presided , has been held at
the Hall of Commerce ; at which it has been resolved , that a concert
shall be given in that establishment, the produce of which is to be de
voted to the relief of the unhappy relatives of those , who have lost their
lives by the late wrecks. Surely one concert room will not hold all
those who would contribute to so gratifying a subscription . Why not
have three ?

The Loss OF THE CONQUEROR .

Woolwich, January 20th, 1843 .
SIR .- In the Times of the 19th inst. there is a letter from a correspondent
signing himself “ Lux , '' who says the cause in his 'opinion, of the loss of the
“ Reliance" and the “ Conqueror,” is simply the new light on Cape Grinez,
which being much more powerful than any other in the channel, is liable to be
mistaken for Dungeness."
Although the writer modestly disclaims having " much acquaintance with
nautical matters" it is to be feared that many who read this letter, and see no
contradiction to it, may think that the cause of these unfortunate wrecks, has
been correctly assigned , and that there is no need of further enquiry ; and still
worse that this lamentable disaster will pass over and be forgotten, and not
serve as a warning to others : whereas if the true account of the case be stated ,
it conveys another emphatic warning to all sailors, that no lights, no look out,
no seamanship can avail , if we neglect the only real safeguard of our shipping
THE LEAD.
Cape Grinez light cannot by any possibility be mistaken for that of Dunge
ness, inasmuch as the latter is a fixed bright light, and Grinez a brilliant
revolving light eclipsed every half minute.
Dungeness light stands on a low shingle point, at an elevation of 92 feetabove
the sea, and is visible only 14 miles. Grinez light stands on a cliff 194 feet
above the sea , and is visible from 22 to 25 miles in clear weather.
So far “ Lux ” is right, that the latter is visible far beyond the former ; yet
not because of its greater brilliancy, but on account of its greater elevation. It
would be easy to build Dungeness light- house higher, but very undesirable, in
asmuch as one of the chief objects of that light is to draw ships over to the English
shore, and thus enable them to clear the two dangerous shoals the Varne and
the Ridge, which lie midway between the English and French coasts here
abouts ; and no ship under any circumstances should attempt to run farther up
channel without having sighted Dungeness.
• It is remarkable that the ship Vernon was wrecked .
 THE LOSS OF THE CONQUEROR . 139

The only light for which Grinez may be mistaken , ( and this I should have
thought impossible, had not an instance of such a mistake, even by a Branch
Pilot, recently occurred) is that of Beachy Head. Both are revolving, the latter
once in two minutes, the former in half a minute, but these lights are fifty -four
miles apart , and to provide against such a possible contingency would baffle
even the skill and experience of the Corporation of the Trinity, who are always
on the alert to place lights, with judgment, on the most prominent and the
most useful spots. The British Channel, to use a homely expression, is as well
lighted as Regent Street , and in running up or down in clear weather, one
light is hardly lost sight of before another is seen ; but as I said before no lights
will avail if we neglect our lead.
It may be objected that the light on Cape Grinez has only been revolving
since the 1st of July last year ;-granted , but immediately on its being notified
by the French Government, a printed official notice ofthe change was issued
from the Hydrographic Office of the Admiralty, in the beginning of March last,
and upwards of three hundred copies of it sent to the Trinity, the Customs,
Lloyd's, and other corporations connected with ,shipping. It was also published
in the Times, and thence copied into all the leading journals in Europe and in
India ; it appeared too in the Nautical Magazine and Shipping Gazette, and
has been reprinted and circulated by theTrinity Board, so that the change has
been made as extensively known as possible.
The case of the unfortunate Reliance seems inexplicable. She appears to have
run up channel with a fair wind, but without sighting the land. Her longitude
would seem to have been right, as just before she struck they were looking out
in a north direction for Dungeness, which was its right bearing, but unhappily
she was five-and -twenty or thirty miles too far to the southward . Was no sun or
no star visible during the long run up channel by which to get a sight for lati
tude ? Perhaps, it was thick weather ? Perhaps, her compasses were affected
by local deviation ? Possibly she steered a wrong course !* the only means of
detecting errors arising from these various sources would be the soundings.
Had the lead been kept going, the deeper water and “ coarse ground ” in mid
channel , and over towards the coast of France, would bave warned the Reliance
of her danger.
In the more recent case of the Conqueror, a fisherman ( not a pilot) was taken
on board off Torbay, and an effort was made to land the passengers at Ports
mouth . We may, therefore, fairly suppose that the light at Beachy Head was
seen . Shortly after it appears that the sails were all split, and the ship
became unmanageable, and drifted, apparently by the mere force of the
gale on to the French coast near Etaples. Under these circumstances the best
and indeed the only thing to be done was to anchor. The masts had already
been cut away, I the vessel, therefore, was in the best state for riding, if it was
possible to ride, and had she anchored at once with two cables ahead, there
seems to be no reason for supposing that she might not, under Providence, have
rode vut the gale.
I submit this explanation with the greatest deference, as Captain Duggan is
said to have been an excellent seaman , and would doubtless take the best steps
in such an emergency ; but my object is to impress upon younger Commanders
in like circumstances, indeed in any case of fog, or doubt or difficulty, that our
best and our never failing safeguards, are our lead and our anchors. With a

Improbable as this may sound the writer was on board a frigate, the “ Sibylle,"
in 1813 , which , in running down Channel from Portsmouth to Plymouth , in a long
winter's night blowing hard from the eastward , steered W.S.W. instead of W NW. ,
and the first lights seen were the Caskets off Alderney on the coasts of France.
+ By soundings I mean not an occasional cast, but once an hour at least , or
oftener in thick weather.
It was so stated in the first accounts .
$ The Russian vessel that brought up with two anchors is now safe in Boulogne
harbour.- Ep. N.M.
140 PROMOTIONS AND APPOINTMENTS .

good scope of hemp cable ( two cables at least) a ship will ride much longer
than is generally supposed. It was the common practice of the North Sea fleet
during the last war to anchor in the middle of that Sea, and always with much
greater safety than driving about in thick blowing weather, in long wiater
nights at the mercy of uncertain tides, and in the immediate neighbourhood of
sand -banks.
Our other safeguard is the lead , and above all Massey's patent sounding
lead. Formerly it was necessary to deaden a ship's way , and in deep water to
lie to, in order to get correct soundings. But with this invaluable machine the
accurate depth may be got, when running at the rate of ten knots an hour, and
the expense of it is so trifling, that it is surprising that, any owner of a ship, or
the underwriters at Lloyd's, will allow a vessel to go to sea without it.
Let us not then deceive ourselves by fancying that lights more in number
or more brilliant would, in such a case, save our ships from running on shore.
Near the spot where these two unfortunate vessels struck , there were no less
than five lights close at hand, D'Alpreck, and the two lights in the Bay of
Etaples to the north , and the Points de Berck and Cayeux to the south, ( for it
must be borne in mind that the Coast of France here trends north and south ,
not east and west as is often imagined ) yet these lights were of no service, even
if the state of the weather allowed them to be visible :-no, the warning was
required sooner, and nothing but the lead could give that warning , and in the
case of the “ Conqueror ” nothing but immediate anchoring could have made
that warning of any avail .
Once again then I must be allowed to repeat, even at the risk of tiring the
patience of your non - nautical readers, that with good Charts, the real safeguard
and stand -by of our shipping are our anchors and our lead . In the calm and
sunshine of fine weather it is just possible that these may be thought lightly of,
but in the hour of need, in mist and storm , and darkness, when neither light
nor star can be seen , the mariner may under Providence, confidently place bis
reliance in the means at his command, if he have but judgment and decision to
have recourse to them in time.
I remain , &c.
To the Editor, &c. John Washington, Captain R.N.
P.S. I have heard several suggestions as to placing a light-vessel in this
neighbourhood , as on the western edge of the Ridge, or, mid -channel, but I
cannot approve of them ; if a light- vessel is to be placed anywhere, the middle
of the West Vergoyer shoals in 8 fathoms water, nearly in the parallel of Etaples,
would seem to be the best place ; but, as I said before, I deprecate any ardi
tional light.
But there is one point that demands immediate attention, namely, that of
establishing life-boats, mortars, rockets, and every thing ready for succour in
case of shipwreck on that wild and uninhabited coast between Boulogne and
St. Valery. From the known liberality of the French Government, I feel sure ,
that a representation of the necessity of such a measure would meet with imme
diate attention, and might be sufficiently carried out by the Royal Humane
Society of France, and then we should be spared the lamentable loss of life in
curred, in future, as on these two recent occasions.

PROMOTIONS AND APPOINTMENTS .

( From the Naval and Military Gazette.)
The Queen has been pleased to nominate and appoint Captain Thomas Bourchier,
a Companion of the most Hon . Military Order of the Bath , to be a Knight Com
mander thereof. Her Majesty has also been pleased to nominate and appoint the
 PROMOTIONS AND APPOINTMENTS . 141

following officers, in her Majesty's Naval Service, to be Companions of the said Most
Hon . Military Order :-Captains the Hon. Frederick William Grey : Peter Richards,
Sir James Everard Home, Bart.; Brevet Lieut. - Col . Samuel Burdon Ellis, Royal
Marines ; Charles Richards ; Henry Kellett ; Rundle Burgess Watson ; William
Henry Anderson Morshead ; Richard Collinson .
Admirally , Dec. 30. - With reference to the Gazette of the 23rd instant, the
undermentioned Naval Promotion has taken place , in consequence of the recent
war in China :-Lieut. T. F. Birch, to be Commander.

PROMOTIONS . Mates—M . R. Dyett to Wasp - H.F .

W. Ingram ( 1840) to Aigle- R, M'Kin
CAPTAIN-J . Hallowes . ley Richardson to Resistance- J.J.O.F.
COMMANDERS-T . G , Forbes -- J . A. Carmichael to Aigle- W . J. Pollard to
Gordon -- G . Smith - E . Pierse- F. Can- Megora - A . Wodehouse, R. H. Menus,
non - Hon . C. Sinclair . F. W. Smith to Excellent - H . T. N.
LIEUTENANTS-H . R. Foote-F, T , Chesshire to Pique- C . M Aynsley to
Chetham-S . Fowell , R. Hopkins, J N. Sccut.
Norman - S, H. Derriman - J. Seacombe Second-Masters - N . J. Loane to St.
-G , Smith-A . F. Kynaston - G. R. Vincent- Ivemay to Quail - W . H.
Moyle- G . H. Gardner. Crane to Caledonia - G . Moore (add . ) to
SURGEON - A . Adam . Redwing - J. F. Beckett to Thunderer-
PURSER - W . Bateman , W. D. Beach to Vernon — T. Griffith,
to Megara - J. Richards to Samarang
W. Tozer (act.) to Hamoaze - G . Hicks
APPOINTMENTS . (act. ) to Devon
SURGEONS– C . M'Arthur, M.D. , to Vic .
tory - W . Bruce to Camperdown—P.
ADMIRAL—Sir C. Rowley , Bart. , GCB . Niddrie, M.D. , to Gorgon - H . W , Mahon
GCH . , to be Port-Admiral at Portsmouth . to Samarang - J . Hateley to Thunder
CAPTAINS — R . F. Rowley, ( 1830 ) to boll- J . Rees to Frolic - M . Pritchett to
be tiag -captain at Portsmouth - E. Bel Srileful.
cher, CB ,, ( 1841 ) , to Samarang - C . Masters’- ASSISTANTS - J. Waye to
Hotham (1833) 1o Gorgon - G . F. Rich , Caledonia — W . N. Jewell and W. H.
( 1823 ) to Queen - W . Toby (1840) tn flag Harvey to Victory - G . F. M’Dougall and
ship at Portsmouth - G . W. Smith ( 1841) H. Browne to Sumarang.
to Sulphur - G . N. Broke ( 1840) to Thun MIDSHIPMEN - F . Rich to Indus – J.T.
derbolt - W.Maitland (1810) to Spiteful Cust, to Thunderbolt - B , O. Adelborg to
-G . G. Otway ( 1841) to Vixen , Warspile - C. E. Rowley to Agincourt
LIEUTENANTS – G . Å . Moyle ( 1842) to G. Stratton to Frolic- E. Scroggs to St.
Dublin - P . Parkhurst ( 1841) and W.H. Vincent.
Rushbroke ( 1841 ) to Cambridge - F . W. VOLUNTEERS 1st Class - C.S . Seaman
Horton ( 1839) to Dido - S. Fowell (1842) to Biltern - W . R. Bent to Lucifer - H .
to Harlequin — w , Horton ( 1842) and Montagu to Vanguard — J. Marryatt,
Lord A. A. Beauclerc (1841) to Gorgon J. H. Ormonde, and C. P. Vyvyan to
J. C. Provost (1835 ) and R. W. Twiss Samarang-G . B. Keene to si. Vincent
( 1829) to St. Vincent -- C.F. Wade ( 1838), -J . C. Soady to Wasp - E . Barclay to
H. W , Baugh ( 1841), and E. A. Ingle . Gorgon - H . P. Milman to Monarch
field (1842) to Samarung- J. F. Stirling M. Breen to Scout - T. W. Smyth to
(1824) to be flag-lieut, to Adml. Sir E. Cambridge - G . Tucker to Thunder
Codrington - H . R. Foote ( 1842) to Albert bolt ,
-C . J. P. Glinn ( 1842) to Camperdown ASSISTANT- SURGEONS-M. T. West to
–T. B. Stewart ( 1842) and W.P.Jami. Lily - J. Walsh M.D. , J. F, Moffatt, and
son (1840) to Thunderbolt - C, C. Powell E. Johnson , M.D., ( add.) to Illustrious
( 1838 ) to Frolic- G. A. Leary ( 1821 ) to J. J. Acheson , C. Smith, and T. Craw
Shylark - G . Oldmixon ( 1815) to Megåra ford to Dublin - G . St. George Powen to
-W . Winniett ( 1821 ) to William and Minden - E , Evans to Gorgon - J. S.
Mary yacht- T . J. Smyth ( 1842) to Ma- Peddie to Victory - A. Adams to Sama
dagascar - H . Wall to Resistance. rang - R . Hastings to Thunderbolt - J.
Masters - E.M . Chaffers (1831 ) act. Finlay (add. ) and A. Slight to Illustrious
to Warspite - J. F. Loney, act. , to Sama- L. C Campbell and J. Bernard to Mada
rang - J. H. Ashton ( 1841 ) to Thunder. gascar - M . J. Dill , M.D. to Spiteful
bolt -H . N. Thomas ( 1835 ) to command J. Henderson , M.D. to Caledonia -W ,
Supphire - H . Baker ( 1841 ) to Gorgon . Bateman to St. Vincent - W . Care to
 142 MOVEMENTS OF THE NAVY .

Rhadamanthus - D . Tucker to Wasp - E . Whinchester - J . E. Price to Houe-A.

Elliott to Malabar - R . Brenan to Me T. M , Roberts to Frolic .
gara .
PURSERS_W , D. Bateman to Dido COAST GUARD .
W , Coningworth to Gorgon - Cunning
ham (act.) to Wolverine - W . S. Cooper Appointments.--- Lieut. A. Cooper to the
to Samarang - Hamilton to Thunderbolt comand of the station at Cromer - Lieut.
– Dyer and J. G. Lean to Champion. W. A. Ferrar to Jury's Gap-Lieut. W.
CHAPLAINS— Rev . W. N. Snowe to Southey, to Winchelsea Station .
Pique - Rev. T. Main to Excellent. Removals — Mr. W. Gray , to be acting
NAVAL INSTRUCTORS—M . P. Sambell Chief officer at Staiths - Lieut, H. Gill,
to Queen - C . Osbourne B.A. , to Thun. to 39 Tower-Lieut J. Coleman , to
derer . priory - Mr. P. Jenkins to be chief mate
CLERKS—W . Hickman to Spider - C . of Victoria R.C.-Lieut. W. Tullis, to
Richards to Samarang - J, A. Messman Gourock-Lieut. W. Congdon , to Milk
to Thunderbolt - E . R. Robins to Victory Cove - Lieut. J. Markett , to 48 Tower
-J . H , W. Bowman to Wasp - E . F. S. Lieut . J. D. Ramsay - Lieut. F. Hire to
Cheesman to Megæra — 2 . Slaney to Cornhill .

Movements of Her MAJESTY's SHIPS IN COMMISSION.

AT HOME Avon , ( st. v .) Lieut.-Com . H. Byng,
Nov. 22 , left Jamaica for Port au Prince
ALBAN , (st . v .) Mr. J. King, Jan. 2, Dec. 1 , returned
left Portsmouth for Deptford . BASALISK , 6 , Lieut. J. C. Gill , Aug.
CAMBRIDGE, 78 , Capt E. Barnard , Jan. 12, arr. at Arica from Valparaiso, 21
2 , sailed for Plymouth , sailed for Yslay .
CHARYBDIS, 3, Lieut. Com .De Courcy, Beagle. (st, v . ) Com . J. L. Stokes,
Jan. 13 , arr. at Spithead , from West Aug. 8, arr. at Sydney from Launceston .
Indies. Bittern, Com. Hon . C. Carey , Nov.
Megera, (st . v .) Lieut Goldsmith , 17 , 3 , left the Cape for Benguese .
Jan. left Plymouth for West Indies. BRAMBLE , Mr. C. B. Yule, Aug. 28 ,
Rocket, (st. v.) 31 Dec. paid off, crew arr. at Hobart Town .
turned over to the Fearless . Calliope, 26 , Capt. A. L. Kuper, 5
Rover , 18, Com . Keele, Jan. 7 , arr. at Oct. left Macao for the Cape.
Portsmouth from Quebec, 8, sailed for CARYSFORT, 26 , Capt. Lord G. Paulett
Chatham , 12th at Sheerness and pro- Nov. 2 , arr. at Magatlan.
ceeded to be paid off. CLEOPATRA, 26 , Capt. Wyvill, Oct.
Spiteful, ( st. v . ) commissioned at 26 , left the Cape for the Mauritius.
Portsmouth , by Lieut. A , C. Murray, for Clio, 16 , Com . J. G. Freemantle, 20
Com . W. Maitland . Nov. at Kedgence from Macao.
TARTARUS, (st. v.) commissioned at CROCODILE, 26 ,
Woolwich , Jan , 2 . Nov. 25 , arr. at St Vincent, from Gra.
Portsmouth - In Harbour. – St. Vin- nada , and sailed for Barbados .
cent , Victory , Excellent, Royal George DAPHNE , 20, Capt. J. J. Onslow Nov.
yacht , Samarang, Frolic, Nautilus, Thun 24 , arr , at Rio .
derbolt, Volcano, and Fearless steamers . ELECTRA , 18, Com . Darley, Nov. 14 ,
PLYMOUTH -- In Harbour.- Caledonia, leftHonduras for Vera Cruz.
San Josef, Cambridge; Spiteful, African , Fly , Capt, H. P. Blackwood , Aug.
and Confiance steamers . In the Sound , 8, arr. at Hobart Town .
-Thunderer. HAZARD , 18 , Com . Bell , Oct. 15, arr . 1
at Singapore from Chusan, 17 , sailed 1
ABROAD . for Sydney.
Heroine , 10, Lieut . Stewart, Nov. 7 ,
Acorn , 16, J. Adams, Nov. 9 , Jeft St. arr, at Bathurst, from Cape de Verds, 9
Helena for Ascension and Coast of sailed to leeward .
Africa. Lily, 16 , Com . J. J. Allen , Oct. 24 ,
AGINCOURT , 72 , Capt. W. H. Bruce, at the Cape.
Sept. 22 , arr. at Hong-Kong. Locust, (st. v.) Lieut -Com . J. Lunn ,
Alfred , 50 , Com . J. W. Purvis , 27 , Dec. 24 , at Gibraltar from Plymouth , 27
Dec, at Rio, proceeded to the eastward .
 BIRTHS, MARRIAGES, AND DEATHS . 143

MALABAR, 74 , Capt. Sir G. Sartorius, SCELLA , 16 , Com . R. Sharpe, Dec. 2 ,

October 22, arr . at Monte Video from arr. at Jamaica from Barbados.
Rio. SPARTAN , 26 , Hon . Capt . Elliott, 28
NIMROD , 20 , Com . C. A. Barlow , 7 , Nov, arr. at Jamaica from Bermuda .
Nov , at Calcutta from China. Tweed , 20, Com . H , Douglas, Nov,
PARTRIDGE , 10, Lieut.-Com . J. Nott, 17, sailed for Antigua,
Oct. 12 , arr. at Monte Video, from VANGUARD, 80, Capt. Sir David Dunn ,
Buenos Ayres. Dec. 27 , arr. at Port Mahon from Malta.
POLYPHEMUS, Lieut. J. Evans , Dec. VindicTIVE , 50 , Capt . J. T. Nicholas ,
22, arr. at Gibraltar, 26, returned to Sept. 20 , left the China Sea, for Sydney
Malta. and South America.
Rodney , 92, Capt. S. Maunsell , Dec. Volage , 26 , Capt . Sir W. Dickson ,
27 , arr , at Lisbon from Barcelona. Nov , 20, left Halifax for St. Vincent.
SALAMANDER, (st. v,) Com . A. S. Wolf , 10 , Com . C. 0. Hayes, Oct.
Hammond , Nov. 15, arr. at Rio. 28, left Simon's Bay for Hong -Kong .
H.M.S. DRUID, 44 , AND Hyacinth , 18.— The British residents in China have
presented Capt. Henry Smith , C.B., of the Druid , and William Warren , late of
Hyacinth , with a handsome service of plate each , value 400 guineas, as a mark of
their esteem , and in testimony of their high sense of the energy, ability, and judg
ment displayed by them in the performance of the arduous duties devolving on them
throughout a period of difficulty and danger, during the eventful season of 1839 and
1810.” At that period the Hyacinth and Druid were the only two of Her Majesty's
ships on the station .

Births , MARRIAGES, AND Deaths.

Births. Cambrian , 1805, and again at the seige
On the 15th, Feb. Southsea, the lady of St. Sebastian.
of Captain Frederick Wood , R.N. , of a At St. George's -square, Portsea , on
daughter . the 19th , inst , Captain W. Riddle , R.N.
Marriages. aged 77 years.
At St. Paul's on the 10th inst. , Capt. At Haslar, on the 31st of Dec. , Mr.
Douglas, R.N. , to Elizabeth , daughter W. Grady, gunner, R.n , aged 30 years .
of - Hawes , Esq ." of Southsea . Lately at Cork , after a short illness,
Jan. 7 , at Charton Church , Kent, the Lieut: Edwaru Biffin, R.N.
Rev. W. Burnett, M.A. , Fellow ofnew On the 9th of Dec. at St. Thomas's ,
College , Oxford , only son of Sir W. Bur .West Indies, of yellow fever, aged 25,
nett, K.C.4 . to Maria Rosara, third John Kent, eldest son of the late Lieut.
daughter of Rear.Adm . Sir James A. W. Ellison , R.n. and grandson of the
Gordon , K.C.B. late John Kent, Esq ., Royal Naval Hos
Feb. 15. 1842 , at Norfolk Island , N.S.pital, Plymouth .
W. , Capt. Edward Hill , of H.M.S. 96th At Gateshead , Dec. 24th , Mr. Timothy
Reg . youngest son of the late Thomas Young, Purser , 1.n. ( 1806), aged 60
Hill, Esq ., of Brighton , to Catherine years.
Emiiy , youngest daughter of Capt. Ma At Haslar Hospital , Dec. 28th Mr. W.
cunochie , R.N. , K.H. Wiseman , purser, R.N., (1815 ) .
At Antony Church , Cornwall , on the In London , Jan , Ist , G. A. Ellis. pur
13th Feh. Sir Cecil Bishopp , Bart., to ser, R.N. , after many years suffering from
Miss Hillyar, eldest daughter of Rear a severe wound received in action with a
Admiral Sir James Hillyar, K.C.B. , K.C.H.flotilla of French gun -boats off Dunkirk .
He was brother of Lieut.Col. Ellis, c.B.
Weaths. Royal Marines.
On the 22nd inst. , at St. John's -wood At Dover, on the 25th Jan. , Lieut. J.
Admiral Sir John Lawford , K.C.B. Hamilton , R.N., aged 29 years.
On Sunday, the 18th inst. , at Cross, At Bury Road, near Gosport, Anna
near Londonderry, Capt. Vincent Beatty, Maria, sister of Com . T. Ball, R.N.
aged 64 years . On the 28th , Dec. Mary Irwin , of
On the 18th Dec, at Freshford, near Trevor-square, Knightsbridge, widow of
Bath, William Lawson, Esq ., Lieut. R.N. the late Capt. J. Irwin , R.N. , aged 67 .
He served in the late war, and was At Stoke, near Devonport, on the 26th
severely wounded when mate of the Dec. Commander J. Kean, ( 1814).
 144

In Waterford, Maria, wife of Lieut. At Hardway, on the 8th Jan. , Eliza

Darby , R.n, Commander of H.M. Packet beth , daughter of the late Capt. Henry
Advice. Ashington , R.N.

METEOROLOGICAL REGISTER.
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory.
Month

From the 21st of December, to the 20th of January , 1843 .

.Weyek
Day

Barometer WIND.
Da

In Inches and Fahr. Thermometer WEATHER.

Decimals , In the Shade . Quar ter . Stren .
9 A.M. 3 P.m.9 AM 3 PM Min . Max A.M. P.M. AM PM . AM . PM .
In Dec. In Dec. O 0 O 0
211 W 30:30 30.30 50 54 47 55 W W 2 1 O bc
22 Th . 30.20 30.09 49 51 48 53 SW SW 4 5 bc b
23 F. 29.65 29.58 47 46 46 47 SW SW 4 2 o
3 or (2)
24 S. 29.60 29.66 34 39 32 40 SW SW 3 b bm
25 Su . 29.80 29.75 34 44 31 47 SW SW 3 b 0
26 M. 29 57 29.50 48 48 46 50 SW W 6 6 qbc qo
27 Tu .) 29.29 29.43 43 43 42 45 W W 2 2 or ( 1 ) bc
28 W. 29.93 30.07 32 38 31 41 SW W 2 2 b
29 Th . 30.12 30.10 45 49 31 50 SW W 6 5 90
30 F. 30:18 30-20 51 53 49 55 SWSW 4 bc
311 s . 30:15 30.03 51 63 50 54 SW SW 5 qo qo
] Su . 30-24 30.23 36 37 35 38 NW NW 4 4 b b
2 M. 30.00 30:00 32 35 29 36 NW N 2 bm bm
3 Tu . 30.12 30:16 27 33 25 34 W SW 2 1 bcm bcm
4 W. 29 88 29.90 39 31 42 SW NW 6 qor 2 ) bc
5 Th . 29.83 29.80 37 38 33 41 W N 4 6 bcp (2 )
6 F. 30.09 30.06 33 37 31 38 NWSW 3 1 qbc
bc
7 S. 29.94 29.81 40 44 37 44 SW SW 2 bc qbcp (4 )
8 Su , 29.40 29.35 39 38 37 40 W W qp ( 1 ) (2 ) bc
9 M. ) 29.60 29.60 31 39 30 46 NW SW 3 bm or (4
10 Tu . 28.85 29 03 39 39 38 40 W W 8
qor 1)(2 ) qo
11 W. 29.07 29.03 32 37 31 38 SW SW 3 2 b os (4
12 Th 28.70 28.91 32 33 31 34 NE N 2 3 os 1 ) 2 ) bcm
13 F 28.44 28.26 40 42 27 43 S SW 10 9 qor ( 2) qber (3 )
14 S. 28.99 28.76 35 39 34 39 W S 7 6 qb ors 3)
15 Şu . 28.90 28.86 31 34 29 35 SW NW 2 3 beps( 1) (2) b
16 M. 29.25 29.64 33 39 28 40 NW N 4 5 0 bem
17 Tu . 30.15 30.16 34 40 33 41 SW SW 2 2 O or (4
18 W. 30.30 30.38 41 48 39 49 W SW 2 2 bc bcm .
19 Th . 30.48 30.48 37 41 36 42 SW E 1 of of
20 F. 30.30 | 30.20 38 39 37 40 E NEI 3 0 0
December. — Mean height of barometer = 30.096 inches ; mean temperature= 44 : 8
degrees ; depth of rain fallen = 0.74 inches .
Note - January 13th was tremendously windy , and the Barometer at 1 p m was down to 28:18
inches ; a depression not equalled at Greenwich since December 1821 ; --between 8 and 9 o'clock
this morning we had thunder and lightning .

TO OUR FRIENDS AND CORRESPONDENTS .

We are glad to recognize again the signature of our old friend Captain R, H ,
Miller . His letter too late for our present, shall appear in our next.
“ Improvements in Naval Architecture,” in our next.
We have received the paper on Mr. Maxton's tide-gauge. We will write to
the Secretary .
Captain Scott's letter received .
The “ Merchant Service " will be continued in our next.
 March 1843 .

Nautical Magazine.

GENERAL STEAM NAVIGATION COMPANY ,

( Incorporated by Act of Parliament, )
69, LOMBARD STREET ; 37, REGENT CIRCUS , PICCADILLY ;
and 35 , LEADENHALL STREET, LONDON.
The favorite and powerful Steam Ships, having elegant and extensive
accommodation for Passengers, are appointed to leave during
during MARCH .
LONDON and HAMBURG . LONDON and OSTEND)
From and to the Custom -house or Tower. Brussels and the Rhine.
With Her Majesty's Mails, From London Bridge Wharf,
Every Wednesday and Saturday, early Every Wednesday and Saturday
in the morning, according to tide. morning.
Neptune, Capt. H. Whittingham , The Menai, Capt. W. Phillips,
Caledonia, H. Cheesman , Sir Edward Banks, D. Robinson ,
Counntess Lonsdale, R. S. Stranack, Earl of Liverpool, H. Lomax,
Verezula , T. Whitcombe, NB. The railroad fare to or from Brus
John Bull, J. P. Corbin . sels, 10 francs, Liege ( Ans) 16 francss .
Passengers are requested to be on
board before 12 o'clock on Tuesday
and Friday Evenings.
LONDON and ROTTERDAM. LONDON and ANTWERP,
With Her Majesty's Mails, Brussels and the Rhine.
Every Wednesday and Saturday With a bag of Letters from the Post
morning at 9 o'clock , and the Bruns Office,
wick Wharf, Blu wall, at 10. From Brunswick Wharf, Blackwall,
The Giraffe, Capt. R. Stranack , Passengers walk on board.
Ocean , J. Fife, The Wilberforce, Capt. J. Stranack,
Columbine, W. Norwood. every Thursday at 12 noon.
NB . In correspondence to the Rhine Leaving Antwerp for London every
with the steamers of the Dusseldorf Sunday, at 1 afternoon .
Company, by which Passengers can NB. The Railroad fare to or from
book direct, Brussels, frcs 3.50, Liege ( Ans) frcs 9.
From LONDON to any place on the
RHINE , via Roterdam, Antwerp,
or Ostend .
9 The Railroad from Cologne to Aix la Chapelle is now completed.
Fares, 2 Thalers, or 6s.
LONDON and HAVRE.—The James Watt, Capt . J. F. Cullen .
With a bag of Letters from the Post Office, every at 8 o'clock morn
ing ; leaving Havre for London, every according to tide.
From and to London Bridge Wharf .
LONDON and CALAIS . LONDON and BOULOGNE .
Every Thursday and Sunday morn- Every Thursday, and Saturday morn
ing. ing, according to tide.
W. Joliffe, Capt. T. Nash, Magnet, Capt. R. Stock,
Belfast, J. Pashley, Harlequin, T. King.
City of London , R. Grant .
LONDON and YARMOUTH .—The Ramona , Capt. J. Maybank, every
Saturday Evening at6 o'clock - returning every Wednesday or Thursday.
LONDON and HULL.- The Waterwitch, Capt. N. Gibson, and Vivid, Capt .
J. Agars, every Tuesday and Friday at 8 morn .-- returning every Tuesdays
and Saturdays, at 11 morning.
IPSWICH , every
 2 NAUTICAL MAGAZINE .

LONDON, and LEITH , and EDINBURG .

From and to Brown's Wharf, adjoining the West India Dock Tavern , Poplar.
The new ships Trident, Monarch, R. Frazer, Clarence, D. Turner, Princess
Royal, J. W. Mori is and Leith , V. Laker.
Every Saturday Evening and every alternate Wednesday Evening at 10 ,
March 4th, 8th, 11th , 18th , 22nd , 25th , and April 1st ; leaving Edinburgh
the same day for London , at 3 o'clock in the afternoon.
From and to Downe's Wharf.
LONDON and NEWCASTLE . LONDON and SUNDERLAND .
City of Hamburgh, J. C. Hast, London Teh Tourist, J. Gilbanks,
Merchant, J. Goodburn or Attwood, R, March 3d, 14th, and 24th , at 7 o'clock
Major, Every Saturday evening at 8 . evening.
To secure berths and for the hours of departure , Fares, and further
particulars , see the Company's bills, to be had at the General Steam
Navigation Company's Offices — Chief Office, 69 , Lombard St. , 35 ,
Leadenhall St., & 37 , Regent Circus , Piccadilly, London .
Particulars of Freight , & c. , may also be obtained of the Company's
Agents and Brokers :
As regards In London of On the Continent of
Hamburg Mr. J. Norman, agent, 1 , Mr. G. Delaval, agent
Water-lane, Tower -street.
Ostend Messrs. Redhead aud Spiers, Mr. R. St. Amour, agent
brokers, 16, Trinity -square. Mr. F. Herrewyn, broker
Mr. J. van Aken , agent, Gand
Brussels Mr. Middleton , 92 , Montagne de la
Cour, Brussels.
Rotterdam Mr. George Rahn, Broker, Mr. W. Smith, agent
4, Crescent Minories. Mr. P. A. van Es, agent
Mr. J. Simonis, agent, Cologne
Rhine The Company's Office. Mr. J. P. de Cock , Rotterdam
The agents of the Dusseldorf Steam
Company, in Holland and on the Rhine
Antwerp Mr. George Rahn , Broker, Mr. C. Brequigny
4, Crescent Minories .
Boulogne Mr. J. Norman , agent, 1 , Mr. W. Hughes, and Mr. Delattre,
Water-lane, Tower - street. agents
Mr. S. Levy , 9, Rue de la Paix, Paris
Calais Messrs. Redhead, and Spiers Mr. C. de Rheims, broker
brokers, 16, Trinity-square. Mr. G. F. Spiers, broker
Mr. C. Hackett, broker, 2, Mr. A. Spiers, agent.
Gould sq. , Crutched Friars.
Havre Messrs. Redhead and Spiers M. Philippe Albrecht.
brokers, 16, Trinity -square. In the Country of
Edinburg The Company's Offices Mr. R. W. Hamilton , Agent,
1 , Waterloo-place, Edinburgh,
and 14, Shore- street, Leith .
Mr. John Mather, Glasgow .
Newcastle Mr. Colman, Downe's whf. Messrs. A. Parker & Co. Newcastle.
Sunderland Mr , Colman, Downe's whf Mr. W. French , Wylam wharf,
Sunderland.
Yarmouth London Bridge wharf Mr. Cherry, Yarmouth .
Mr. J. Cherry, Norwich.
Hull Mr. E. Abell , 41 , Fish St. Hill. Mr. H. D. Pauling, Hull.
And also at the following Agents' Offices,
Paris - Mr. S. Levy, 9 , Rue de Paix .
Cologne Mr. J. Simonis, 2, Frederick Wilhelm Street.
Wiesbaden - Mr. P. Schott.
Fracfurt - Mr. T. Fletcher, at Messrs. Gogel, Koch , and Co's. Mr.
C. Krebs Zeil, opposite the Post Office.
( Aix-la - Chapelle — Mr. L. Kohnen's Library.
Brighion - Mr. P. Black , Castle Square. 1
JOHN WILSON , Secretary.
 NAUTICAL MAGAZINE , 3

HASSLER'S TABLES CORRECTED , post Svo . , price 12s. in

cloth boards .
LOGARITHMIC AND TRIGONOMETRIC TABLES to seven
places of decimals.

“ The author points out several errors in the American edition, which
he has avoided, and perfected his own labours, by a comparison will
Babbage's, Bagay's and Callet's Tables." - Nautical Magazine.
“ Convincence of form , and accuracy of printing, are all the preten
tions that can be made by the publisher, of such a work as this ; and
both seem to have been attained ." — Athenæum .
“ A capital set of Tables, and to a very considerable extent.” — Lil:
Gaz .
“ It is certain that the work before us must be very correct. In the
trigonometrical portion the first and last five degrees are to every ten
seconds, all the rest to every half minute, with differences for ten seconds
annexed . In the first two degrees is added a factor for facilitating the
determination of the logarithmic sine or tangent of the fractional part
of a second. The type is clear and the paper good , we can decidedly
recommend the work ,” — Philosophical Magazine.
Published by SIMPKIN, MARSHALL, and Co. , London ,
PATENT PERRYIAN GRAVITATING INKSTAND.
As Cheap as the Common Inkstand.
LO NDON This neat and novel invention is exceedingly well
PERRY & CO adapted for general use ; it preserves the Ink in
great perfection for months together, without the
trouble of refilling ; it exeludes dust , &c . and at
any moment the writer is supplied with Ink in
the most perfect state .
The Patentees strongly recommend it to the notice
of bankers, merchants, solicitors, government
offices, public companies, shops, schools , &c. , as a
great improvement over the ordinary inkstand,
both as regards convenience, and considerable sayo
ing of ink. This inkstand will be found invaluable
in keeping the ink always elear and fit for use in
every climate. It is ofa cylindrical form , with a
gravitating action , adjusted so as to supply the dip
ping Cup with ink, which can be returned into the
cylinder when not in use. Economy, cleanliness, and usefulness, are secured by it, and it cannot
get out of order
Testimonials.
We are writing at this moment by the aid of Perry and Co.'s Patent Gravitating Inkstand ,
which presents a constantsupply of ink for the pen ; and, when closed, it excludes both air and
dust, defects to which all the usual kinds of office inkstands are liable. The invention is both
simple and useful. - Morning Herald, Dec. 3rd, 1842
Its recommendation to general adoption consist in the entire preservation of the ink from
becoming foul or thick, and that by a simple arrangement the quantity of ink is readily appor
tioned to the wish of
Simple in construction writer.
the - Globe,
, and not liable Dec.
to get12th
out, of1842.
order.-John Bull, Dec. 4th, 1842
of the Inkstand called “ Gravitating," we can pronounce favourably - from experience, we
can say it is admirable.- Atlas, Dec. 13th, 1842.
It preserves the quality of the ink . - Bell's Weekly Messenger, Dec, 3rd , 1842.
PATENT PERRYIAN PENS.
Prices rendered accessible to all writers.
James Perry and Co have just introduced a new variety of their excellent Metallic Pens
in boxes containing one gross, &c. , ; in cases containing a quarter of a hundred, and on cards
all of which are manufactured under the protection of their Patents, suitable for every description
of writing, and superior to all the ordinary Steel Pens in general use.
PERRYIAN LIMPID INK .
This Ink has a flowing property peculiar to itself , and does not corrode Metallic Pens as other
Inks - In Bottles, 6d., Is., and 2s.each. Also, in Powder, 6d ., and Is., per Packet.
Sold by all Stationers , and Dealers in Metallic Pens, and at the Manufactory , 37, Red Lion
Square, London,
 4 NAUTICAL MAGAZINE.

BRITISH & NORTH AMERICAN ROYAL MAIL

STEAM SHIPS ,
Of 1200 Tons , and 440 Horses' Power each .
Appointed by the Admiralty to sail
BETWEEN LIVERPOOL AND BOSTON,
Calling at HALIFAX to land and receive Passengers and Her Majesty's
Mails ,
HIBERNIA ..... Capt. C. H. E. Judkins.
COLUMBIA .
CALEDONIA Capt. Edward G. Lott.
BRITANNIA Capt. John Hewitt.
ACADIA Capt. Alexander Ryrie .
The North American Mails will be made up in London , on the 3d
and 18th of every month , except when either of these dates fall on the
Sunday , and then on the succeeding day . The Steam -packets will
depart from Liverpool the next morning, immediately after the arrival
of the London Mail . In the Winter Months, however, viz. DECEMBER ,
JANUARY , FEBRUARY , and March , but One Mail in the month, that of
the 3d , will be dispatched .
The vessels appointed to sail from Liverpool are as under, viz . :
COLUMBIA on the 4th March .
BRITANNIA 4th April .
HIBERNIA ( new ship) 19th April .
Passengers' Luggage must be on board the day previous to sailing .
Passage, including Provisions, ( but without wines or liquors, which
can be obtained n board ) , to Boston or Halifax, Thirty -eight
Guineas.
Steward's Fee, One Guinea .
Dogs charged Five Pounds each .

STAGE COACHES are now established between Halifax and Pictou,

and the Steam -ships Unicorn or Margaret ply between Pictou and
Quebec, in connexion with the above Vessels, carrying the Mails and
Passengers for Canada-except during the Winter Months, when the St.
Lawrence is closed .
Apply in Halfax, to S. Cunard and Co.; in Liverpool , to D. and C.
Mac IvER , 14, Water-street ; in Glasgow , to G. and J. Burns ; or in
London , to J. B. Foord, 52 , Old Broad-street.
Note.- All Letters and Newspapers intended to be sent by these
Vessels must pass through the Posi -office, and none will be received at
the Agents' Offices.
Passengers by the Royal Mail Steamers to Halifax and Boston are
respectfully informed that the Custom - house authorities at either of
these ports will not allow anything to be landed under the name of
luggage, except the personal wearing apparel of such passengers. Any
merchandise taken to Halifax or Boston under the name of luggage will
be dealt with according to law .
Passengers will be charged freight on their personal luggage when
it exceeds half a ton measurement.
 NAUTICAL MAGAZINE . 5

CITY OF DUBLIN STEAM PACKET COMPANY .

Incorporated by Act of Parliament.
The present establishment of the Company consists of the following
vessels :
1 Prince 11 Ballinasloe Steamers plying on the
2 Princess 12 Birmingham Shannon
3 Queen Victoria 13 Leeds 21 Garryowen
4 Commerce 14 Mersey 22 Clarence
5 Nottingham 15 Britannia 23 Landsdown
6 Athlone 16 Liffey 24 Wellesley
7 Royal Adelaide 17 Hibernia 25 Dunally
8 Duchess of Kent 18 City of Dublin 26 Clanricarde
9 Duke of Cambridge 19 Shamrock 27 Avon more
10 Royal William 20 Mars, cattle tender 28 Kingstown
29 Erin - go -brah
These vessels sail with or without pilots, of which the Shippers are de
sired to take notice.
In addition to the above, the Company have 52 trade boats ( 24 built
of timber, and 28 of iron ,) averaging 50 tons burthen , for the carriage
of Goods, Produce , and Live Stock , on the Inland Navigation in Ire
land , by the Grand and Royal Canals, and the river Shannon .
The steamers recapitulated above maintain a regular intercourse be
tween Liverpool and Dublin, Dublin and London , ( touching at Fal
mouth , Plymouth , and Southampton , Dublin and Belfast, and Liver
pool and Belfast. This Company is also under contract with her Ma
jesty's Government for the conveyance of the mails between Liverpool
and Kingstown every evening.
The Directors, have, since the year 1835 , adopted the plan of havirg
their steam vessels constructed with iron water- tight bulkheads, divid
ing the hulls into five compartments, by which means water oltaining
access into any one cannot pass into the others, thus imparting rot only
strength but safety in case of accident from collision, fire, or otherwise.
Samuel PERRY , Agent.
Liverpool, March , 1843 . JAMES C. Shaw , Marine Manager.

CUMMIN'S PATENT MINERAL SYMPIESOMETER ,

The Patent Mineral Sympiesometer has now been in use in all climates
for a considerable time , and in no single instance has it been known to
fail. It gives to the mariner perfect indications of the slightest change
taking place in wind and weather ; not like the old sympiesometer,
continually causing doubts in the mind of the observer by false rising
and falling without cause ; it will , in all temperatures, give the true
barometric state of the atmosphere with the great advantage of showing
the variations much sooner, while the instrument is not above one-third
the size, does not require to swing in gimbals, is not the least affected
by the motion of the ship, requires neither cork nor stopper to prevent
the fluid from coming out when carried , will keep in repair a length
of time , and the fluid will not evaporate or congeal .
Manufactured and Sold by CHARLES CUMMINS , CHRONOMETER
MAKER, 148, LEADENHALL STREET, near the India House.
Agents – G . STEBBING & SON , Portsmouth ; MELLING & PAYNE, Liverpool.
 6 NAUTICAL MAGAZINE .

NEW CHARTS
OF THE
INDIAN AND CHINA SEAS ,

HART of the SOUTH -EAST COAST of CHINA, from MACOA

- and "
separate Plans of the Ports open to British Trade, according to the
Treaty with the Chinese. Also , the Inland Navigation between Nan
kin and Chusan . Compiled by J. WALKER , Geographer to the East
India Company . On two large sheets, 10s . 60 ..
HART of the EASTERN PASSAGES to CHINA . Sheets 4 and
CHA
5 , Including the North Coastof Australia , and all the Passages
between Solomon Islands, Torres Straits, Barrier Reefs, &c . 10s . 60.
HART of the INDIAN OCEAN , Extending from the Cape of
CHAR
Good Hope to Calcutta , including the Red Sea and Persian Gulf .
Compiled from the Surveys of the Officers of the East India Company
and Royal Navy , by J , WALKER . Two sheets, 10s.
*** This Chart has also Table and False Bays, the Mauritius, Bom
bay Harbour, and the Gulf of Aden , given on niuch extended scales.
CHART of the SOUTHERN PART ofthe CHINA SEA , Compre
hending the Straits of Singapore, Durian , Banca , Sunda, Gaspa ,
Carimata , &c . , by J. WALKER , 7s . 60 .

Approaches to it from False Point to Calcutta , from , the latest .

Surveys of Captain Lloyd and others ; by J. WALKER, 7s .

Indian Seas ; inscribed to Jas . HoRseURGH, F.R.s. , &c . Intended

for Passengers to prick off their track On one large sheet, price 7s . 6d .;
or on cl . bd ., 10s . 6d .; or on cl . bd . and coloured , 12s .

A entrance into the River HOOGHLY , including the Balasore

Roads , and the Bank of Soundings ott Point Palmyras, by Capt .
RICHARD LLOYD, I.N. 6s.

A
under the Superintendence of Commander R. LLOYD, I.N. assisted
chiefly by Lieutenants J. A. Young, and WILLIAM Fall, I.N. on
three sheets 12s.
SURVEY of CHITTAGONG or KORNAFOOLEE RIVER ,
A
made under the direction of COMMANDER R. Lloyd. I.N. by
Lieutenants J. A. YOUNG, and J. RENNIE, I.N. 2s. 6d.

LUNAR and HORARY TABLES, or new and concise Methods of

performing the Calculations necessary for ascertaining the Lon
gitude by Lunar Observations, or Chronometers ; with an Appendix ,
containing Directions for acquiring a knowledge of the principal Fixed
Stars, by David Thomson . 25th Edition , royal 8vo . bds 10s .

London : -W . H. Allen and Co. , Chartsellers to the Hon . East - India

Company, 7, Leadenhall- street.
 NAUTICAL MAGAZINE . 7

SHIPPING AND MERCANTILE GAZETTE .

LONDON DAILY EVENING JOURNAL .

OFFICE : No. 54, GRACECHURCH STREET, CITY.

As an Evening Newspaper, the Shipping and Mercantile Gazette, has for

many years, held a prominent position among its Metropolitan Contemporaries ;
and, as an authority on Commercial affairs, its value and importance are fully
established.
The leading features of The Shipping and Mercantie Gazette are — a complete
record of the arrivals and sailings of all vessels in the coasting and foreign trades;
reports of vessels spoken with at sea ; wrecks, and other casualties ; early and ex
clusive intelligence of the movements of the royal navy and the royal yacht squa.
dron , -furnished by appointed correspondents at every Port :—the regular pub
lication of rates of foreign and coasting freights, premiums of insurance, and all
other maiters connected with our mercantile marine. Authentic returns of the corn,
coal , cotton, wool, hemp, flax, oil, tallow , metal , and colonial produce markets ;
the Prices of Funds and the multifarious business of the Stock Exchange, up to the
time of publication , supplied by a gentleman regularly attending the Money Market;
with occasional comments on the fluctuations in the value of money, and their in
fluence on our Manufactures and Commerce. Original articles on the leading
National questions of the day, as well as on the various topics which more especially
mark the character of the Publication .
The Shipping and Mercantile Gazette is the largest Evening Journal pub
lished ; and , with its comprehensive mass of intelligence connected with “ ships,
colonies, and commerce,” will be found to combine all the essentials of a daily
newspaper. The proceedings in parliament, courts of law , and public meetings
special attention being paid to maritime and commercial affairs — are faith
fully recorded in its columns ; and the latest foreign , domestic, and miscella
neous intelligence is carefully supplied from the most authentic sources.
In the conducting of this Journal, it has ever been a paramount object to oh
serve the most rigid independence of principles, a perfect neutrality in politics,
and to act unbiassed by party or local influence of any kind.
To the accuracy and importance of the nautical and commercial intelligence
of the Shipping and Mercantile Gazette, testimony has been frequently borne
in Parliament ; which of itself has conferred on the paper a character for authen
ticity and usefulness, unprecedented in the history of the periodical press. Pub
lic meetings hare, moreover, been held by the merchants and shipowners in
most of the leading outports of the United Kingdom , to express their sense of
the great value of this Journal to the commercial and maritime interests gene
rally.
The Shipping and Mercantile Gazette, also commands a generalaswell as an
exclusive circulation , not only in the Metropolis and throughout the United King
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 8. NAUTICAL MAGAZINE .

UNDER THE AUTHORITY OF THE LORDS COMMISSIONERS OF

THE ADMIRALTY.
Now ready in 2 vols, 8vo. with upwards of 40 Illustrations,
price 36s. bound.
NARRATIVE OF A

VOYAGE ROUND THE

WORLD ,
Performed in H.M.S. SULPHUR, during the Years 1836–1842.
By Captain Sın EDWARD Belcher , C.B. , F.R.A.s, &c . , Commander of
the Expedition .
The following list of some of the places visited in the expedition will enable
the reader to judge of the interest and importance of this work : - Valparaiso ,
Panama, Realejo, Libertad , the Sandwich Islands, Port Etches, Port Mulgrave,
Sitka, or New Archangel, ( in Norfolk Sound ) San Francisco, the River Sacra
mento, Monterey, San Blas, Acapulco, Morro Ayuca, the Gulf of Papagayo,
the Lake of Managua, Tepfitapa , the Cocos, Callao, Parta , Guayaquil, Fonseca,
Nicoya, Pueblo Nueva, Baia Honda, Bodega, Santa Barbara, San Pedro , San
Juan, San Diego, San Quentin, San Bartholomeo , the Gulf of Magdalena,
Cape San Lucas, Mazatlan , the Isles of Sorocco and Clarion, the Marquesas,
Port Anna Maria, Nuhuhiva, Bow Island, Tahita, Huakeine Raratonga, Vavao
(Tonga Group ), Nukulav , ( Feejees), Tama ( New Hebrides , ) Port Carteret
(New Ireland), Britannia Island, New Guinea, Arimoa, Jobie, Pigeon Island,
(Dampier's Straits) , Bonro, Amboina, Macassar, Great Solombo, Pulo Kumpal,
Sincapore, China ( where an active part was taken in the recent war, ) Malacca,
Penang, Sumatra, Ceylon , Seychelles, Madagascar, St. Helena, Ascension ,
the Cape. & c .,
Henry Colburn , Publisher 13 , Great Marlborough Street, London .
To be bad of all Booksellers.

GEORGE STEBBING , SEN . ,

COMPASS MAKER to Her Majesty's Navy , Manufacturer of Mathema
tical, Philosophical , and Nautical Instruments, wholesale and for exportation ;
and, by appointment, Optician and InstsumENT MAKER to Her Majesty, Her
Royal Highness the Duchess of Kent, and the Royal Yacht Squadron ; Agent
for the Sale of the Charts and Plans, published by the Lords Commissioners
of the Admiralty ; presents his best thanks to his friends and the public, for
the favors conferred on him during the last forty years; and will feel obliged,
if they will be particular iu directing to him , at his Dwelling- house and Manu
factory .
66 , HIGH STREET , opposite the NEW SALLY - PORT , PORTS
MOUTH ;
or at his Branch Shop, 5, Common Hard , Portsea , as his eldest Son has
opened a Shop in Portsmouth, in opposition to him , and being of the same Chris
tian Name, it might be a serious injury to him , and the junior branches of his
Family , if the directions were not correct, not having any connexion with him
or any other House in the County of Southampton , except as above stated .
G. S. Senr. , begs also to state that, in consequence of his eldest Son having
left him, he has taken one of his younger Brothers into Co -partnership, and that
from this day the Business will be carried on under the firm of George Steb
bing and Son.
Åll Persons indebted to the said George Stebbing will oblige by settling their
accounts at the Office 66, High Street, and those to whom he is' indebted, are
requested to send their accounts, in order to their being examined and dis
charged , -Portsmouth , 1st December, 1842.
 145

On PASSAGES IN THE Bay of Bengal . — By Capt. J. H. Miller.

In a former communication* on the navigation of the Bay of Bengal,
I stated some general rules for making a passage up or down at different
seasoris . I am again led to the same subject by perceiving , that it is but
little understood by the numerous strangers to this part of the world
which the increasing trade with India annually adds to our mercantile
marine. Crossing the Bay in February last, I spoke two vessels from
Europe, under very different circumstances . One was running along shore
under studding -sails, abreast of Point Godavery , and had crossed the
equator eleven days before. The other was in about 90° east, and stand
ing to the eastward with a northerly wind , and had been twenty -six
days from the equator ; another vessel in sight seemed pursuing the
same course , supposing her bound to Calcutta. Now, I should think
that the first of these vessels would reach the Sandheads, from the posi
tion where I spoke her, in four days ; while the others would take ten
days or more, if they persevered in the same plan of beating up direct .
Vessels crossing the equator in January, should not contend against
north - east winds with a view to keep up their easting, further than to
enable them to fetch the coast about Madras. The land- winds, it is true,
are not certain in January, but the north -east winds may be said to be
over ; and towards afternoon draw round well to the eastward ,enabling
a ship to make a long tack to the northward along shore . By the 5th
of February the land -winds may be calculated on with certainty , and a
ship finding herself in the middle of the Bay at that time, would do
well to set a topmast - studding -sail, and steer for the land .
As a general rule it may be observed that, the most favourable pas
sages may be calculated on in the Bay of Bengal as follows :
From Jan. 15th to May 31st,-Up the west side ; down the east side.
June, July, and August, Up the middle ; down the middle, or, to the
eastward of the Andamans, and round
Acheen Head.
Sept., Oct., and Nov. . Up the east side ; down the west side.
Dec. to the middle of Jan. . Up and down the middle, or veat dead on end .

HURRICANES IN THE EASTERN Sens. - Redfield's Theory .

Dear Sir.—Mr. Redfield , a name destined , I trust, to immortal honor ,

from the wanderers o'er the waves, has stated in a paper (see Nautical
Magazine 1839,) the probability of a typhoon that was experienced in
the China Sea, in October 1831 , being identical with a hurricane in
the Bay of Bengal , which happened a few days later, and “ that it is
important to know if this storm crossed the Burman empire before
making its appearance in the Bay of Bengal."

We refer our readers to our January number of 1839, for this communication
of Capt. Miller's ; and those , who are interested in the navigation of the Bay, will
find some more useful information on the eastern side of it, in our February and
October numbers of last year, from the same intelligent commander.-ED . N.M.
ENLARGED SERIES.-- NO . 3.- VOL . FOR 1843 . U
146 HURRICANES IN

Considering it the duty of every seaman to assist men of science in

their investigation into the laws of nature in a department so peculiarly
their own , I beg a place in your columns for the following communica
tions and remarks, on the subject above referred to, as the most proper
and convenient mode of submitting them to Mr. R. The first is an ex
tractof a letter from E. A. Blundell , Esq ., Commissioner of the Tennasse
rim Provinces, which I am kindly permitted to publish . “ At the period
referred to by you , viz . 24th - 31st of October, 1831 , I was at Ava,
where, certainly , no hurricane was felt, nor as far as I am aware was
any such experienced on this coast ; indeed , during the number of
years I have resided in this part of the world , no hurricane or even
heavy gale of wind has been known . ” To this extract I may add
that, Mr. Blundell has resided at Maulmain since 1826-7, if my
memory be correct, and that his remarks embrace the whole coast under
his government from Mergui to Maulmain . The fortunate circumstance
of the communication also including Ava , the capital of Burmah , adds
much to its value, as this is a limit to which I had doubts of being
able to extend my enquiries with any chance of success .
The next is communicated by William Spiers, Esq. , R.N. , at Ran
goon , who states in reply to my letter : “ We have had one hurricane
or storm here since I came to the place in 1826, but I do not recollect
the exact time. I only recollect that Cuthbertson was here in the Eliza .
It was such a storm that there was no communication with the ship
ping for two or three days, and the Eliza was the only ship that did
not drive ; but she struck lower yards and topmasts.” The reference to
the ship Eliza in this communication enables me to state on my own
knowledge, that this storm happened previous to 1831 , as that vessel
was broken up at Calcutta in 1829 ; and the circumstance of not being
able to communicate with the ships, and their driving in a river not
broader than the Thames at Gravesend , with a bottom of excellent
holding ground , being stiff clay, just off the town of Rangoon , where
the ships lie, indicates this to have been a hurricane proper .
From my own experience of twenty years navigating in these seas,
my impression is, that hurricanes do not visit the Gulf of Martaban , or
but very rarely do so. During the very worst part of the south -west
monsoon , the weather may be more properly termed broken than bad ;
that is, frequent heavy squalls, but fine in the intervals, enabling a ship
to make all sail and good progress, as the sea does not run high to im
pede her course . The worst of this broken weather is generally on the
neaps. During the springs, the weather is often settled and fine. This is
contrary to what is experienced in other parts of the world ; but I have
remarked it so often here , that I think it deserving of notice . In sup
port of my opinion that hurricanes do not extend to the eastward of
the islands in the Bay , I mention the following instance : — In October
1832-3, I sailed from Rangoon , bound to Calcutta, and after clearing
the river got an easterly wind , (always a suspicious one in that season )
which carried me to about a degree or more to the westward of the
Preparis, when it came on furiously at W.N.W. The barometer warned
me of an approaching hurricane, and acting upon preconceived ideas I
ran back to the eastward, inside of the islands, on purpose to avoid the
encounter. Here I had squally weather with thunder, and a deluge of

1
 THE EASTERN SEAS . 147

rain for three days ; after which the weather became settled , with the
wind about south, and I had a rapid run to the Sandheads, where I
learnt that a hurricane had swept the northern shores of the Bay , and
many ships came in after being disabled . I need hardly say , thatatthis
time the circular course of these storms was unknown to me ; but, in
this instance, I could hardly have adopted a better course than I did
by chance. It fared otherwise with me upon a subsequent occasion ,
(an account of which I sent to the Nautical last year,* ) when I got the
first wind at north, and steered , unwittingly to the eastward as long as
I could ; thus running right into the thick of it, for which I paid the
usual penalty, short of destruction, by loss of masts and crippled in every
way . The subject of these storms had attracted my attention , in com
mon , I presume, with most reflecting seamen many years ago. In 1828 ,
while at anchor at the Nicobar Islands, a storm came on very unexpect .
edly at south , veering to the south -west. I cannot state the exact time,
but it was probably in December, for we took advantage of it and ran
up to Rangoon in a few days. Although our cargo was not completed ,
I thought at the time it might have been the tail of a typhoon , which
had swept across the narrow belt of Asia, dividing this sea from the
Gulf of Siam , and this idea was subsequently strengthened by learning
that a typhoon had been felt in the China Sea a few days previous,
but there was no corresponding hurricane in the Bay of Bengalt; nor
did this storm assume the character of a hurricane proper, although it
blew very hard .
When the theory of hurricanes becomes as familiar to seamen at a
fature period , as many other branches of the profession that were
formerly but little understood, are to those of the present day , perhaps,
some enquirers into the past may wish to know how we managed to
blunder on , and combat these storms. For the benefit of such curious
gentlemen who may read the Nautical Magazine a century hence , I beg
to state that Dr. Franklin's theory of the motion of the air had great
weight with many, that a current of air resembled that of water set in
motion by opening a sluice ;-that the motion took place first at the
sluice or vacuum , and successively at other parts up the stream as the
level became depressed , or what would have the same effect, the air became
rarified ; and this it must be allowed seems a very satisfactory way of
accounting for the progress of a storm on the earth's surface, being in a
direction opposite to the course of the wind . From some cause or other
I had supposed that hurricanes always began to blow in the north-west
quarter, and shifted suddenly to the south -east, by a natural reaction

* See October number.

+ That part of the Bay of Bengal lying to the eastward of the Andamans and
Nicobar Islands is called the Gulf of Martaban by Provincials, (the gen'lemen as
drives coir ships,) who have also a local nomenclature for other parts in India, that
sometimes leads to confusion . Thus for instance the coast of Sumatra is called the
West Coast ; that of China, the East Coast ; while the whole of the western coast
of Hindostan, is called simply The Coast. I was once the innocent, at least unin
tentional, cause of misleading one of H.M , ships by this vague manner of expression ,
which I have no doubt was registered in the minds of the officers as a piece of bear
ism in a Merchant Skipper ; and I am the more sorry for it as this ship was one of
the few that appear to make themselves actively useful in India .
• We trust this apology will meet the eye of the officer who received the information . - Ed.
148 THE MERCHANT SERVICE .

like the recoil of a wave , and that the safest plan was to run , if the
wind was fair, with sea room , as long as prudent , wbich is as long as
the ship can be steered , and the skipper's nerves will hold out, and then
lie to until both wave and recoil have passed over . I have always
adopted this plan , and , of course , thought a great deal more of my
judgment in the matter than I choose to state here ; but from any idea
of avoiding the severe part of a hurricane by running out of it, I had
none, and always treated such with contempt .
Mr. Redfield has already brought such force of evidence in support
of his theory that in the opinion of many confirms it ; but, as I believe
its confirmation can only depend upon extensive observations they can
not be too many , and , therefore, request you will kindly publish the
above as my mite.
Yours faithfully ,
J. H. MILLER .

The Merchant Service . - By an Old Voyager . — No. III .

(Concluded from p . 107.)

A considerable degree of exultation among the Medicos has spread

its echoes abroad on the total suppression of that dreadful disease of the
ocean , the scurvy , which of yore, with fatal effect, swept off more of our
brave tars, than fell in battle .
In the Navy unquestionably it bas nearly , if not quite disappeared ,
and why ? Not alone from the free use of the citric acid, but from the
unceasing attention to the cleanliness and comfort of the seamen . In
the merchant service is it so ? Not long ago a vessel arrived in the
Downs with the remaining portion of her crew disabled by this very
disease, the other having sank under its virulence ! It still lingers in
the trading ships , and probably will, until the legislature compels the
shipowners to do their duty .
The antidote, as is well known, is lime or lemon juice, which should
be served to the crew daily ; and none but the best sorts of food should
be admitted on ship-board ; and the pernicious practice of serving out
drams to the crew , should be probibited.
It has often been observed that it is the abuse, not the use of spiritu
ous liquors which is hurtful to the human constitution . Opinions vary
much on this point. My belief is that, there is no necessity whatever for
the use of alcohol. But even admitting that there may be some truth in
the observation , it is unfortunately a fact that, few sailors are found who
do place a restraint upon their will in this matter . Whilst at sea the
use of spirits is kept within due moderation ; but , as if it were intended
that the habit should not be lost, the unthinking, or wrong ibinkers,
among the captains, foster it by giving drams. In harbour it is, in
deed , often quite beyond even the most vigilant attention of a com
mander to prevent intoxication , and that with the very worst descrip
tion of spirit--- new rum or tafia .
 THE MERCHANT SERVICE. 149

It is this " fire drink ” which carries off hundreds of our seamen ,
and until “ total abstinence ” from liquors shall obtain a firm and
general footing on ship -board , the effect will continue . Precept is lost
upon those who will not admit the force of reason and ofexample. Men
who seldom reflect on consequences arising from the indulgence of the
babit of drinking strong liquors, can never be expected to become con
verts to moderation by any influence which precept is capable of exer
cising upon the human mind under ordinary circumstances. A firm
determination alone, not to supply ardent spirits to the crew, in the
shipowner, and a proper example set by the captain , may be expected
to root out the evil . The Americans are trying the experiment on a
large scale ; and the “ pledge ” to “ Father batthew ," has redeemed ,
gloriously, thousands from that bewildering curse of the “ Green Isle ,
the insidious Farintosh !
When spirits are supplied to ships before quitting England , the
liquor is generally sufficiently old to be free , in a great measure , from
the fiery quality ; but , the rum which is received on board in the West
Indies is usually new , above proof, and extremely pernicious to health .
I am induced , therefore, for the information of those who may be un
acquainted with it, to add here a simple receipt for giving the quality
of mellowness to new rum . I obtained it from an old planter of
Jamaica , and have seen him use it , and with success . To a twenty
eight gallon cask of new rum , add about a gallon of scalding water ;
keep the bung hole open for ten days or a fortnight. There are none ,
we may rest assured of the temperate masters of ships, who have the
credit of their station at heart , but must earnestly hope for that day
when the inveterate grog drinkers among them will be reduced to a
small minority . What a happy riddance it will be when the last of
these rum geniuses shall have left no shadow behind ! So that the
surviving members by their conduct shall vindicate their “ craft ” from
the stigma of brutality which the reiterated proceedings on the “ Coast
of Guinea, ” retrospectively , had dishonoured it.
The relative position of employer and employed , in the merchant
service , is never considered in its true relation. With the many there
is no sympathy whatever for the endurance of the hardships encountered
by the seaman . Such a feeling as compassion, judging from circum
stances, we may believe is the least operative of any which ennoble our
nature, in the breast of a shipowner. No doubt, ihere are honorable
exceptions, but, I believe, I speak the fact when I say that , the majority
do not trouble their beads how the sailors fare in their employ . It is
quite enough for them to know that, their property afloat isinsured,
and economy studied by their deputies : seamen's lives cannot be insured ;
they are the only sacrifice, and but too often a sacrifice offered upon the
shrine of Mammon !
There is a want of attention generally to the comfortable, convenient,
and wholesome state of the berths, which are appropriated to the use of
the crews of merchant vessels. The spirit of economy even reaches to
the spaces designed for the cribs in which the men repose . I have seen
one of these consigned to the use of the chief mate, which was a foot
too short, and so narrow that there was not sufficient room for him to
turn !
 150 THE MERCHANT SERVICE .

The captain is not answerable for the position in which the men's
berth is fixed ; neither is he accountable for the extent of space allotted
to their use. The merchant would say he knew nothing about the mat
ter,—that the builder has followed the plan which is customary, &c.
But I would take leave to tell the owner of a ship that, whether he
thinks so or not , it is his duty to direct, at least, that in every respect
the berth for the crew of bis vessel should be placed in a dry position ,
and otherwise made as comfortable as possible.
What would be thought of the landlord who should suffer his house,
which he was desirous of letting, to remain in a leaky and damp state ?
Would he obtain a tenant ? Unfortunately for the Jacks, however, they
are obliged to take what they can get ; and as almost all vessels come
under the same category, they have no advantage by choice. If a sailor
shook his head at the sight of the dark and wet hole which is designed
for his resting - place, he would be told that, if he did not like it, he
might seek elsewhere for a better, others could be found who were not
so fastidious! I am sorry to observe that there is a common feeling
abroad , especially among masters of ships, who, by - the - by, having
themselves suffered, ought to have imbibed a different sentiment, -- that
attention to the comforts of a seaman is thrown away, and that, the
rougher his life is, the more efficient he becomes ; as if , forsooth, the
treating of a human being like a brute was likely to add to the quali
fications of the man.
I know that the captains are generally averse to the men's berth being
anywhere but forward. This arises from a notion that a too close approx
imation of the subordinates to the state- cabin, may be detrimental to
the discipline which it is necessary to keep up, and to the distance
that should be observed between the officers and the men. But the idea
is erroneous. Both are dependent on the moral conduct, and not on
local arrangement ; for, if from the former the captain shall ensure the
respect and obedience of his crew , he may rest assured that the mere
circumstance of the men's berth being placed in a central situation , will
not prevent those duties from being satisfactorily exercised : and , I
appeal to those who command vessels in which the berth is under the
break of the quarter -deck , whether any annoyance or inconvenience
have ever arisen from that circumstance . I have made two passages,
in ships so fitted , of 16,000 miles, and never heard the least cause of
complaint. On the contrary, the men were so satisfied with their posi
tion , that, there was nothing but cheerfulness and content among them ;
and I am sure the captains felt their account from these, for they ap
peared equally happy .
With respect to the state and condition of the berth, there is a total want
of attention in the ship officers generally. The master, unless he happen to
be of a kind , considerate, and benevolent disposition , thinks it no con
cern of his ; he enters the men for the voyage ; directs the steward , the
cook , or the boatswain to ration them ; keeps them incessantly at some
work or other, determined to “ get the worth out of them .” Whether
they live in dirt and damp, or not, he care l not he indeed ; he has
his passengers, who are profitable to him ( 51. and upwards a week
for board and lodging,) to attend to , and the navigation of the vessel to
occupy his thoughts ; besides, “ he neither built the ship, nor super
 THE MERCHANT SERVICE. 151

intended the internal arrangements for the accommodation of the in

mates.” This may be all very true, but I take leave to tell him that,
it is his special duty to satisfy himself that, the crew of the ship he
commands is in every respect made as comfortable, I insist upon the
word, as possible . His comfort is not neglected, and upon every rational
principle , that, of those, who , in their sphere are equally useful, and
equally entitled to the consideration of the owner, ought to be attended
to , not negligently, but with care.
The mate, who, by -the -by, has much to complain of, fancies that he
has enough to do without troubling himself about the matter ; besides,
“ the men do not like prying into their berth .” Such excuses are not
admissible. The fact appears to be that, there being no rules or regu
lations for the better governance of merchant ships' crews, but such as
have been in vogue, and authorised only by custom , neither officers nor
men know exactly what duties are binding upon them , beyond those
habitually performed. Now, as to prying into the men's berth, a look
below once a day by the mate, would not be so considered by the in
mates , if it were explained to them that , the object was to ensure their
health ; and that it was a point of duty, and not of curiosity, or, from a
desire to annoy them .
What , I may ask , would be said of the crew of a man - of - war, who
objected to have their . berths examined . And , if it be not beneath
the dignity of a captain of one of her Majesty's ships to, personally,
inspect the seamen’s berths, surely the mate of a merchantman should
not feel his consequence lowered by such a performance.
Strictly speaking, this officer has no berth to retire to. There is great
room for improvement in his case . It is true that it is a general prac
tice to invite him daily to the captain's table ; and , I believe , it is not
departed from , even though the owner be a passenger, and I think very
properly ; but further than this he has no use of thestate-cabin. Now,
I contend that it would be for the advantage of the service in which he
is embarked , that, he be provided with a small separate cabin, to which
he could retire when not on duty . In every respect I think this would
be an improvement, and I urge that his claim for its realization is both
reasonable and just. Some mates are hardly to be distinguished from
a foremast-man ; this arises from the want of a general uniform . All
the officers in merchant ships should adopt one, neat and plain - blue,
of course, but in no way trespassing on the patterns of those worn by the
officers of the royal marine .

No. IV .
I may state en passant, here , before returning to the point under
review , the seamen's berth, that a great number of respectable youths,*
In the East India and Australian traders, 1001. have been demanded, and often
paid , for the entry of a lad into either. Advertisements have even appeared in the
newspapers to this effect ! Steamers have followed the example ; and what is the
excuse ? “ That respectable youths may be obtained ! ” Respectable youths indeed !
as if selection would not insure that ; besides, I happen to have been told by one of
the captains of a N.S.W. trader, long before the adoption of the money scheme,
that, the number of applications from officers of the navy and army, and gentlemen
of other professions and trades , was astonishing, and not a tithe of theirsons could
find admittance in the large ships.
 152 THE MERCHANT SERVICE.

the sons of officers and gentlemen of small fortunes, have, within the
last few years, entered the mercantile marine. There can be no question
as to the benefit that will ultimately arise from this event ; but it is
extremely desirable that these youths should not be “ located ” in the
common berth of the seamen ; but in a separate cabin in which they
should be allowed to mess with junior mates and petty officers. I think
that no reasonable objection could be advanced against this proposal.
That objections exist to their entry at all in the merchant service , I am
aware ; and I happen to know that some captains prefer, when they
have a choice , shipping strong able bodied men, in limited numbers, as
ordinary seamen , to any youth , however well recommended . The rea
son for this preference is economy. The owner, or agent of a ship
which ought to have fourteen or sixteen hands to navigate her properly,
desires the captain to ship ten able bodied men only, by which there
is a saving of wages and food . This economy of numbers, leaving the
balance of strength out of the question , is the cause of almost all our ships
being short handed . It is a general practice, and often leads to very
distressing results. But, there is no doubt , that the men are often, if
not generally, taken at a venture, from size and apparent strength .
Now, a stout active youth of 17 or 18 years of age often acquits himself
better than many of his seniors; and no allowance is made for lazy or
drowsy spirits — bulk of body is the criterion. And if the men were
taken by " weight" disappointment would often follow , as heaviness of
body does not imply strength of muscle. One of the strongest young
men I ever met with was, as "thin as a whipping - post. ” Owners, or
masters of ships are not, necessarily, physiologists ; but they are without
a question deeply versed in the philosophy of the economy of labour,
i.e. making one man do the work of two. But, they ought to remem
ber, which , however, they are seldom disposed to do , that there are
times and circumstances (not unfrequent) in which two lighter hands,
may be of considerable more value than one of muscular power ; for the
simple reason that one man cannot be in two places at the same moment .
The fact, is that this system of economy is one of the links of that uni
versal principle, exercised alone by Englishmen , of sailing a vessel
“ with the least possible expense ; ” and to this very cause may be
attributed many of the shipwrecks which are so continually announced.
Under- manned ships make but a bad figure in a heavy squall , on a lee
shore , in a hurricane, and when leaky ; but then who cares ? It would
appear neither the owner nor the insurance office ! I recommend this
subject to the notice of Captain FitzRoy .
I may add in proof of the difficulty experienced by respectable youths
to obtain vessels , that, I am in possession of six instances at one port,
where all the young men came well recommended, and with good cha
racters. Two, after twelve months application , at last succeeded
through the interest of the wives of shipmasters. Two, both being the
sons of Naval officers, a Commander, and a Lieutenant, have not yet
succeeded, although their friends have made interest for them in several
ports. The last two, are adrift, after having paid a hundred pounds
each ; as yet, without expectation . How are these lads to become able
seamen if their services are declined ? As apprentices, it is probable,
they would stand a chance , as the sea -pay would be saved to the owner ;
 THE MERCHANT SERVICE . 153

but the bad treatment which apprentices are subject to, deters the res
pectable youths from binding themselves as slaves to the will and
caprice of such task- masters, as many of the skippers have proved
themselves to be. *
I return to the state of the men's berth . If left to themselves,
“ what is every body's business becomes nobody's, " so that often the “ fore
cuddy ” as the hole is called, is in a state rivalling that of a pig-sty ;
indeed, worse in one respect, for it wants that free circulation of atmos
pheric air possessed by the hogstead ; and unless relieved with the sub
dued light of the bull's -eye, when the hatch is on, must be in total
darkness. And yet such a place as this is considered " good enough
for sailors ! " Can any wonder be expressed that, in such a dormitory,
during cold, wet, and foggy weather, wherein ten or a dozen men are
cooped up, typhus fever, catarrh , and rheumatism should be so preva
lent ? In this very circumstance, leaving all others aside , am I not
borne out in my assertion that, the relative position of the employer
and the employed is not estimated as it should be ?
In some ships where there are old men - of-war men , the practice is
to wet swab the berth out every day. This is not proper, as the steam
which arises from the process, for the most part, lodges in the sleeping
cribs, and is, otherwise absorbed by the bed clothes, and woollen gar
ments which usually lie scattered about often in a damp state.
It may be proper one fine day in a week to cleanse with water, sand ,
and stone, the deck of the cuddy, but it should always, after being
swabbed , be scraped dry with " dumb scrapers," and a wind -sail
put down in order to complete the purification. A thick thrumb
mat at the foot of the ladder is necessary , but it should be dried
daily . After a few week's stoning the deck would become white, and
be easily kept clean during the other six days of the week, merely by
being swept, and any wet dried up carefully. A fag for the week
should be chosen, and on no account should he be allowed to escape
the duty . Every fine day a wind -sail should be put down for one or
two hours whilst at sea, in any climate below the 50th degree north
and south ; for, the neglect of free ventilation is a fertile cause of sick
ness everywhere. To accomplish these necessary duties, would occupy
very little time each day, and the benefit that would arise from their
fullment, would amply repay even much more time and labour.
These internal regulations should be ordered by the captain, and
regularly enforced through his subordinates; but it is desirable that
rules should be adopted throughout the service for the better regulation
of the crew ; for to the neglect of a system , much of the sickness, and
uncomfortable mode of life to be found in merchant vessels may be attri
buted . I am quite convinced that the result would be beneficial to all
on board .
The partition or bulk-head between the men's berth and the hold ,
should be made air-tight, so as to be impervious to the fumes which
may arise from the cargo, such for instance as sugar, hides, salt- fish ,
The conduct of two of the masterg who command ships which voyaged to
Australia, is described by eye-witnesses as having been extremely brutal towards the
hapless cadets.
ENLARGED SERIES.NO. 3. -VOL . FOR 1843 . X
154 THE MERCHANT SERVICE .

wool , cotton , &c. There is perhaps no lading with which a ship can
be freighted that generates carbonic acid gas more freely than that of
sugar. The fumes from a West India ship, when the bilge water is
pumped out may be scented a long way off in her wake ; indeed the
vessel seems to be surrounded by an atmosphere redolent of saccharine
putrescence from a chemical process which takes place in the hold ,
although in itself the sugar is antiseptic .
A wool cargo, though not so offensive to the olfactories, is, perhaps,
more detrimental to the health of a ship's crew ; and has sometimes
proved dangerous, from its liability to spontaneous ignition , when
stowed in a damp state.*
It is, vulgo , a “ sweating” cargo. The steam which arises from its
exudation, finds its way through the interstices of the bulk -head into
the men's berth, the air in which is like that of an oven which is kept
humid by the sprinkling of water ! Let us for a moment conceive the
effect that would arise from such a process, on even the strongest con
stitution . Think of a man after sleeping with his pores opened in a
“ steam - bath , ” as we may call the air of the cuddy in such a state,
being suddenly obliged , as is constantly the case, to spring up into the
atmospheric air at a temperature near to, or below the freezing point,
(in the Southern Ocean for instance) and proceed aloft in a sleet or
snow, or hail shower, with a strong wind rapidly evaporating the

I recommend this notice to the Australian growers of wool .-—“ We are not
about to inflict, a lecture on ethics upon our readers, nor a chrestomathy of copy
book proverbs; but we have a lesson to read to our friends in Australia who are
growers of wool.
“ We attended the last public sales of this, the most important of Australian
staples, and what then occurred convinces us of the necessity of the remarks we have
made and intend to make.
“ A dispute occurred between the buyers and the selling brokers as to the word
ing ofa particular clause in the printed conditions of sale . The buyers insisted that
the sellers should guarantee any loss arising from the introduction of extraneous sub
stances into the bales of wool , and from the introduction of inferior qualities into the
interior of the bales. A compromise was made, and the sales proceeded , and realized
much higher prices than at previous sales . Happening to be well acquainted with
several of the largest buyers, we made it our business to inquire , why it was thought
requisite to insert a clause so derogatory to the credit and honor of the exporters.
The reply was characteristic, but very unatisfactory to us as friends of the colonists ,
Experience had taught the buyers that the dishonest practices mentioned, frequently
occurred . Large stones were often found in the centre of a bale . One of thelargest
buyers, Mr. Varley, had taken one stone out of a bale which weighed 50lbs. Being
a quiet humorist, he wrote a polite note to the selling merchants requesting them in
future to forward the stones by sea to save carriage, and the wool by land .
“ We tell the colonists that the existence of these practices , diminishes the mar
ket value of the whole of the wool imported from the Australasian colonies ; that the
buyers have a high opinion of the article itself, but a bad one of the honesty of the
growers, and the consequence is , that every honest bale of wool is sold for less than
its real value, in order to pay the assurance against loss from the dishonest bales.
“ Surely such a state of things as this requires a remedy ; and surely a remedy
can be found. What is there to prevent the establishment in each Australian port,
of an office for the examination of every bale of wool ? The expense might, on the
first blush , appear considerable, but we do not hesitate to affirm , from our knowledge
of the state of feeling among wool buyers, that such expense would be repaid fifty
fold by the increased price which would be obtained for wools .
“ We now leave this subject to the earnest and early consideration of the Austra
Tasian colonists .” - London Mercantile Journal, Jan. 1843.
 THE MERCHANT SERVICE . 135

moisture of his body , and leaving him scarcely half his muscular power
to fulfil the tough duty of reefing or furling a frozen sail ! Only think
of that
“ Ye gentlemen of England, who live at home at ease.”

Only think of that, I say , and ye will assuredly shiver from mere ima
ginative sympathy ! But where is the genuine sympathy—the com
passion that would prevent such endurance ? Alas! where ? Is it the
shipowner that would seek and apply a remedy ? These facts which
are incontrovertible will best answer that question . It is these instances
of utter carelessness of the owners, and I fear of many a ship -master
too, toward the comfort and the health of the seamen they employ, that
ruins the constitution of hundreds, and not unfrequently , consigns many
a hard working and valuable tar to a premature grave ! And yet,
there is scarcely one, even among those who profess to be very religious,
who would not be, or pretend to be , shocked at the bare recital of some
act of carelessness or neglect towards the paupers of a Poor's house, by
the master or matron ! Oh ! the inconsistency of human nature !
An inevitable consequence arising from the crew's berth being for
ward , in the " eyes ” of the vessel, is that, the bedding becomes wet ;
not only from the sprays which find their way down the scuttle, but
from leakage through the seams of the deck above ; and as if the mea
sure of their hard treatment was not enough on ship- board , the practice
of those harpies who make and sell sailor's beds, is, to fill the casing
with refuse cotton (seeds and all ! ) and pass this filling as flock ! This
act may perhaps be classed as one coming under the head of mala in se,
(evils in themselves, which , however nefarious, the purchaser should
guard against by a careful inspection ; but even this may sometimes
fail; for , a slit is left open , with a handful of flocks stuffed in , for the
sake of deception ! I mention this to put the seaman upon his guard .
A wet bed often lays the seeds of incurable disease . By the use of
Jeffery's cement the men's forward berth may be effectually guarded
from leakage; but I contend that it should be on the half-deck ; and
the stores removed to the fore cuddy, which may now be kept dry .
The captain should feel it to be his duty to direct, in fine weather,
the men's beds and bedding to be brought up and spread out to air, as
also their damp and wet clothes. And it should ever be present to his
thoughts that he is de facto as much the guardian ( pro tem ) of his men,
as he is de jure their commander ; and , therefore, should feel some
little solicitude for their welfare.

No. V.

In port, within the tropics, the crews of vessels are subject to malaria
fever by inhaling the air from morasses, wafted off by the land wind ;
at least nosologysts say so. Take the Havana, in Cuba, and Port
Spain , in Trinidad, as examples, where , at a certain season , pestilence
lurks in the night breezes which sweep over lacustrine levels .
This is one of those physical evils which the owner and captain of a
ship may , perhaps, say they cannot control . But I assure them that it
can be, in a great measure , prevented ; and , in saying so, I by no means
156 THE MERCHANT SERVICE.

speak at random from conjecture or theory . Various mixtures and

modes, have been tried for disinfecting air which is charged with poison
ous or deleterious effluvia , and to destroy contagion . One of the best is
a simple chemical preparation , called “ chloride of lime. " It is a cer
tain corrector of the carbonic acid gas which is sufficiently obvious on
ship - board from the dark glary coating often seen on the wood - work .
For his own sake no captain should go to sea without a small cask of
it. The owners, however, should supply it for the ship's use ; it is not
expensive. As a proof of its efficacy, I may state that during a sickly
season in the unhealthy port of Havana , one vessel among a great many,
from 80 to 100, saved her entire crew by its free use , whilst the officers
and men of the other ships were , to use the language of the occasion -
“ dying like rolton sheep.'
The proportion of the substance for use is about a pint to a bucket of
water, (salt water will answer ); if the liquid , half a pint. If fresh
meat be dipped into a solution , it will keep a long time in hot weather.
Chlorine gas is the antidote to Prussic acid ; and chloride of soda, in
solution, 10 to 30 drops in a wine glass of water, every six hours, in
malignant stages of small pox, fever, and cholera is stated to be of great
service.
Prompt medical aid is not always at hand . The captain is provided
with a medicine chest, and book of instructions; but, how few are com
petent to make proper use of the one , or understand the other ? Every
call upon the purse, brings a groan from the skipper, purely as regards
himself, for he is well aware of the sour looks that are given at the
sight of extra expense . Is it not the duty of the owner of a vessel to
bear the charge for medical attendance ?' I imagine the common law
is to that effect.
I would recommend in those harbours where morasses are present,
or, level land liable to be flooded exists , that lofty wind - sails be used at
night, carried up half as high as the topmast-head ; and there should
be a small scuttle in the side of the vessel, with a bent tube in it , to
carry the foul air out of the berth .
Where ships are not moored head and stern , they will of course
swing to the land wind . In this case, the best plan for the captain to
pursue for his own comfort and safety is, to fasten or shut the com
panion hatch, and open a central window ; keeping the chloride mix,
ture in a bucket in the middle of the cabin ; and a high wind - sail if
he pleases. This will insure him a pleasant air to breathe in , and
although under the torrid zone, he may feel as secure from the appre
hension of the insidious attacks of malaria, as if he were within the
temperate region . The motive for using very high wind -sails will
appear obvious when we consider that the sources of miasma are gene
rally low , and the gas, or vapour, or whatever it may be , arising from
swamps, rises slowly in its admixture with the general atmosphere.
Voyages to unhealthy climates are not always well timed ; in some cases
this is unavoidable, but when the distance is not great, it should be
attended to . The winter season of the northern hemisphere is the
healthiest throughout, hence West India voyages should be undertaken
in that season .
Another point which it appears is wholly neglected by the owners
 THE MERCHANT SERVICE. 157

of ships is that of providing safety -boats. Of what use would be the

most perfect life -buoy, if the common boats of a ship are unequal to
withstand the seas in a heavy gale of wind ? Indeed , these are often
secured in such a manner that an unfortunate seaman falling over-board
would be drowned , were he the most expert swimmer, before assistance
could be rendered him . Such weglect reflects discredit on the humanity
of those who employ seamen , and I hope that Captain FitzRoy will
take this subject under his fostering care . The expense of the remedy
would amount to a few pounds only .
It may be said that the seamen often behave in an insubordinate
manner, and cause great disquiet to the captains. I am quite aware of
that, but cousider that such a circumstance can be no reason for not
attending to the general comforts of the class. Indeed , it would not be
difficult to prove that much of the bad conduct of the men arises from
their comforts being neglected , and also from the harsh , violent, and
sometimes brutal treatment they receive from their officers, particularly
from the mates, who imagine that in “ blue water " they are arbiters of
marine law , and can assault a seaman with impunity upon every trifling
occasion . They ought to know , however, that they are liable to prose
cution for such assumption of power.
Some of the masters contend for the power of inflicting corporal
punishment . It is not difficult to understand that good would not arise
from such a measure ; it would be a dangerous concession, and , I think
uncalled for ; and , further, I believe that seamen would not serve in
nierchant ships were such a power exercised by the masters. Besides ,
every exertion is being made to do away with the infliction in our men
of-war, and substitute what has been termed “ moral command .” A
far better plan would be a code of rules and regulations by which the
conduct of the officers as well as the men should be controlled. It is
the want of some reciprocal law for ensuring good treatment on the one
side, and respect and obedience on the other, that really seems to be
necessary .
Although there may be no law to bear a master harmless, who, in a
case of extreme necessity , inflicts summary chastisement on a mutinous
seaman , yet when that can be made sufficiently apparent , there is no
doubt , (for there are> precedents) the judge would vindicate the “ univer
sal law of obedience in the servant , by supporting the authority of the
sea- master.
With respect to the wages of seamen , there appears to be no fixed rate,
as in ships-of-war. Why, I do not know, unless the dictate of economy
may be the cause . Like a marketable commodity , the price fluctuates
according to the demand and supply . When the seamen are numerous,
and there are few ships fitting out, lower wages are taken by the neces
sitous; but when they are scarce, and ships are waiting for hands, then
the wages rise . One of the effects of this irregularity is that, very often
the unsteady, and somelimes the entire crew, desert their ships abroad ,
for the purpose of obtaining excessive wages for the run home . Some
owners screw the men down to the least possible sum their necessities
oblige them to take ; and the Jacks , when their turn serves, become as
it were usurers. We have a recent instance of this in the American
service : the seamen at New York ( most of them , of course, British
 158 COMMANDER FISHBOURNE ON FERNANDO PO

subjects,) lately combined , demanded , and obtained 15 dollars a month .

Taking the dollar at 4s. 8d. their pay is now £3 10s. per mensem ;
which is much higher than the British merchant pays to our seamen .
I am glad to find that the Sabbath day is now observed in some ships
with decency and respect ; and that it is not unusual to find the steady
portion of a crew reading their bibles on that sacred day. This should
be encouraged by all captains as a point that will bring its own
reward, as the individuals who perform their sacred duty , are the more
likely to be obedient and respectful to those to whom they owe obedi
ence and respect.
In a small community , unanimity and good feeling, take their rise,
and are maintained principally from the conduct of the superiors ; and
the blessings they bring to the whole , are so extremely desirable that,
a man must be blind to his own comfort, or be altogether hardened and
insensible, not to exert his best efforts for their consummation . The
yielding of a little self -love, and self - importance for the furtherance of
peace and comfort, would be no obstacles to the maintenance of good
order and dicipline ; but it is obvious that to ensure these, the absence
of intemperate conduct, abusive epithets, and “ club law ," must be
banished from a ship . An acute observer maintains that he can pretly
correctly draw a conclusion of the character of the captain , from the
state in which he finds the crew . I shall not insist upon this ; but I
am quite convinced that, the captain bas his own comfort and happi.
ness, and those of his crew, very much in his own keeping.
In conclusion , I would strenuously recommend the work entitled
“ Two years before the mast, ” to be in the hands of every commander
of a ship . Its cost is one shilling only . He will therein see the delinea
tion of the Yankee skipper, Veluti in speculum , avoid his errors, and
vindicate the character of the British merchant captain .
“ Honour and shame from no condition rise,
Act well your part ;- there all the honour lies.”

FERNANDO PO AND AFRICAN ISLANDS. - From Remarks of Commander

Fishbourne, H.M. steam - vessel Alban .
( Concluded from p . 83.)
Vessels steering for the anchorage of Ascension should haul round the
north side of it, and keep at such a distance as to prevent being be
calmed , until they open the anchorage ; when they should keep close
alongshore. By this means they will fetch into a good berth without tack
ing . It is not advisable to bring Cross Hill , on which is the Semaphore,
to the eastward of S.S.E. ` E .; forthough you might do so, and be still
clear of the foul ground you would be within the influence of the rollers
which sometimes break a mile N.N.W. of the western extremity of the
bay, roll over the foul ground and so agitate the water on the anchor
age side as to render it highly imprudent to allow of a loaded boat
lying alongside.
Vessels making the land towards nightfall ought to keep well in by
the north end of the island , before dark taking the bearing of the Three
 AND AFRICAN ISLANDS . 159

Sisters Hill, easily known by there being four prominent stones on its
summit. This hill has been mistaken for Cross Hill , and in consequence
a very dangerous berth taken which the vessel was obliged to way from
immediately , and not without apprehension that a flaw might cast her
on the rocks which were quite close. Having made the Sisters, stand
on until Cross Hill opens, haul close alongshore without apprehension
till Cross Hill bears S.S.E. and anchor in 9 or 10 fathoms : Cross Hill
in the centre of the sandy bay may be a better direction as the differ
ence of compasses may throw a vessel into a bad berth from its prox
imity to the foul ground.
Water is to be obtained readily here, and seldom without fail. Many
vessels are supplied even when the rollers are in .
The rollers are said to be very capricious in their rise and progress,
but this assertion I think will fall before continued observation , and
my experience of eight months tends to show that they render to
reason a sign of their coming, if not a solution of their cause . A dis
tant ripple extending itself to north- west from the extremes of land ,
was visible from any part of the bay or island, appearing to arise from
the water outside of the island being higher than that within the bay,
This ripple was apparent from the middle of February to August,
and of greatest amount in May and June, and seems to be the result of
a N.N.Westerly current, which runs during these months. This current
divides at the southern extremity of the island, passing along either
side, and forms the rollers which flow laterally into the several bays
of the island , the southern extremity of each bay preventing a direct
inflow . Thence the direction of the roller must depend upon the posi
tion of the bay , with respect to the current .
They commence, however, generally from a direction as far to the
southward as the southern extreme of each bay will admit of, from which
direction , subsiding as they alter their direction, or sweep round the
point of the bay they disappear about five points north of their first
direction . They commence in February and become more frequent
and heavy in May and June , after which they are less in size and fre
quency , and cease in September. I have been told that rollers come in
from the north in December. This however is rare, but they are then
quite as high if not higher than at any other period .
While I believe the direction to be correctly stated , I think the
height exaggerated ; it being estimated from the effect upon the pier,
which effect must always be greater, all other things equal, than from
any other direction , on account of the more direct action, the pier being
open most to waves from north to north -west, the foul ground breaking
their force when from the westward .
The rollers were generally preceded by light and variable winds,
and followed by an increase of trade wind , ( considerable when the
rollers were highest), and an extremely attenuated atmosphere, so trans
parent that the Green Mountain certainly appeared but half its distance
from the anchorage, and this without any increase of moisture. Once
there was considerable moisture ; the mountain appeared then still
nearer , and the rollers were accompanied, if not preceded by rain .
Attention to these indications enabled me to predict the coming rollers ;
and though I inferred corresponding barometric changes, I was not
 160 COMMANDER FISHBOURNE ON

surprised at the apparently insufficient differences, on account of the

many circumstances attending to vitiate the apparent unconnected if not
corrected results . For instance the mountain being on the weather
side of the island , and the bay on the lee , the clouds condensed by the
mountain , pass over the bay in dense masses, assuming a singular con
stant triangular shape, during the aforementioned months, the apex of
the triangle being in the north- west . Though the tide may be in some
measure corrected for when regular, its height is too irregularly modi
fied by the rollers to admit of a correction . The concentrated heat in
the bay modified by the direction and force of the wind, producing a
greater or less increase of elasticity, all tend to vitiate barometric
results.
The following may go far to elucidate the causes of the above men
toined effects. Lieut . Bold in his African Guide, says, " that the
currents have northing or southing in proportion as the trades incline
towards the tropics, and their velocity is increased by an increase of
trade wind . ” Now , such must be the case at this place, during the
months of May , June , and July, when the south- east trade is extending
its northern limit further to ihe northward , and will account for the
strong ripple mentioned before, and also for the strong N.N.Westerly
current, which we found in July to be running full 30 miles in 24 hours
in smooth weather , and must have been quite 35 miles during the
stormy breezes which we experienced in June. Again the height of
the barometer in this latitude being less than it is to the southward ,
this last increased perhaps by more southing being in the wind in May
and June , together with the fact that the rarefaction of the air in the
tropics, (and being greatest here about May and June ) produce an
ascending, consequently, relieving pressure current, and to the greatest
amount during these months, will tend to induce a wave in this direc
tion from the point of greatest pressure, which must be from the south ,
while the sun is so far north of this latitude ; and from the high baro
metric state , together with the descent of the superior return current in
the southern latitudes, we may infer a wave will be propagated in the
direction of the point of least pressure which will be generally to the
northward in this Hemisphere, but I presume must be so during the
months of May and June .
If this implied want of Hydrostatic equilibrium be correct, it ought
to be greatest, or at least produce greatest effects in the winds, currents,
and rollers in the months of May and June . I find on reference to
the log, that the winds were of greatest force during the last days of
April , but still strong through May and June. The Edward of Shields
arrived here having experienced strong winds in May, and H.M. Ships
Fawn, Prompt, and Rolla arrived here early in June, having had to
contend with strong southerly winds, with a northerly current; and
referring to the remarks in the Meteorological table , I find that the
rollers were heavy , and most continuous in May and June.
To account for the change of direction in the rollers as they pass to
their subsidence, I can well imagine that, as the equilibrium is in pro
cess of restoration , the currents of air and water will decrease in velo
city , the wave also will decrease and alter its direction, till even reaction
may produce almost an opposite direction, in which cases it must roll
 FERNANDO PO AND AFRICAN ISLANDS . 161

into bays open to the north-west. The anchorage here, and at St.
Helena , being on the north- west side of the islands may account for the
rollers being said to come from the north- west ; and it is probable that
they are highest at the anchorages , from their being to leeward. The
period when the rollers are said to come in from the northward being
in December, at which time the sun is in high south declination, it
is not improbable, I think , that the pressure may be greater to the
northward than here , and hence propagate a wave in this direction.
There is a singular, and as I am told regular, process observable here,
and it appears consequent upon the rollers or their causes, which is a
beautiful illustration of a nice adaptation of a universal law to indivi
dual habitudes, and another of the many proofs of design with which
earth , air, and ocean are strewed , bespeaking a Creator, lavish in great
ness, supplying all our real wants, bounteous in goodness and truth . *
The selvage of sand round the bays where the turtle lay their eggs
is increased considerably in breadth , during the season of incubation .
• We are induced to add here the following extract, describing these rollers from
the “ Voyage of the Chanticleer,” by Mr. Webster, her Surgeon, on account of its
interesting nature ,and the cause which he assigns for the phenomenon . - Ed.
“ One of the most interesting phenomena that the island affords, is that of the
rollers ; in other words, a heavy swell producing a high surf on the leeward shores
of the island , occurring without any apparent cause . All is tranquil in the distance ,
the sea - breeze scarcely ripples the surface of the water, when a high swelling wave
is suddenly observed rolling towards the island . At first it appears to move slowly
forward , till at length it breaks on the outer reefs. The swell then increases, wave
urges on wave, until it reaches the beach , where it bursts with tremendous fury;
The rollers now set in , and augment in violence , until they attain a terrific and awful
grandeur, affording a magnificent sight to the spectator, and one which I have wit
nessed with mingled emotion of terror and delight. A towering sea rolls forward on
the island, like a vast ridge of waters, threatening as it were to envelope it ; pile on
pile succeeds with resistless force, until , meeting with the rushing off-set from the
shore beneath, they rise like a wall , and are dashed with impetuous fury on the long
line of the coast, producing a stunning noise. The beach is now mantled over with
foam , mighty waters sweep over the plain , and the very houses at George Town are
shaken by the fury of the waves. But the principal beauty of the scene consists in
the continuous ridge of water crested on its summit with foam and spray : for as the
wind blows off the shore , the over-arching top of the wave meets resistance, and is
carried as it were, back against the curl of the swell , and thus it plays elegantly
above it, as it rolls furiously onward , graceful as a bending plume, while, to add still
more to its beauty , the sunbeams are reflected from it in all the varied tints of the
rainbow ,
“ Amid the tranquillity which prevails around , it is a matter of speculation to ac
count for this commotion of the waters, as great as if the most awful tempest,
or the wildest hurricane had swept the bosom of the deep . It occurs in situations
where no such swell would be expected, in sheltered bays,and where the wind never
reaches the shore. The strong and well-built jetty of George Town has once been
washed away by the rollers, which sometimes make a complete breach over it,
although it is twenty feet above high water niark . On these occasions the crane
at its extremity is washed round in various directions, as the weathercock is turned
by the wind , and landing becomes impracticable for the space of two or three days.
Such are the rollers of Åscension , and like unto them are those of St. Helena and
Fernando Noronha . The season in which the rollers prevail is from December to
April, although they do occur at other periods, and they have been felt severely in
July. Ships at the anchorage are perfectly secure ,and they have to apprehend no
danger unless within the immediate influence of breakers. Not only are the seasong
of the rollers the same at St. Helena and Ascension , but they sometimes are simul
taneous in occurrence .
“ The Chanticleer , while at anchor at St. Helena on the 17th and 18th of January ,
ew
experienced some very high rollers , insomuch that Capt. Foster and his gig's cr
ENLARGED SERIES , NO. 3.-VOL . FOR 1843 . Y
162 COMMANDER FISH BOURNE ON

In this process of extension it becomes shelving and easy of access, after

which it appears to narrow to its original dimensions, and becomes pre
cipitous , thus affording additional space and facility of gaining it.
Of the many vessels which arrived at Ascension from England, one
only made a really good passage , owing to their going by the western
route, or in consequence of standing over to the African shore, suppos
ing no doubt that they would not otherwise fetch Ascension .
The course I should recommend , is to pass sufficiently far to the
westward of the Cape de Verds, and continue till to the southward of
their influence in order to avoid the calms, with rain in squalls which
generally obtain under their lee . Then shape a course for 16° on the
equator. This will bring you soon into the south - west wind which
obtains generally throughout the year, and which will enable you
to make southing to get out of the easterly current , the limits in latitude
of which vary from the equator to 2° north . A westerly current obtains
to the southward of this, and within narrow limits. Should you not
have crossed the line before coming to gº longitude go about if you can
make a west course by compass on the port tack, from which you will
fetch Ascension as you come up on drawing out from the African Coast.
Several steamers have taken the eastern passage to the Cape of Good
Hope , erroneously considering that they will invariably have land and
sea breezes to aid them to the southward , and that they will be enabled
to get fuel not only in sufficient quantity but with facility. The green
wood which is to be had is a very insufficient fuel for obtaining full
steanı, and even this is not to be procured without delay . It is better
far to coal at Ascension , but even this delay may be avoided by hus
banding fuel on the passage from England.
For instance let a vessel leave England with fourteen days coals on
board , and have also the ordinary amount of sail that our men -of-war
steamers have, such as the Vixen . Then working expansively and
taking advantage of the winds, she need not expend more than seven
days coal before she arrives in the south-east trade , from which she
must sail with one engine going to the southern limits which may thus
be reached by vessels such as the Vixen in eight or nine days, and the
westerly winds may be reached in one day more , having expended then
from twelve to thirteen days coal . These westerly winds will run her
to the Cape in eight or nine days, or even to a position to fetch Mauri
landed with the utmost difficulty. On our subsequent arrival at Ascension , I in
spected the meteorological journal of my friend Mr. Mitchell, the Surgeon of the
sland, and found it noted that the rollers were so violent on the 15th , 16th , and 17th
of January, that landing was impossible. Here ther , is a coincidence as to time.
“ The cause of the rollers have been speculated on , and various conjectures have
been formed of them . Some have attributed them to the effects of the moon ,
" Whom Ocean feels through all his countless waves,
And owns her power on every shore he laves .' ”
“ And others have attributed them to the tides ; but it is evident that these have
nothing to do with them . They occur in the most tranquil season of the year, when
the south -east trade wind is often very light , where the vast volume of water is con
stantly impelled in one direction . There is then a tendency to a back -set, or, a rush
of water in a contrary direction, and a tumultuous swell is produced, wherever it
meets with resistance from the islands and the banks on which they are based ,
as well as the shores of a continent. The long steep beaches of Ascension are admi
rably adapted for the full display of the effect which hasjust been described.”
 FERNANDO PO AND AFRICAN ISLANDS. 163

tius with the south-east trade in five days more . If she be bound to
China this would be advisable, though in following this route she may
have gone much to the southward of her direct course to the Cape , she
will yet have attained to a latitude in which the degrees of longitude
are so short as nearly to compensate for that but apparent great differ
ence . Now, let it be supposed that the same vessel shall have gone to
Ascension with only the same consumption of coals, or two days at least
more . If she objects to make the detour necessary to fetch it under sail,
this she cannot effect under two to six days more time . She will not
then complete her coals, in the first case under six days, and in the
second case under under eight days. She will not then reach the
Cape of Good Hope if she steer direct in fourteen days time, and
may be blown off by a south-easter, and then have to stand to the
southward under sail, her coals being expended , while if she shape
her course to the southward of a great sailing course as far as may
be without increasing her distance above that of a direct course dis
tance, she will have arrived in the westerly winds , which will run
her into the Cape, so as to insure fetching, though a south -easter should
catch her, and this in about fifteen days, perhaps with a saving of one
or two days coals, which are valuable to contend with any unforeseen
difficulties which might occur. For instance they might enable her to
steam in against a north -wester. Then suppose a similar vessel to
make the eastern passage , and to complete her coals at Fernando Po :
she will not arrive at this place till six days at least after another may
have reached the northern limit of the south - east trade ; -she will then
require six days to complete her coals ;—she will not then reach the
Cape, husbanding her coals as she may, under twenty days , for which
she must have eighteen days fuel. If she stop any where to obtain the
four days above her ordinary quantity , it will occupy fully eight days,
if not eight days will not be more than enough to allow for completing
the passage under sail .
The accompanying abstract will shew the relative values of each
route :
Probable passsges of three steam vessels of equal capacities from point of
divergence lat. 14 ° North, allowing that each has expended five days coals in
reaching that point, then
Western Passage . Days. Fuel.
+ 5
Expended as above
From divergence to north limit of south- east trade 5 1
From thence to south limit of south - east
westerly winds 1
Cape of Good Hope. 9

Total from divergence to Cape 24 115

-Ifto Mauritius without touching at the Cape 12 days more , total 36 14

If to Mauritius touching at Ascension great circle route 42 22

If to Mauritius via Fernando Po 67 36

If to Cape via Fernando Po 57 36

164 COMMANDER FISHBOURNE ON AFRICAN ISLANDS.

Eastern Passage touching at Fernando Po. Days. Fuel.

Expended as above 5
From divergence to Fernando Po 11 7
To complete coals at Fernando Po 6
From Fernando Po to Cape of Good Hope 20 18
She willrequire eight days to complete the quantity of fuel
above stated 8
Should she not complete her fuel, she will require the above
eight days to sail, and will then use but fourteen days
fuel 14

Total from divergence with expense of fuel 45 30

If she do not stop to complete her fuel 26

Eastern Passage touching at Ascension. Days. Fuel.

Expended as above 5
From divergence to Ascension 8 3
To completing fuel at Ascension 7
On rhumb -line route 14 14
Then coals being expended by sail, from Ascension to Cape 7
. Total 21 14

Great circle route 1

12 12
Then under sail 3

From Ascension to Cape . . Total 15 12

From divergence to Cape 1st route .. 34 22

2nd route 30 20
-

Left of fuel to proceed to Mauritius 2

At 2h . 30m . P.M. on the 14th of October, we left Ascension with a

light and variable trade , and generally found ourselves to the north
westward of our reckoning , for though the current as appeared in the
abstract, was but the difference between the dead reckoning and the ob
served , yet being with so very few exceptions, in one way it shewed the
direction , though the amount may not be correct . Much of the amount
however would appear to arise from the circumstance of the vessel over
running the log, and when making westing the difference was westerly,
and when making easting the difference was easterly . On the 19th of
November we arrived at the island of St. Michaels, offwhich we anchored ,
with the city bearing S.E.b.E.E., on which bearing is the best anchor
age , good holding ground , but very much exposed to winds from W.S.W.
 IMPROVEMENTS IN NAVAL ARCHITECTURE . 165

to E.S.E. Experienced considerable difficulty in weighing with patent

windlass ; bad landing, and dangerous to boats alongside, from the heavy
sea wbich sets in with southerly winds.*
Beef is easily obtained of good quality , at 3fd. per pound. We
found our chronometer 40 ' miles out owing to the concussion from firing
( possibly), it being from a jump rather than an altered rate , at least
such appeared to be the case, from our making St. Agnes at a distance
rather to accord with the old rate than with the new.
We found 3° of decrease of heat in the water on getting into sound
ings. Part, but only part of this fall of temperature arose from changes
of latitude , as appeared from the changes previously. It is also possible
that part might arise from the coming east wind , which we afterwards
experienced . This appears more probable as on the 18th we had an equal
but contrary change and a southerly wind obtained .
On the 16th of November we experienced a rise of the barometer,
and an E.N.E. by S. and S.E. wind followed, in strong squalls, indi
cating a change, and to the S.E. as the barometer fell a little.
On the 19th we arrived at Spithead .

IMPROVEMENTS IN NAVAL ARCHITECTURI.

The method of theoretic construction , which this paper is intended

partly to elucidate, differs from every one that has been as yet set forth .
It does not set out, as founded upon mathematical investigation ; yet it
will be found , whenever it shall be fully known , and examined , to be
capable of sustaining the most rigid search , under that view ; so that
it will become refined, rather than destroyed , by such a process. It
bears a very faint resemblance to some of the modes of Naval Architec
ture, already used and condemned ; but it differs from them in this,
that, while even the best of them , takes for the groundwork of its rules,
a standard necessarily not perfect, although the best that was known at
the time ; this takes for its basis a standard derived from nature, con
sequently correct. In the application of this principle, the various re
sults ascertained by science , and general experience, are taken to assist
but not to control. For several years, the naval world has been violently
agitated , between scientific and practical persons, as opposed to one
another ; not remembering, that science and practice if both true, must
agree. The truth does not appear to have rested wholly with either,
and while in their turn , they can each boast of very successful attempts ,
they have both also to acknowledge great failures.
The principle this paper sets out with is, that water, in passing
obstacles, assumes certain determinate courses, which , it is presumed,
are the curves of least resistance, under the existing circumstances. It
is not deemed unreasonable, to construct a system of designs , mainly

* So many anchors have been lost off St. Michaels by vessels being obliged to
slip their cables from bad weather coming on , that, the anchorage in many parts is
foul. So much dispute has taken place about recovering lost anchors that the
Governor gives pone up to a vessel , that is not marked with her name.-Ed.
 166 IMPROVEMENTS IN NAVAL ARCHITECTURE .

founded on the admission of this principle. There is a want of expe

riments on this subject. They are more within the reach of a nation ,
than of an individual. The writer cannot help contrasting the pains
bestowed on this subject in former times , with the apathy , that seems
to prevail now . If ever these experiments shall be made ,the writer
expects that they will fully corroborate his views . He bas been led to
his results , during long continued experiments and trials , yielding dis
coveries in their course , which gave a new direction to them , opening
such an extensive view of the subject, as to shew convincingly, and
beyond the possibility of all doubt, the universal application of the
results of the experiments, to all classes of vessels , be their tonnage small
or large.
To bring improvements in Naval Architecture to the test of fair trial
by experiment, is extremely difficult, and unsatisfactory, on account of
the various particulars, which may affect the results. The many and
even trivial matters, that may influence what is called trim , and the
lottery of circumstances, which may act, on any given trial , render
results, sometimes, so much matter of chance, that some persons have
come to the hasty conclusion , that there is no nicely required in the
form of the vessel ; and that any one , that is well trimmed , and well
handled , will perform as well, as that, which is most elaborately con
structed . It must be acknowledged that we often see facts , that would
strongly press these conclusions. Notwithstanding these occasionally
vexatious results, there is a generally ascertained , and even admitted ,
excellency , beyond, and quite untarnished , by them , in which good
results have been so generally observed, that we can no longer refer
them to accident or chance, but to fixed principles. When a peculiar
system of Naval Architecture has been found more or less successful ,
in every instance in which it has been fairly tried , we are bound to
consider it good , and worthy of further use . This has been the case
with the system , which this paper is intended , merely to glance at .
The principles of Naval Architecture, as at present established , are
generally acknowledged to be correct ; yet there are some of great im
portance, viz., the question of resistances, and the forms of least resistance,
not so well known . This system proceeds on a closer or more reasonable
consideration of these points , that has led to improvements, which it is
not the intention of the writer, at present, fully to elucidate; yet in
shewing some of the considerations, whence these improvements are
derived, he trusts they will be found based upon views sure to lead to
success .
If we consider the curves which water forms, when passing any
obstacle, or when any solid body passes through it, it will be soon no
ticed , that the shapes of some of these bodies, are not very like that
which the water assumes in its passage . Where experiments have been
made, in drawing bodies of various shapes, somewhat like a vessel ,
through the water, it has been remarked , that the water does not
2
follow the shape of the bow of the model ( when that is clunisy ) ; but
that there is an artificial bow of liquid , remaining before it, and that
the swifter mass of moving water, slides by this artificial bow of stati
onary water, scarcely taking any of it away . The same may be said
of the opposite end , where the water again closes. Again , if we view
 IMPROVEMENTS IN NAVAL ARCHITECTURE . 167

a river, in violent flood rushing past the piers of a bridge , which are
clumsily shaped , we shall, in some cases, observe a great hollow or
vacant space, for some feet downwards, where the water does not touch
the pier , but forms a different curve from it, and more like the bow of
a well formed vessel . May we not expect that these curves have at
least some approach , to those of least resistance . We shall soon perceive,
that all these curves are gentle. Nowhere in the motion of flowing
water , do we observe the suddenness of line , which we see in some
vessels . These forms are no doubt selected , in such vessels, to give
greater bulk, which they certainly do, but with an increase of resist
ance, and other opposing qualities , which eventually frustrate the
intentions, which led to the selection of these forms, and ultimately
conduce to better ways of coinbining, bulk and velocity . In the present
day , there are many pleasing attempts at such improvements. If we
can even approximate to the curves , supposed to be those of least resist
ance, in the various parts of a vessel , we shall have made an important
step in advance , which has been attempted in the method of construction
now alluded to.
We may next consider, how these primitive curves are affected , hy
their position in the structure of the vessel . Some are deep in the
water, others near the surface , while there are a few more out of the
water, not constantly immersed , yet occasionally violently struck by
the sea . These considerations may require some niodification in the
first imagined curves. In this view , we should not lose sight of the
propriety of so arranging these curves , as, while we do not lose speed ,
to produce the greatest stability and bulk, where those objects are
desired . All this has been strongly kept in view in the method pro
posed . The proportion of the ends to the middle of the vessel , in order
to avoid those violent undulations, called pitching and scending, and
at the same time , taking care not to increase the direct resistance, is a
subject of great importance in construction. Much difference of opinion
exists respecting it. Some expect much from round and spreading
forms, in the upper part of the bow, in order to upbear the vessel , when
she falls in the sea : others for the same reason , keep the lower water
lives of the bow either straight, or pretty full , but never hollow . Iti s
probable that these shapes in the bow, have not, by themselves , as much
influence on these motions, as many suppose . They are more affected
by the proportionate length of the whole structure, and by the propor
tion of the bulk of the ends, to that of the middle, with the distribution
of the weights . Weighty central bodies, appear to require fuller ends,
or greater length in thewhole structure, and finer middle bodies appear
to be injured by over full ends. The mode of construction derived from
these views nearly defines the proportionate bulk of the ends to the
middle , except in cases where it is wished to depart from the just pro
portion , for the purpose of increasing burden , although at the expense
of velocity ; or where very short and bulky forms, must be used , from
some necessity ; and even here , it produces a consistency of character,
and a unity of design , in the different parts of the structure.
It will be very important to the practical builder to consider, how
far the primitive curves should be modified, to meet difficulties in the
mechanical construction, as regards the materials. Some changes ar
 168 IMPROVEMENTS IN NAVAL ARCHITECTURE .

required , to ease the form of the timbers, in particular parts, and pro
cure a better disposition ofall the materials. This observation chiefly
affects wooden vessels, as in iron, any form that theory points out , is
readily executed . This point , although in a theoretic light of view
not so important , has also been attended to, in the system under consi
deration .
A point may here be noticed , whence improvement has been derived ,
and which seems to have escaped observation ; yet it seems of great
importance in all , but especially in Merchant vessels, which occasion
ally alter their immersion very much . It will be readily granted , that
every vessel has, at each particular loading, or immersion, some position
in the water, by the head or stern , in which it is easier to propel her ,
or in other words, a level of least resistance . As it is allowed , that the
whole has a level of least resistance, it follows, that each part of that
whole, has also a level of least resistance. If these parts agree in one
level , it must be better than where, by differing, each has a level of
least resistance peculiar to itself, and necessarily in a condition of oppo
sition among each other. An analogy may assist my view . It is well
known to constructors of optical instruments, how much the clearness
and power of a lens, or reflector, is increased when every part has the
same focus. We must therefore recognise, a most decided improvement
in the correspondence of level I have now pointed out .
There are many instances of the neglect of this, where the upper
and lower part of a vessel did not agree , and when in consequence, she
had a very different level, when light, and when loaded , and on the
whole sailed much worse than would be supposed, from an inspection
of her form . The method alluded to, takes these points into consider
ation , and provides for them . Each successive horizontal plane , should
have its centre of gravity more abaft, as it nears the surface of the
water, so that all these centres being marked on the shear draft, will
when a line is drawn through them , shew a curve, having its convexity
forwards. I would appeal to the analysis of some very successful
designs for some proof of this, and of some other points here advanced ;
although if I were to adduce a reason , it might not be so readily
acknowledged . The fact however must be recognised , examining them
according to their seat in the water, as actually found, by experience
of the best trim .
Two modes could here be mentioned by which any draughtsman,
whatever his peculiar views of construction may be, might improve his
designs, and which will at the same time shew the consistency of the
method alluded to . One respects the diagonal ribbands. They are
used in a draught , for the purpose of fairing the body , and of dividing
the space for the most judicious termination of the timbers , and the best
disposition of the planking. There are very few introduced for the
former purpose, and they often seem to have no relationship to each
other. If used for the purpose of examining the drawing at close in
tervals, it will soon be found, whether or not there is much relationship
between the different parts of the drawing . I would urge construc
tors, even of deserved reputation , to make this trial , and mark the re
sults. Another mode, relates to the proportionate bulk of the similarly
situated parts at either end . A drawing generally represents many
 IMPROVEMENTS IN NAVAL ARCHITECTURE. 169

but which are not placed at certain proportionate spaces, so that it

cannot readily be seen, whether one end exceeds the other in bulk .
Sections should be used for that purpose expressly in designing, which
may be afterwards rubbed out, to give place to the regular intended
frames . Thus, the whole length between the rabbets , on the load water
line , should be divided into eight equal spaces , marking them, so that,
those equidistant from the centre , or ends, should correspond . It will
then be seen , whether or not, the bulk is the same in the corresponding
parts, and the difference, if any , will be readily observed , even without
calculation. These modes are carefully used , in the method here men
tioned . Two mechanical advantages, are secured , by this new method .
One , increased strength , from the gently arched form ; the other , secu
rity against starting a butt, arising from the freedom from suddenness
of curvature .
This enumeration of separate points of improvement might proceed
farther. Enough is stated , I hope, to shew the advantage of attending
even to one of them. How much then , from the whole that is stated,
although it is by no means the whole , of what might be stated , relative
to the superiority of this peculiar method , which must not be taken, as
a mere theoretic projection. It has been already carried out , to an ex
tent sufficient to convince intelligent observers of its excellency , who
may be told , that the vessels in question are built on peculiar principles .
In general , as resistance is diminished , a greater degree of velocity
may be expected , and it is evident, that the vessels built on these prin
ciples have a diminished resistance. Thus, stemming a tide, or resisting
a swell , with such a faint wind , as nearly to arrest the progress of other
vessels, these vessels have glided away from their companions. Their
performance in rough water, is also conspicuously good : so much so ,
as to cause a belief, that they were much larger than their papers stated .
How can we account for these facts but on the principle alleged ?
This quality of low resistance, must be highly suitable to steamers ;
and if these improvements, and others, in the engine and fuel, were well
combined , these vessels may be expected to perform , with good effect,
voyages, which they barely get through now with great difficulty, and
at a ruinous expense . These principles may also be applied to ships
of war. There would, however, be great interference with the usual
proportions, and dimensions, chiefly resulting from this consideration ,
that, while in the usual constructions, the load water line , has no spe
cific relation to the length or breadth of the vessel , or to the area of the
midship section ; in this new method , it would be as to relative dimen
sions, rather finer, than that which is usual. In fact, in this system ,
many of the items of construction , result almost as in an arithmetic
rule , from others arbitrarily fixed . Even the forms tend to grow out
of one another as it were, from the barmony, which it is strongly neces
sary to preserve among them. The load water line, and all the other
water lines result from dimensions, and bulks, previously fixed upon ;
but never depend on the mere will of the constructor, except in the case
of modifications. These considerations might require, a serious change
of dimensions, in most classes, while in the larger ones, some modifi
cation of the pure principles , must be consented to, on account of the
limited size and strength of materials. It would be prudent, to try the
ENLARGED SERIES . - NO . 3.-VOL. FOR 1843 . z
 170 THE LOSS OF THE RELIANCE.

improvements first , in the smaller classes ; although no doubt can exist,

of their applicability to all . I cannot but think, however, that the
superiority of the British Navy will not arise from that of the ships
alone.
The reader will here pardon an observation on Iron vessels, which
seems called for. There are many advantages stated by the advocates
for Iron . I fully accord with them . In addition I would observe ,
that, if any theory of construction points out, great absolute or relative
length , which timber would be unequal to, there need , I think , be little
apprehension of undue weakness, resulting from long structures of Iron ,
if properly done ; so that the largest sizes, and the most extreme pro
portions , may be safely contemplated, in that material.
Thus I have endeavoured to glance at some of the general characters
of the natural curves of least resistance in water ,—their modification
arising from position , and sea qualities , the proportion of the ends, and
middle ,-the necessity for meeting mechanical difficulties,and particular
cases, and the uniting all the parts, in a common focus of action . I
have also hinted at modes of improving drawings on the usual plan , as
the mechanical advantages secured , and I have stated the tests of the
excellency of these plans, by striking peculiarities in their performance ;
also, the moral certainty , of their beneficial applications to steamers,
and men -of- war, when fully understood . For obvious reasons, the way
of producing these effects, is not more specifically pointed out. Yet a
conviction arises, that any constructor will 'improve his designs, by
attending, closely, to the points stated . These principles are applicable
to all vessels, and when known, present a positive certainty of improve
ment in them. I may mention diminished risk in insurance, and
greater security to life resulting therefrom ; but these points are not
appreciated in the present state of the world .
Although the time is now at hand, when the interests of all parties
concerned in ships, will be found to agree , in beneficial improvements,
such as are founded, on those harmonious combinations, upon which ,
the principles now advocated are based , dovetailing each other, in their
practical operation, for the benefit and security of the whole .
HYDRANKULOS.

VAAAAA

The Loss OF THE RELIANCE ,

THERE has been so much said, and so much written on the late wrecks
on the coast of France , that it might appear unnecessary to say more
about them, but for two reasons :
The first is, because there evidently appears a vast deal of miscon
ception on the subject : - persons with the best of motives having been
endeavouring to guide the opinion of others, themselves being uninformed
on the most important points. And the second is, that it has not yet
been stated what light it was, that was mistaken for that of Dungeness
by the Reliance . Now it is not with the view of throwing blame on
the memory of the lamented Captain Green that we enter on this sub
 THE LOSS OF THE RELIANCE. 171

ject ; but although we do not blanie him for the measures he adopted about
the time of her loss, it is impossible to acquit him of previous indiscre
tion. We have taken some pains to investigate this subject of the loss of the
Reliance, and can come to no other conclusion than that which we shall
now place before our readers. And we do so from no idle motive or
qualmish feelings of indelicacy to the memory of Captain Green , but
with the view of showing the imperative necessity, on the part of the
captain of a ship coming up Channel, of not running in bad weather,
either by day or night, (and more especially by night,) until he is satis
fied by observation of his latitude, or, has seen and made out the land
beyond the smallest possibility of doubt. Indeed, we look on the case
of the Reliance as remarkable in shewing how a commander may be
deceived to the destruction of his ship and all in her, unless he shall
bave adopted the precautions we have mentioned .
Amongst what has been written on the subject, ( for numerous letters
have appeared ,) much good sense and experience has been shewu, along
with much ignorarrance. Would any one for instance require more lights
on the coast of France, who knows, that there is not a portion of it
between C. Grinez and Fecamp, but what really is within the range
of view of one light or another that there are already twelve lights
on the coast within the above limits which include that dangerous bay
in the middle of which the Reliance and Conqueror were lost ; and
that of these twelve lights five are visible in ordinary weather from
fifteen to twenty - five miles distant. There is no portion of this coast
on which a vessel, at the distance of five miles from it in ordinary
weather, may not see a light, and with the exception of a space off
Merlimont (the place of the wreck ), one light may be always in sight,
at the distance of fourteen miles, from any part of it . No one could
desire to see more pains taken in lighting a dangerous coast than have
already been taken by the French Government in lighting their coast
between C. Grinez and Fecamp, an extent of not more than ninety-.
three miles.* But those who are not aware of this want more !
Again it might be expected, that those who do not know how many

• We will here enumerate these lights from a pamphlet long since published from
the Hydrographic Office of the Admiralty, and sold by Mr. Bate in the Poultry.
Commencing in about the meridian of Beachy Head , we have
1. Fecamp, a fixed light on Mont de la Vierge, visible twenty miles ; see also our
volume for 1836, p. 379 .
2. St, Valery en Caux , a fixed light on the western jetty, shown when there is
eight feet water in the channel , and visible seven miles .
3. Cape d'Ailly, a revolving light (of 80 seconds) seen eighteen miles distant.
4. Dieppe, a light on each mole head forming the entrance of the harbour, one of
which (the eastern) is lighted all night, and visible six miles ; the other lighted when
there is ten feet water in the passage, and visible nine miles.-See also our volume
for 1837 , p. 823 .
5. Treport, a fixed light on the western mole head, lighted when there is six feet
water in the channel , and visible seven miles.
6. Cayeux, an intermitting light on the south side of the entrance of the Somme
river, and visible fifteen miles.- See also our volume for 1835, p. 647 .
7. Point Berk , a fixed light on the north side of the mouth of the river Anthie ,
and visible six miles. - See also our volume for 1836, p.129 .
8. Point Touquet , a fixed light on the south side of La Canche river, Etaples Bay,
visible seven miles distant.
9. Point Lornel, on the north side of La Canche river, visible six miles .
172 THE LOSS OF THE RELIANCE.

lights there are , should be ignorant of the nature of those of which

they have heard . And accordingly the light of Grinez, by one writer,
is called a fixed light, while in fact it is an intermittent one, appearing
every half minute. Another writer wrongly calls Alprec light fixed ,
and says that the Reliance mistook that for Grinez light , “ beyond
any possibility of doubt,” adding at the same time , that it is not visible
more than twelve miles distant, which latter assertion is true enough ;
but admitting also that Merlimont is fourteen or fifteen miles from it
to the southward in which direction the Reliance was. Before this
writer so readily recommended Dungeness light to be changed from the
fixed to the revolving principle , he should have informed himself that
both Grinez and Alprec lights are already so.
But we do not desire to follow these mistakes with any other motive
than that of removing the wrong impressions which they must make
among the uninformed .
The information concerning the Reliance , previous to her loss, is
scanty and unconnected , but sufficient has appeared in the public prints
by stringing it together in its proper order , to follow the ship to the
place of her destruction . We know from the Captain's letter that he
had had a most tedious passage, and had been long delayed by easterly
winds, before he could get into the Channel. At length he has a fair
wird, but accompanied by foul weather, and one of the mates in a
letter to his mother dated twenty -eight hours before the event says ,
“ We are now, we believe, off the Start Point, but having had it blow
ing very hard, for the last two days , and very thick weather, we have
not been able to get an observation .” We have here at once placed
before us the leading cause of the loss of the Reliance . Other causes
contributed towards it, as is frequently the case on these occasions, and
joined as if to render the loss of the ship secure.
We may take the foregoing letter as having been written on the night
preceding that on which the Reliance was lost. But let us ask what
would have been the conduct adopted by one of H.M. Ships supposing
herself off the Start as the Reliance did , uncertain of her position , with
no observation for two days previous, while blowing hard with thick
rainy weather. Undoubtedly she would not run ; she would quietly lay
10. Point Alprec , an intermitting light, visible twelve miles. See also our
volume for 1842, p. 285 ; originally established 1832.
11. Boulogne, fixed lights, on the N.E. and S.W.jetty heads, the latter visible
four miles.
12. Cape Grinez, “ building." - Of this light we may observe that it was first
established as a fixed light in November 1837, (see our vol. for 1838, p . 133 & 365. )
October 1838, an additional intermitting or flashing light was established close to it
to distinguish it from that of Dungeness ; and in July 1842 , it was changed to a
revolving light visible twenty-four miles distant. -See our volume of last year, p . 285 .
And we distinctly refer to this light as evincing the desire of the French Govern
ment to do as much as could be expected from a civilized people . No sooner is Cape
Grinez lighted than it is mistaken for Dungeness , and both being then fixed lights
there is doubtless great probability of the mistake , considering the nature of the
tides in setting ships to the southward , thereby preventing their seeing Dungeness.
To remedy the mistake the French place another light, so that the two might dis
tinguish Grinez from Dungeness But no , mistakes are still made ; the lesser light
could not be seen , so as a last remedy Grinez becomes a single revolving light. If
wrecks still occur, surely our French neighbours have done all in their power to pre
vent them .
 THE LOSS OF THE RELIANCE. 173

by with her head either way , keeping the lead going, and as she found
her soundings decrease on approaching either the English or French
coast , would wear from it until she had recognized by seeing the land ,
or lights, or by an observation , her actual position . Such we say would
have been the conduct of one of H.M. Ships. Indeed , we know an in
stance of this occurriug in the course of last summer to a sloop-of- war
from the East India station . She was coming to Portsmouth , and was
uncertain of her position , with a fair wind, but no observation from
thick weather. She felt her way with the lead to the north shore ,
made St. Catherines and shaped her course accordingly .
We have heard it said that, the Commanders of our East Indiamen ,
are so satisfied with their own experience as seamen and navigators ( and
most excellent ones they are , we are quite ready to admit) , that ihey
seldom trouble themselves about heaving the log ! estimating their
rate of sailing , and entering it accordingly , and running in such cases
as this before us. Such is the effect of custom . It may be very incon
venient for the officer looking out to wet his fingers with the log line,
and it may be still more so to lay to for a clear, to find out the precise
position of the ship , and by so doing, to run out the time of the insurance
and lose a good market ; —but it is better to do all this than to lose a
good ship, with every one in her. Here then was the indiscretion to
the charge of which the Commander of the Reliance laid himself open .
We fully admit, as we shall presently see, that his reckoning was good ,
but the Reliance should not have run, in the circumstances under which
she was placed .
Taking the accounts in the order in which they occurred , not in that
in which they are told, ( for this is most unconnected , and most unsatis
factory, failing us in many particulars which we would desire much to
know,) the next intelligence we have of her progress is that of falling
in with a French fishing -boat in the course of the day preceding the
night on which she was lost . A French fishing-boat! Surely this
was a sufficient warning, to a reflecting mind, that to meet a French
fishing - boat in such weather, was a tolerably sure indication of the
place where she was , being nearer to the French than to the English
shore ! Had this occurred to the mind of the Captain , he surely would
have at once felt his way across to his own shore by his lead ! But
the warning was lost . She was out of Cherbourgh perhaps , or some
place near it , but in such weather a French fishing - boat would more
probably be found nearer to her own coast than to ours !
The Reliance hails her to know how the land lay ; but the answer
is not distinctly heard . The Reliance lay to expecting her to board ,
but the fisherman stands away . Some blame has been attributed to
the fisherman for this , but we cannot see the justness of it . The fisher
man may not have understood the Reliance in all probability, and com
municating might have been , in such weather, not only dangerous, but
a loss of time. This warning is lost and the Reliance stands on .
The ship is now approaching a part of the channel in which the
influence of the tides is most dangerous, the effect of both flood and ebb
being to set her to the southward . There is another cause for a southerly
influence upon her, (which has been very justly alluded to by one
writer) in the local deviation ofthe compass. It is well known that the
 174 THE LOSS OF THE RELIANCE.

greatest effects of this deviation are exerted when the ship's head is east
or west . The writer says, it is now known and allowed for in Her
Majesty's ships ; but is it so in Merchant ships ? This we cannot
say, but we know that it should be, and it is very possible that it had
its effect in drawing the Reliance to the southward of her course, down
to the French coast, notwithstanding the experience and confidence of
her Commander . *
The Reliance was now fast approaching the scene of her wreck , We
have said too in a part of the Channel where the tides are most dan
gerous ; their influence being to set a ship to the southward . We must
refer our readers to the chart of the English Channel, to the eastward
of Beachy Head , by Captain Martin White , + with which they will
be enabled to follow us in this discussion . A reference to this chart will
shew the positions of all the lights we have enumerated in the com
mencement of our remarks . A glance at a general chart of the Chan
nel, would shew that the body of the food tide running up Channel
would set directly on to the coast, between Cape Grinez and Cayeux ;
this coast as Captain Washington observed in our last number, trending
north and south ; and it is easy to see that a vast portion of water from
the westward , coming with the flood tide , and interrupted by the nar
row passage through the Straits of Dover, as well as the Shoals called
the Varne and Ridge lying in the middle of it, and unable to flow on
to the eastward, would form a kind of eddy ; and accordingly we find
this view confirmed by the arrows, shewing the circular direction of the
tide in the chart before us of Captain White.
Among those who have speculated opinions on the loss of the Reliance
and to whom we alluded in commencing our remarks , is one who writes
under the signature of a “ Brother Sailor” ; and there is so much of
downright good sense in his observations, as well as fervency of desire
to do good , that we shall extract some of them here as the best possible
information and advice we could give, resulting from the experience of
• That it is at length acknowledged to exist in Merchant ships, and that saying
a great deal , the following extracts which we shall place on record here, as they
appeared in the Shipping Gazette, of last year, amply testify .
* Bridlington . - Dec. :~Mr. Alexander, of the brig Hannah , of Guernsey,
recently on the beach near this port, wishes me to state, that on an examination
and comparison of his compasses with others, since he came in here , they prove to
be two points wrong ; caused undoubtedly by the attraction of the iron he had on
board for ballast, and which he states is the cause of his being misled , and his vessel
going on shore during the thick weather.” — Dec. 6.
“ Lyme. - Dec. 16 : 15 — Amongst the various pieces of wreck lately washed on
shore here, is a ship's binnacle, about three feet high and three feet wide , painted
green, unconnected with the companion , having brass rings on each side to lash it
to the deck ; on the starboard side, close to and level with the compass, a wooden
box was fixed, about 8 inches by 6 inches, filled with iron chain , several fathoms in
length ; which is most extraordinary , and which the sailors here cannot understand ,
as it must have had a great influence on the compass.» * -Dec . 17.
“ LIVERPOOL. – Dec . 21 :—The brig Commerce , Morgan , of and from Drogheda,
arrived here on the 19th ; was boarded on the 18th by a boat belonging to the
schooner Autumn , of Scarborough , from London for Marseilles, about twenty miles
E. of Lambay , St. George's Channel ; supplied her with a compass, her own being
found useless , supposed from the attraction of her cargo ( iron and steel).” - Dec. 23.
+ Published by the Hydrographic office of the Admiralty ,
* Possibly it may have belonged to one of the vessels lately fitted by the Astronomer-Royal
as a protection to her compass . - ED.
 THE LOSS OF THE RELIANCE. 175

a seaman . He says , after insisting on the necessity of a ship lying to ,

in bad weather, between Beachy Head and the Ness,
" I also wish to observe, in reference to so many vessels getting over upon
the coast of France, that sufficient attention is not paid to the tides, and, ' by
shaping their course too much southerly, all conibine to set their ships across
the channel. ..All this might be avoided by exercising their judgment
better by keeping nearer our own shores. I am happy to say there are a great
number who act with prudence and discretion,and invariably adopt the system of
heaving to in time, which has tended to the most beneficial results; but, there
are others who, regardless of all warnings and good examples, and an utter
conteinpt of the dangers that lie hidden in their path, run recklessly on,
perhaps to eternity, and which we have had lamentable proofs of lately. I will
put this question to the calm reflection of any person in charge of a ship , who
ever he may be -- that previous to a tempest coming on , when he has judged
he has run the length of the Head, and perhaps, not seen land nor lights coming
up Channel, whether it is not time to put his ship under easy sail, and lay her
to till daylight, get a cast of the lead now and then, see that his cables are upon
deck and nicely stowed, the ends clinched at some convenient place (for some
times you cannot get at them for the cargo ), shackles well looked after, as the
swivels are of no service ( when allowed to rust fast), to take the turns out,
have anchors all clear, &c. , and every preparation made in case of emergency ?
Theman that does not do as I have stated does not take the necessary pre
caution that he ought to do, considering he is responsible for the lives of those
committed to his care; and the greater the magnitude of the trust confided to
him the greater cause has he to act with extreme caution. I mean to assert,
fearless of contradiction, that in some ships none of these things are thought of
till they get a pilot m board. I maintain that all ought to be in readiness before
the pilot arrives. In conclusion , my humble and fervent prayer is, that my
observations may be attended to, I have done my duty in making them public,
and I sincerely hope they may tend to decrease the number of accidents and
dreadful loss of life .” - Nov. 26 .

Assuredly no better advice than the foregoing could be given , and we

are also doing our own duty when we repeat it to our seamen . We
sincerely trust that the dreadful loss of life which the neglect of it has
occasioned, will prove of service in securing its observance .
We have nothing of the further progress of the Reliance until mid
night, an hour or so, before the calamity occurred. She was not laid to
when supposed to be off the Head . We find her running on, and had
she been to the eastward of the Start Point, when the mate wrote his
letter twenty -eight hours before the wreck took place, she must have
run in that time about 180 miles, to have reached the place of her
> wreck . We are told that she had her lead constantly going for two
days ; but although the Captain might have been deceived by the depths,
still the gravel down on the south coast compared with sand , and broken
shells, and stones on the English side of the channel eastward of Beachy
Head, ought to have sufficiently indicated that he was on the French
coast . A reference to Captain White's chart, to which we have alluded,
will shew this peculiar feature, -one to which no seaman should be a
stranger. The lead was kept going, but we do not know the interval
between each cast, a very important consideration when the lead is in
question .
The first notice we have of the ship near the scene of her wreck , is
about half an hour after midnight. We say about, because as we
176 THE LOSS OF THE RELIANCE.

approach the time of the wreck , accounts become confused and uncon
nected . We are told that the course from midnight, as it was given at
12 o'clock was E.b.N. Now, as we have observed the distance from the
coast about Merlimont to a position off the Start , where the Reliance
was supposed by the mate to be, when he wrote his letter, in the first
watch of the night before she was lost, is about 180 miles ; from which
we infer ( this distance being run in twenty-eight hours,) that the ship
had been running up channel about 7 or 8 knots an hour ! We learn
also that at the time of the wreck the flood tide had just made, from
which we also infer that for the last 50 or 60 miles the Reliance must
have been meeting the whole ebb, which setting on her larboard bow,
would drift her to the southward . We are not informed what course
she was steering all this time , but as she was supposed to be coming up
with Beachy Head , her course would have been perhaps E.b.S. What
ever it might have been as she came to the eastward , in the latter part
of the first watch , she would be set down to the southward .
Mr. Kain , a ship agent at Boulogne, says in a letter to the Editor of
the Shipping Gazette of Jan. 26th .
“ During the time Mr. Dickson, the carpenter of the Reliance, remained in
Boulogne, the information I had from him was, the weather was so thick they
could not see the lights; and previous to taking the ground they had just
thrown the lead, and found six fathoms water with a very strong current
running, afterwards shelving off to seventeen fathoms :—this wasthe sand
named on the chart the Bassure Baas."

This intelligence leaves no doubt of the track of the Reliance , and

we therefore consider her to have crossed that bank, and got her depth
of 17 fathoms about eight miles in a W.b.S. direction , from the place
of her wreck , from whence a run of about four miles, would bring her
within the range of the lights of the Haut Banc de Berck, and Point
Touquet , in the bay of Etaples. And it is remarkable that in such
weather as the Reliance had , these are the only short distance lights,
which can be seen at the same time on that part of the coast. But
standing on to the eastward a vessel would soon after see also that of
Point Lornel . It was approaching this part of the coast from the
Bassure Sand on an E.b.N. course , that we consider to have been the
position of the Reliance when lights were discovered . The discovery
of the lights, diffused a feeling of joy too soon alas ! to be blighted.
The seaman O'Neill says in his narrative that, “ they had remarkably
thick and hazy weather for some days previous to the 12th , and on
Friday they shortened sail and the lead was kept going. At half -past
twelve at night, one of the crew, named Thomas, whose watch it was
on the forecastle, reported that he saw lights, and soon afterwards they
' were distinctly observed by several others, on the larboard and star
board . The second -mate, Mr. Green , was on duty at the time, and
said that those on the weather bow were a ship's lights and added ,
· Hurrah , boys , the light on the lee beam is Dungeness — we shall be
in the Downs this morning. They then steered north and thought they
were running for the Downs. Their course was E.b.N. as it was given
at twelve o'clock , when the look out was relieved. * "

* Extract from the Boulogne Gazette in the Shipping Gazette, Nov. 23 , 1842 ,
 THE LOSS OF THE RELIANCE . 177

We also find that Captain Tucker from the mizen rigging, said he
thought that he saw lights. In the position in which we consider the
ship to have then been , there is no doubt on our mind that the light
on the starboard, or weather side was that of the Haut Banc de Berck ,
and that on the larboard the light of Point Touquet, at the entrance of
the river Canche .
They then steered north, which seems to have been confirmed by the
exclamations of « Light ahead , light astern . " The Boulogne Gazette
says, “ At the same instant the haze cleared up, ( when six fathoms were
called ) and many voices sang out “ light ahead, light astern .” From
this it would appear that six fathoms was had near the shore as well
as on the Bassure shoal.
When we consider that the light on the larboard , when the Reliance
was approaching the coast on an E.b.N. course , was mistaken for that
of Dungeness, and that on the starboard for a ship's light, we can only
account for this northerly course being adopted , if it was so, to approach
the light to make certain of it . It is difficult otherwise to account for
it. Now , for a vessel from the westward expecting to make Dungeness,
E.b.N. is a very good course ; and excepting the 6 fathoms cast on the
Bassure Bank, she might be so far inshore, in the west bay , running on
that course, as to have precisely the same depths as the Reliance had .
And considering that land had not been seen since the ship had entered
the channel , and that she had been for several days without even an obser
vation , we may admit that the reckoning must have been tolerably good .
1 It is true , that it was out some thirty miles of latitude , and about
twenty-five of longitude ; but that arose from the effect of tides, and
perhaps local attraction ; tides most assuredly . Yet after all , what
does this general correctness of reckoning occasion , but a too great con
fidence, which may be exercised once too often , as in the case before us
it most assuredly was .
We cannot but think that Captain Green must have been much per
plexed with the soundings of six fathoms, and those which followed ;
but his confidence that the light , mistaken for Dungeness, was really that
light, seems to have never left him , by his giving orders soon after one
o'clock to wear ship. This was the fatal resolve ! Had the Reliance,
if she really was standing to the northward under her close- reefed top
sails, which we are told was the case , but stood on a few minutes lon
ger, the light mistaken for Dungeness would have been brought on
such a bearing as would have at once convinced her commander of the
fatal error under which he was labouring, even if the lead had not been
quickly used , and which we must admit we are not without some doubts
about.
How remarkable an instance we have before us of the readiness
with which we are too willing to accommodate our wishes , that what
we desire is realized . The light of Berck on the starboard side was
readily supposed to be a ship’s light , in order to admit of the other
being ihat of Dungeness. How fatally was the Reliance deceiving herself
in all this . But the last door for her escape was still left open ; for
with the wind as it was free and fair for her, she might still have
escaped to the northward , and have extricated herself from her impend
ing fate ; but Providence willed it otherwise ! There is nothing in the
ENLARGED SERIES.NO . 3. - VOL . FOR 1843 . 2 A
178 THE LOSS OF THE RELIANCE.

measure of wearing about to be adopted under the erroneous impression

on the mind of Captain Green , at all culpable. He had seen as he
supposed a ship's light to the southward , and he imagined he had
Dungeness on his lee bow , with room to wear and lay her head to the
wind off shore . This was perfectly justifiable, but a series of errors
had prevailed , and this was the concluding one of the whole, that
which was to discover to them their now inevitable fate .
It may be well to remember that the flood tide had commenced set
ting on shore , rendering the position of the vessel still more dangerous.
Al length they proceed to wear ship , to execute the fatal order. The
vessel is scarcely round when she strikes ! The shock indeed must
have been fearful. It is described by the man at the wheel, named
Munroe, as being terrific, “ It struck me,” he says, “ as if I had laid
hold of an electrical machine." What must now have been the feelings
of her commander can better be imagined than described . What now
would he have given to have availed himself of the opportunity which
the day before had afforded, of preserving his ship ; the opportunity
even of the last half hour which had elapsed. But it was now too
late !
Thus was that delusive veil of haze and mist , which had so long blinded
the eyes of the captain , suddenly torn aside! Thus was revealed to
this too confiding commander and his officers, the stern , the dreadful
reality of their situation ! Each wave as it spent its fury on the devoted
ship, mocking the puny efforts of the crew to avert their fate , * car
ried with it a fearful reproof for neglecting the timely warnings held
out , while it hurried the fragments of the ship to the shore, amidst the
cries,—the shrieks of those which it hurled to eternity ! Oh ! what
a scene amidst
“ The wreck , the dying and the drowned ,"
was here, at which to read a lesson to the too confident captain ! What
a place for the most experienced of seamen to learn , that with all his

* One account says “ They turned to their own resources; the weather quarter -boat
had been early washed away, the launch in midships had been totally smashed in her
position by the waves that struck theship ; the starboard quarter cutter had been cut
down three streaks in the gunwale by the mainmast and yards falling ; there was
then no safety excepting in a raft. The whole of the interior of the vessel was gut
ted ; the midships swept through by the roaring billows ; the beams even gone ; the
forecastle and poop alone remained ; they were crowded, many had even sought for
safety in the fore and main tops, which the lee rigging still held to the vessel . It
was a desolate sight. But the British seaman's energy never deserts him . The car
penter and some others collected spars to form a raft ; the third mate, boatswain ,
and ten men determined to try their fate in the only remaining boat ; the Captain
dissuaded them from the attempt, but one seaman replied “Well, Sir, we must trust
to Providence . ' • They started but had not proceeded 300 yards when a tremendous
sea struck her and capsized the boat ; for a minute two were clinging to her and all
disappeared ! A thrill of horror ran through all on the wreck who had anxiously
watched their advance . The hope of relief from the shore still sustained them till
eight o'clock when the mizen mast fell over , carrying with it the poop , and hurling
nearly all upon it into the boiling deep. The Captain , mate, and some of the mid
shipmen were on the raft , but the sea sweeping ugh the vessel, carried off spar
after spar, and prevented the possibility of forming anything stable or powerful
enough to resist the raging element around them.”
The Reliance stands No. 55 in the table of wrecks in our last number, and we have
registered the loss of 113 lives on this sad occasion ,-ED, N.M.
 THE LOSS OF THE RELIANCE. 179

knowledge, all his experience, without precaution , he may deceive him

self to his ruin , and perish with all the unhappy lives committed to his
unworthy care ! Let each commander of a ship ; --we say it with all the
fervour of that desire we have to avert from him a fate like this, con
template the condition now , of the ill- fated Reliance ; and then over
lhe havoc that is going forward , over the work of death and destruc
tion which he witnesses, there let him read the moral written by the
fury of the waves with the lives of above a hundred human beings, who
ought not thus to have met their end ; there we say , let him learn the
full value ( to a seaman in charge of a ship) of thai golden maxim ,
“ PRECAUTION IS THE Parent of Security.”
It is not our purpose to repeat again the oft repeated horrors attend
ing the wreck of the Reliance . Our object is rather to point out the
causes which led to it, with the view of warning our seamen against
falling into the same. And casting a glance at our narrative what do
we see ? We have before us a fine ship, full of life and richly laden ,
running up Channel from a wide ocean into a narrow sea, headlong in
the midst of storm and darkness, by which all vestige of land or lights
by day or night was concealed from her . We see a French vessel,
flitting like a vision across her path , her very appearance carrying a
prophetic but unheeded warning ; - we see her still standing on , no
soundings telling her ( by that appeal to them which should have been
made) that she was not on the English coast as she supposed herself ;
we see her discovering lights, and too easily satisfying herself that one
was the light she expected , and the other a ship's light ; -we see her
sacrificed with nearly all on board to the want of that precaution
against the possibility of error, which we look for but in vain .
It has been observed by Captain Washington and we fully agree with
him that the English Channel is “ as well lighted as Regent Street.”
There is no difficulty in running a ship up the English Channel . We
assert there is none whatever to a careful seaman . Let it blow for a
month with thick weather such as the Reliance had ( and that was bad
enough ), what difficulty is there in laying a ship's head to the north
ward or southward , with an attention to her drift , to the tides, to the
depths and to the soundings, as she approaches either coast . With these
necessary precautions and those pointed out in the letter of a Brother
Sailor, which we have quoted , a ship may take care of herself, to be
ready to avail herself of some interval of clear, when the land, or a
light may be made out ; but not by running blindly on to it . Whether
any, or what precautions were taken by the Reliance, respecting her
anchors we cannot say ; but it is clear, that when she was once aground
her anchors were useless. Had she anchored as Captain Washington
observes, instead of running on when lights were first seen , she might
have rode it out.
The subject is one, on which we have felt it our duty to dilate, and
give full vent to those feelings which it has occasioned . These losses
must not occur. Our ships must not be thus cast away on the French
Coast, and pointed at by our neighbours as so many proofs of the igno
rance , the incapacity of our most experienced commanders. To say
nothing of the dreadful loss of life and property they occasion , what
are they after all , but so many instances of disgrace to us ? and are
180 THE LOSS OF THE RELIANCE .

they not so many proofs to all the world that our Commanders do not
know how to handle their ships better ? We tell them then that these
things must not be : there are causes enough for the loss of our Merchant
ships, but they must no longer be thrown away thus on the French
Coast . *
One more remark and we have done . It is quite clear that Grinez
light had nothing to do with the loss of the Reliance, but there is a
feature attending it which ought to have been known at the time of her
wreck . In July, instead of being a fired light as previously it had
been , the light of Grinez became a revolving light . It is very probable
that even this was unknown to the Commander of the Reliance, and
had he even made Grinez light, he might have mistaken it for that of
Beachy Head , as has been recently most unaccountably done by a man
calling bimself a pilot, while in charge of the Curaçoa ; and which mis
take, but for the seamanship of her captain , no less promptly decided
upon than exercised , saved his ship. Some would have us employ
more pilots, but here is an instance of what faith may be placed even
in them . For our own part , we consider that every commander of a
ship should know with his chart before him , sufficient of the channel
himself to be able to exercise control over his pilot , rather than allow
himself to be blindly led to destruction by his ignorance. But again ,
how completely does this alteration in the subject of channel naviga
tion , render it imperative on a Commander arriving from abroad, to
take every possible pains of instructing himself from the earliest source ,
where he can obtain information on the changes of this nature that may
have taken place in his absence.
To show how necessary this is , and how cautious under any circum
stances , Commanders of ships should be even in this apparently unim
portant particular, here is an instance from the Shipping Gazelle of the
3rd of February :
“ Dumfries.- Feb.1 :—The George M’Leod,reported yesterday as wrecked ,
belonging to Messrs. Huntley and Leishman , of Glasgow . The crew saw the
light on the Little Ross, and as it has been erected since they sailed from
Glasgow they did not know it, but took it for some light in the Clyde.
About five o'clock on Sunday morning, betwixt Balcars Bay and South
erness, the ship struck on the sand bank of Drumroff, whilst lying to ."
And we may briefly add was subsequently lost .
We have now said enough . We have raised our voice in words of
warning on this painful subject. We have dwelt on it , pot with more
prolixity than we consider it to deserve ; we have done our part towards
preventing a recurrence of those disasters which we have said must not
The nature of the coast on which the Reliance was lost, is thus described by one
of the writers to whom we have above alluded , “ From Point d'Alprec , the head
lands slowly sink into a low beach, extending southward to the Somme. In
westerly gales the sea breaks with terrific force upon this shore ; it has always been
fatal to shipping, yet strange as it may seem more fatal to the land ; for the sea sand
driven inland, has covered more than 6000 acres of rich land to the depth of from
20 to 100 feet within the district of Buulogne alone ; and the same desert extends
southward and is continually extending, Underneath this sea of sand lie buried
country houses , farms , villages, churches, and seaports in former times filled with
shipping. The French rnment have made any attempts to arrest this pro
gress of ruin ; vast sums have been expended on these shores under able engineers,
but all in vain , nature has ever proved too strong for art, "
 BOTTLE PAPERS . 181

be ,—which we must not be disgraced by a repetition of ; and we trust

with the same sincerity which has called forth the warning of a “ brother
seaman" that we shall not have raised our voice in vain .

Bottle PAPERS.
We have occasionally laid before our readers, as they have come to
hand , the particulars of papers found in bottles, sent adrift on the ocean ,
for the purpose of determining the direction and strength of currents.
The device is one belonging to modern times, the earliest proposal of it
we have met with being about the year 1801 , and the date of the
earliest bottles found being 1809. We shall not stop now to discuss the
utility of these messengers, which would naturally involve the consi
derations of direction of the wind and sea , and the time they might lie
unheeded on the strand to which they have been carried , but we are
content to lay them before our readers with a chart to show their rela
tive courses. In some future numbers we shall copy the contents of the
papers themselves, among which will be recognized no doubt some old
by -gone records highly interesting to their authors, as having survived
the perils of their voyage, and been snatched from the “ wreck of
time ," to tell their own tales.
With respect to the courses on the chart we have a word or two to
say. The lines drawn ( it will be at once seen ) must not be taken as
the actual tracks of the bottles , as the line of No. 46 will at once show :
but, are merely intended to connect the point of departure with that of
the arrival of the bottle , the rest being left open to opinion and specu
lation . Thus it is most probable that No. 46 ran the gauntlet of the
West India Islands and the Gulf of Florida , in its circuitous course to
the Channel islands. Indeed they all present a fair field for discussion ,
in which, should our readers be inclined to indulge themselves, they
shall be heard .
Although we have levied contributions from every source within our
reach , and would wish to have registered the track of every bottle
found , there are no doubt many still that have evaded ris . And as we
have now provided a receptacle for them , we shall be thankful to any
one who will send us hereafter any of these interesting attempts at
gaining information on a point which is so important to navigation .
The columns of the table speak for themselves , but by way of brevity
we have registered the latitudes and longitudes where the bottles were
> thrown into the sea in degrees and tenths.
H.M.S. Favorite, Dec. 14th, 1833, at Sea .
Paper No. 1 . Lat . 49 ° 2 ' N. long ., 5 ° 48 ' W.
I write this letter in order that I may find out the current: let me know if
ever you receive it. It is a fine day for the time of year, but we have a foul wind.
EDWARD Beauchamp PROCTOR.
Note by the person who forwarded the letter. " This letter has been found
at Berk , on the Coast of France, twenty -five miles south of Boulogne, this day,
4th of January, 1834." This accounts for so many vessels being lost on this
coast. Since the 1st of September last five ressels have been wrecked in the
space of about three miles.- Nautical Magazine, vol . 1834 , p. 130.
The year 1842 and 1843, appear to be as disastrous as 1833 and 1834.- Ed.
( To be continued . )
 182

Bottle Papers.
WHERE LEFT . WHERE FOUND . Inter
val .
No.

Shifs . SIGNATURE Lon

When , Lat.
N. W Coast . WHEN
Yrs . Days
O
1 Favorite Proctor 14 Dec.1833 49.0 5 :8 France 4 Jan. 1834 21
2 Lydia Petree 7 Oct. 41 | 47.0 7.0 France 23 Nov. 41 47
3 Grahm Moore 6 July , 21 4767 7.7 France 15 Sept. 21 70
3 a Benbow 2 May 42 46.8 7.7 France July 42 60
4 Britannia 5 Sept. 35 C.Clear Cornwall 11 Oct. 35 36
5 Hope Pende r 31 March 38 50.2 9.7 Franc e 31 May, 38 61
6 Arrow Sullivan 14 July 3848.5 9.4 France 25 Feb. 39 226
7 Malabar 6 Aug . 384 3: 4 9.0 Africa 8 Jan. 39 155
8 Dead Whale Brooking 8 May 34 41.7 9.0 Portugal 6 June, 34 29
9 Gunboat Rebuff 25 Oct. 1039.7 | 9.6 Cadiz 19 Nov, 10 25
10 Cashltn Park Park 27 July 27 48.6 10 : 3 France 21 Dec. 37 10 146
11 Chanticleer 3 May 41 44.6 11.1 Galicia 16 Nov. 311- 197
12 Osprey M'Gill 1 March 2249.6 12.5 Wales 6 April , 22 36
13 Erebus Ross 14 Oct. 3939 :3 12:7 Spain 19 Dec, 39 66
114 Emerald Nockells 17 Dec. 3136 :7 12 :5 Anegada 8 Jan. 33 1 22
151.ady Louisa Pallant 2 Feb. 30 45.0 13.7 France 14 Oct. 39 254
16 Catherine Wallace 25 June 1744 : 0 13.7 Finisterre 10 Nov. 17 138
17 Morning Star 42.7 13 :1 Portugal
18 Kinnear Mallard 26 July 35 44.5 14 :0 Tenerife 28 June, 6 337
19 Freeland Midgley 11 Feb, 33 41: 8 14 :4 Vigo | Mar. 33 18
194 W. Maning Huskisson 9 Sept. 1035 :0 14:4 Hispaniola 19 Oct, 15
20 Baretto , Jun . Marshall 9 Dec. 3944.8 14 : 3 England 12 Feb. 40 65
21 Wallace Robertson 12 April , 35 52.2 15: 0 Ushant 20 Aug. 35 130
22 Thetis Bissett 18 Jan. 4150 : 8 16 :0 Hebrides 3 April, 41 75
23 Mary Lock 12 April,32 48.5 16 :9 France 4 Mar. 33 327
24 Tyne Hope 4 Jan. 34 46.6 16 : 9 Devon 16 Mar, 34 71
25 Symmetry Smith 9 June , 25 Madeira Turks I. 9 June, 35 10
26 Maitland Hodgson 22 April , 38 49:1 18.3 France 25 Feb. 39 309
27 Kent W. L. 19 Aug. 36 50: 3 19.0 France 23 Dec. 36 126
28 Niger Merret 7 Aug. 39 18 2 18.9 Quiberon Feb. 40 177
28a Bolivar 29 Aug. 4046 : 9 18 :6 Dec. 40 94
29 Mary Lock 17 April, 32 44.2 18.0 France 21 Feb. 33 310
30 Flora Shaddok 29 July , 4043.9 18.6 Cuba 1 April, 42 1 246
31 Ibbitson of Stockton 5 Nov. 26 55.5 18 : 3 Killala 3. Jan. 27 5
32 Leeds Sprague 25 June , 28 19.8 20 • 4 Scilly
33 President Scott 26 May, 36 18.5 19 •6 France 1 Oct. 36 128
34 Virginia 16 June, 38 42 2 19:3 Cork Aug. 38
35 Kate Cresswell 27 June, 25 24: 0 19.0 Cuba 28 Nov. 26 1 154
36 Gambia River 3113.5 Virgin I.
37 Persian Mallard 23 Oct. 34 17 :1 20.4 Ireland 13 Feb. 35 113
38 Albert Robertson 24 Jan. 22 17.3 21.9 Somerset 29 July, 22 186
38 a Fanny Palmer 16 Feb. 1230.0 23.0 Penzance 4 Mar. 13 1
39Ardent Duncan 22 Sept. 24 57.0 24.5 Lewis 12 Mar. 25 171
39 a Superior Manson 13 May, 4253.8 24 : 0 Dunnet H. Nov , 42 175
40 Enterprize 5 June, 32 15'1 24 :3 France 17 April, 33 316
11 Thunder Owen 24 July, 33 28.4 25.5 Bahamas 12 Dec. 34 I 141
41a Pr. Elizbth 6 Sept. 08 14 : 7 25 : 0 Martinique 18 April , 09
42]W.Lockerby Parker 22 Jan. 38 14.125.2 Grenadines 10 July, 38 169
43 Osprey 28 Mar , 20 5 : 2 24 •7 Martinique 13 Feb. 21 322
44 Stratford Locke 21 Jan 36 4 : 1 24.3 Barbados 8 June, 36 139
45 Osprey 17 Jan. 22 0-2 15.6 Trinidad 28 July , 22 192
146 Ldy Montagu Poore 15 Oct. 20 77 8.6 Guernsey 6 Aug. 21 295
47 Mary Godfrey 122 Mar. 40 47.3 27.4 Clare I. 11 July , 401– 111
47 a Orbit Boot 16 Nov , 11 46.8 27.0 Ireland 3 Oct. 2
48 C , Dunmore Robertson 8 Mar. 28 27.4 28.0 Bahanias 19 May , 29 1 72
49 Two Brothers! 121 Nov. 26 17 0126:0 Crooked I. 8 Dec. 271 1. 17
 BOTTLE PAPERS . 183

WHERE LEFT . WHERE FOUND , Inter

No, Ships , SIGNATURE val .
WHEN . Lat. Lon . Coast , When .
N. W. Yrs . Days

50 Dk Mrlbro ' Thom 14 Oct. 20116.4 26.5 Hayti 24 July, 21 283

51 Wellington Liddell 10 April, 3615.3 27:4 NW Azores 21 Mar. 40 3 346
52 Wellington Liddell 11 April, 3617.9 29.0 Abaco 1 Jan. 37 265
53 Romulus Crawford 27 July, 1957.8 30 •7 Shetland 14 Nov, 19 110
54 Spermaceti 24 June, 40 40.2 30.8 Hebrides 26 Aug. 40 63
55 Mary Locke 29 Jan. 3614.5 34 : 4 Jamaica 2 Nov. 36 278
56 Helen Butm a 10 Sep. 34 47'3 33.6 Scilly 8 Mar. 35 179
57 Stratford Locke 29 Jan. 3614.5 34.4 Jamaica 2 Nov. 36 278
58
59 Sandwich Squire 1 June, 2150 •3 36.4 Hebrides 2 Dec. 21 194
CO Sisters Pittman 17 Sep. 28 44 :136 :9 Biarritz
61 Isabella of Leith 2 April, 3523.3 37.8 Tortola 13 Sept. 36 1 164
62 Echo Belcher 1 Jan. 3717 3 36.6 Antigua 16 July, 37 196
63 Amazon Brodrick 3 Aug. 4050.6 38.0 Ireland June, 41 30 )
64 J , Cropper Marshall 10 Jan. 24 483 38.1 Mounts 3 , 12 Feb. 25 i 33
65 Blonde Hall 23 Sept. 26 43.5 38.5 France 15 June, 42 15 285
66 Thunder Owen 1 Aug. 33 13.3 39.2 Mosquito 5 Mar. 34 216
67
68 Julia Davidson 6 Nov. 21 6.0 40.0 Tobago
69 Seine 18 Sept. 11 50 •7 40 :3 Kerry 18 June, 12 274
70 ThreeSistrs Pollock 20 July, 2441.0 42.0 Mounts B. 12 Oct. 25 i 86
71 Opossum 2 June, 3927.2 42 : 0 Bahamas 22 May 42 2 354
72 Georgia Baugh no date 43.0 49.0 Finisterre no date
73 Albion Thompson 20 Oct , 36 /41.3 43:9 Hebrides 7 Nov. 38 2 18
74 Blonde 28 Sept. 26 43.5 38.5 France 16 June, 41 14 261
75 Brit. Queen Hamilton 10 Aug. 3843 :9 44.5 Nieuport 15 Oct. 38 66
76 Royl Union Grant 27 Sept. 22 48.2 45.2 Scilly 00 Dec , 22 75
77 Hecla Parry 16 Jan 1958.2 46.9 Tenerife 29 July, 21 2 43
78 Helen 47.0 47.3 Scilly
79 Egardn Cstl Pittman 7 July, 2545.7 47.0 Andros I. 10 May , 29 3 297
80 Sarah Mickle 29 May, 25 49.0 48.2 Somerset 14 April, 36,10 321
81 Elizabeth J. E. 15 Aug. 1947.0 49.2 Rathlen I. 21 June, 20 311
82 Victoria 13 Aug. 34 15.0 50.0 Lands End ( 16 Mar, 35 - 215
83 Alexander Parry 27 May, 1859.1 52.3 Staffa 28 July, 19 1 62
IIIII

84 Alexander Parry 29 May, 1862.0 54.0 Donegal 19 July , 19 1 21

85 London Wreck 61.5 57.0 Orkneys 20 Mar. 18
86 Fury Parry July , 2162.1 62.5 Donegal 9 Mar. 22 252
87 Merioneth Morris 27 July , 20 62.2 19.5 Bute 4 Sept. 20 70
86 Hecla Parry 22 May , 1959.) 6 : 9 Norway 21 Sept. 19 122
89 Racehorse Home 20 May, '35 8.6 52 :0 St. Vincent24 June, 35 35
90 C. M'Crthy Field 15 Oct. 24 22.0 53.5 Salvador 29 May, 25 226
91 W. Miles Pike 18.5 37 : 3 S.Eustatius 26 Feb, 39
92 Racehorse Home 26 May , 35 1 : 3 47.8 Tobago 15 July, 35 50
93 Emma 17 June, 38/ 11.1 58.8 G. Cayman 27 Aug. 38 71
94 45.0 60.0 Cornwall
95 Racehorse Home 16 April, 3611.5 61.5 Maracaybo 3 May, 36 17
96 President Bradshaw 12 July , 34.35.6 62 : 8 Bahamas 1 Dec. 34 142
97 Newcastle Napier 20 June, 1938.9 64.0 Ireland 11 June , 20 365
98 Newcastle 20 June, 1939.2 63.9 Azores 20 May, 20 335
99 Osprey Kisningh’m 21 April, 4031•1 63 4 P. Rico 14 Jan. 40 54
100C. Heselstn Young 4 May, 4 ) 28.6 64 : 0 Bahamas 12 Mar. 42 312
101 Racehorse Home 17 April , 36 12.2 65.8 Bonaire 22 April, 36 5
102 Fr. Spaight Nov, 35 F. Ventura May , 36
103
104 Romney Brown 13 May, 33 42: 2 66'4 Nova Scoti. 13 June, 33 31
105 S. America Mar. 33 10.5 68.0 Lancashire 34
106.J. Esdaile King 28 July, 2136 :971 8 Lancashire 5 Dec. 22 1 130
106a Dispatch Chouder 14 May, 38 39.2 72 :7 New York 25 June, 38 42
107 Robert Coulter Alto Vela Florida
184 BOTTLE PAPEKS .

WHERE LEFT WHERB Found.

Inter
No. Ships. SIGNATURE When . Lat. Lon . WHEN , val .
N. W. Coast .
Yrs.Days
D
108 Chanticleer Austen 23 Feb. 31 15 : 5 76.0 Yucatan 20 April , 31 561
109 Lark Smith 20 July, 39 16.0 76.3 Mexico 25 Mar. 40 249
110 Dove Kehoe 16.0 78.5 Ireland Aug. 37
111 Thunder 10 Mar, 34 Sera'nilla Honduras 23 April,34 44
112 Lark Smith 21 May , 40 16.4 82.5 Mexico i Nov. 40 164
113 Thunder Barnett 29 April , 40 OffC hagrles Belize 1 Oct. 40 155
114 Lark Smith 29 Nov. 38 25.5 79.3 Madeira 2 Oct. 40 3 300
115 Lark Smith 12 July, 38 24.5 83.2 Florida 20 May, 39 312
116 Briton Gordon 2 Feb. 30 27.9 84.7 Florida 12 Oct. 30 252
117 Lark Smith 31 Jan. 38 2007 85'6 Galveston 26 May, 39 1 115
118 Thunder Owen 25 May, 34 17.7 86.2 Yucatan 3 July, 34 49
119 Pilot 13 Jan. 4023.7 87.6 Texas 16 Sept. 40 37

Retirement of Mr. Robert Stevenson. The following general order has

been circulated on the occasion of this gentleman's retirement.
The Commissioners of Northern Lighthouses have to intimate to the Light
keepers, and officers in their service, in the department of the Engineer, that
Mr. Robert STEVENSON , who for the long period of nearly fifty years has been
connected with the Lighthouse service, and for forty years has discharged the
duty of Engineer to the Board , has retired from the service. The Commis
sioners could not allow this occurrence to take place without expressing to Mr.
Stevenson, as they now do to their lightkeepers, and officers in his department,
the high sense which all the Members of the Board entertain of Mr. Stevenson's
services, during the long period he held the office of Engineer - being satisfied,
that to ! : is skill, attention , and zealous anxiety to promote the welfare of the
Establishment, is in a great measure to be attributed the present admirable
system in which the Lighthouses under their care are carried on . The Annual 1
Reports made by the Engineer, of the regular, steady, and correct discipline of
the Light-keepers, and Officers in his department, --the only mode in which
such a service as this can with efficiency be maintained,-has at all times
afforded the greatest satisfaction to the Board ; and in announcing that Mr.
Alan Stevenson , a gentleman in every way highly qualified for the situation ,
has been appointed to succeed as Engineer to the Board , the Commissioners
beg to state that they have conveyed to him their desire that the sameadmi
rable system adopted by the late Engineer should be continued ;-—and they
trust they have only to express their hope, that by the same scrupulous fidelity
in the discharge of their important duties, and strict attention to the orders of
the present Engineer, the Light-keepers , and other Officers in his department,
will maintain the high character they have so justly acquired .
By order of the Board,
Northern Light- Office, ALEX. CUNINGHAM ,
Edinburgh, 14th Jan., 1843. Joint Secretary

MALTA.-- On the 31st ult. the Formidable, of 84 guns, was hove down to be
examined. Upwards of 800 men have been employed in the work. About
nine feet of the lower part ofher sternpost was found to have been carried way
six feet, or thereabouts, of her gripe and stem . Nearly the whole of her false
keel was gone, and some 50 feet of her main ; her rudder was gone, and a
quantity of dead wood ; the copper was in several places rubbed off her side.
Axes were instantly at work to cut away the use wood, and the copper was
here and there stripped off to examine her more closely . In fine, after a hard
day's work , she was righted again, and floated , moulds having been taken of
the required repairs. She was hove down again on the 3d inst., and her
repairs commenced . - Hampshire Standard .
3
KT
 185

Captain FitzRoy's Bill .

A Bill for REQUIRING AND REGULATING THE EXAMINATION OF MASTERS AND

Chief Mates of MERCHANT VESSELS.

(Prepared and brought in by Captain FitzRoy , Mr. Alderman Thompson, and

Mr. James Oswald. ]
[ Note. — The words printed in Italics are proposed to be inserted in the Committee .]
Whereas many vessels have been wrecked , and other serious accidents have
happened, by which much property has been destroyed, and many lives have
been lost in consequence of the defective knowledge or misconduct of persons
in charge of such vessels : And whereas, with a view to diminish similar evils
in future, and because in the Mercantile Marine, increased as it has been of
late years by steamers as well as sailing vessels, masters or mates are sometimes
so suddenly wanted that their fitness for employment às such cannot be always
known ; it is expedient that provision should be made for ascertaining the quali
fications of persons to be so employed hereafter, and for requiring and regu
lating their examination :
Boards to be appointed, &c.
May it therefore please your Majesty, that it may be enacted ; and be it
enacted, by the Queen's most excellent Majesty, by and with the advice and
consent of the lords spiritual and temporal, and commons, in this present par
liament assembled, and by the authority of the same, that as soon as conve
niently may be after the passing of this act, boards shall be appointed , in
manner hereinafter provided, for the examination of persons desiring to qualify
for the office of master or chief mate of a inerchant vessel, one of which boards
shall sit at each of the following places, that is to say , London , Liverpool,
Bristol, Hull, Plymouth, Glasgow, Cork, Belfast, Newcastle or Sunderland,
and Aberdeen or Dundee.
Constitution of the Boards.
And be it enacted, that the board to be appointed to sit at London shall
consist of four examiners, and shall be attended by a secretary and clerk ; and
that each of the other boards shall consist of three examiners, and shall be
attended by a clerk.
Principal Examiner and Secretary.
And be it enacted, that one of the examiners of the London board shall be
called the principal examiner, and shall be a person having an accurate know
ledge of theoretical and practical navigation, and who shall have been at sea at
least ten years ; and that such principal examiner shall be chosen by the
master, wardens, and assistants of the guild, fraternity, or brotherhood of
the most glorious and undivided Trinity, and of Saint Clement, in the
parish of Deptford Strond, in the county of Kent, commonly called “ The
Corporation of Trinity -house of Deptford Strond," and shall be subject
to the approval of the lords of the committee of privy council , appointed for
the consideration of all matters relating to trade and foreign plantations, and if
so approved, shall be by them appointed to be the principal examiner ; and
that the secretary of the London board shall also be chosen by the corporation
of Trinity-house of Deptford Strond , and shall be subject to the approval of the
lords of the said committee of privy council, and if so approved shall be by
them appointed to be such secretary : Provided that such secretary shall,
previous to his appointment, give security for the due performance of his duties,
by himself and two approved sureties ( jointly and severally), to the amount of
one thousandpounds.
ENLARGED SERIES . — NO . 3.-VOL. FOR 1843 . 2 B
186 CAPTAIN FITZROY'S BILL .

Qualifications of the other Examiners.

And be it enacted, that the three examiners of the London board ( other
than the principal examiner) and the three examiners of each of the other
boards, shall be experienced seamen , qualified in manner hereinafter men
tioned ; ( that is to say) that one of the examiners of the London board ( other
than the principal examiner), and one of the examiners of each of the other
boards, shall have commanded a vessel or vessels in the merchant service at
least seven years, and shall have been in the Pacific and Indian Ocean ; and
that another of the examiners of the London board (other than the chief
examiner), and another of the examiners of each of the other boards, shall have
been at least seven years in the coasting trade of Great Britain, and shall have
commanded a vessel or vessels in the merchant service at least seven years ;
and that the remaining examiner of the London board, and the remaining
examiner of each of the other boards, shall have commanded a steam -vessel
or steam - vessels at least three years, and shall have been at sea at least four
years in a vessel or vessels not worked by steam.
Provided nevertheless, and be it enacted, that the qualifications of the prin
cipal and other examiners may be altered and varied from time to time at the
discretion and by the authority of the lords of the said committee of privy
council.
And be it enacted, that the examiners of the London board (other than the
principal examiner), and the examiners of the other boards, and the clerk of
the London board , and the clerks of the other boards, shall be elected by the
shipowners of the districts for which they are respectively to act, in manner
hereafter provided; such examiners, nevertheless, heing persons duly qualified
as aforesaid ; and every person so elected to be an examiner or clerk shall be
examined by the corporation of Trinity -house of Deptford Strond, and also by
the principal examiner ; and upon its being certified under the hand of the
master or deputy -master of the said corporation of Trinity -house of Deptford
Strond, and under the hand of the principal examiner aforesaid to the lords of
the said committee of privy council, that such person is competent to fill the
office of examiner or clerk to which he shall have been elected as aforesaid , he
shall ( if approved by the lords of the said committee of council) be by them
appointed to such office : Provided, that in case any person who shall have
been elected to the office of examiner or clerk as aforesaid, shall not, in the
opinion of the corporation of Trinity-house of Deptford Strond, and of the
principal examiner, be competent to fill such office, or shall not be approved
by the lords of the said committee of council, then and in such case another
person, qualified as hereinbefore mentioned , and duly competent, shall be
elected to such office in manner hereinafter provided, and so from time to time
as often as occasion may require.

Division of the Ports, 8c. — Districts.

And be it enacted, that for the purpose ofthe election of examiners and
clerks, the coasts and ports of Great Britain and Ireland shall be divided into
the districts hereinafter mentioned, and that each district shall comprise all
ports and places lying between its extreme limits, and that such districts shall
be as follow , that is to say
The London district, to extend from Cromer to Portland Bill ;
The Plymouth district, from Portland Bill to Ilfracombe ;
The Bristol district, from Ilfracombe to Strumble Head ;
The Liverpool district, from Strumble Head to Longtown;
The Glasgow district, from Longtown to Cape Wrath ;
The Aberdeen and Dundee district, from Cape rath to rer Adder ;
The Newcastle and Sunderland district, froni River Adder to Flamborough
Head .
The Hull district, from Flamborough Head to Cromer ;
 CAPTAIN FITZROY'S Bill . 187

The Belfast district, to comprise all ports and places on or near the coast of
Ireland, lying north of 53 degrees north latitude ; and the Cork district, to
comprise all ports and places on or near the coast of Ireland, lying south of
53 degrees north latitude.
And be it enacted, that the meetings for the election of examiners and clerks
for the respective districts of Aberdeen and Dundee, and Newcastle and Sun
derland, shall take place at such one of those towns respectively in each district
as the lords of the said committee of privy council shall from time to time (by
notice to be advertised in the London Gazette) appoint, and who shall also in
like manner appoint at which of the said places the respective boards for the
two last-mentioned districts shall sit; and that all meetings for the election of
examiners and clerks for the several other districts shall be held at the place
from which the district takes its name.
Provided nevertheless, and be it enacted, that the number of the Boards of
Examiners, and the number and boundaries of the districts for which they are
to act, and the places at which they shall sit, may from time to time be altered
and varied as may be deemed for the public advantage, at the discretion and
by the authority of thelords of the said committee ofprivy council, provided
that notice of any such alteration or variation be given by advertisement in
the London , Dublin, and Edinburgh Gazettes.
Election of the Examiners.
And be it enacted, that in order to the election of the first examiners (other
than the principal examiner aforesaid) and the first clerks to act in the execu
tion of this act, the lords of the said committee of privy council shall cause to
be notified to the Lord Mayor of London , and to the mayor or other chief
magistrate of each of the other places where meetings for the election of
examiners and clerks are, in pursuance of the provisions herein contained , to
be held, that he is to proceed with all convenient speed to call a meeting for
the election of three examiners and a clerk, such examiners to be duly qualified
as hereinbefore mentioned ; and in any case where a vacancy shall have
occurred by death, resignation, or removal from office, in the office of examiner
or clerk, of any of the said boards (other than the principal examiner aforesaid ),
the lords of the said committee of privy council shall cause it to be in like
manner notified to the Lord Mayor, or mayor, or other chief magistrate afore
said , of the place where the election for such examiner or clerk is to be held,
that he is to proceed with all convenient speed to call a meeting for the election
of an examiner or clerk ( as the case may be), such examiner to be qualified
as aforesaid .
And be it enacted, that the Lord Mayor of London, or the mayor or other
chief magistrate of each such other place as aforesaid, on receiving such notifi
cation as aforesaid, shall and he is hereby required to call a meeting of the
shipowners of the district, to be held at some conve ent place in the city,
town, or borough, at some convenient time, at an interval of not more than
three weeks from his receiving such notification as aforesaid , and to be adver
tised by notice in one or more newspapers usually circulated in London, and
also ( where the election is for any other than the London district) in one or
more provincial newspapers usually circulated in the place where such meeting
is to be held, for the purpose of electing an examiner or examiners (duly
qualified ), or a clerk, or both, as the case may require, for the board of that
district.
And be it enacted, that at such meetings the managing owners of all British
vessels belonging to ports within the district, and being vessels trading over
sea,of whateverburthen, or being coasting vessels of above fifty tons burthen,
shall be entitled to attend, and that at such meetings every such managing
owner shall have one vote for each vessel trading over sea of whatever burthen,
and for each coasting vessel of above fifty tons burthen, of which he shall be
the managing owner, and which shall belong to a port within the district, and
188 CAPTAIN FITZROY'S BILL .

that such votes may be given personally or by proxy, such proxy being a
person qualified to vote at such meeting in his own right.
And be it enacted, that at each such meeting the Lord Mayor, or mayor or
other chief magistrate of the place, or some person to be appointed by him in
his place, shall preside, and that the vote shall be given by show of hands, or
by an open poll , if demanded.
And be it enacted , that if at any such meeting five persons at least shall not
attend within one hour from the appointed time of meeting , the meeting shall
be adjourned by the chairman to that day week, of which adjournment at least
three days ' notice shall be given , by advertisement in manner hereinbefore
provided, and so from time to time as occasion may require.
And be it enacted, that within five days after any election shall bave taken
place, the Lord Mayor, or mayor, or other chief magistrate aforesaid, shall
return the name or names of the person or persons elected to the lords of the
said committee of privy council, who shall thereupon require the examination
of such person or persons by the corporation of Trinity -house of Deptford
Strond, and by the principal examiner.
And be it enacted, that every person elected in the office of clerk shall,
before his appointment, give security for the due performance of his duties, by
himself and two approved sureties ( jointly and severally ) to the amount of two
hundred pounds .
Power to remove Examiners and Clerks. 1
And be it enacted, that upon its being certified to the lords of the said
committee of privy council by the corporation of Trinity-house of Deptford
Strond , assembled at a court, that the principal examiner or any other exami
ner, or any clerk appointed under the provisions of this act,is unworthy of
continuing in such office, or is unable, by reason of ill-health or otherwise, to
discharge satisfactorily the duties thereof, or ought for any other cause to be
removed, it shall be lawful for the lords of the said committee of privy council
to remove such person from his office, and thereupon another person duly
qualified shall be appointed in his place, under the provisions hereinbefore
contained .
Meetings of the Boards of Examiners.
And be it enacted , that each board of examiners shall meet for the examina
tion of persons desirous to qualify for the office of master or chief mate of a
merchant vessel , and for other the purposes herein specified, at least twice in
each month, and as often besides as occasion shall require, and that at least
forty -eight hours previous notice of such meeting shall be given to each exami
ner by the clerk under his hand, and that a meeting of any board shall at any
time be called by the clerk upon the request of the chairman or of two other
members of the board , upon such previous notice as aforesaid ; and that every
such meeting shall be held at some convenient place in the city, town or
borough at which, under the provisions hereinbefore contained, the board is
to sit, and that each such meeting shall be called a board of examiners, and
that all the examiners of each board shall attend at each meeting of the board, 1
unless prevented by illness or other urgent cause, but that two examiners shall
form a qnorum ; and that the London board shall be attended by the secretary
and clerk, or by the clerk, and that every meeting of any other board shall be
attended by the clerk , and that the principal examiner shall preside at all
meetings of the London board at which he shall be present; and that one of
the other examiners of each board shall be appointed by the lords of the said
committee of council to be the chairman of such board, and such chairman
shall preside all meetings of the board at which he shall be present in the
absence of the principal examiner : Provided nevertheless, that the principal
examiner shall, when his duties at the London board will permit, from time to
time visit the several other boards, with a view to assimilate their proceedings
 CAPTAIN FITZROY'S BILL . 189

and to check irregularities, and that the principal examiner shall be chairman
for the time being of any board of examiners at which he may be present;
and, in case it shall be necessary, the principal examiner shall make a repre
sentation in writing to the chairman of any board of any matter requiring
alteration in or with reference to the proceedings of such board : Provided,
that in every such case the principal exanıiner do and heis hereby required to
forward, within a week, a copy of such representation to the lords of the said
committee of council.
And be it enacted, that if any examiner shall be absent from any meeting of
the board of which he shall be a member for upwards of an hour after the time
of meeting appointed during that sitting of the board , he shall forfeit and pay
such sum (not exceeding five shillings for each hour) as shall be determined by
the board, unless it shall be made to appear, at that or the next following meet
ing of the board, that, by reason of illness or some other urgent cause, he was
prevented attending.
Duties of the Examiners, Secretary, fc.
And be it enacted, that it shall be the duty of each board of examiners to
examine all persons who shall under the provisions hereinafter contained, be
entitled to apply for, and shall apply for, certificates of qualification for the
office of master or chief mate of a merchant vessel : and to grant to such of
them as shall upon such examination appear to be properly qualified for the
same, certificates of qualification , of the classes and descriptions hereinafter
specified ; and also to grant to such persons as shall appear to be entitled thereto
certificates of exemption, according to the regulationshereinafter contained.
And be it enacted, that the clerk of the London board shall act under the
directions of the secretary, subject to such regulations as shall be made by the
toard ; and that it shall be the duty of the secretary and clerks to take and keep
minutes of the proceedings of each meeting of the boards to which they are
respectively attached , and to record the result of each examination , and to keep
accounts of all fees, fines, and forfeitures incurred and paid, and of all other
monies paid to the use of the board, and of all expenses, payments, and dis
bursements incurred and paid on account of the board .
Classes and Descriptions of Certificates, Qualification, Sc.
And be it enacted, that the certificates of qualification shall be of two descrip
tions, those for masters and those for chief 'mates; and that a master's certifi
cate shall entitle the party to whom it is granted to serve as master, and that a
chief mate's certificate shall entitle the party to whom it is granted to serve as
chief mate ; and that there shall be three classes of certificates, of each of the
aforesaid descriptions ; (that is to say ) first-class certificates, over-sea certifi
cates, and coasting certificates; and that a first -class certificate shall entitle the
party to whom it is granted, not only tothe same privilege as an over -sea cer
tificate of the same description, but shall be considered as a mark of special
distinction ; and that such first-class certificates shall be granted to such persons
only as shall be found upon examination to possess superior professional attain
ments, and as shall apply for the same ; and that an over -sea certificate shall
entitle the party to whom it is granted to serve as master or chief mate (as the
case may be) in over-sea voyages ; and that a coasting certificate shall entitle
the party to whom it is granted to serve as master or chief mate (as the case
may be) in coasting voyages only ; and that every such certificate shall be
signed by all the examiners present at the examination of the party to whoin it
is granted , and shall be counter-signed by the clerk, and shall also bear the
secretary's signature ; and that such certificates respectively shall be according
to the respective forms to be authorised by the aforesaid committee of privy
council.
And be it enacted , that no person shall be entitled to apply for a master's
certificate of qualification unless he shall be at least twenty-one years of age,
 190 CAPTAIN FITZROY'S BILL .

and shall have served at least two years as mate ; or shall be qualified to hold
a commision in the Royal Navy ; and that no person shall be entitled to apply
for a chief mate's first class or over -sea certificate of qualification unless he
shall be at least nineteen years of age, and shall have been at least five years at
sea ; and that no person shall be entitled to apply for a chief mate's coasting
certificate of qualification unless he shall be at least eighteen years of age, and
shall have been at least three years at sea ; and that before proceeding to the
examination of any person applying for a certificate, the board shallbe satisfied,
by a certificate under the hand of a captain, master, owner, or officer, under
whom he shall have lately served or otherwise, of the sobriety, integrity, and
general good conduct of the party so applying .
And be it enacted, that every person intending to apply for a certificate of
qualification shall give notice by letter, in his own hand -writing (addressed to
the board or their clerk ), of his desire to be examined, and no person shall be
examined for a certificate of qualification until at least two days (exclusive of
Sundays, Christmas -day, and Good Friday) after such letter shall have been re
ceived; and every such letter shall be preserved as a record, and for the better
identification of the parties so applying.
Fees to be paid previous to Examination .
And be it enacted, that before any person who shall apply for any such
certificate shall be examined by the board, he shall pay to the clerk of the
board
In case he shall apply for a master's first - class certificate, the sum of four
pounds.
In case he shall apply for a master's over-sea certificate, the sum of two
pounds.
In case he shall apply for a master's coasting certificate, the sum of one
pound .
In case he shall apply for a chief mate's first -class certificate, the sum of
one pound .
In case he shall apply for a chief mate's over-sea certificate, the sum of ten
shillings.
In case he shall apply for a chief mate's coasting certificate, the sum of five
shillings.
Provided always, that in case any person who shall apply for one of the higher
classes of certificates shall not, in the opinion of the board, show himself so
qualified as to justify them in granting to him such certificate, but shall never
theless appear sufficiently qualified for a certificate of a lower class, the board
(if requested to do so) shall grant to bim a certificate of such lower class.

Subjects and Nature of the Examination .

And be it enacted, that the subjects of examination for each description and
class of certificates shall include so much of seamanship, navigation, and
general professional knowledge, as the corporation of Trinity -house of Deptford
Strond, with the approval of the lords of the said committee of privy council,
shall from time to time direct ; and that the nature and subjects of the exami
nation shall, as far as may be, be made public.
Power to Revoke and Cancel Certificates in case of Misconduct ..
And be it enacted, that upon a proper representation being made to the
corporation of Trinity-house of Deptford Strond, that any person to whom a
certificate of qualification shail have been granted under the provisions of this
act has been guilty of gross misconduct, and is unworthy of being any longer
employed as a master or chief mate (as the case may be ), they shall take the
charge against such party into consideration ; and in case it should be proved to
the satisfaction of the said corporation that the party accused has been guilty of
 CAPTAIN FITZROY'S BILL . 191

gross misconduct, and is unworthy of being any longer employed as a master or

chief mate (as the case may be), they shall represent the same in writing,
under the hand of their master or deputy -master, to the lords of the said com
mittee of council, who shall thereupon (if they shall think fit) revoke and annul
the certificate ofqualification of such party.
Who Entitled to Certificates of Exemption.
And be it enacted, that every person who shall have been employed as master
or chief mate of a British vessel ( not being a coasting vessel of fifty tons bur
then or under) for at least six calendar months previous to the time appointed
for this act to come into operation, shall be entitled to a certificate of exemption ;
and every person who shall at the time last aforesaid be employed as master or
mate in the merchant service at such a distance from Great Britain and Ireland
that he shall have had no opportunity of obtaining a certificate of qualification
or exemption , shall be altogether exempted from the operation of this act, until
he shall have had a reasonable opportunity of obtaining a certificate of qualifi
cation or of exemption (as the case may require.)
And be it enacted, that upon application by any person claiming to be en
titled to a certificate of exemption to any of the said boards for such certificate,
the board shall take such application into consideration ; and upon being satis
fied that the person so applying has been employed as master or chief mate of
a British vessel ( not being a coasting vessel of fifty tons burthen or under) for
at least six calendar months previous to the time appointed for this act to come
into operation , shall grant to such person a certificate of exemption, and which
shall be signed by all the members of the board present at the hearing of such
application, and countersigned by the clerk, and shall also bear the signature of
the secretary, and shall be according to the form to be authorised by the com
mittee of privy council aforesaid, and for which a master shall pay ten shillings,
and a mate two shillings and sixpence.
And be it enacted, that any person who, under the provisions herein con
tained, shall be entitled 10, or may have obtained a certificate of exemption ,
shall nevertheless be at liberty, if he shall think fit (subject to the regulation
herein before contained ,) to apply for a certificate of qualification, in like man
ner as if he were not entitled to or had not obtained a certificate of exemption ;
and upon every such application being made, the proper fees shall be paid, and
the usual examinationshall be held, and all other the provisions herein con
tained shall apply in like manner as in the case of any other person so applying ;
and that any person so exempt as aforesaid, applying for a certificate of quali
fication , shall, if found duly qualified, be entitled to such certificate, in like
manner as if he had not been entitled to or had not obtained a certificate of
exemption ; and the board to whom he shall so apply shall grant to him such
certificate of qualification accordingly.
For renewing Damaged or Lost Certificates.
And be it enacted, that whenever any certificate of qualification or exemption
shall have become obliterated or defaced , so that the same shall not be distinctly
legible, the person to whom such certificate shall have been granted shall sur.
render and deliver up the same to a board of examiners, and shall thereupon
be entitled to have a new certificate granted to him in lieu of the certificate so
delivered up, upon payment of a sum equal to one- fifth of the sum paid in
respect of the original certificate ; and whenever any certificate of qualification
or exemption shall beproved to the satisfaction of a board of examiners to have
been lost or mislaid , theperson to whom the same was granted shall be entitled
to have a new certificate granted to him in lieu thereof, on payment of the
like fee as last aforesaid : Provided always, that if any certificate which shall
be proved or represented as last aforesaid to have been lost or mislaid shall
afterwards be found, the same shall forthwith be delivered up to the board by
whom the said certificate shall have been granted.
192 CAPTAIN FITZROY'S bill .

And be it enacted, that on the first or second day of each month the clerk of
each board of examiners shall make out a list of the names and addresses of all
persons who during the preceding month shall have obtained certificates of
qualification or exemption , stating in such list the description and class of cer
tificate obtained by each person , and shall forward such list to the secretary of
the London board, who shall cause the same to be recorded, together with a
similar list to be made out by the clerk of the London board ; and from the
list so forwarded and recorded, the secretary of the London board shall cause
a complete list to be made out of the names and addresses of all the persons
who during the preceding month shall have obtained certificates of qualification
or exemption at any of the said boards, with the description and class of certifi
cate obtained by each , and shall without delay cause a copy of the last men
tioned list to be forwarded to the clerk of each of the other boards, by whom
it shall be recorded.
Application of the Fees, & c.
And be it enacted , that the amount of all fees, fines, and forfeitures which
shall be paid to any such board of examiners shall be applied as follows: ( that
is to say ) on the thirty- first of March , the thirtieth of June, the thirtieth of
September, and the thirty- first of December in each year, an account of the
particulars and total amount of the fines, fees, and forfeitures paid to the use of
the board during the preceding three months shall be made out by the clerk of
each board ( including the London board ) , and one fourth of such amount shall
forthwith be paid to the secretary of the Loudon board, to be applied in manner
hereinafter mentioned ; and out of the remaining three-fourths, all expenses
incurred on account of the board during the three months then expired shall be
defrayed, and the surplus shall be divided into twenty equal parts ; whereof
sir parts shall be paid to the chairman , not being the principal examiner, five
parts to each of the other members of the board, and four parts to the clerk ;
such several payments to be by way of quarterly salary to the said examiners
and clerks ; and as to the one -fourth part of the said monies hereinbefore
directed to be paid to the secretary of the London board, the same shall be
applied, in the first place, in payment of all contingent expenses not herein
before provided for, and the surplus thereof shall be applied quarterly in pay
ment of the salaries of the principal examiner and secretary, in such proportions
as the lords of the said committee of council shall think fit.
And be it enacted, that the sum of 4,0001. be granted annually to augment
the salaries of persons employed under this act, in such proportions as the com
mittee of privy council aforesaid shall from time to time determine.
Prohibition of Servitude without Certificates.
And be it enacted , that from and after the expiration of six calendar months
from the passing of this act, it shall not be lawful for any person to serve as
master or chiefmate of any British vessel for the time being employed in trad
ing over sea, or of any British vessel above fifty tons burthen for the time being
employed in the coasting trade, unless he shall have obtained a certificate of
qualification for the office of master ( in case he shall be serving as master ), or
of master or chief mate (in case he shall be serving as chief mate ), or unless he
shall have ohtained a certificate of exemption, or unless he shall be specially
exempt from the operation of this act, under the provisions herein contained.
And be it enacted , that from and after the expiration of six calendar months
from the passing of this act, no British vessel of above fifty tons register ton
nage shall be allowed to clear out at any port in the British empire for any
coasting voyage, and no British vessel whatever shall be allowed to clear
out at any port in the British empire for any over-sea voyage, til th mag
ter of such vessel shall have exhibited to the collector or controller of the
customs at such port, a proper certificate of qualification, entitling him to
serve as master ( and which shall be a first - class certificate, or an over - sea cer
 CAPTAIN FITZROY'S BILL . 193

tificate, if the vessel is about to clear out for an over sea voyage,) or a proper
certificate of exemption , or shall have satisfactorily shown that he is specially
exempt from the operation of this act under the provisions herein contained ;
nor until he shall also have exhibited to such collector or controllor a proper
certificate of qualification for his chief mate engaged to serve on such voyage,
entitling him to serve as chief mate (and which shall be a first- class certificate,
or an over-sea certificate, if the vessel is about to clear out for an over- sea voy
age,) or a proper certificate of exemption for such chief mate, or otherwise
shall have delivered to such collector or controller a declaration in writing,
signed by such master, certifying that such chief mate is duly qualified or ex
empt, according to the provisions herein contained ; and all collectors and con
trollers of the customs at all ports in the British empire are hereby required not
to permit any vessel to clear out from the port for which they act until the
provision of this act shall have been complied with .
Provision for the case of Death, fc.
Provided nevertheless, and be it enacted, that in case the master or chief
mate of any vessel, not being at the time in any port of Great Britain or Ire
land, shall die, resign his appointment, leave his ship, be removed , or otherwise
become unable, or decline or cease to perform the duties of his office, it shall
be lawful for any person to act as master or chief mate in his place until the
vessel shall next clear out at some port in Great Britain or Ireland, notwith
standing that the person so acting as master or chief mate shall not have ob
tained a sufficient certificate of qualification or exemption.
Penalties.
And be it enacted, that every person shall be liable to a penalty of fifty
pounds who shall commit any of the following offences ; ( that is to say)
Every person who shall forge or counterfeit , or cause or procure to be forged
or counterfeited or resembled , any certificate of qualification or exemption .
Every master or chief mate who shall knowingly, and without lawful excuse,
have or be possessed of such forged or counterfeit certificate, knowing the same
to be forged.
Every master or chief mate who shall transfer or lend any certificate of quali
fication or exemption ,or permit any other person to make use of the same
(except as by this act directed ) .
Every person who shall borrow or make use of any certificate of qualification
or exemption which shall have been granted to another person (except as by
this act directed ).
Every person who shall untruly, and with intent to deceive, represent him
self to have obtained a certificate of qualification or exemption, or having ob
tained certificate of one of the aforesaid classes of descriptions, shall untruly ,
and with intent to deceive, represent liimself to have obtained a certificate of
a different class or description.
Every person who after the expiration of six calendar months from the passing
of this act ( not being specially exempt from the operation of this act under the
provisions herein contained ,) shall serve as master or chief mate of any British
vessel tor the time being employed in trading over sea, or of any British vessel
of above fifty tons burthen for the time being employed in the coasting trade,
without having obtained a certificate of qualification for the office of master (in
case he shall be serving as master), or of master or chief mate (in case he shall
be serving as chiefmate), or a certificate of exemption.
Every master who shall after the expiration of six calendar months from the
passing of this act, contrary to the provisions herein contained, clear out from
any custom -house or port in the British empire, without having exhibited to
the collector or controller of thecustoms , at such port, his certificate of qualifi
cation or exemption , and likewise bis chief mate's certificate of qualification or
exemption , or otherwise his own declaration of the qualification or exemption of
ENLARGED SERIES .- NO. 3. - VOL . FOR 1843 . 2c
 194 CAPTAIN FITZROY'S BILL .

such mate, in manner hereinbefore provided, unless in any case hereinbefore

specially provided for.
Every collector or controller of the customs at any custom -house or port in
the British empire who shall knowingly permit any British vessel to clear out
contrary to the provisions hereinbefore contained.
Power to make By - Laws.
And be it enacted, that it shall be lawful for the lords of the said committee
of privy council (subject to the provisions herein contained ) to superintend,
direct, and control the proceedings of the principal examiner and the secretary,
and the several boards of examiners and their clerks, and from time to time to
make, alter, and rescind such by-laws, rules, orders, regulations, and ordinances
(not being at variance with any of the provisions herein contained) as to them
shall seem fit, and thereby to impose such penalties (not exceeding fifty pounds
for each offence) and for such Offences as to them shall seem fit : Provided,
that no such by -law , rule, order, or regulation , or ordinance shall be of any
effect until six months after the same shall have been advertised in the London ,
Dublin , and Edinburgh Gazettes.
And be it enac that the production of a written or printed copy of any
by-law, duly authenticated by the signatures of the principal examiner and the
secretary, shall be evidence of the existence and due making of such by -law,
and of the same having been advertised in the London , Dublin, and Edinburgh
Gazettes, and of the date of such advertisement in such Gazettes, if stated in
such copy, without adducing proof of such signatures, or either of them.
Penalties to be summarily recovered .
And for the purpose of providing for the recovery of penalties or forfeitures
imposed by this act, or to he imposed by any by- law made in pursuance there
of ; be it enacted, that every such penalty or forfeiture may be recovered by
summary proceeding, upon complaint made before two or more justices ; and on
the complaint being made to any such justice, he shall issue a summons, requir
ing the party complained against to appear on a day and at a time and place
to be named in such summons ; and every such summons shall be served on the
party offending, either in person or by leaving the same with some inmate at
at his visual place of abode ; and either upon theappearance , or upon the default
to appear of the party offending, it shall be lawful for any two or more justices
to proceed to the hearing of the complaint ; and that although no information
in writing or in print shall have been exhibited before them, and upon proof of
the offence, either by the confession of the party complained against, or upon
the oath of one credible witness or more , it shall be lawful for any two or more
justices to convict the offender, and upon such conviction to adjudge the offender
to pay the penalty or forfeiture incurred , as well as such cost attending the
conviction , as such justices shall think fit.
And be it enacted, that if forth with , upon any such adjudication as aforesaid ,
the amount of the penalty or forfeiture, and of such costs as aforesaid , be not
paid, the amount of such penalty and costs, together with the cost of the distress,
shall be levied by distress, and any two justices shall issue their warrant of dis
tress accordingly.
And be it enacted, that it shall be lawful for the said justices to order any
offender so convicted as aforesaid to be detained and kept in safe custody until
return can be conveniently made to the warrant of distress to be issued for
levying such penalty or forfeiture and costs, unless the offender give sufficient
security by way of recognizance, or otherwise to the satisfaction of such justi
ces for his appearance before them on the day appointed for such return, such
day not being more than eight days from the time of taking such security; but
if before issuing such warrant of distress it shall appear to the said justices, by
the admission of the offender or otherwise, that no sufficient distress can be had
wheron to levy such penalty or forfeiture and costs, they may, if they think fit,
 CAPTAIN FITZROY'S BILL . 195

refrain from issuing such warrant of distress, and in such case, or if such warrant
shall have been issued, and upon the return thereof such insufficiency as aforesaid
shall be made to appear to the justices, then such justices shall by warrant cause
such offender to be committed to gaol, there to remain without bail for any
term not exceeding three months, unless such penalty or forfeiture and costs be
sooner paid and satisfied.
And with respect to the application of any penalties or forfeiture recovered
by virtue of this act ; be it enacted, that the justices by whom any such penalty
or forfeiture shall be imposed, shall award one-half thereof to the informer,and
the other half shall be paid to the clerk of the nearest board, and shall be
distributed and divided in manner hereinbefore provided.
And be it enacted, that no person shall be liable to the payment of any
penalty or forfeiture imposed by this act, or to be imposed by any by-law made
in pursuance thereof, unless the complaint respecting such offence shall have
been made before such justice within six months next after the commission of
such offence, or (in case the offence shall have been committed out of Great
Britain and Ireland) within six calendar months next after the party commit
ing the same shall have arrived in any part of Great Britain or Ireland next after
the commission thereof.
And be it enacted, that it shall be lawful for any justice to summon any per
son to appear before him as a witness in any matterin which such justice shall
have jurisdiction under the provisions of this act, at a time and place mentioned
in such summons, and to administer to him an oath to testify the truth in such
matter; and if any person who shall be summoned as a witness before any
justice touching any offence committed against this act, or against any by -law
made in pursuance thereof, or any matter in which such justice shall have juris
diction by the provisions of this act, shall without reasonable excuse refuse or
neglect to appear at the time and place appointed for that purpose, having been
paid or tendered a reasonable sum for his expences, or if any person appearing
shall refuse to be examined upon oath, or to give evidence before such justice,
every such person shall forfeit a sum not exceeding five pounds for every such
offence.
And be it enacted, that the justices before whom any person shall be con
victed of any offence against this act , or against any tye-law made in pursuance
thereof, may cause the conviction to be drawn up according to the form to this
act annexed.
And be it enacted, that no proceeding in pursuance of this act shall be
quashed or vacated for vant of form , nor shall the same be removed by certio
rari or otherwise into any of the superior courts.
And be it enacted, that where in this act any sum of money, whether in the
nature of penalty or otherwise, is directed to be levied by distress, such sum of
money shall be levied by distress and sale of the goods and chattels of the party
liable to pay the same; and the overplus arisingfrom the sale of such goods
and chattels, after satisfying such sum of money and the expences of the distress
and sale, shall be returned on demand to the party whose goods shall have
been distrained .
And be it enacted, that no distress levied by virtue of this act shall be deemed
unlawful, nor shall any party making the same be deemed a trespasser on
account of any defect or want of form in the summons, conviction , award of
distress, or other proceeding relating thereto, nor shall such party be deemed
a trespasser ab initio on account of any irregularity afterwards committed by
him ; but all persons aggrieved by such'defect or irregularity may recover full
satisfaction for the special damage in an action upon the case.
And beit enacted, that if any person shall think himself aggrieved by any
determination or adjudication of any justice under the provisions of the act, he
may appeal to the general quarter sessions for the county in which the cause
of appeal shall have arisen ; but no such appeal shall be entertained unless it
be made within four months next after the making of such determination or
196 NAVAL CHRONICLE.

adjudication , and unless ten days' notice in writing of such appeal , stating the
nature and grounds thereof, be given to the party against whom the appeal shall
he brought, and unless the appellant forthwith , after such notice, enter into
recognizances, with two sufficient sureties, before a justice conditioned duly to
prosecute such appeal, and abide the order of the court theron .
And be it enacted, that at the quarter sessions for which such notice shall
the given, the court shall proceed to hear and determine the appeal in a sum
mary way , or they may, ifthey think fit, adjourn it to the following ; and upon
the hearing of such appeal, the court may, if they think fit, mitigate any
penalty or forfeiture, or they may confirm or quash the adjudication, and order
any money paid by the appellent, or levied by distress upon his goods, to be
returned to him, and they may make such order concerning the costs, both of
the adjudication and of the appeal, as they may think reasonable.
Interpretation Clause, fc.
And be it enacted, that in this act the following words and expressions shall
have the several meanings hereby assigned to them , unless there is something
in the subject or context repugnantto such construction ; ( that is to say)
Words importing the singular number shall include the plural number, and
words importing the plural number shall include the singular number ;
The word “ month ” shall mean calendar month ;
The expression " superior courts" shallmean her Majesty's superior courts
of record at Westminster, Dublin, and Edinburgh :
The word " path " shall include affirmation in case of Quakers, or others,
declaration or solemnity lawfully substituted for an oath in the case other
persons exempted by law from the necessity of taking an oath .
The word " justice" shall mean justice of the peace for the county, city,
liberty, or place where the matter requiring the cognizance of any justice shall
arise, and who shall not be interested in the matter.
And be it enacted, that this act may be altered or repealed by any act to be
passed in this session of parliament.

RECORDS OF WRECKS.

We expressed an opinion in our last number, that we should in all probability,

lay before our readers, a Table of Wrecks, in our present pages, similar to that
which it contained. The gales of the middle of January have unhappily too
fully verified our expectation, indeed the mass of havoc and destruction pre
sented in our table in the adjacent pages almost exceeds it . As we have
already said, we are so accustomed to this kind of employment;—that of register
ing (as far as we can obtain them ,) year after year, the wrecks of our unfortu
nate merchant shipping, and so often have deplored their necessity, ( for so we
presume it must be, as year after year they continue,) that we are in a manner
accustomed to them , and look on them as things of course.
Over and over again have their causes been pointed out in these pages ; and
orer and over again they recur. We well remember in our inexperience of
these matters the feelings of horror they occasioned ; feelings which called forth
the bitter expressions of our indignation , that such things should be. But all
that has worn away ! We have grown wiser ! have lived to learn that such
things must be, and while in sorrow we have recorded them, have joined with
others in the transitory breath of lamentation which they have occasioned.
But were we asked to state a few general reasons why so many wrecks of our
merchant shipping occur, we should briefly reply,—from bad ships, — badly
commanded, -badly mamed , -and badly found ." 'We do not assert these to be
 NAVAL CHRONICLE. 197

the cause of all the wrecks, but of many. Exceptions there are to each of these
causes of loss ; and pity it is, there are not more.
What is the reason, we would ask, ofships foundering suddenly by springing
a leak ; * of others being abandoned, before their voyage is completed ; of others
being capsized and foundering, and of others again going to pieces as soon
almost as they touch the ground ? What can all these be, but bad ships ; and of
all such cases our tables present instances. Again what is the reason of their
being badly navigated and in bad discipline, which those who know anything of
our wrecks, and their crews, and our police reports, cannot but see is the case .
What is the reason of this, but that of being badly commanded. Are such
ships in this condition to be considered as having a captain, able in all respects,
to do his duty ; not only as a seaman and navigator, but one who can preserve
the discipline of his crew ; and make himself felt by them as a father ? Such
ships we say are badly commanded. Again, when we say that, ships are badly
manned, we not only allude to the ill state of discipline of the crews, but the
insufficiency of their number. From many causes tending to lessen that already
small number, besides desertion and sickness, our ships are badly manned. And
of their being badly found there are many instances on record.
We shall not now recapitulate the annual loss in our merchant shipping from
these and other causes. They may be taken without fear of exaggeration at
about one and a half daily.
The chairman at a late meeting of shipowners at Hull, (held, by-the-way, for
the purpose of opposing Capt. FitzRoy's bill , ) who may be supposed to know as
much of these matters as any one, said , - " As to the question whether more
vessels had been lost in late years than formerly, he believed it would be found,
from parliamentary documents, thatsuch was the fact. He had selected from
parliamentary documents the following figures : — From 1809 to 1815, during
time of the war, six years, the average loss of British ships was one ship per
day, which included sea risk and war risk . From 1820 to 1825 there was a
considerable increase, the average being three and a half ships per day. From
1826 to 1833, six years, and the average loss was reduced to two ships per day.
From 1837 to 1830 it was two ships per day. Therefore, from 1820 to 1825
was the period of the greatest increase , We have not then overstated the
fearful amount of the wrecks which take place annually amongst our merchant
ships.
But while all this loss of life and property is going forward, there is a gratifi
cation in knowing that seamen wrecked on our own shores, when they happily
escape with their lives are kindly received, and forwarded to their homes, and
that the widows and childrenof those who unhappily perish are nourished and
protected by the Agents of a Society, called the Shipwrecked Fishermen and
Mariners' Benevolent Society . This Society is well entitled to the notice of our
readers, and of their claims upon them, by their useful labours , the best means

* We might adduce many instances similar to the following :- " The barque
Alexander, (No , 75 of our table,) Primrose, sprung a leak on the morning of the
25th December, and went down on the morning of the 26th , 170 miles N.WbW ,
of Cape St. Vincent : the crew got on board the Danish brig Sirius, Koford, from
Messina for Copenhagen , and were landed safe here to-day by a pilot-boat. Mr.
Koford behaved with the greatest kindness to Mr, Primrose and crew ; stopping by
the ship the night before she sunk , and during the time they were on board his
vessel.”
Here is another respecting the Monk steamer (No. 169 of our table) : - “ After
hearing other evidence, the coroner summed up , and the jury returned a verdict of
“ Accidentally drowned ,” expressing their opinion that the steamer was not sufficiently
seaworthy and ought not to have been placed upon the station , and that great blame
attached to those having charge of her in leaving Porthdynllaen on the day in ques
tion ."
Several other instances of such sea worthiness (worthy we presume of perishing
at sea) may be found without refering further back than to our last number. - Ev .
 198 NAVAL CHRONICLE.

we can give our readers of judging will be found in one of their advertis -
ments,

SHIPWRECKED FISHERMEN AND MARINERS' BENEVOLENT Society . – Storms so

fearful in their character, and so distressing in their consequences, as those
which have recently occurred , have not visited the coasts of the United King
dom for many years previous; hundreds of seamen have thereby been thrown
into misfortune without the requisite clothing for protecting themselves from
the weather, the means of gaining food and lodging, or of reaching their several
homes. But still more lamentable are the facts concerning loss of life - a large
number of widows and orphans have been left without the least means of sub
sistence-in utter destitution .
The Committee of Management of this Society earnestly crave the attention
of the British public to the following particulars of the surviving relatives of 28
fishermen lost at the undermentioned places, in addition to 80 whose families
were relieved on the 27th ult :
Eighteen fishermen lost, leaving eight widows, 28 children , and 12 aged
parents , at Arranmore, county Donegal.
Five fishermen lost, leaving four widows, sis children, and an aged mother,
at Unst, Shetland Isles.
Three fishermen (brothers), leaving three widows and 12 children , at Dun
rossness, Shetland Isles.
A fishermen lost, leaving a widow and three children , at East Donyland,
Essex.
A fisherman lost, leaving a widow and two children, at Barmouth, South
Wales.
The crews of the following vessels ( 70 persons), wrecked on various parts of
the coast, have been boarded, lodged , cloihed, and forwarded to their homes
during the last week :
Lion , of Newcastle Glenesk , of Montrose
Water Nymph Alexander, of Kincardine
Ariel, ofGreenock Southampton, of London
General Brock, of London Dart, of Yarmouth
Arundel, of London Tyro, of London
Tampico, of Workington Emina, of Scilly Islands
L'Union Fortuna, of Ancona Sarah, of St. Ives
Donations and subscriptions will be thankfully received by Messrs. Williams,
Deacon, and Co., Birchin -lane, London ; by the 482 auxiliary branches ; and at
the centraloffices, 26, Bucklersbury, London .
Feb. 2, 1842. Edward West, Secretary.
Total number of persons relieved from the 8th of May, 1839, to the 4th of
October, 1842 ;
Widows . 321 1
Orphans . 1,155
Aged Parents 195
Shipwrecked Persons . 2,891
Fishermen , heads of families, left destitute from storms 428

4,990

N.B. In addition to the sum of £ 100 granted for the beforementioned rela
tives of 80 fishermen, £84 has been voted this day for the benefit of the families
of the 28 fishermen enumerated above.-Feb. 3.

1
 NAVAL CHRONICLE . 199

WRECKS OF Britisy SHIPPINO .

(Continued from p: 123.-cs. crew saved ; cd. crew drowned .)

VESSELS' NAMES . BELONG TO . KASTERS. FROM , BOUND TO . WBECKED . WHEN .

Acasta Bellamy Ennore not heard of since Sept. 22 .

Albert Edward Liverpool Galway Bideford Jan. 16 CSI
Albion Glasgow C. France Routhrville Jan. 10
Albion Thompson France Jan. 11
Alexander 75 Primrose Foundered off C.St Vincent Dec. 25 cs
Alexander Fabin Cherbourg C. France Jan. 27
Amity Hull Norway Jan. 4.
Ann Trinidad London Somme R. Feb. 5.
Ann London Hudson Robin Hd, B Feb. 4.

cs
Ann and Avis 80 Chichester Baker London Chichester At sea Jan.
Ann and Mary London Brown Newcastle Off Yarm'th Jan. 6.
Angler St. John Hally Barbados Turks I. Gr. Turk Dec. 6.
Ariel Greenock Smith crew taken off by Eliz. Dennison Jan. 19. cst
Beer and Wingyett Mason London Rotterdam C. Holland Jan. 29.
Blucher 85 London Jackson London Warkworth Newbiggen Feb. 4. 40
Bragilla Falmouth Heale Bovisand B.Jan. 13.
Brilliant Aberdeen wreck washed on shore at Port Rush Feb. 4.
Carolina Gottenburg Hull Marstrand Jan. 5
Catharine Fraser Halifax Pictou Pictou Nov. 24
Centenary 90 Foster Alexandria Baryaard s.Jan. 7.
Ceres Port Isaac Jan. 14. CE
Chatty 8. Shields supposed foundered southward or Bridlington Feb. 4.
Clifford Torres Str.
Conrade Campbell China Sea Oct. 1 .
Conqueror 95 Newcastle Duggan Calcutta London Lorel Jan. 13. 690
Cynosure Viner Singapore London St. Banca Oct. 2. CS
Daphne Godfrey Exeter Cheviot B. Feb. 4. cs
Dart Yarmouth Hubbard Yarmouth London Suffolk C. Jan. 13. 3d
Diana Kirkaldy abandoned at sea
Diadem 100 Sunderland Herd Sand Feb.
Diligence Aberdovey Edwards Newport Foundered Grassholm Jan. 13. cs
Dolphin, steamer Liverpool Gowland Podinllaen Jan. 14.
Douro Scilly Jan. 27. cd
Ebenezer Jersey Falmouth Jersey Bigland B. Jan. 13. CS
Edwin 105 Chester Barrow Mostyn Barmouth Jan. 13. 170
Edward and Mary St. Mary, NSM'Daniell Sydney, N.S. Dec. 1 cd
Edward & Samuel St. Mary Sydney Dec. 1 cd
Esther Newcastle Coats Gunfleet Jan. 13.
Emily Louisa 110 Krough Cardiff New Ross Caldy I. Jan. 13. cs
England Lewes London Africa Off Ostend Jan. 16. cs
Flora Pr. Edw. I. Beaton Souvis H. Nov. 27 .
Fortitude Montrose Jan. 13. CS
Frances Smith Madras Oct. 25. 16d
Friends' Glory Nielson Newcastle Tersechlling Jan. 10.
General Brock 115 London Courtland stranded Batten B. Jan. 13.
George Patten New Orleans Liverpool Galway B. Jan. 29. Cs
George Sunderland Shields Grenada Athrfild Ldg Jan. 13. 2d
George M'Leod Mauritius Glasgow Solway Jan. cs
George Canning Dunraven C. Jan. 13. cs
George M.Leod 120 Glasgow Murdoch Mauritius Glasgow C. Scotland Jan. 29 cs
Gleneira Singapore Siam P. Bintang Oct. 14.
Glenesk Montrose Barclay Riga Montrose Gothland Dec. 16. cs
Glengary Hill Liverpool Savannah Savana Jan. 7. cs
Governor Cork Corney Berk Jan. 27 .
Hale 125 Creetown Formby B. Jan.
Harmony Manilla Bombay China Sea Nov. 13. 40
25. 4d
Hector Belfast Liverpool Savana Blackbeardi Jan. 5
Helen Montrose Wood Off Newton Jan. 31. cs
Henrietta Portmaurice Roberts Off Lulworth Jan. 15. cs
Hen . Brougham 130 Foster Pakefield Fl . Jan. 14. cd
Herald Hancock Mexico England Carysfort R. Jan. 8 . CS
Hesperus Herd Sand Feb. 4.
H. Stewart Hartlepoel Berry Liverpool Hull Somersetsh Feb. 4. 3d
Hope Sunderland Easson abandoned off the Newarp Lt. Jan. 13. cs
Indian 135 Muller Shields Marseille Majorca Jan. 6.
Ipswich Plymouth Newfoun I'd Dec. 18. csak
Isabella Belfast Runcorn W. Hoyle Jan. 13.
Isabella Black Newcastle Kircaldy Off Dunbar Jan. 13. CE
Isabella Martin Mirmichi Halifax St. Peter 1. Nov. 22. cs
Isabella & Eliza 140 Oliver Boness Shields Holy I. Jan. 27. call
200 NAVAL CHRONICLE.

VESSELS' NAMES . BELONG TO . MASTERS . FROM . BOUND TO, WRECKED . WIEN .

Isabella and Jane Oakes Copenhagen London Terskelling Jan, 10.

Jane Glasgow Milford Ilav Jan. 13.
Janet Lepsit Towns Islay Jan. 14.
Janet Montrose Forth Jan. 13. cd )
James Clark 145 Rye Beach Dec. 7 .
Jessie Logan Boscastle Jan. 16. cs!
John Balbriggan Donaghadee Liverpool Holywood B. Jan. 13. cs
John run down Shields Jersey Off Portland Jan. 15 .
John and Isabella Sunderland Tynemouth Jan. 13. cs
John LillySusan 150 Haunsey Liverpool Calabar Barnstaple Jan. 14. es
John and Merrix Shoreham Stockton Somer,Coate Jan. 13. cs
John & William Newhaven Smith N. Yarmouth New Haven Sussex C. Jan. 12. 2d
Lansdowne Limerick Mills Liverpool Limerick Berbecula Feb. 5. CS
Laurel 155 Belfast Colon say Jan. 31 .
Leeds London Jackson Seahann London Winterton Feb. 4. id
Liberty Sunderland Liddle Lynn Saltburn Feb. 4.
Lily Liverpool Padstow Jan. 31 .
Linnet Sunderland Macduff Cromarty Jan. cd
Little Test 160 South’mpton Ilartland Jan. 14. cd
Majestic Just Bombay Maldives Dec.
Margaret London Jackson Warkworth London Clay Feb. 4 . CS
Martha Lanfesty Mayo Hartwell R. Nov. 12. es
Mary Ipswich Deward Ipswich Shields abandoned Jan. 13. cs
Mary and Eliza 165 Lymington Morris Milford Jan. 13.
Mary and Isabella Wick Thompson Wick Leith Findon Feb. 4. 4d
M. Ridgway Torres St.
Maryts London Torres St. Aug. 10. cs
Maytlower Breakwater Jan. 13.
Monk Hughes Portinllaen Liverpool Caernarvon Jan. 7. 220
Montrose 170 Davis Liverpool N. Orleans abandoned Dec. 17.
Nancy Dover Newton C. Norfolk Jan. 13. cd
London Durlston H. Feb. 3.
Native of Limerick London
New Times Prnosas London Badagry blown up Oct. 13. cs cd
Percy, st . v. N. Shields London Tynemouth Jan. 13. 5d
Petrel C. Norfolk Jan. 13. cd
Phoebe 175 Cardigan Aberdovey Jan. 13. cd
Phoenix Thomas Bude Jan. 13.
Porter Sydney Manilla Palawan P. Oct. 20.
Prince Albert Liverpool Mossop Liverpool Tampico Tampico Nov. 29. cs
Reliance Bridlington Sunderland supposed founderd Feb. 4 .
Resolution 180 Orfordness Jan. 13. CS
Ringdove Lucy Pr. Ewd . I. Ifracombe Jan. 13.
Robert & Henrietta Beanmaris Wastenove Jan. 16. CS
Rob Roy Portsog Newbiggin Blyth Feb. 8.
Rochester Castle Blyth Short Feb. 4. cs
Ruby 185 Colombo Calcutta Ladras Nov. 22.
Salus Greenock Inistrahull Feb. 3.
Santon Calcutta
Liverpool Edmonds Moulmein London Wexford Jan. 13. 4d
Sarah Moulmein Nov. 18. cs
Sarah Tynemouth Denman Neath Tynemouth Tintagall H. Jan. 14. cs
Seal Hunter 190 St. John, N. Halifax Langlais Nov. 28. cs
Sisters Lynn Turner Whiting s. Feb. 5. cs
St. David Kingston Montreal Howe 1 . Dec. 26. CS
St. Mary Isle Kirkc'dbght P. Yarrock B Jan. 13. cs
Tampico Workington Greg Limerick Glassen dock Sligo Bay Jan. 5. 4d
Thetis 195 Simpson P. DesMonts Dec. 25. cs
Thomas and Mary Newcastle Watchet Jan. 13.
Thomas N. Shields Butchard abandoned at sea Off Staithes Feb. 4. cs
True Briton Turnbull Sunderland London Cross Sand Jan. 29. Cs
Two Brothers Perth Sutherl'nd Port Dundas Forth Feb , 4 . CS
Two Sisters 200 Newcastle Fair abandoned off Cromer Feb. 4 . cs
Tyro Fray London Oporto Woolsners Jan. 13. cs
Unaria Oporto Sligo April 21 .
Unknown schooner supposed to be Betsy of Lynn on rocks near Mable Feb. 3. cd
Vernon M'Donald Liverpool Glasgow N. Burbo B. Jan. 13. 2d
Victoria Barem Stone Aberdovey Jan. 14. cd
Volant Greenock Duncan C. Mayo Jan. 26. cd
Wave 205 Montrose Mearns Riga Hull Domesness Dec. 14. cs
Wellington Cardiff Evans Waterford Gloucester Off St. Ann Jan. 14 .
William and Ann Sunderland Tilley Sunderland London Gunfleet Jan. 13. cs
W. Donaldson London Sinith Sunderland London Somercotes Feb. 4. 6d
William Donaldson London Skegness Feb,
 ' DISPLACEMENT OF THE ROUND - DOWN - CLIFF . 201

House of Commons, Feb.-- The following gentlemen are named as part of a

select committee, to enquire into the causes of the wrecks of our Merchant
Shipping,-Mr. G.Palmer, Mr. W. Gladstone, Capt. Gordon, Mr. H. Baring,
Capt. FitzRoy,Mr. A. Chapman, Mr. Lyall, Sir H. Douglas, Admiral Dundas,
Mr. Rice, Mr. Barclay, Mr. Duncan, Mr. Ross, Mr. Rumbold and Sir Charles
Napier.

Mr. Editor.-- I unfortunately became a shipowner between two and three '
years agº; not of my own wish ; I was obliged to do it, or to have a suit in
Chancery. That, however, is nothing to me, you will say, or think so. For all
that, you will not be offended if I make a statement, or ask you a question or
two. Well,—do you think that two surveyors (Lloyd's ) can , or could, survey
every ship that has been built in the Wear, Sunderland ? About three years
ago three hundred and sixty -four were launched in one year, some of them
under special surveysmine was one of them . Every voyage she has had to
go into dock, or wanted repairs in the hull . The last voyage from Hanburgh
and the Tyne she had new water-ways, and there was not one bolt through the
water-ways to bind the ship together, only a few spikes about two inches into
the beam.
Now , Sir, are not Lloyd's surveyors to blame ? or, rather, are not Lloyd's to
blame for not appointing a sufficient number of surveyors where they are
wanted ? They have been well paid in the River Wear, but they have not,
they could not do the duty ( two of them ). Lloyd's surveyor at Hamburg said
“ It was a disgrace that so fine a looking vessel should have been so badly put
together.” Others have made the same remark. A very great number of ves
sels and men have gone to the bottom within the last four months, and in my
opinion the surveyors of ships are much to blame.
The masters, owners, and men come next ; but that's ancıher question. I
hope something will arise out of Captain FitzRoy's intended bill to enlighten all
the parties, and make every one do his duty . You will excuse this, for where
the " shoe pinches” people complain.
A SHIPOWNER .
Newcastle -on -Tyne, Feb. 9th, 1843.

DISPLACEMENT OF THE Round- Down - Cliff BY GUNPOWDER.

Dover, Jan. 26th , 1843 .
You will not be surprised to hear that the announcement that an explosion
of 18,000lbs. of powder was to be made in the Round Down Cliff this afiernoon
brought an influx of strangers into this town ; still , though considerable, it was
not so large as I had expected. Curiosity was, I think, paralyzed by a vague
fear of danger, which kept some thousands at home who might have witnessed
it, as the event turned out, without the slighest shock to their nervous system .
The experiment succeeded to admiration , and, as a specimen of engineering
skill, confers the highest credit on Mr. Cubitt, who planned, and on his
colleagues who assisted, in carrying it into execution .
Everybody has heard of the Shakspeare Cliff, and I have no doubt that a
majority of your readers have seen it. I should feel it a superfluous task to
speak of its vast height were not the next cliff to it , on the west, somewhat
higher. That cliff is Round Down Cliff, the scene and subject of this day's
operations. It rises to the height of 375 feet above high-water mark , and was,
till this afternoon , of a singularly bold and picturesque character. To under
stand the reason why it was resolved to remove yesterday no inconsiderable
portion of it from the rugged base on which it has defied the winds and waves
of centuries, I must make your readers acquainted with the intended line of
railway between Folkestone and this place.
At Folkestone there will be a viaduct of great height and length . Then
ENLARGED SERIES , NO . 3.- VOL . FOR 1843 . 2D
202 DISPLACEMENT OF

there will be a tunnel, called from a martello tower near it, the Tower Tunnel,
one third of a mile inlength. Thencomes a cutting through the chalk of two
miles in length, called Warren'sCutting. Then comes the Abbott's Cliff tunnel,
one mile and a quarter in length, and now half finished , although only com
menced on the 16th of August last. From the Abbott's Cliff tunnel, to the
Shakspeare Cliff tunnel the railroad will be under the cliffs close to the sea,
and protected from it by a strong wall of concrete two miles long, and witha
parapet of such a height as will not preclude passengers from the splendid
marine view which lies under thein . ' Now it was found that when a straight
line was drawn from the eastern mouth of the Abbott's Cliff tunnel to the
western mouth of the Shakspeare tunnel, there was a projection on the Round
Down Cliff which niust be removed in some way or other to insure a direct
passage. That projection , seen from the sea, had the appearance of a convex
arc of a circle of considerable diameter. It is now removed, and some idea of
its size may be formed from the fact that a square yard of chalk weighs two
tons, and that it was intended by this day's experiment to remove 1,000,000
tons. The Shakspeare tunnel is three -quarters of a mile long, and it is about
the same distance from that tunnel to the town of Dover.
Having premised thus much as to the locality of Round Down Cliff,I now
proceed to describe, as briefly as I can, the means employed to detach fro it
such an immense mass of solid matter. A horizontal gallery T , Fig. 3, ex
tended for about 100 yards parallel with the intended line of railway, from
which cross galleries were driven from the centre and extremes. At the end of
these cross galleries shafts were sunk, and at the bottom of each shaft was formed
a chamber, 11 feet long, 5 feet high, and 4 feet 6 inches wide. In the eastern
chamber were deposited 5000lbs. of gunpowder, in the western chamber 6000lbs.
and in the centre chamber 7000lbs. making in the whole 18,000 lbs. The
gunpowder was in bags, placed in boxes. Loose powder was sprinkled over
the bags, of which the mouths were opened, and the bursting charges were in
the centre of the main charges. The distance of the charges from the face of
the cliff was 70 feet at the centre and about 55 at each end . It was calculated
that the powder, before it could find a vent, must move 100,000 yards of chalk,
or 200,000 tons. It was also confidently expected that it would move 1,000,000
tons.
The following preparations were made to ignite this enormous quantity of
powder :-At the back of the cliff a wooden shed was constructed , in which
three electric batteries were erected. Each battery consisted of 18 Daniels'
cylinders, and two common batteries of 20 plates each , to which were attached
wires which communicated at the end of the charge by means of a very fine
wire of platina, which the electric fluid as it passed over it, made red -hot, to
fire the powder. The wires covered with yarn were spread upon the grass to
the top of the cliff, and then falling overit were carried to the eastern, the
centre, and the western chamber. Lieutenant Hutchinson, of the Royal Engi
neers, had the command of the three batteries, and it was arranged that when
he fired the centre, Mr. Hodges and Mr. Wright should simultaneously fire
the eastern and the western batteries, to insure which they had practised at
them for several previous days. The wires were each 1000 feet in length, and
it was ascertained by experiment that the electric fuid will fire powder at a
distance of 2,300 feet of wire. After the chambers were filled with powder,
the galleries and passages were all tamped up with dry sand, as is usually the
case in all blasting operations.
At 9 o'clock in the morning a red flag was hoisted directly over the spot
selected for the explosion . The wires were then tested by the galvanometer,
the batteries were charged, and every arrangement was completed for firing
them .
It was arranged that the explosion should take place at 2 o'clock ; at that
time there was an immense concourse of people assembled . In a marquee
orected near the scene of operation, for the accommodation of the directors and
 THE ROUND-DOWN-CLIFF. 203

distinguished visitants, we observed among the number assembled , Sir John

Herschell, General Pasley, Col. Rice Jones, Mr. Rice, M.P., Professors
Sedgwick and Airy, the Rev. Dr. Cope, and there was also a strong muster
of engineers, among whom were Mr. Tierney Clark, Mr. John Braithwaite,
Mr. Charles May, Mr. Lewis Cubitt, and Mr. Frederick Braithwaite ; the
engineers and directors of the Greenwich, Croydon, Brighton, and South
Eestern Railways, besides numerous foreigners of eminence.
At 10 minutes past 2 , Mr. Cubitt, the company's engineer-in -chief, ordered
the signal flagatthe western marquee to be hoisted, and that was followed by
the hoisting of all the signal flags. A quarter of an hour soon passed in deep
anxiety. A numberof maroons, in what appeared to be a keg, were rolled over
the cliff,and on their explosion with a loud report , all the Hags were hauled
down. Four more minutes passed away , and all the flags except that on the
point to be blasted were again hoisted. The next minute was one of silent, and
breathless, and impatient expectation. Not a word was uttered, except by one
lady, who when too late, wished to be at a greater distance. Galeatum sero
duelli pænitet. Exactly at 26 minutes past 2 o'clock a slight twitch or shock
of the ground was felt, and then a low, faint, indistinct, indescribable moaning
subterranean rumble was heard, and immediately afterwards the bottom of the
cliff began to belly out, and then almost simultaneously about 500 feetin
breadth , with reference to the railway's length of the summit began gradually
to sink .
There was noroaring explosion, no bursting out of fire, no violent and crash
ing splitting of rocks, and what was considered extraordinary, no smoke
whatever ; for a proceeding of mighty and irrepressible force, it had little or
nothing of the appearance of force. The rock seemed as if it had exchanged
its solid for a fluid nature, for it glided like a stream into the sea, which was
at a distance of about 100 yards - perhaps more — from its base, tearing up the
beach in its course, and forcing up and driving the muddy substratum together
with some debris of a former fall, violentlyinto the sea, and when themass
had finally reached its resting place a dark brown colour was seen on different
parts ofit, which had not been carried off the land. The shattered fragments of
the cliff are said to occupy an area of 15 acres, but we should judge it to be
much less. I forgot to minute the time occupiedby the descent, but I calcu
late that it was about four or five minutes. The first exclamations which burst
from every lip was-- " Splendid, beautiful!" the next were isolated cheers,
followed up by three times three general cheers from the spectators, and then
by one cheer more. These were caught up by the groups on the surrounding
downs, and, as I an informed, by the passengers in the steam - boats. All were
excited — all were delighted at the success of the experiment, and congratulation
upon congratulation flowed in upon Mr. Cubitt for the magnificentmanner in
which he had carried his project into execution .
As a proof of the easy , graceful, and swimming style with which Round
Down Cliff, under the gentle force and irresistable influence of Plutus and Pluto
combined, curtseyed down to meet the reluctant embraces of astonished Nep
tune, I need only mention that the flagstaff, which was standing on the summit
of the cliff before the explosion took place, descended uninjured with the fallen
debris.
No fossil remains of the slightest importance were brought to light, which
was a matter of disappointment to many. A very few even of the most ordi
nary character were found among the mass, which it may well be imagined
was soon after the explosion, teeming with the curious multitude from the cliffs
above anxious to obtain some relic of the event.
On examining the position occupied by the debris of the overthrown cliff, we
were much pleased to find it more favourably disposed than we could have
conceived possible. Instead of occupying the site of the proposed railway at
the foot of the cliff, it had by its acquired velocity slid past it, and left compa
ratively little indeed to be removed. At some considerable distance from the
201 DISPLACEMENT OF

cliff, the fragments appeared to be heaved up into a ridge, higher than any
other part, forming a small valley towards the cliff, and another seaward,
beyond which a second ridge appeared, when it finally slopes off towards the
sea. The chalk was by no means hard, and appeared thoroughly saturated
with water. The great bulk of the fragments ranged from about 2 to perhaps
8 or 10 cubic feet, although we observed vast number of blocks, which con
tained from 2 to 3 cubic yards and upwards, one of which was driven some
distance into the Shakspeare Tunnel, without doing injury to the brickwork.
There was very little, indeed, of what might be termed rubbish in the mass.
Previous to the explosion, we had heard it stated that about a million yards
were expected to be detached ; indeed the Railway Times so stated it, on the
21st ultimo, apparently from authority, and after the explosion took place, it
was publicly asserted by one of the officials, that three quarters of a million of
cubic yards' had come down. Now , on cubing the stated dimensions of the
mass, which were given as under 300 feet in height by, say 50 feet longer
than the gallery, which would therefore be 350 feet, by an average thickness
or depth from the face of the cliff of 60 , we shall have 233,333 cubic yards;
but as the present face slope of the cliff is greater than before, the average
thickness perhaps night be increased to 75 feet, which would make the quantity
291,666 cubic yards. From this is to be deducted 50,000 yards, the estimated
quantity to be now shifted in forming the road , we shall then have 230,000 yards
effectively removed by the expenditure of one ton of powder. We understand
that Mr. Cubitt, the engineer, afterwards stated that a saving of six month's
work, and £ 7000 expenditure was effected by this blast. Now allowing 6d.
per yard for the removal of the quantity now required to be shifted , which
would amount to £ 1250, and £ 500 for the powder used in the blast, the cost
of forming the galleries, tamping, &c., & c., we shall find that this mass has been
removed at a cost of 1.44 pence per yard . Again , taking Mr. Cubitt's state.
ment, that a saving has been effected of £ 7000, to which, if we add the £ 1750,
expenditure by the present plan, we shall find that he estimated the cost of
removal hy hand labour, at rather less than 71d. per yard.
We felt an interest in examining the beds and fissures of the chalk in the
neighbourhood of this blast, which clearly indicated that the plan of removal
adopted by Mr. Cubitt, was not only the cheapest, but the safest method which
could have been adopted. The vertical fissures which here traverse the chalk
appear to lie pretty nearly parallel, and at a slope perhaps of one - fifth to one .
tenth to one. It was in one of these fissures that the whole mass parted and
slipped down, on which we believe it had set previously, no doubt brought about
by the infiltration of water more than the sapping of the base by the sea . So
treacherous indeed was this chalk, that if we are rightly informed, a mass equal
nearly in bulk to that blasted on Thursday came down unexpectedly some time
since in the night time, burying in its ruins a watchman or foreman belonging
to that part of the line. In the zigzag gang ways cut along the face the
cliff, to enable persons to ascend to the summit - this sliding of thechalk where
those vertical fissures are intersected, appears very frequently, inspiring the
passer-by with a feeling of great insecurity. How far the water might be
intercepted, or otherwise be prevented from filtering through these fissures is
a question of great importance, and would not, we think , be one of difficult
remedy . It also becomes a matter of interesting inquiry as to the effect which
a lesser quantity of powder would have had, deposited and fired in the same
manner. Would it only have made the mass insecure, or caused a partial sliding
down, rendering it then more difficult of removal by land than at first ? The
proportion of powder which Mr. Cubiti employs in his blasting operations we
understand is determined thus : “ The cube of the line of least resistance in
feet, gives the quantity in half ounces ;” but in this case there does not appear
to have been any such quantity employed, though much more than heretofore
is found necessary in usual blasting operations. Perhaps the most curious
circumstance, connected with the operation, was the apparent absence of shock
 THE ROUND- DOWN - CLIFF. 205

on the firing of the charge on some spots in the immediate vicinity, while at
others, far more distant, it was clearly perceptible. Thus where the batteries
were placed, those in charge of them thought the charge had missed fire, from
their being insensible to any shock, while at five times the distance along the
face of the cliff, it was clearly felt. But even along the face of the cliff it was
very evident that the shock was felt by some and not by others, though standing
within a few yards of each other.
Fig. 1. - Section of the Cliff.

LR
WE
LW

Fig. 2. - Section showing the Movement of the Nass.

Fig. 3.-- Plan of the Cliff' and Chambers.

Reference.
Fig. 1.- Section of Cliff before the explosion ; H house in which the bat.
206 PROPOSED REGULATION OF SHIPMASTERS .

teries were placed, F flag over the spot , T tunnel or heading, C one of the
chambers, L R level of proposed railway, L W level of low water.
Fig. 2. - Section showing the movement of the mass .
Fig. 3.- Plan showing the projection of the cliff; the heading T, and cham
bers A in which 50 barrels of gunpowder were placed, B 70 barrels, and C 60
barrels . - Civil Engineers and Architects' Journal.

SUGGESTIONSUNDER CAPTAIN FitzRoy's New Bill, for the better regulation of

Ship -masters, with security of Owners and Underwriters.
[We consider the following worthy of special attention, and think our corres
pondent should follow up the subject, illustrating his statements with cases in
point.)
Sir .- As youhave given place in your last month's number, to my “ Suggestions
relative to Ship-masters, salvage, & c.,” I am induced to add a few more sug
gestions ; the general bearings of which I leave for the consideration and dis
cussion of your readers, should you deem the matters animadverted upon ,
worthy of publicity. Firstly, to making wages and disbursements of the master,
recoverable on the ship, when arrived at home only, in the same way as the
rest of the Ship's company. Many objections, I am aware, can be taken ; but
as the law now stands, there are no means for the masters coming under cogni
zance of the Court of Admiralty. The masters redress is a personal one against
the Owner, and the latter has no cheap means for exposè or punishment, and
which together induce dishonest and heartless minded masters, to help them
selves in various ways, to any extent, and even upon the ship herself, coute qui
coute, aware that they have no other security than against the Owner person
ally, and vice versa. The consequences of this, to my certain knowledge, have
been, that when they choose to entertain doubts right or wrong, of their Owners
responsibility, they set the agents at defiance, and act as they think fit, with
ship and earnings, at any sacrifice and results ; and for which an Owner may
perhaps once in his life, be foolish enough to prosecute, if he can catch the
master. But as this makes the loss and injuries greater, they are generally
allowed to go their way ; they proceed to other outports or to London, make up
a case with references should ihey be pressed, and secure a fresh ship by gra
tuity to a Broker or Ships' auctioneer, and by the further incentive of taking
£ 1 ' , „ per month under current wages. I can cite five instances of the above
kinds of a ruinous and infamous nature, which have occurred in the southern
colonies within the last eighteen months! To legislate in detail for these cases
would be futile. I allude to them to shew the necessity for great caution and
investigation , and powers by the Boards proposed, under Captain FitzRoy's new
bill, powers to require of masters and mates themselves to produce written certi
ficates, &c., from their employers during the last seven years, and for the Boards
to make secret inquiries, and to take evidence, &c. viva voce or by declaration ;
for without these powers it will be found not only difficult to arrive at the truth
and real merits generally (which are quite as essential as the Nautical abilities),
but upon open application to the referees A. B. C. of the applicants, information
will be withheld under doubtfnl cases, out of false sympathy or fear of trouble
and annoyance.
Certainly it is better that, if the applicant cannot produce written testimonials,
and the other general proofs to be required in support of other representations
be not fully and satisfactorily adduced and supported , the rejection should be
fearlessly decided on ; rather than Owners, Shippers, Underwriters, Emigrants
and others, should be deceived by commiting their property and lives to the
care, custody and integrity of the doubtful men !
We have Lloyd's registry and classification of ships, why not of the masters.
This would give second rate men a chance of employ, by those who thought fit,
whilst third rate men might pass perbaps, as niates of 1st or 2nd class, and
 AMERICAN DISCIPLINE. 207

thus underwriters and passengers as well as shippers would at once see, judge,
and act accordingly ? It may be said that such powers are inquisitorial, not in
the least, for those who have nothing to fear , let the means and the measures
be full and efficient or not at all; and the Underwriters generally are deeply
interested in seeing to this ! It may be less important to those, who fully
insure their old ships, to carry goods and passengers for freight only, and that
being mainly paid in advance ; but for those who only partially insure their
ships, and load and trade them upon their own account, the ability, honour,
and integrity of the master and 1st mate, are all important and vital; and for
such tested men €20 or 30 per month wages, would at theend of a voyage, be
found a security and saving. But I urge the making it illegal for Broker, or
any other person whatsoever, directly or indirectly to receive any reward for
recommending or obtaining any ship , master or mate : I can speak of the
abuses and evils arising hereupon !
Yours, & c .,
G. T. W.
N.B. — That a distinct form , of log and journal combined, shall be laid down
and entorced upon master and mate, is undeniably essential as simple, by num
bering the left and righthand pages the same, making the former for the log,
and the latter for thejournal, & c.

AMERICAN DISCIPLINE.

One of the most remarkable instances of the degree of severity ( partaking

very strongly of Lynch-law ) exercised in ships of the American Navy occur
red a short time sinceon board the United States brig -of -war Somers, Lieut.
Commander A. S. M'Kenzie.
The Commander begins his narrativeby stating that, after receiving informa
tion of a conspiracy, he treated the whole affair with ridicule ; he considered that
Mr. Spencer had been joking, but that the joking was upon a subject much too
serious. No steps were therefore taken , but the unfortunate Midshipman
being closely watched by Lieut. Gansevoort, was found “ narrowly examining
the charts,”and further , he committed the enormity of questioning the Surgeon
about the Isle of Pines.
To digress for a moment. We will only ask, Is any young sailor not inqui
sitive about this noted place ? “ Spencer passed the following day as usual,
sullenly, in the corner of the steerage ;" from which we infer that he was under
an arrest, and at least had no watch to keep ; but he was, moreover, observed
“examining attentively a small piece of paper, occasionally working with his
penknife on a piece of the tail ofa devil-fish, with which he had fashioned a ring
for his cravat.' These, and numerous other absurd and childish remarks, such
as sketching a brig with a black flag, telling Midshipman Rogers's fortune, & c.,
occupy the next portion of the narrative.
Another paragraph, to our ears aristocratic, sounds oddly : - " The circum
stance of his beingthe son of an Officer high in the Government enhanced his
baseness in my estimation, and made me more desirous to get rid of him ! ”
The Narrative then goes on to detail the unsuccessful means employed for
effecting this object, and then attributes to the unfortunate Mid . the crime of
having a most villanous smile, and a " strange flashing of the eye." Com
mander M'Kenzie then proceeds to relate hismode of accusation, the arrest and
handcuffing of Mr. Spencer, " for the sake of greater security.”
Thus, in rather unpleasant limbo for his " joking " conversation, his search
ing the charts, bis villanous smile, and “ flashing eye,” Mr. Spencer was under
the additional terror of having a bayonet inserted between his ribs.
" I directed Lieutenant Gansevoort to place a watch over Mr. Spencer, and
to give orders to put him to instant deathif he was detected speaking or holding
any communication with any of the crew ."
203 NAUTICAL NOTICES .

In Mr. Spencer's “ locker ” was found , it seems, " a string of characters in

Greek letters. They proved " - (but in what way we trust the Justice of the
Tribunal before which Commander M'Kenzie is arraigned will determine,
for there is no proof mentioned in the Narrative), — " to contain the plan for
the proposed mutiny . There was a list of the different members of the crew
(Query was it a watch -and -station bill ?) —some of whom were marked certain ,
others doutful ; some were marked to be kept at all events, and others to be
destroyed ,” & c . This ended in the arrest of two other men — Cromwell, the
" tallest ,” and Small, the “ shortest” man in the brig. These were also placed
in irons.
On the 28th November, ( the day following the arrest of Cromwel! and Small ,)
Commander M'Kenzie addressed his ship's company upon what had transpired .
The effect of his address upon them “ was various ;" many “ seemed delighted
at their narrow delivery, " and others horror- struck " at the thoughts of the
terrible danger ” they had escaped ; some " seemed overwhelmed with terror at
the anticipation of punishment that awaited them ; others were overcome by
thoughts of returning home, and wept profusely at the mention of the friends
they hope so soon to see .” ' But among all these weeping , horror-struck, and
delighted portions of the Somers's ship's company , we read of no sullen muti
nous sort of fellows likely to attempt a rescue ; and what therefore must be our
astonishment at the black sequel ?
The poor Midshipman endured his indignities resignedly until his “ tobacco
was stopped ,” the day after which “ his spirit gave way. He would sit for a
long time with his face buried in his cloak , and when he raised his head, his
face was bathed in tears.” In this respect he certainly had a wondrous simi
litude to a hardened mutineer ! The succeeding portions of theNarrative are
detailed in the same spirit of pure unadulterated American humbug ; but the
tragical end is, that the poor young man is launched into eternity “ unfit to die,"
as he himself said, together with his two shipmates.
Passing over the cant and hypocrisy of the Narrative, we proceed to the
manner in which the commander, M.Kenzie, justified the sweeping barbarity
of his conduct to the young man . This, however, is too severe a libel upon
the Americans ; and it will be sufficient, we imagine, if the crime and cruel
imbecility he has displayed are not, to condemn him at once.
“ If it had been possible to take him home, as I at first intended, I told him
that he would have got clear, as in America a man with money and influential
friends would always be cleared ; that the course I was taking would injure his
father less than if he should have gone home, and be condemned, yet again
escape.” The Commander endeavours to qualify this by the following note ; —
" Perhaps this is an extreme and erroneous opinion, and not just, but I am
merely stating facts which passed on the occasion . "
We must not omit begging our readers' attention to the concluding para
graph of the Narrative.
We should not have been thus premature in our remarks, were the scene of
trial nearer at hand, where we could be supposed to influence the course of
justice. But removed far from the scene of the Lieutenant-Commander's
oratory or that of his counsellors, we can but say that we look with ausiety to
the receipt of the next news from America ; and will only add, that if the
measure of “ English justice ” is awarded, Commander M'Kenzie will have
little reason to plume himself on his meritorious conduct.—N. & M. Gaz.

NAUTICAL Notices.
Floating Light, Bombay, Dec. 28. - Notice is hereby given, that a floating
light is stationed in the Fair Channel into Bombay Harbour, about three- quar
ters of a mile to the S.W.6.S. from the Fair Way Buoy, in about nine fathoms
at high water, and seven fathoms at low spring tides, with the following bear
ings and distances :
 NAUTICAL NOTICES. 209

Flag -staff on Malabar Point, N. 5 ° 46 ' E., distant 6.90 nautic miles.
The lighthouse on Colaba, N. 21° 34 ' E., distant 4.56 nautic miles.
The Fair Way Buoy , N.E.b.N. , distant three-quarters of a mile.
The Floating light at the Sunken Rock, N. 38° 50 ' E., distant 4.68 miles.
Kennery Island, S. 14 ° 15 ' E. , distant 7.43 miles.
The point of the S.W. Prong in six fathoms foul ground bears N. about two
miles.
The Middle of Thull Shoal E.S.E. two miles.
When approaching the harbour, if the floating light-vessel is seen bearing on
any point from N. by E. round to the eastward as far as S.E. by S., a ship
might steer directly for it ; and , when up with the light vessel , should steer
from her N.E. easterly, so as to pass about three- quarters of a mile to the east
ward of the other light-vessel, which is moored about a quarter of a mile to the
southward of the sunken rock. After rounding the rock light-vessel, you may
steer more northerly, and , if it be at night, should anchor about one mile to the
N.E. by N. from it, where the water will be smooth . The south point of the
middle ground shoal hears N.N.E. , distant two miles froin the rock light
vessel.
Both light-vessels are painted red , each carrying a ball on the light-mast, and
during daylight they hoist a red flag when a sail is in sight.
The outer floating light burns a blue light at the end of each hour during the
night, and displays a torch at the half hours.
The flood tide comes in from the S.W. , and ebb from the N.E. It is high
water at 12 hours on full and change of the moon .
East India House, Feb. 15 . JAMES C. Melvill , Secretary.
Note—The floating light was tried during the last monsoon , and rode well, but
in the event of her breaking adrift the fair way buoy is continued at its station .
Pilot Station Off Tile Mouth of the River Hooghly.-- Notice is hereby
given , that the same causes existing, which , during the last S.W. Monsoon,
rendered necessary the removal of the Pilot Station from off Point Palmyras to
a position 6 or 8 miles S.W. of the Outer floating light, and in from 16 to 20
fathoms water, this latter station will be continued during the next S.W. Mon
soon, viz. from 15th March to the 15th September.
During the last S.W. Monsoon no difficulty would appear to have been expe
rienced by vessels passing from False Point Lighthouse to the New station , nor
can any be felt if common attention be paid to the Lead, and to the following
directions prepared by Captain Lloyd , late Officiating Marine Surveyor General,
after a careful survey of the ground between the two Points.
“ False Point Light-house is in lat. 20 ° 19 ' N., and long. 86 ° 47 ' E. , and
that of the South Channel Buoy in lat. 20° 59' N., and long. 88 ° 4 ' E., and
bears from the former N. 61 E. true, or N.E.b.E. E., by Compass, distant
83 miles, and is laid in 12 fathems.
A bank of soundings extends from off Point Palmyras in a direction towards
the tail of the Western Sea Reef, and the nature of the bottom (as distinguished
from that of the Hooghly deposit, which is sand and mud with shining specks)
is a gravelly substance composed of sand, shells, and small pebbles discharged
from the • Kunka' and other rivers near Point Palmyras, the lighter material
of which being caried further out, is deposited and forms what is called the
Pilots Ridge, which in crossing to the N.W. shews a little less water than on
either side ; coming from seaward you shoal rather suddenly, from 28 to 23
fathoms, upon its Eastern Edge. It is composed of a shelly sand, or minute
gravel, of a reddish or rusty brown colour.
The best guide therefore to enable a Vessel to direct her course from False
Point to the Vessels at the New Station will be to run down the Edge of the
Pilots Ridge, which can readily be done by making the Light-house, and bring
ing it to bear about W.S.W. , or S.W.b.W., distant by computation from 10 to
15 miles, then steering to the E.N.E. , and having gradually increased the depth
ENLARGED SERIES . -NO. 3 , -- VOL . FOR 1843 . 2 E
210 NAUTICAL NOTICES .

of water to 23 fathoms upon the Eastern edge of the Ridge, regulated the course
to keep between it and 27 fathoms, when by attention to the Lead , and nature
of the soundings, course and distance run from the Light- house, it is almost
impossible to miss the Pilot Vessels ( if the above limits are kept within) either
by getting too far to windward or falling to leeward ; for the soundings increase
so rapidly to seaward from the proposed New station , that 28 fathoms will not
be more than 3 or 4 miles to the southward of it, and 23 fathoms the same
distance to the westward of it.
The soundings to seaward of the Ridge are in general a greenish or olive
coloured mud , with occasionally a few bits of broken shells mixed with it."
Vessels approaching the Station during the day, are required to shew the
usual signal for a Pilot, and by night, to give as early and as much warning as
possible, by firing guns, burning blue lights, and by exhibiting Two lights in
à Vertical position , where best seen ; but Commanders are recommended to
avoid, as much as possible, making the station during the night.
To mark the Station, one of the Pilot vessels will shew , during the day, a
large “ St. George's Jack” (white with red cross) at the main top gallant mast
head, and a good mast- head light during the night, and will burn a blue light
and a maroon alternately every half-hour, and fire a gun at 8 P.M. at midnight,
and at 4 A.M. Vessels approaching the station and while there, as well as when
approaching the light * and buoy station vessels, are warned to be careful in
avoiding collision by night, or by day and in communicating with either of the
above vessels, either at anchor, or hove to, when it is necessary to cross her to
pass under the stern ; several instances of serious damage having occurred
during the S.W. Monsoon, whereby the outer floating light was more than once
compelled to leave her station for repairs, to the great inconvenience and risk
of vessels entering and quitting the river.
A vessel will be stationed off False Point light-house, keeping it according to
circumstances W.b. $. to N.W.b.N. in from 10 to 15 fathoms water.
She will exhibit during the day, when vessels are in sight, a large “ Danish
Jack ” at the main top gallant mast-head (red with a white cross), and during
the night a good mast-head light in the same place, and will burn a blue light
every half- hour.
This vessel will have no pilots on board , and is only intended generally to
furnish information touching the course to the new station, but particularly to
do so to vessels which may be in ignorance of the position of the new station .
East India House, Jan. 18. James C. MELVILL, Secretary.
(The light vessels are directed , when another vessel is approaching during the
night, to shew a light at the Gaff end to mark the way they are riding . )

H.M. Steam Packet Station, Holyhead, Jan. 31 , 1843 .

Sır, -- ] am directed by my Lords Commissioners of the Admiralty, to give
public notice, that a beli has been placed at the end of the pier, near the light
house, for the purpose of guiding her Majesty's steamers into the harbour
during fog . The bell will be rung at about half -past 2 P.M., when the packet
generally enters the bay, and continued at intervals until her arrival.
I am , &c.,
John Kains, Commander, R.N.

The master of the Hamburgh schooner-brig Paradise, Zybrandts, discovered,

July 18, 1841, on his passage from Valparaiso for Manila, in lat. 9° S. , long.
172 ' W. of Greenwich, a group of six islands, thickly covered with cocoa- nut
trees and apparently uninhabited, which were not laid down on the newest
charts on board, and Mr. Zybrandts therefore named them “ Paradise Islands."
According to his observations he found the latitude of the northernmost island
at noon to be 9 ° 6 ' 20 '' S., and its longitude, according to a good chronometer.
172º W. Mr. Zybrandts afterwards found that the “ Uloe Group " is laid
 THE VARIATION OF THE COMPASS . 211

down in the English charts 23' too southerly, the most south and westerly of
those islands being in lat. 7 ° 32 ' N. , and long. 143 ° 30 ' E. -Borsenhalle .
[ We are sorry to deprive the Master of the Paradise of the honour of his dis
covery, by finding the Duke ofYork and Duke of Clarence Islands in the posi
tion pointed out by him in Kruzenstern's chart. With respect to the Oaliay
Groupe of the Caroline chain we suspect he has been misprinted . ]

MINDORO SEA. - Sir . — On my homeward passage from Manila, in the barque

Sarah, when in the Mindoro Sea, I found it was next to an impossibility to beat
her down the Mindoro Sea, against the whole strength of the south- west mon
soon . After beating off the coast of Panay for a day or two, I found we were
losing ground, likewise tearing the ship and gear to pieces, without any chance
of doing good . I therefore bore up, to try, if possible, to get into the Pacific
without going round by Celerite Point, which is at the entrance of the Straits
of St. Bernardino.
The first place I ran for was the space between the Islands of Semarara and
Cape Potol, in the Island of Panay ; but I found it full of shoals, small islands,
& c., without an opening, (although the Spaniards allow a passage to exist there
for Pontens, &c. ) Being disappointed there, I stoo to the northward , and
found an excellent passage, free from all danger, between the Islands of Sema
rara and the south end of Mindoro ; in the whole passage, as far as I saw , there
being but one island , surrounded by a coral reef, which island lays, I think mid
way between the island called Tablas and Mindoro, and may be kept clear of
by keeping on the Mindoroshore,about fourmiles off or so, untilCabeza Redonda
on Tablas bears about E.b.N. then steer over for the head, making an allowance
for a current setting to the N.E. about one mile per hour'; after rounding this
headland , it is very easy to get into the Straits of St. Bernardino. The passage
from Tablas, to the channel between Burius and Masbate, being entirely free
from danger . Cabeza Redonda lies in 13° 36' N., 122 ° 12' E.
I remain, &c.
John Hall, Jun .
P.S.- I suspect the island called Tablas has been so named at first in derision ,
it being very hilly indeed, instead of table land, which the name “ Tablas , " sig
nifies.
Our correspondent would have conferred greater value on his useful letter,
had he given us the date when he was in the Straits ; and we should also like
to know, how he obtains the particulars of this position, whether he landed or
determined itby bearing and distance from the ship, and if so how the ship's
position was determined ; as without such information his communication will
carry but little authority in these days. But on this subject in general , one so
important to Mariners, we recommend to our correspondent's perusal the
remarks contained in the second edition of Raper's Navigation, p . 351, which
should be consulted by all seamen . - With respect to Tablas, are the hills
tat-topped ?-ED.

THE VARIATION OF THE COMPASS.

( Continued from p. 845. )
Royal Observatory, Greenwich, Feb. 10, 1842 ,
Magnetical and Meteorological Department .
Mean Magnetic. Declination for October 1842—23 ° 18 ' 4 " .
Mean Magnetic Declination for November 1842–23 17 22
Mean Magnetic Dip for November 1842.
At 9 A.M.-68° 56} ' At 3 PM . - 699 03
Mean Magnetic Declination for December 1842–23 ° 17 ' 22''
Mean Magnetic Dip for December 1142.
At 9 AM .-68 ° 56 ' 1 At 3 PM .—68 ° 59 % '
G. B. Airy , Astronomer -Royal,
 212

Table LXIX .

For reducing Wurtemburg feet to English feet, and English feet to

Wurtemburg feet.

| Stutguard foot = 0.9399448023 English foot.

Stutguard

Stutguard
1 English foot tutguard 1 : 063892262 Stutguard foot.
English

eEnglish

.8|English
teet

feet

feet
or

or
Sor
.

Engiish Stutguard English Stutguard English Stutguard

feet, and feet, and feet, and feet ,and feet , and feet, and
Dec. parts Dec. parts . Dec. parts. Dec. parts . Dec. parts. Dec.parts.

1 0.940 1.064 40 37.598 42.556 79 74 256 84.047

2 1.880 2 128 41 38.538 43.620 80 75.196 85:10
3 2.820 3 : 192 42 39.478 44.683 81 76 136 86 : 175
4 3.760 4.256 43 40: 418 45.547 82 77 075 87.239
4.700 5 : 319 41.358 46.811 83 78.015 88.303
5.640 6.383 45 42.298 47.875 84 78.955 89.367
6.580 70447 46 43 237 48.939 85 79.895 00: 431
8 7.520 8.511 47 44.177 50.003 86 80.835 9 ) .495
9 8.460 9.575 48 45.117 51.067 87 81.775 92.559
10 9.399 10.639 49 46.057 52 :131 88 82 :715 93 623
Il 10.3 39 11.703 50 46.997 53.195 891 83.655 94.686
12 11.279 12 767 51 47.937 54.259 90 84-595 95.750
13 12 : 219 13.831 52 48.877 55.322 91 85.535 96.814
14 13 : 159 14.894 53 49.817 56.386 92 86.475 97.878
15 14.099 15.958 54 50: 757 57.450 93 87.415 98.942
16 15.039 17.022 55 51.697 58.514 94 88.355 100-006
17 15.979 18.086 56 52.637 59.578 95 89.295 101.070
18 16.919 19 : 150 57 53.577 60.642 96 90.235 102: 134
19 17.859 20-214 58 54.517 61.706 97 93.175 103.198
20 18.799 21.278 59 55.457 62.770 98 92115 104.261
21 19.739 22.342 60 56.397 63.834 99 93.055 105.325
22 20.679 23.406 61 57 : 337 64.897 100 93.994 106 389
23 21.619 24'470 62 58.277 65.961 150 140.992 159.584
24 22.559 25.533 63 59.217 67.025 200 187.989 192 : 778
25 | 23-498 26.597 64 60 : 156 68 089 250 234.986 265 973
26 24.438 27.661 65 61.096 69.153 300 281 983 319.168
27 25.378 28.725 66 62.036 70.217 350 328.981 372.362
28 26.318 29.789 67 62.976 71.281 400 3750978 425.557
29 1 21.258 30.853 68 63.916 72.345 450 422.975 478.752
30 28.198 31.917 69 64.856 73.409 500 469.972 531.946
31 29.138 32.981 70 65.796 74.472 5501 516.970 585.141
32 30.078 34 045 71 66.736 75.536 600 563.967 | 638.336
33 31.018 35 : 108 72 67 676 76.600 650 610.964 691-530
34 31.958 36 : 172 73 68.616 77.664 700 657.961 744.725
35 | 32.898 37.236 74 69.556 78.728 750 704.959 797.919
36 33.838 38-300 75 70.496 79.792 800751.956 851•114
37 34-778 39.364 76 71.436 80-856 850 798.953 904.308
38 35.718 40-428 77 72.376 81.920 900 845 950 957.503
36'658 1.492 78 316 82-984 1000 9.94: 1063.892
 PROMOTIONS AND APPOINTMENTS . 213

HER MAJESTY'S Visit to SCOTLAND.---Our indefatigable artist Mr. Huggins, Marine Painter to
his late Majesty, has commemorated this event with a painting representing the Royal Yacht in
tow of the Black Eagle and Shearwater, at the moment of the Royal Squadron being met by the
Monarch and Trident, belonging to the General Steam Navigation Company at the entrance of
the Forth. An engraving has been made by Mr. Duncan, dedicated to H.R.H. Prince Albert
affording to those who did not witness this interesting spectacle an opportunity of preserving a
pleasing record of it in the shape of an elegant picture.

ADMIRALTY ORDERS .
Admiralty, Nov. 15th 1842. direct that henceforth the production of Steam
My Lords Commissioners of the Admiralty logs and Engine room registers, by the com
are pleased to direct, with the view of further manding officers of Her Majesty's steam vessels,
conducing to the health and comfort of Her shall only be required from the time at which
Majesty's troops when embarked either on each Steam vessel leaves the port where her
board ships of war or troop ships, by a liberal Engines have been fixed or repaired until her
supply of necessaries, that, in addition to the return to any port for similar purposes.
existing scale of necessary money , one farthing By command of theirlordships
SIDNEY HERBERT.,
a day be allowed upon all pursary accounts of
Her Majesty's ships in which troops shall be
embarked, for every military person embarked ,
commencing with such accounts as have been Admiralty,
received in office since the 1st of January last, The Lords Commissioners Dec. 28th , 1842.
of the Admiralty,
and which have not yet been passed. having reason to believe that the consumption
By command of theirlordships,
SIDNEY HERBERT. of tallow and oil for the engines of her Majesty's
steam vessels is, in some cases, greater than
necessary, I am commanded by their lordships,
to desire that you will attend very strictly to
Admiralty, Dec. 26th , 1842 . this expenditure, and use every endeavour to
The Lords Commissioners of the Almiralty economize these articles on board her Majesty's
are pleased to direct, that the following uniforins vessel under your command .
shall be established for Engineers of the 2nd and You will, in future, insert in each monthly
3rd classes respectively . report of Machinery ( under the head of “ En
Engineers of the 2nd class.—The same as that gines") an accurate statement of the exact
established for Engineers of the 1st class by quantity of each of the above articles used per
their lordships' order ofthe 21st December , 1841, twenty-four hours, during any number of days
except that the button on the collar shall be of the vessel under your command may have been
the same size as the other buttons of the coat. under steam in the course of the month ; with
Engineers of the 3rd class.—The same as that the double object of enabling their lordships to
for Engineers of the 1st class, except that the judge of the actual expenditure necessary in
button on the collar of the coat shall be of the Steam vessels of different powers, and of noting
same size as those worn on the waistcoat. those Engineers who shall appear to practise
By command of their lordships, the greatest economy in these articles, consis
SIDNEYHERBERT. tently with the efficient working, and due pre
servation, of the engines.
If, from any temporary circumstances, such
Admiralty, Dec. 26th , 1812. as an over -heated bearing, the quantity ex
The Lords Commissioners of the Admirally pended should have been more than usual, the
having had under consideration their orders of facts of the case are to be noted in your report.
the 28th October, 1834, and 1st May , 1838, rela By command of their JOHN
lordships,
BARROW .
ting to the manner in which Steam logs and
Engine registers are to be kept , are pleased to

PROMOTIONS AND APPOINTMENTS.

( From the Naval and Military Gazette .)
DownING -STREET, Jan. 13.–The Queen has been pleased to appoint H. F. Sea
gram , Esq . , Commander in the Royal Navy, to be Lieut- Governor of Her Majesty's
Settlements on the Gambia .
WHITEHALL , Jar . 21 - The Queen has been pleased to direct letters patent to
be passed under the Great Seal , granting the dignity of a Knight of the United
Kingdom unto Captain Edward Belcher, R.N. !
PROMOTIONS . APPOINTMENTS .
COMMANDERS-J . F. Stirling, F. B. CAPTAINS— Sir T. Fellows , C.B. , to be
Montressor, C. Thurtell, J. Wolfe . Captain -Superintendent of the Víctual
Lieutenants — R . M. Richardson for ling Yard and Naval Hospital, Plymouth
services in China, L. G. Halstead , F. -J . Washington to Blazer.
Morris, R. Reid , G, H , Clarke . COMMANDERS- G . Giffard to Vixen
MASTER-H . May . J. Dufhill to Hecla - A , Boyle and H. B.
PURSERS - G . J. Q. Pinhorn , W. E. Young to study at Naval College.
Bluett, M. A. Feeley , H. R. Cole , A. LIEUTENANTS — W , Rendall and H.
Robinson, G. P. Rickord , T. T. Wise, Jauncey to Caledonia – A . Darby to l'ic
R. C. Clerke , tory-- J. A. Bainbridge to command Pic
214 MOVEMENTS OF THE NAVY .

kle - F. Kemble to Excellent—W . H. S. Sproule, Md., to Tarlarus-G . R.

Bridge to Ardent - F.H . Stevens to Gey West to Hecla — W . Bullock to Fearlass
ser- H . W. Wire to Snake - 0.J. Jones, -D , Ritchie to Cockatrice.
S. S. L. Crofton , and C. P. Bellamy to MIDSHIPMEN - Hon , F. Curzon and
Queen - W . P. Jamieson and Lord F. S. T. Dickens to St. Vincent - J . S. Mann
Kerr to Thunderbolt - W . Still agent to to Excellent - W.R . Fuller to Hecla .
Pestonjee Bomanjee trans. - G . Cleave VOLUNTEERS Ist Class — J. Hutchinson
land and J. H. Weller to Tartarus - C . and A. J. Bullock to Tartarus - J. Mur
M. Mathison to St. Vincent -A . F. Ky ray to Blazer - C . C. Vyvian and T.
naston , flag -lieut. to Vice- Admiral Par. Underwood to St. Vincent - H . E. Prit.
ker, GCB . ,-L . P. Burrell to Malabar , chard to Imaum .
W. Winniet to Lightning - W . H. Webb PURSERS-J . Anderson to Winchester -
to Styx-J , Pritchard to Spartan - W . Lyall to Isis , Mitchell to Cleopatra
H. C. Leaver and F. A. Cudlip to Blazer Smith (act. ) to Billern – J. Benifold to
-F . Morris to Tweed - C . F. Newland the Ordinary at Chatham - G . P. Rickard
to Spileful - G . T. C. Smith to Hecla , to Hecla — W . Young to Gorgon - W.P .
Masters-C . P. Bellamy to Queen- Browne to be storekeeper at Holyhead.
J. Garner to Spiteful - H , J. Sclater to CHAPLAIN and NAVAL INSTRUCTOR
Hecla – A . B. McLean to St. Vincent Rev. W. H. Elwyn to Endymion.
J. S. Pritchard to Tartarus - J , King to CHAPLAIN_Rev. J. Marshall to St.
Alban -- E , K. Calver to Blazer - H . May Vincent.
to Frolic . CLERKS-H . Braxton to Perseus - C .
MATES - C . Rainer to St. Vincent - C , Saunders to Tartarus -- C . Hellyer, F.
St. John , H. De Lisle, and E. Lacy to J. Fegan , and J. Hayward to St Vincent
Excellent - R . Reid to Royal William -R. G. Lillicrap to Frolic - R . Malone
E. Nicholls to Lightning - F . P. Warren to Heroine - G . F. Knox to Styx-C.
to Royal George - S. H.Pickard to Spite. Richards and S. Watson to Samarang.
ful - M . Burrows to Gorgon - W . R.
Surridge and F. H. Shortt, to Naval
College . Coast GUARD.
SECOND -MASTERS -- J. S. Colman and
D. Roberts to Victory – J. S. Colman to Promotions.-CAPTAIN-Sir R. Hagan
Cuckoo - J, Larie to Niagara - H . Hun- Knt.
ter to -Rhadamanthus -- J. Richards to COMMANDERS — W . Speck,W.Prowse,
Samarang - W . Roberts to Lightning- G. Drew .
T. Arundell to Gorgon . LIEUTENANT- S . Sterling.
SURGEONS-E . Davis to Blazer - S . Appointments - Lieut. J. S. M. Wat.
Donnelly to Hecla . son to command Victoria-Com . D.
Masters'-ASSISTANTS – J. R. Godden , Curry appointed to Newcastle District
and H. Sarratt to St. Vincent -- H . Nuttal Lieut. C. H. Baker to command Harpy.
to Samarang-H . M. Draper to Acheron Removals - Com . F. Edwin , to Cove
-E. Dwyer to Thunderbolt - A . Veitch District - Lieut, Fowler to Dunny Cove ,
to Tartarus. Lieut. J. D. Ramsey to Aldboro' - Lieut.
ASSISTANT-SURGEONS - R . Hastings to J. Hill to Tarcross - Lieut. W, Y. Gill
Thunderer - J . H. Haire , J. Andrews , J. to Wells- Lieut. J. Robinson to Buckle
Gallagher, and J. P. Lawrence to St. - Lieut. M. J. Liddon to Southampton
Vincent - T . Bell to Perseus - H . T. S. Water - Lieut G. Gahan to Leysdown
Beveridge, MD . , to Lightning - M . T. Mr. T. Stocker to Copperas Gap.
West to Lity – J. Lack to Thunderer

MOVEMENTS OF HER MAJESTY's SHIPS IN COMMISSION .

AT HOME Jan. 31 , arr. at St. Helens from Sheer

ness .
GORGON , (st. v .) Capt. Hotham , Jan.
30 , arr. at Portsmouth from Woolwich, ABROAD .
6th Feb , sailed for S. America.
THUNDERER , 84 , Capt. D. Pring , Feb , ALECTO , (st , v.) Com . W. Hoseason ,
15 , left Portsmouth for Cape of Good Jan. 18th , left Malta for Ionian Isles.
Hope. Avon, (st . v .) Lieut- Com . H. Byng,
VOLCANO, (st . v . ) Lieut. - Com . Smith . Dec. 17th at Janiaica from Honduras.
 BIRTHS, MARRIAGES , DEATHS. 215

BEACON , ( sur. v.) Com . T. Graves, Locust, (st. v .) Lieut.-Com . J. Lunn,

Jan , 8th at Malta . Jan. 14th , left Malta for Athens and
Bellbisle, 72, Capt. J. Kingcome, Constantinople.
Oct. 30th , arr. at Macao. Magicienne, 34, Capt. Warren , Feb.
BELVIDERA , 38, Capt. Hon . G. Grey, 1st, at Smyrna.
Jan. 18th arr. at Gibraltar from Barce Magpie , (sur. v .) Jan. 8th , at Malta.
lona. Modeste, 18, Com . H. Eyres, Oct.
Blenheim , 72, Capt. Herbert, Oct. 26th , left Macao for England .
27th , left Macao for the Cape and Eng. Monarch . 84 , Capt. S. Cmambers,
land. Jan. 8th , at Malta.
COLUMBINE, 16, Com . G. Elliott, Nov. Pickle, 5, Lieut. Montresor, Dec,
4th , at Macao. 14th , at Port Royal from Honduras.
CROISER, 16, Com . H. W. Giffard , POLYPHEMUS, Lieut, J. Evans Jan ,
Oct. 27th , left Macao for the Cape and 22nd at Gibraltar, and returned to
England . Malta .
Cyclops, (st. v .) Capt. H , T, Austen , PROMETHEUS, (st, v .) Lieut.Com , T.
Jan. 12th , at Malta from Port Mahon , Spark , Jan. 8th at Malta.
DEVASTATION, (st. v ,) Com . Hurry, Queen, 110, Capt. G. F. Rich , Jan ,
Jan. 8th , at Malta. 8th , at Malta,
FORMIDABLE, Capt. Sir C. Sulivan , Rodney , 92 , Capt, R. Maunsell, Jan.
Jan. 12th at Malta , 8th at Lisbon .
Geyser , (st. v.) Com . Carpenter, 5th , Savage, 10 , Lieut. J. H. Bowker,
Feb. at Malta from Messina . Jan. 31st, left Gibraltar for Alicant.
Hecate , (st. v.) Com . H. Ward , 4th Snake, 16, Com . Hon . W. Devereux,
Feb. at Malta from Smyrna. Jan. 15th, at Malta from Athens.
Heroine , 10, Lieut. Stewart, Dec. 4th SPARTAN, 26 , Hon, Capt. Elliott,
arr, at Bathurst from Sierra Leone, 15th Dec. 4th , left Jamaica for Havana.
sailed for Cape de Verds. STROMBOLI, Com . Louis, Jan. 8th , at
IMPREGNABLE, 110, Capt. T. Forrest, Constantinople.
C.B. Jan. 8th, at Malta. VANGUARD , 80, Capt Sir D. Dunn ,
INDUS, 84, Capt. Sir James Stirling, Jan. 12th , at Malta.
Jan. 28th , at the Piræus. WATERWITCH, 10, Leiut.-Com . H. J.
JUPITER , (tr, s,) Mas -Com. R. Fulton , Matson , Dec. 18th arr. at St. Helena
Oct. 30th , arr. at Macoa. from Coast of Africa .

BIRTHS, MARRIAGES, AND Deaths.

Births. Esq , of the 59th Reg. of Foot, to Lavinia ,
daughter of Rear- Admiral Sir E. Chet
On the 5th Feb, at Woolwich , the lady ham , C.B. , K.C.H.
of Capt, Washington , R.N., of a son . On 9th Feb. at Jlfracombe, Devon , D.
On the 3rd Feb. at Southsea, the lady Curry, Esq ., Commander, R.N. , son of
of C. K. Scott, Lieut , R.N. , of a son and Rear -Adml. Curry , C.B. , to Mary Anne,
daughter. only child of the late C. T. H. Ruwe,
Marriages. Esq. , of Stratford -on -Avon .

On 14th Feb. at Blendworth Lodge, Beaths.

Haots, the Right Hon . Earl of Northesk,
to Georgiana Maria , eldest daughter of Of Catarrhal fever, on 10th of Feb. at
Rear -Admiral the Hon . G. Elliott, Rose Hill , Bedminster, Sea Cadet, John
On the 7th Feb , at Droxforil, Hants, Evans, son of Lieut. J. Evans, R.N. , and
the Rev. N. Midwinter, A.B. , curate of great-great-grandson of the late Rev.
Trinity Church , Fareham , to Louisa , Morgan Evans, L.L.B. of Weobly in the
second daughter of the late Vice-Admiral County of Hereford, and Chancellor of
Sir E. G. Colpoys, K.C.B. Llandaff. He was a very promising youth ,
On 25th June, at Wellington, New much beloved by his friends and acquaint
Zeeland , Edward , eldest son of Admiral ances for his mild and amiable disposition
Sir E. Chetham , K.C.H., tv Amelia. and unassuming manners . He had re
daughter of the late D. Riddiford, Esq., cently returned from a voyage round the
of London, and step-daughter of G. S. world.
Evans, Esq ., LLD . , of Lincoln's Inn, now On the 29th Jan. in the Royal Naval
of Port Nicholson, New Zeeland . Hospital , Malta, J. Russell, Esq ., late
At Alverstoke Church , R. C. Bamford , First Lieut. H.M , steam -frigate Geyser .
 216

New Charts . - Published by the Admiralty, and Sold by R. B. Bate, Poultry ,

Nassau HARBOUR , Isle New Providence, West Indies,
The scale is about 17 inches to the mile, and the plan includes from Silver Cay on the West
the whole sea face of the Town of Nassau .
Salt Cay ANCHORAGE AND Hanover Sound ,-Island of New Providence,
The scale is about 5 inches to the mile, and includes from the Town of Nassau on the west, to
the Salt Pond, on Rose Island. These two plans are from the surveys of Corumander Barnett,
of H.M.S. Thunder.
CHART OF THE COAST of China ,-Messrs. Allen have just published a Chart of the Coast of
China, extending from Canton to the Yang -tse Kiang , with plans of the principal known ports.
The scale appears not sufficient for a ship on the coast, while it is unnecessarily large for one away
from the land . And we should have preferred a larger scale, for navigating the ports without
pilots. It is compiled from the latest documents.
EDWARDS's PRESERVED POTATO. - The good opinion we have entertained of this excellent vege
table, has received additional confirmation , from the circumstance of its being adopted for the
supply of the East India Company's troops.

METEOROLOGICAL REGISTER .
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory.
From the 21st of January, to the 20th of February, 1843 .
会长 主
Month
Day
Week

FARENHEIT WIND .
吴志龙
Day

THERMOMETER , WEATHER
.

BAROMETER. Streng.
。|M与忘公

In the Shade. Quarter.

.

会岁安 ax

9 A.M. 3 P.M. A.M. P.M. A.M.P. M. A.M. P.M.

会 当乡”学

In.Dec In.Dec 0 0 o 0
21 s . 30:00 30.00 31 37 30 38 E 8 2 2 b
22 Su . 30.00 30.00 40 36 42 SW s 2 2 o
23 M. 30.01 29-06 40 45 8 2 bc o
24 Tu . 29-86 29 8.5 41 46 42 S 4 4 o op (3
25 W. 29.98 30.06 10 48 SW SW 2 2 bc bcm
26 Tb. 30.00 30.02 49 50 SW SW 3 0 0
919

27 F. 29.97 29.94 50 53 47 SW SW O
28 s . 29.80 29.78 54 54 50 56 SW W 6 90 qbc
29 Su . 29.93 29-92 50 54 45 55 SW SW od ( 2 ) bc
30 M. 29.72 29.80 50 53 48 54 SW W qo b
31 Tu . 29-94 29.90 42 50 39 SW SW 5 O od (3
IW . 29.92 29.90 46 50 45 51 SW SW 3 bc b
2 Th . 29 62 29.67 49 46 50 SW SW qor ( 2) 0
3 F. 29.52 29.19 38 42 37 45 SW SW b qor (3 hs 3)
4 S. 29.32 29.50 31 36 23 37 NW qps (2) qbcps ( 3)
5 Su. 29.80 29.80 31 36 30 37 N. b bm
6 M. 292 29.78 33 34 29 35 N. bc or (3 )
N
N-W W

7 Tu . 29.92 29.91 31 33 30 35 NE bc os (3)o r (4)

N

8 W. 29.99 30.02 34 37 32 NE o
9 Th .' 29.95 29.93 37 38 35 39 NE od ( 1 ) (2) or ( 4 )
10 F. 29.85 29.3 34 38 33 39 NE NE be bc
11 S. 29.84 29.85 36 40 32 42 N NE od (2) bc
12 Su . 30.02 30-02 37 41 35 42 NE NE 0 0
13 M. 29.99 29.95 29 27 39 E b bm
14 Tu. 29.70 29-62 26 36 24 38 SW NW bm
15 W. 29:44 29.34 24 27 20 28 N N bc os 3)
16 Th . 29.16 29:14 26 31 24 32 N NE bc O
17 F. 29.42 29:48 25 35 20 36 N NE 1 b bcs 4)
18 s . 29:38 29.40 31 32 29 33 NE
4

NE 6 qos (3 ) ( 4)
co

qos ( 1 ) (2)
4

33 34 35
a
41»

19 Su . 29.40 29:37 31 NE NE og or 3) ( 4 )
20 M. 29.26 29 26 36 37 35 38 E E 3 ogr ( 1 ) (2) or ( 3)

JANUARY – Mean height of the Barometer = 29.735 inches ; mean temperature = 39.6 ;
depth of rain , and snow (melted ) fallen = 1.25 inches.
TO OUR FRIENDS AND CORRESPONDENTS .
We have received Capt. Scott's letter and will attend to its contents .
In Mr. MAXTON's self ering tide-gauge the connection of time with the action
of the tide , seems to be lost sight of, thereby many important features remaining
unknown. The invention shows great ingenuity , but it falls far short both in this
and several other particulars of the perfect machine of Mr. Mitchell, described in
our volume for 1832 , and ever since used in many places both at home and abroad .
 IMPORTANT TO THE MESS TABLE .

s
Letter Patent.

COWARDS'PRESERVED POTATO
The Patentees request the particular attention of the Royal Navy, the Mercantile
Marine, Voyagers, and the public in general to the following statement.
The keeping qualities of the Patent Preserved Potato in every variety of climate
havingnow been fully tested and approved of, and its desirableness asa fresh vegetable
generally acknowledged and appreciated during long voyages to distant parts of the
world, its merits are established as an excellent and invaluable article of food, un
equalled in cheapness and portability, and defying the effects of time in any climate
to injure its inherent nutritious quality and flavour.
A quarter of a pound of the concentrated vegetable, by merely pouring over it a
little boiling water, is at once converted into more than one pound of mashed potato,
andthat of a quality and flavour superior to ,and more nutritious than, the best potato
in its natural state, its being cooked in a few minutes, and no fire heat required, a
great saving of time and fuel is effected by its use.
These great advantages, combined with the high opinionsexpressed in the certificates
of Professors Brande, Daniell, Ure, Dr. Paris, &c. , which are a guarantee as to its
wholesomeness , are amply confirmed by the numerous testimonials the Patentees have
received from all quarters of the globe, as also by special reports made to the Govern
ment and the Hon. East India Company, approving of it in the highest terms. Its
practical utility is not confined to the mere production of an excellent dish of vegetable
food ; for, by the Preserved Potato being mixed with flour and well boiled, it pro
duces without suet or eggs, a light and wholesome pudding ; also, in bread making ,
pastry, soups, and a variety of other useful combinatious it is alike valuable, while
its great economy,portability, and facility of cooking, render it peculiarly suitable to
the hurried meal of the tempest-driven mariner, the soldier on his march , or the emi
grant on his voyage ; in fact, all classes of persons in all situations and times, either
at sea or on shore, may obtain in a few seconds a ready dish of excellent relishing food
from the Patent Preserved Potato.
In addition to these advantages, the cost of the Patent Preserved Potato will be less
than that of any other description of food ; the Patentees, under the conviction of its
extensive use, having determined to offer it to the public at a price ( delivered in
London ) which does not exceed One Penny PER Pound as the cooked Vegetable.
Among the numerous Testimonials, 8c. in possession of the Patentees are the following:
ANALYSIS OF THE Patent PRESERVED Potato, by Dr. Ure.— I hereby certify that
Messrs. Edwards' Patent Preserved Potato, contains by chemical analysis the whole nutri
tious principles of that root in a pure concentrated state ; that it contains
60 parts in the hundred , at least of starch ; nearly
30 of a soluble fibrine of dumulcent antiscorbutic quulity,
5 of a vegetable albumine of the nature somewhat of the white of egg , and
5 of a lubricating gum .
The fibrine and albumine render ut more light of digestion, and the gum
more demulcent to the stomach than wheat flour, with which, also, it may be regarded
as nearly equaliy nutritious, and more so than peas, beans, sago,or arrow root.
July 30th, 1842. ( Signed ) ANDREW URE , M.D. , F.R.s., &c.
Letter from Capt. Trotter , commander of Niger Expedition to C. Croker , Esq. Admiralty.
My Dear Sir.-I believe it was owing to your recommendation of the Preserved Potato,
that I took it to sea, I should be obliged , therefore, by your letting Messrs. Edwards' know
how much reason I had to be pleased with the article which I consider one of great value as
a sea store.
I have brought a small quantity from the Niger, which is as good as when I took it from
England twelve months ago. Ďr. McWilliam , the surgeon of H.M.S. Albert, has I un
derstand written to the proprietors of the Potato, expressing his approbation of its use for
the sick on board a ship. (Signed ) H. Đ . TROTTER, Captain, R. N.
Report from Mr. Welsh , surgeon of the “ Northumberland ,” conveying troops, Sept., 1841 .
In compliance with the desire ofthe Hon . Court of Directors of the East India Company
I have the honour to report on the effects of a quantity of Edwards' Preserved Potato , sent
on board the Northumberland for the use of the troops on their passage to Madras . ' The
Preserved Potato has been served out to the men twice a week for the last ten weeks ,
at the rate of 2 lbs, of the Preserved Potato to 6 ) pints of water, the allowance for a mess
of six men ; this was found quite sufficient, and the men have enjoyed it as much as the
fresh vegetable . I followed up the directions of the patentees with the first messes served
out, allowing 3lb. of the Preserved Potato to 6 pints of boiling water, I found this rather
more than the men consumed , and the quantity of water too little to make the vegetable of
the consistence of mashed potato . I substituted the following proportions, which made a
much more consistent dish , and sufficient for six men , 2 lbs, of the Preserved Potato , and
6 ) pints of boiling water poured over it ; the vessel used was the mess bowl, covered with a
platter, and allowed to stand for twelve minutes, when the mashed potaiü nas produced ,
superior to what was made from the fresh vegetable on board .
The Preserved Potato has kept of the same quality throughout the passage, and I feel
confident if protected from damp it may be kept for any length of time without change. I
consider Edwards' Preserved Potato a very valuable addition to the scale of victuals for the
men , as it is equal in nutritious properties to the fresh vegetable, and as the men enjoy it
as much , it must assist in keeping them in health . JAMES Welsh , Surgeon .
MEMO . - The Patent Preserved Potato is now adopted by the Hon , East India Company,
on the scale of victualling for the Troops.
Gentlemen .-- I feel a pleasure in being able to forward the favorable result of your Patent
Potato, for the benefit of Shipmasters and passengers going long voyages, as an invaluable
article of diet at sea or on shore, where the real potato cannot be obtained, during my voy
age from London to the Mauritius and Bombay, I made use of your potato upon a very
limited scale, and on my voyage homewards, (having a long passage) slight symptoms of
scurvy amongst the crew appeared, I immediately gave them your potato, three times a
week, and I am happy to say the result was most favourable, without the use of Medicine .
I arrived in the port of London with a healthy crew, not having a man off duty with
sickness, during eleven months , and I owe the greatest praise , to your Patent Potato, and
I can recommend them as the most enconomical articleof food as possibly can be obtained ;
and at the same time affording an excellent dish , after being a voyage to India, not losing
its quality, and only requiring ordinary precaution being kept dry; and occupying a very
small space. - GEORGE CLARK, Commander of the “ Vigilant,” dated July 1842 .
Letter from H.M.S. Wilberforce, Niger Expedition , Ascension , January, 1842.
Gentlemen.- I feel pleasure in bearing testimony to the value of your preparation of Pre
served Potato which I have found serviceable in restoring the convalescents after the
destructive fever, which has prevailed in the vessels of the Niger Expedition . I consider
them to be a most valuable adjunct, from their highly nutritive properties to the usual re
storatives, made use of by invalids in all tropical climates, where the English potato must
be esteemed a rarity. M. PRICHETT, M.D.Surgeon.
Extract of Letter from Capt. W. Allen , Rn ., of H.M.S. Wilberforce, Niger Expedition.
Gentlemen.- I am happy to be able to give you my testimony in favour of the Preserved
Potato , which I found to be quite as good as the fresh Vegetable, after having been on
board H.M. steam -vessel Wilberforce more than a year , at least that which was packed in
tin , I had some in barrels, which , owing to the excessive dampness of the Coast of Africa,
and perhaps, to carelessness in the exposure, had lost its colour, & c., though possibly its
nutritious qualities, remained in a great degree. I would strongly recommend it to be
always taken in Metal cases, as the most economical way .
For Ships' crews, I think that the Preserved Potato would be found of great service, as
part substitute for bread , it being usually the practice of the men , not to take up the whole
of their allowance, and 10 exchange it for Vegetables, in harbour, they would thus have the
means, if they choose , of obtaining a good Vegetable at sea.
I hope your excellent invention will receive extensive patronage, asyou have enabled the
longest Voyager to have a supply of potatoes, at all times, and in all climates.
(Signed ) WILLIAM ALLEN ,
Memo.—Two cases of the Preserved Potato that were taken out per H.M. Steam -vessel
Wilberforce are now in the possession of the Patentees, and the quality of the potato is the
£ame as when shipped in April, 1841 , for the Niger Expedition .
Gentlemen.- I have much pleasure in informing you, that I tried your Patent Preserved
Potato during my passage from England to Madras, and it was the universal opinion of my.
self and passengers, that it was a most excellent substitute for potatoes.
Signed J. HAMILTON , Commander of the “ . Anna Robertson,” Madras, July 20th , 1842.
Herewith are the signatures of my passengers to the above .—A. F. Bruce, Madras civil
Service ; M. H. BRUCE, MARIA GillesPIE , FREDERICA WARNER , W.H. WARNER, Lieut.
Bengal Artil- lery ; H. Ross, Lieut. col. Madras Army; H. P. Hill, Lieut. do. T. V :
Moore, Lieut . do., J. W.Arnold , W.M. Howden , Surgeon, G.T.Migle, J. Ross, Bengal
Army; H. READ , E, J. HARDY , D. SANDERSON.
For Casu, and not less than one cwt, supplied, packed in Metal cases.
Samples and particulars to be had ofthe Patentees, EDWARDS, BROTHERS, & Co.
1 , BISHOPSGATE STREET, corner of Leadenhall Street, London ; and of their agents
son -port
at Liverpool , Bristol , Portsmouth , Devonport, and other seo , towns .
 217

ANCHORAGE AT Santa Cruz , Tenerife.

Sir.—The officers of several ships that have come here for the first
time, have complained that the directions in Horsburgh , for the
anchorage, are extremely unsatisfactory. I think these must have
been formed when the buildings of the town did not extend so far north
as they do now . I send you a copy of directions I have drawn up, of
which, some officers to whom they have been submitted , have expressed
their approval. The bearings and depth of water I have taken from a
plan of the bay given me by Lieut. Arlett, when here in the Ætna .
I have been much surprised to hear oficers lalk of this bay as a
ticklish place to come to . A most erroneous notion . It is much supe
rior as an anchorage to Madeira .
Very truly yours , RICHARD BARTLETT ,
Santa Cruz, August 12th, 1842. H.B.M. Consul.

Directions.- ( Compass Bearings.)

While running for the anchorage keep both leads going, and bring up
to the northward of the Mole head ; or, bring the clock -front of the
square Church Tower on with a cupola, bearing W.S.W., and anchor
with this mark on or to the northward of it .
Ships may anchor when in less than thirty fathoms. Give a large
scope of chain cable. When the northernmost fort ( Fort Paso Alto)
bears N.N.W. the depth of water will be about twenty - five fathoms
on the lines pointed out. The shore may be neared without risk, the
water being deep, and no dangers that are not apparent . The anchor
age to the south of the lines indicated , is reserved for vessels in quaran
tine. Variation 22° 41 ' west.

STRAITS OF BASILAN, SAMBOANGAN , ETC.

Having previously drawn the attention of your readers to the difference
between Mr. Horsburgh's Directory and the charts, I will now point
out another instance which has lately led to rather serious conse
quences.
On the 15th of last June , while we were lying at anchor in Sam
boangan Roads, the “ Ann , " of Greenock, from China, bound to London ,
struck on the reef to the south-westward of the St. Cruz Islands, Straits
of Basilan . This ship was aground seventeen hours, and was ulti
mately got off with assistance from the ships in Samboangan , after re
ceiving considerable damage, -false keel knocked off, all the pintles of
the rudder broken , and making a foot of water an hour. Had this
occurred twelve hours sooner she must have gone to pieces , there being
then a strong breeze with a heavy swell .
The master of the Ann had no suspicion of any danger in this situa
tion. He was trusting solely to Mr. Horsburgh's chart, in which it
will be seen that nothing is inserted extending above a mile from the
St. Cruz Islands. This reef is at least four miles from them . By refer
ring to the Directory however , (a copy of which was on board ,) we find
a statement of H.M.S. La Sybille, having grounded on a coral bank
to the south -westward of these islands : also advice given to give them a
ENLARGED SERIES.-- NO . 4. - VOL . FOR 1843 . 2 F
218 STRAITS OF BASILAN ,

berth in passing. I subjoin a few bearings taken on board the Ann,

while on shore, Point Caldera , N.W .; Sangboys Island, W.b.S .;
Easternmost Peak of Basilan , S.E.b.E ; Easternmost St. Cruz Island ,
E. I N .; Western St. Cruz Island , N.E. 1 E .; and the mastheads of
the ships which were lying in Samboangan Roads were to be seen over
the Western St. Cruz Island ; -estimated distance from the latter island
about four miles. This, I think , is the outer verge of the reef,* the
least water we found on it was 13 feet, and this shoal patch is not above
300 or 400 yards in length by 100 in breadth , other patches extend
from this in the direction of the Eastern Island , between the shoal and
the west point of the islands there is plenty of water ; but to the west
ward of this point there is another shoal rather extensive , on which an
American ship struck , and remained some time, immediately after the
above occurrence .
I have had no opportunity of examining around these islands , yet
this notice may serve to caution ships , when in their vicinity, to keep
the lead going , there being anchorage, I believe, on the edge of all
these banks, with plenty of drift for keeping clear ; and from my own
observations, when a ship, near these islands , during the night shoals
the water under seven fathoms it is time to let go .
As many ships pass through these Straits, a few remarks on the town
and anchorage of Samboangan may be serviceable . The anchorage off
the town is not good . The bottom being foul, and the bank steep, many
anchors have been lost and broken , yet when the localities are known
there will be little danger of these casualties . I have anchored here
four times within the last eighteen months,—the first time we lost an
anchor, the chain broke endeavouring to weigh it, and the last time our
anchor brought up two others. Several other anchors have been lost
and broken within the same period ; and the “ Warrens,” of London ,
a short time prior to this, hove up two other anchors with her own as
we did , one of which weighed 20 or 30 cwt. These facts will show the
nature of the anchorage .
Immediately in front of the town , and at depths of from fourteen to
eighteen fathoms , the bottom appears to be composed of large rocks , and
here all the accidents have happened of which I know . Abreast of
of either end of the town , the fort being at the eastern extreme and the
church at the western , the ground is considered more even . Some
think off the fort there is better anchorage, as you then let go in seven
teen or eighteen fathoms; but as a general rule it is affirmed by the
coasters here, that all along this part of Mindanao from Point Caldera,
the bottom is foul when in deeper water than twelve fathoms. This
depth , however , off Samboangan is very close in . With fifty fathoms
of chain out a ship will swing into seven fathoms, and will not be more
* The above description will serve as a useful caution to vessels navigating these
Straits when in the neighbourhood of the Santa Cruz Islands. In the old chartof the
Sooloo Archipelago, published by Dalrymple , in 1771, and still used by H.M. ships ,
there is a shoal of three fathoms mud due south of the westernmost Santa Cruz Is
land, and about midway between the position of the shoal above given by Captain
Miller , which we have no doubt forms one of the patches extending to the eastern
island to which he alludes, perhaps the same alluded to by the Sybille . If the chart
in question had been on board of the Ann of Greenock , this would have been some,
if not sufficient warning to her captain of the danger he was running on ; and thus
saved all the ills which followed . Horsburgh'a chart ought to have shewn the shoal
Laid down by Dalrymple, -Ed,
 SAMBOANGAN , ETC. 219

than half a cable's length from the shoal water. Yet there is hardly
any danger of driving in that direction , the tides being very strong,
usually from 3 to 4 knots, and taking the direction of the land . It
is, therefore, necessary to moor. Should a ship, in swinging, foul her
anchor she will be sure to drift with it. From eighteen or twenty
fathoms the water deeperis very suddenly to thirty , then to thirty -five
fathoms, and although this is deep water for ships to bring up in with
chain cables, several have done so, and have all recovered their anchors,
thus proving the bottom to be more even .
The refreshments to be obtained at Samboangan are bullocks, fowls,
fruit, and yams ; and in the shops many trifling articles of utility and
consumption may be bought. All except the fruit are dear. A small
bullock or calf, weighing about 2 or 3 cwt. costs six dollars; they are
very lean , and the meat very dry . Fowls are not plentiful , but in gene
ral a few dozen may be gleaned up, the price to strangers ( there being
two prices for every thing at Samboangan) is from 24 to 3 dollars per
dozen . Yams 2 and 3 dollars per pical . Fruit, consisting of pine
apples and plantains always in plenty , and tolerably cheap, also cocoa
nuts . The water is excellent and easily procured . It runs behind the
beach in a fine stream , but unless filled very early in the morning it is
rather thick ; the whole female part of the population making a point
of washing in it every day , and stirring the mud up ; yet it soon settles.
We have always cut our wood on the St. Cruz Islands, which I believe
is customary with most ships . There is, nevertheless, plenty of it on
the large island , and I have been told some of rare qualities, of which ,
at present, no advantage is laken .
The town of Samboangan contains about 6 or 8,000 inhabitants , of
whom , perhaps, 20 are Europeans, chiefly officials. The Governor is a
Lieut . - Colonel in the Spanish army ; and it is said they muster here
about 200 soldiers , such as they are, mostly militia ; the others are con
victs from Manila, this being a penal settlement. On arrival they are
made soldiers, and continue so, I believe , for life, unless they can make
their escape , as many do. There is also a gun - boat station here for the
suppression of the Sooloo and Mindanao pirates. About 200 men are in
this service, commanded by a Lieutenant in the Spanish navy . The
other naval and military officers, with the exception of a Commandant
of Artillery, are the coloured natives of the town .
The little trade which is carried on scarcely deserves notice. A few
Sooloo proas come across occasionally , bringing Beche de Mer, or, per
haps, a small quantity of gold dust, or, the edible birds '-nests, which are
bartered for cotton goods supplied from Manila. I believe no shipments
of indigenous produce of any kind are made, a result not proceeding
from want of capabilities in the land , or, an ill chosen situation , but
from lassitude and absence of all spirit and energy in the goverving
party influencing the whole population.
In connexion with Samboangan , it may be observed that, the
Spaniards have a small fort at Caldera, which is about seven miles to
the westward , and at which place I have been credibly informed there
is a secure but small haven , having four fathoms least water, perfectly
safe in all weathers ; and having steep shores where a ship may heave
down , or, undergo any repairs, which they are able to do without
assistance from Samboangan , as at present nothing of this kind may be
220 ON RATING CHRONOMETERS .

looked for from there. In the case of the Ann, ( which ship it was ne
cessary to heave out,) all that could be obtained from the authorities
was the offer to store the cargo in Samboangan, then to put the ship
in this port of Caldera , and they would supply the master with a vessel
to go to Manila for workmen and materials to put the ship in order,
although , there was attached to the gun -boat station , enough to have
answered the purpose . But, being a stranger they objected to supply
her from this source . Natives of the town were also hindered from
entering on board to work the pumps while she made a passage to Ilo
Ilo or Manila, both their own settlements, saying the men's lives were
not safe on board , even should a small vessel be hired to convoy
them. She ultimately proceeded to Sourabaya under convoy , but not
that of the Spaniards .

ON RATING CHRONOMETERS .
Charlotte Town, Prince Edward Island,
14th January, 1843 .
SIR .-Although chronometers are now so generally used , I have never
yet met with a simple, and at the same time accurate rule , for finding
the correction to the difference of longitude measured by them , which
becomes necessary when it is subsequently discovered that they have
changed their rates. Yet, as chronometers on board a ship are seldom
or never found to have the same rate at the end of a voyage that they
had at its commencement , it is manifestly a matter of some importance
that simple rules , easy of application in all cases , should be given ; by
which either the required correction to the result of a previous compu
tation may be directly obtained , or new and more accurate data sup
plied for a repetition of the calculation for the chronometric difference
of longitude .
In hydrographical operations, especially, the necessity for such a rule
is very apparent ; and, I have , therefore, been induced to offer one
founded upon the hypothesis which an experience of many years in the
use of chronometers has taught me to consider as most probable :
excepting in those cases where the daily comparison of the chronometer
with a number of others, a consideration of its previous rate, or its habi
tual performance show us that it is inadmissible.
Let it be supposed that, in a ship about to proceed on a voyage the
errors of her chronometers on Greenwich mean time , have been ascer
tained by the necessary astronomical observation , and at the same time,
by comparison with a former observation , their mean rates for a certain
period , or number of days, previous to the last observation. With
these first rates the longitude of the places which she calls at in the
course of her voyage are approximately determined ; but at the last of
those places she remains a sufficient time to obtain the rates of her
chronometers for another period or number of days, and finds that
these second rates are different from the first.
It is required to find the correction to the longitude that becomes
The hypothesis is not new , having been adopted by my respected friend and
former commander, Capt. W. F. W. Owen , R.N. , in his survey of Lake Ontario , in
1816 ; but I have applied it somewhat differently, and also endeavoured to develop
its application more fully than he had occasion to do at that time.
 ON RATING CHRONOMETERS. 221

necessary in consequence of such a change of rate, in the case of each

watch separately, and under the supposition that the acceleration or
retardation of its rate had been uniform .
Let v express the difference between the first and second rates ; and
t the number of days between the middle of the periods for which the
two rates were obtained . Then will 5 = r, the ratio of acceleration
or retardation per day .
Let n express the number of days for which the first rate was ob
tained ; and р the period , or number of days for which the correction

to the longitude is required : —then will " " xp xr = x the cor

rection to the longitude in time .

Because * p may be considered as expressing the sum of a

series in arithmetical progression, the ratio of which is r, considered
as a unit ; the number of terms = p , and the first and last terms of
which represent the space passed through by the watch ( considering
alone that part of its motion which is accelerated or retarded ,) on the
first and last days of p .
Or, as the acceleration or retardation is assumed to be uniform , * and
to commence from the middle of the period (ny) for which the first - rate
was obtained ; and as, moreover, the space passed through by the
chronometer in the first day is equal to half the velocity acquired at
the end of that day ; therefore
( n + pʻ) — në xhr = x .
for the whole amount of the space described by the uniformly accelerated
or retarded motion of the chronometer in any time will be as the square
of that time .
But ( n + p ) -1nxr= n + pXpx
therefore " Pxpr = x.
2
The rule may thus be expressed in words. — To the number of days
for which the first rate was obtained , add the number of days for which
the correction is required ; multiply balf the sum by the last named
number of days ; and the product by the ratio of acceleration or retard
ation per day. The last product will be the correction to the longitude
in time; which in west longitude, is minus with an accelerated gain
ing, or a retarded losing rate ; and plus with a retarded gaining, or an
accelerated losing rate ; and in east longitude vice versá :

EXAMPLE I.
Let us suppose the ship to sail from Plymouth , and that the rate of her
chronometer had been previously ascertained, by observations seven days apart,
( say on the 1st and 8th of June, ) to be 3.5s. gaining on mean time per day.
Moreover, by the last observations the error of the chronometer was found to
be Oh . lm . 10s. fast of Greenwich mean time.
* It is, of course, not pretended that the acceleration or retardation of the rate ,
any more than the rate itself, is ever absolutely , or, in mathematical strictness, uni
form , but only that it often approximates so nearly thereto in good chronometers as
to justify the adoption of our hypothesis under certain limitations, the nature of
which has been mentioned , and which must be left to the judgment of the observer ,
222 CAPTAIN BAYFIELD, R.N.,

Pursuing her voyage the ship arrives at St. Michaels, and observations for the
difference of longitude are made there on the 17th of June, nine days after the
last observations at Plymouth.
Chron . fast mean time at St. Michaels, on 17th June 1h. 44m . 28.1s.
Chron . fast of Greenwich, M. T. on 8th June Oh. lm . 10s.
Gain in 9 days = 3 :5s. X 9 = + 31.5

Chron. fast M. T. at Greenwich , on 17th June 0 1 41.5 0 1 41.5

Approximate longitude of St. Michaels 1 42 46 6 W.

Again proceeding, the ship arrives at Halifax, and the

Chron . is found to be fast mean time on the 28th June 4h . 17m. 11.4s.
Chron. fast of Greenwich M. T. 8th June Oh . 1m . 10s .
Gain in 20 days = 3 :5s. X 20 = +1 10

Chron, fast M. T. at Greenwich on 28th June 0 2 20 0 2 20

Approximate longitude of Halifax dock-yard 4 14 51 :4 W.

But on the 3rd of July, a second set of observations are obtained at Halifax,
which, by comparison with the first set obtained there on the 28th of June,
give the mean rate for the five intervening days 5 :58s. gaining
Let us now proceed to apply our rule to find the correction ; first, in the case
of St. Michaels.
Case 1 .
v = 5.585 . – 3 50s. = 2 : 08s. t = 26. and = r = 0.08s. the ratio of acce

leration per day. n = 7. p = 9. therefore n + P 8 X 9 X .08

P xp
5 •76s. the correction to be substracted from the longitude according to the
given rule.
Approximate longitude of St. Michaels 1h . 42m . 46.6s .
Correction for acceleration of gaining rate 5.76
Corrected longitude of St. Michaels 1 42 40-84 = 26 46 iźw .

Case II .
For correction to the longitude of Halifax
p, in this case, = 20 all else are the same, therefore " 2+ P Xpr = 13.5 X
20 X 0.08s. = 21.6 the correction as before .
Approximate longitude of Halifax 4h . 14m . 51.4s. W.
Correction for acceleration of gaining rate 21.6

Corrected longitude of Halifax dockyard 4 14 29-8 = 63 34 21 w.

EXAMPLE II .
The same hypothesis, that the rates of chronometers usually increase or de .
crease uniformly, will enable us to find direcıly the correction to the longitude
of intermediate stationswhen the difference of longitude between the first and last
stations is known, and when the rate at one of them only has been ascertained.
For instance, let us suppose the longitudes of Plymouth and Halifax to be
known ; that the rate of the chronometer at the former place had been ascer
 ON RATING CHRONOMETERS . 223

tained to be 3-5 gaining, between the 1st and 8th of June ; its error on the 8th
June, Oh . 17m . 50.8s. fast M. T. at Plymouth ; and its error on the 28th of
June, 4h . 17m . 11.4s. fast M. T. at Halifax.
Chron . fast M. T. on the 8th of June, at Plymouth . Oh . 17m. 50.8s.
Gain in 20 days = 3:58. X 20 = + 1 10
Chron . fast M. T. on the 28th of June, at Plymouth 0 19 00.8
Ditto at Halifax 4 17 11 :4

Difference of longitude by chronometer 3 58 10.6

Longitude of Plymouth 4° 101 12 " W.
Ditto of Halifax 63 37 27

True difference of long. 59 27 15 = 3h . 57m. 498. . 3 57 49

Chronometer gives too much diff. of long. 0 0 21.6
Or, too much longitude west,

Hence it appears, that the rate of the chronometer has increased , and
if there be nothing in its previous rate of going, or in the comparisons
with the other watches to prevent us , we may consider the acceleration
of its rate to commence from the middle of the period (n ), for which
the first- rate was obtained . But if the comparisons indicated that the
chronometer had changed its rate immediately, or soon after the ship
put to sea , or if its rate immediately previous to the last seven days at
Plymouth had been decreasing instead of increasing, and that there was
no reason to think that it had ceased to do so before the ship sailed ,
then our hypothesis would be inadmissible, and we could not do better
in such a case , perhaps, than take the mean sea- rate which would be
found thus :
Chron . fast M. T. on the 8th of June, at Plymouth Oh . 17m . 50 8s.
Known difference of longitude 3 57 49

Chron . fast M. T. on the 8th of June, at Halifax 4 15 39.8

Ditto 28th of June, at Halifax 4 17 11 : 4

Gain of chronometer in 20 days 0 1 31.6

91.6
Gain in 20 days lm . 31.03. = 91.6. and = 4 :583. the mean sea- rate
between the 8th and 28th of June. 20

In such a case , however, we should not by any means have the same
faith in the results, as we should have in cases where there is no reason
to suppose otherwise than that the change of rate had been uniform . For
instance , let us suppose that the chronometer had begun to increase its
rate before the seven days rating at Plymouth , and that the compari
sons indicated that it had continued to do so since, we might then
safely adopt our hypothesis and proceed as follows.
The chronometer gives too much longitude west by 21.6s, which is
the whole accelerated motion in p , 20 days ; but we assume that the
acceleration commenced from the middle of the period .n = 7 days ,
21.6 - ir = half the ratio of acceleration
therefore per day.
n + pXp
But we may get at r the ratio by a more simple process, by consider
224 CAPTAIN BAYFIELD, R.N. ,

ing that the mean sea- rate found as above belongs to the middle of the
period p, as the first rate does to the middle of the period n .
. . 4.58s.
Mean sea - rate between 8th and 28th answering to 18th June
Mean rate between 1st and 8th } between the 4th & 51% } 4.5 3.50

t = 13.5 v = 1.08

therefore r = 1.08
= 0·08s. the ratio of acceleration per day.
t 13 :5

Having the ratio we may apply our rule for the correction to the in
termediate longitudes as before.
I have been induced to explain at some length the principle upon
which a rule for correcting the difference of longitude for a subsequently
discovered increase or decrease in the rate of the chronometer should be
founded, because, as I have before remarked, a correct rule for the pur
pose does not appear to have been yet made public. But when we
know the ratio of increase or decrease of the rate per day it is nearly
as easy, ( or at any rate not much more troublesome,) to repeat the cal.
culation for the difference of longitude with a mean rate during the in
terval between the observations at the two places, as to correct the result
of the previous computation with the first rate. I will , therefore, pro
ceed to give a rule, founded upon the principle already explained, for
finding the mean rate for any required interval, and from it the cor
rect difference of longitude by the chronometer.
If it be required to know the rate at the termination of any number
of days after the middle of the period n, to which the first rate belongs,
it is only necessary to multiply the ratio by the given number of days ,
and add it to, or subtract it from , the first rate according as it may be
increasing or decreasing. And half the sum of the ratio so found, for
any two days will be the mean rate for the interval between them . But
such a mean rate for any interval may be more directly and easily
found by the following rule .
Let n, p , and 1 , have the same signification as before. Let a be the first
rate ; and m, the mean rate for the given interval. Then will a + (n + px
= m . and m Xp= the whole loss or gain of the chronometer during the
internal p. Which rule may be thus expressed.
To the number of days for which the first rate was obtained , add the number
of days between the observations for the difference of longitude ; multiply the
sum by half the ratio ; the product added to the first rate will give the mean
rate, which multiplied by the number of days between the observations will
give the correct gain or loss of the watch. Thus referring to Ex. I. for the
longitude of St. Michaels ; a + (n + p X $ r) = m, that is, first rate 3.58. +
(16 X 0.04s.) = 4: 14s. the mean rate.
Chron. fast M. T. at St. Michaels, on the 17th of June, lh. 44m. 28.1s.
Ditto at Greenwich , 8th June, Oh. Im . 10s.
Gain in 9 days, mean rate 4:14 X 9 = + 37.26
Chron . fast M. T. Greenwich 17th June 0 1 47.26 0 1 47.26

Longitude of St. Michaels as before 1 42 40.84 W ,

 ON RATING CHRONOMETERS . 225

In further illustration of the subject I may add that, we might, if we

wished , find the correction to the longitude deduced , from the first rate
by means of the mean rate found as just explained .
For (m – a ) x P = x the correction to the longitude required .
That is, the difference between the mean rate for the interval, and the
first rate multiplied by the interval will give the correction required .
But this, requiring a double operation , that is one for the mean rate,
and another for the correction , would be evidently more operose than
the rule which I have previously given and endeavoured to illustrate
by Ex . I.
It will be perceived that I have used the same quantities in both ex
amples. I have done so that the agreement in the results of different
methods for finding the correct chronometric difference of longitude
may be the more easily perceived.
There is one more remark which it may be useful to add , namely,
that when the periods for which the rates have been obtained at two
stations are equal , then half the sum of those two rates will be the cor
rect mean rate by which to deduce the difference of longitude between
those two extreme stations only ; and half the difference of those two
rates multiplied by the number of days' interval between the observa
tions at those two stations will give the correction to the longitude
deduced from the first rate. But when the periods of rating are un
equal , or when the longitude of intermediate stations is required to be
found or corrected , then the rules which I bave given may be resorted
to with advantage.
In conclusion I may remark , that when the rate of a chronometer is
found to have greatly changed during a voyage, I should put little
faith in the longitude deduced from it, whatever might be the hypothesis
adopted to allow for such change .
Nevertheless, there are good reasons, even apart from experience, for
preferring in common cases the hypothesis which I have adopted, rea
sons founded upon a consideration of the nature of the instrument itself ;
and of the varying action, as to degree of natural causes or agents on
the machinery, and consequently on the performance of chronometrs,
subjected to such a gradual change of geographical position , and of
temperature as often takes place during a voyage .
However, in all cases, quick runs between the two places whose
difference of longitude is required , and which , if possible, should not
be more than ten days' sail apart,) thrice repeated in quick succession ,
80 as to have the sea- rates during the voyage backwards and forwards,
are the best mode of proceeding to insure an accurate result.
In hopes that what I have written may be useful to those who may
not previously have had an opportunity of well considering the subject,
which I have endeavoured to elucidate ,
I remain , & c. ,
HENRY H. BAYFIELD , Captain R.N. ,
To the Editor, &c . Conducting the Survey of the St. Lawrence,

We have taken the opportunity of annexing the following table to

Capt. Bayfield's paper, not as any illustration of it, but as somewhat
ENLARGED SERIES . - N0 . 4.- VOL . FOR 1843 . 2 G
 Temper
. .
Temper
during between
periods
226

.rating of
rating
|
.
DATE PLACE
.

Standard.
Carter 201.
Min .
Max .

between times .
Var, of Temper.
Extrme.
Mean .
O O S 8$S S 8 S $ S $ O 0
3+3.96
8++4-0.95
8.03–0
:+8–4.99
46+1.52

o
1Nassau
. 838
II
24th
and
16th -0.35
17th
and
24th
HIII
. avana 4.07
4.52
2.99
0:38
+0.05
6.91
0.08
2.05
3.5
73
nd
aSisal
III
.23rd
IV
1st 2.28
75
304:25 6.85
+0 4.43
3.951
2.93
:50:56 7
4.14
4.08
3.78
0.22
-0.48
7.72
2.29
0:12 73
79.5
a76
III6.5
.16th
IV
21st
Arenas
I. nd 3.71
3.66
3.861
0:56 76
81.5
21st
and
10th
V. Contoy
I.79 5 8.02
2:14
1.06
-0.21 783
53
VI
.27th
VII
2nd
aNassaund 2-53.82
2.82
0.88
0.32
32.88
/+ 8:59
2:48
1.18
182
IX
X.
2nd
25th nd
.aNassau 0.05 3:14
stop'd
+0.244.29
stop'd
9.85 3.97 81
84
3
183 5.25 3.39 70
77
12th
X.
19th
and Bermuda 11:17
+34.65
76
51.02 0:57 75
66.5
1839
Nassau
I.
28th
and
21st 12.28
5.69
2.25
70
183 1.62 6.25
3.22
J2nd
aamaica
II
.26th
III nd 12:15
25.97
80.1
72.02 6.52
3.77
2.22 79
181
11.89
6:23
1.69
10
2-5
83.5
V.
19th
and
14th 3.59
6.41
1.89 185 82-5
12th 76.61
VII
16th Canary 3:30
6.61 86 84
Iand
Cayman
.851..89 Islands
212:31 2:19 82.5
VIII Nassau 3.5
3.5
84.9 12.621
7.02
2:01 6.66
5:58
2:55 186
.and
8th
Ist 2I+ 0-821-1-9
8.22
5.10
)2.85 7 82
86
N3rd
aassau
.VIII
IX
23rd nd 7.01
13:09
2.27
483
53.6 79.5
82
.GC.
XI
3rd
and
X.
30th 11.26
7.23.78
280.5
75inger 3.46 5.71
8.13 24.89
0:51
9.20
3.54 +0
:13 77 70
7G 8.12
3.71
13.5
6.5
Bk 3.5
t
ahama
XII
15th
and
.B8th 9.431 0.24 64
77
XII
30th
and
23rd
.Nassau 14:34
7.90
168.9
10
35.96 2.97 7.49 25.97
14.35
8.06
3.86
10
9.5 6.91
9:58
3:52 -0.36
26.16 77.568
.1840
II
5th
I.and
27th
Nassau 3.65 74
14.16
7.66 8.96
3.26
5.49 1.09
27.81 81.579
.
III
5th
and
Ist 10.5
80'4 .5
John's
]2St. 81
84
V.
7th
and
3rd Chagres 13.95
7.42
3:55
82.7
|35.0 4.72
9.05
3.42 1:48
2627
14.18
7.46 8.93 6.18
3:38 1:14
+2.96
4.17 85 82
Cayman
.
VI
18th
and
14th 4.93
383.53
3.20 4.05
1:17
4.32 82.5
185.5
.Nassau
VII
17th
and
11th 14:23
7:56
4.16
83.5
43 8.90
3rd
VIII ermuda 2
183 14:34
7.08
4.40 9.25
3:41 6.34 4.48
4.12
1.04 82
84.5
27th
,BVII
and
ON RATING CHRONOMETERS .

Bermuda 17.26
10
)5.40 5.10 6.92
10-60
3:16 +0.13
6.691 2.64 79
725
8th
X.
15th
and 6.5
76.4 373
6.37
-0.91 84.5
84
X.
30th
and
25th 14.77
7.03
4.77
2.5
2.5
84.1
Thomas
St. 9-97
6:01
2.89 75
5.78
10:43
2:75 0.32 2.67
7.33 82
Useless.

15:13
7:45
5.33
4.5
77.5
XIt.
.S8.5
14th
and
10th
Domingo +0 7
:07.67 77 73.5
.
XII
2nd
and
28th Nassau 11
3.5
75-7 5.55
15:22
7:32 6.87
10.90
2.40 2.20
15:44
6.09
7.91 6.661
1076
2.891 0.24
+3.26
0.26
8:49 76
74.5
Nassau
1841
I.
14th
and
Bth 9
75.52
13.69
8.27
6.03 7.25
11:11
3.81 79-5
+74 7-63
13-33-3.0
:59.95
+0.91
0:53 1
IV
.and
24th
19th Nassau 576
5 .5 15.55 74
79.5
16.90
24th
IV
28th
and
. Nassau 7.00
5.72
5.5
76.5
6.5 ] 1.20 7.25
136.2 5:43
•10.20
9.72
.87
2.20
6th
V.
11th
and 15:53
7.24
5.78
Charlesto
7.5
73'45.5 n 5.781
11.29
4.00 76
70.5
10-07
0.58
17.18
4.47
3.00
163
24th
V.
20th
and Delaware 15:56
7.81
6.14 4401
11.24
3.11 61.5
735
17.30
absnt
3.26
10:36
0.91
1.51
15:43
7:53 67
:11152 11:36
3.21 4.401 71
75
16'98
4.45
3.11
0.36
9.88
0.46
V.
28th
and
24th7264
Delaware
65.11
ljump
!
vPacific
268Ap
and
after
;Asoon
634 &Mto
P1326
,;C1826
200
transport
by
brought
1out
hurricane
stop'd
the
in
1228
P. .oyage
. 39
..
 REMARKS ON CAPTAIN FITZROY'S BILL. 227

connected with the subject ; as it shows in a remarkable manner, the

tendency which most chronometers have to accelerate their rates in
gaining. The table presents the rates of somechronometers employed by
Commander Barnett, in the West Indies, through a period of three
years, and shews that those which have originally a gaining rate in
crease the ratio of gain , while at the same time those which have origi
nally a losing rate, decrease the ratio of loss, until they acquire a
gaining rate, or in other words keep continually gaining, and accelerate
their gain. The months are expressed in Roman characters.

REMARKS ON CAPTAIN FitzRoy's BILL .

I HAVE perused Capt. FitzRoy's proposed Bill, and am ready to grant

that, if passed into a law , it will be a boon to the Merchant Service ;
but I am decidedly of opinion that , it is neither sufficiently comprehen
sive, nor suitable in some of its details . I would at once have an act
introduced into Parliament for the general government of the British
Merchant Service, making the examination scheme one of its compo
nent parts .
For this purpose and for the general management of the act, I would
appoint only two principal Boards of Commissioners, five to be resident
in London, and three in Liverpool . Two of the London commissioners
might be chosen from officers of the Navy, of not lower rank than lieu
tenant, who should be well acquainted with the theory and practice of
navigation , -have traded to places beyond , either the Cape of Good
Hope or Cape Horn , and commanded a British merchantman at least
five years ; all the other commissioners to be chosen exclusively from
the Merchant Service, one of each of the London and Liverpool Boards
possessing the same qualifications as above mentioned , the others to be
also well versed in navigation , to have traded to places beyond the
Atlantic, and commanded a British merchant vessel at least five years.
Four of the commissioners to have salaries of at least £ 500 per annum,
the remainder £400 ; a secretary to each Board with salaries of £ 150,
and treasurer to the London Board with a salary of £ 300 per annum .
Two of the commissioners to be chosen by Hydrographer of the
Admiralty , with the consent of the Lords Commissioners, two by the
Trinity - House, and one by the respective underwriters of London ,
Liverpool, Glasgow , and Bristol . The London Board when constituted
to choose a board of three commissioners to be resident at Leith , from
masters either in the Foreign or Baltic trade, who have commanded a
British vessel at least five years ; salary of each member £ 200 per
annum ; secretary £70. This board only to examine mates and masters
for the Baltic and coasting trade, or to places between and including
the White Sea and Cape Finisterre .
The principal boards also to examine for the coasting and Baltic
trade, but all mates and masters for the Foreign trade to be examined
only by the principal boards . Certificates for mates in Foreign trade
to cost when issued £ 1 , for coasting or Baltic trade 15s .; for masters in
228 REMARKS ON

Foreign trade £ 2, in coasting or Baltic trade £ 1 10s. Renewal of

certificate for loss, mates 5s . , masters 10s.
I consider that no more than two classes of commanders, should be
made imperative, but that , if applied for, and after extra examination ,
and as a proof of superior talents or capabilities, honorary certificates
should be granted free of expense . No master or mate who has been so
for six months previous to the operation of the act, to require examina
tion , unless at their own request, but certificates of exemption to be
granted . Any masters, however, who after the operation of the act,
shall either lose or strand the vessel vnder his command , shall, pre
vious to again taking command , under a heavy penalty , appear before
either of the two principal boards on his arrival in England, and with
at least one officer, and two other witnesses from the crew , be examined
as to the cause of the loss or stranding, which , if proved to have arisen
from the master's neglect, or misconduct, or want of knowledge, then
his certificate to be cancelled, either wholly or for a temporary period .
Mates, if culpable, also to be punished in the same manner.
No difficulty can be experienced in attending any of the boards here
named, as steam affords now a speedy and cheap communication all over
the country . Increasing the number of boards not only increases the
expenses of the establishment, but adds to the chance of undue influ
ence and improper management .
One of the commissioners from the London and Liverpool Boards to
attend one of the police offices in each place, at least two days in
each week , to give advice and assistance to the magistrate, in adjudg
ing all nautical cases ; all these cases to be brought only before that
magistrate , and only on these particular days .
The London Board , immediately when established , to fix a scale of
provisions for the Merchant Service, arranging the quantities of each
article, after the manner it is done in the Navy, only increasing these
quantities when necessary . Provisions to be regularly issued in all
foreign going vessels according to this scale , and , if the crews do not
draw the quantity allowed , to be paid for their savings at the end of
the voyage, at rates fixed annually by the board .
All log - books for British merchanimen , to be issued to each chief
mate , of the respective vessels, from the respective custom - bouses in
Britain , when the vessel is entered outwards for loading. The first
leaf of these log- books to contain , and be used as, and instead of, the
present ships' articles or muster- rolls ; on the second leaf a list of all
passengers in the vessel during the voyage, their occupation , destina
tion , & c. Log - books to be of various sizes according to the length of pro
posed voyage , and each page to be numbered and stamped . All
log - books to be returned to the custom-house where the vessel enters
homeward ; certificates of such deposition to be produced to the search
ing officer, and all leaves to be complete under pain of withdrawal of
mate's certificate. Log- books being thus used instead of muster -rolls,
not to be deposited with consul abroad , but produced when necessary
under the usual penalty . Log- books to cost two - pence each leaf to go
to the general fund .
The whole of the Merchant Seamen’s Fund also to be entirely under
the management of the London Board ; vessels to pay their Hospital
 CAPT. FITZROY'S BILL . 229

Money every voyage ; and wherever they discharge their cargoes, all
the proceeds to be remitted to the general fund. Two hospitals to be
constructed , one at London , and the other at Liverpool, on the general
plan of Greenwich Hospital, for in - pensioners on the fund , each under
the management of its respective board. Each separate sea-port to have
a local and honorary board , consisting of chief magistrates, clergymen ,
and collector and comptroller of customs, who will recommend a number
of seamen or widows for out or in -pensions annually, according to the
number of men employed in vessels actually belonging to such sea - ports.
Fuuds for building hospitals to be borrowed at present, and gradually
liquidated from the general fund. All penalties under this act, prices
of log-books and certificates, as well as all hospital monies to be paid to
the London Board ; and , if necessary , to meet the salaries and pensions,
which will also be paid by the same board , a tax of two - pence per re
gister ton per annum to be levied on all British vessels, payable yearly.
The act of 1834, called Sir James Graham's, to be completely re
vised and altered , and placed in the general act . The part relating
to payment of wages, and recourse of seamen, or masters, and owners to
remain generally as it is ; but, to be quite altered as regards punish
ments and penalties on seamen . Our consuls in Foreign ports, police
magistrates in British colonies, and captains and commanders of British
men -of-war, either at sea or in harbour, to be not only empowered but
obliged to adjudge all cases brought before them, either by master or
seamen. Temporary refusal of lawful commands of master or officers,
to be punished by forfeiture of three months' wages if due, or , solitary
confinement and hard labour for six months. Aggravated cases, for
feiture of all wages and additional imprisonment, or other summary
punishment according to circumstances. Striking master or officer, or
other mutinous conduct, transportation according to offence. Any
offence occurring at sea, when it may be necessary, for example and
safety of vessel , to be punished at once ; master to do so only with con
sent of at least one officer, circumstances to be fully stated in log-book ;
and seamen to bave recourse , when on shore, if he considers himself
aggrieved . Seamen to be allowed to enter for men - of-war as usual , but
if they enter purely to escape punishment for some offence committed
in a merchantman , they are first to suffer punishment for the offence
before entering .
Such are, shortly and concisely, the principal enactments I should
wish made in a general act for the management of the Merchant Ser
vice, many alterations, amendments, and various details, would of course,
be made, and altended to, in framing such an act. I am extremely
surprised at the opposition raised in this country to Capt . FitzRoy's
Bill , particularly by the ship- masters themselves, I cannot, therefore,
expect my present project to be well received ; but, I most firmly be
lieve, that until some such general act becomes the law of the land , the
British Merchant Service must remain in its present degraded stale.
I write after considerable experience, and both as a master, and holding
a small interest in shipping, have not come to the above conclusion
without the most deliberate conviction of the necessity of the measure .
I think the enactments above proposed, requiring the examination of
masters after a stranding or loss of the vessel under their command of
230 NOTICES OF JAPAN .

vital importance, as well as that requiring stamped log -books. These

two clauses alone, if carried into effect, would exhibit a picture of the
Merchant Service, of which , the British public have no conception .
The assistance to the police magistrate, I also consider very necessary,
as it is impossible for any man , to judge between a master and his
crew , who does not from experience understand their relative situations
afloat.
The management of the hospital fund is notorious, and loudly and
justly complained of.
I am sorry that circumstances have obliged me , at present, to treat
this interesting subject, in such a short and unsatisfactory manner. I
am quite prepared at any time to bring forward abundant proof, from
actual observation, of the necessity of all the changes I propose ; and , I
am thoroughly convinced that the measures advocated are neither too
stringent nor uncalled for.
MEXICANO.

NOTICES OF JAPAN .-- No . XI .

(Continued from p . 93.)

At these entertainments, each guest is served with a portion of every

dish in a small bowl. Another bowl is placed beside him , and kept
constantly replenished with rice , whilst the sauces and other condiments,
of which , besides soy , are salted ginger and salted fish , are handed
round by the servants of both sexes, who are in constant attendance .
The viands consist of every kind of vegetable , (seaweed not excepted ) ,
of game, including venison , poultry , and fish. The last , however,
is the standing dish at every Japanese table , answering to the English dish
of meat . Every species is eaten , down to the very coarsest ; the lower
orders feasting upon all parts of the whale , everi upon the sediment
from which the oil has been extracted . But to return to the entertain
ment.
These banquets usually consist of seven or eight courses, during the
changing of which the master of the house walks round , drinking a
cup of saké with each guest . But the grand object in giving a dinner
is said to be less the assembling a cheerful party , than the exhibition
of the abundance, variety , and magnificence of the china and lackered
ware - called by us Japan - possessed by the founder of the feast ; and
no compliment is so agreeable or flattering to the master or mistress of
the house, as admiration of the table-service, and inquiries concerning
the price of the different articles.
Tea, made in the ordinary way , or boiled in the tea- kettle , is drank
at all meals, and indeed all day long, by all classes . But there is
another mode of preparing tea , which , on account of its expense , through
the various utensils and implements employed in its concoction, all of
which Japanese etiquette requires to be ornamental and costly , is wholly
confined to the higher ranks, and by them given only upon grand
occasions, and in great ceremony. It may be called the form of un
 NOTICES OF JAPAN . 231

thé in Japan . The expense must consist wholly in the splendour of the
lackered bowls, silken napkins, &c. , without which this tea cannot be
offered , since the materials and process, as described, convey no idea of
extravagance . The finest kinds of tea are ground to powder ; a tea
spoonful of this powder is put into a bowl , boiling water is poured upon
it, and the whole is whipped with split bamboo till it creams . This
tea is said to be a very agreeable , but very heating beverage.
When company are invited to such a tea -drinking, the room in
which they are received must be adorned with a picture of the philoso
pher and brouze Daruma , its inventor probably , as he appears to be
esteemed its patron kami , or saint. The decoration of a reception
room, according to this and other occasions, is, in Japan , a science not
to be easily acquired. In a handsome Japanese drawing-room, there
must be a toko — that is to say, a sort of recess, with shelves, expensively
wrought of the very finest woods. In this toko must be exhibited a
single picture — nomore ; beneath which must stand a vase, with flowers.
Now , not only must the picture be suited to the particular occasion ,
and therefore constantly changed , but the flowers must be similarly
adapted ; the kinds, the variety, the number, and even the portion be
tween the green leaves and the gay blossoms, all vary according to the
occasion. The laws that govern these variations are formed into a
system , and a book , treating of this complicated affair, is one of those
studied by young ladies at school .
The Japanese are very sociable, despite their ceremonious nature ;
and , in these properly decorated apartments, they habitually assemble
in considerable numbers, where the ladies sometimes occupy themselves
with ornamental work , sometimes with music and dancing. At these
parties, various sorts of games are likewise played ; of each of these
amusements , a few words must be said .
Of music, the Japanese are passionately fond, and their traditions
give the art a divine origin . According to this account, the sun god
dess, once upon a time, in resentment of the violence of an ill-disposed
brother, retired into a cave, leaving the universe in anarchy and dark
ness. Music was devised by the gods to lure her forth . But, though
it evidently succeeded , Japanese music , as described to us, corresponds
but ill with the high purpose of its birth. It has, indeed, produced
many instruments — stringed, wind , and of the drum and cymbal kind
-of which the favorite is the already - mentioned samishen .* But
with all this variety of instruments ( twenty-one in number ) , the Japan
nese have no idea of harmony ; and when several are played together,
they are played in unison . Nor are they proficients in melody ; their
airs, we are told , boasting neither “ wood notes wild ” nor any portion
of science. Yet to this music they will listen delightedly for hours ;
and the girl must be low-born and bred indeed , who cannot accom
pany her own singing upon the samishen . And this singing is often

The samishen is a three-stringed guitar, and is usually played with a plectrum .

The Japanese are acquainted with most of the musical instruments known among
the Chinese, as well as others of their own invention , of which the samishen is one;
one account, however, says it is from Lewchew. The koto (in Chinese kin ) or
scholar's lute, the biwa or guitar, pipes, drums, and clarionets or flageolets, are among
the common instruments,
232 NOTICES OF JAPAN .

extemporary , as it appears that there is scarcely ever a party of the

kind mentioned, in which some one of the ladies present is not capable
of improvising a song , should occasion offer.
The dancing is of the oriental style ( pantomimic ), and depending
upon the arms and body , rather than the feet, which remain nearly
immovable , and concealed beneath the robes ; it is , in fact, pantomimic
in character, and generally designed to represent some scene of passion,
absurdity , or every-day life. These domestic ballets are performed by
the ladies , the men gazing in rapturous admiration ; although the
utmost praise their Dutch visitors can bestow upon the exhibition is that
it is perfectly free, as might be anticipated from the character of the
dancers, from the indecent and licentious character of those of the orien
tal dancing - girls. The country does not appear, however, to be desti
tute of this class of performers.
Cards and dice are prohibited, and although the law is said to be
secretly transgressed in gaming - houses, at home the Japanese respect it
and resort to other kinds of games . Chess and draughts are great
favorites, as is one resembling the Italian moro. Another game seems
original . A puppet is floated in a vessel of water, round which the
company stand , playing the samishen , and singing as the puppet moves .
As it turns, penalties of drinking saké are imposed, as in wrong guesses
at the Japanese moro, and the like opportunities for forfeits. Upon oc
casions of this kind , the trammels of ceremony are completely broken ,
and the most extravagant merriment prevails, often ending in results,
very contrary to English notions of the temperance of tropical and ori
ental climates. Saké is drunk, as a penalty or voluntarily , to intoxi
cation by the men , who then sober themselves with tea, and again
inebriate themselves with saké , until , after several repetitions of the
two processes, they are carried away insensible.*
In summer , their joyous meetings usually take the form of rustic, and
especially water -parties, formed expressly for the enjoyment of fine
scenery . Large companies will spend the afternoon , evening, and part
of the night upon the lakes, rivers, or innumerable bays, of the sea,
in their highly- decorated boats, with music and banquets. During the
heat of the day, they lie moored in some shady nook, protected from
the sun's rays, but open to the sea breeze, whence they command a
pleasing view . In the evening, the waters resound with music, and are
illuminated with the moving lights from the colored paper lanterns of
the several boats .
In order to divert the company , should conversation flag, and their
own music pall on the ear, professional musicians, jugglers, posture
makers, and the like, are hired for the day. To these are added a
variety of the story - telling genus, very different in character from the
ordinary members of the profession in the East. These persons make
* The game here referred to called moro, is like the micare digitis of the ancient
Romans ; it is common in China. It is nothing more than guessing how many fin
gers will be turned down the instant they are bent. There is another play resem
bling it, consisting in guessing which hand holds a ball. Chess, called shiyogi,is a
favorite game, and is played by all classes. The boards are painted upon a small
table about a foot high , and contain eighty-one squares, with twenty men on each
side .
 NOTICES OF JAPAN. 233

it their especial business to learn , not romances, but all the gossip of a
neighbourhood , which they retail for the entertainment of their employ
ers . Some of these traders in scandal are frequently hired to relieve
the tedium of a sick -room ; but those engaged to divert a party of plea
sure , have a second and somewhat startling duty -it is, to set an ex
ample of politeness and high breeding, to improve the tone of the soci
ety that requires their service. These, not very homogeneous, functions
they are said to combine in a most extraordinary manner. We are
assured that , although , in their capacity of amusers, they indulge in ex
travagant buffoonery, rudeness , and impudence, they remain perfectlv
self-possessed , and at the proper moment, resuming their polished
demeanour , recall the whole company to order and good breeding .
From the pleasures and forms thatmainly occupy the life of a Japan
ese, we must now turn to its closing scene ; and, having begun with
his birth, end the chapter with his burial . But first, we must advert
to the length of time during which death occasionally precedes burial .
Many Japanese of the higher order die naibon , either in the course of
nature or by their own hands. If a man holding office dies, his death
is concealed — it is naibon - and family life proceeds apparently as usual
till the reversion of his place has been obtained for bis son . If such a
person be deeply in debt, the same course is adopted for the benefit of
his creditors , who receive his salary, whilst he, though well known to
be dead , is nominally alive . Again , if he has incurred any disfavor, or
committed any offence, the conviction of which would be attended with
disgraceful punishment, confiscation , and corruption of blood , he pro
bably rips himself up, either in his family circle, if any good to his
family be contingent upon his death's remaining for a time naibon , or
publicly, in a solemn assembly of his friends if the object be solely a
satisfaction of justice, and obviating of punishment .
When the necessity for the naibon ceases, or when a Japanese openly
dies, either naturally or by the national hara-kiri , the first symptom of
inourning that appears, is the turning all the screens and sliding doors
throughout the house topsy- turvey, and all garments inside out . A
priest then takes his place by the corpse. The family is supposed to be
ioo much absorbed in sorrow to admit of their attending to the minor
cares and preparations requisite upon the melancholy occasion ; where
fore, they are perınitted to weep in unmolested solitude, whilst their
most intimate friends supply their places in all matters of business or
ceremony. One of these kind substitutes directs the laying out of the
corpse , whilst another orders the funeral . One stations himself at the
house -door, in his dress of ceremony, to receive the formal visits of con
dolence paid by all the friends and acquaintance of the deceased, ( some
times in person , but very frequently done by a servant coming with
his master's condolence ,) and paid outside the door, to avoid the
impurity incurred by entering the house of death . The digging of
the grave is superintended by a fourth friend . This is situated in the
grounds of a temple, is shaped like a well, and lined with strong cement
to prevent the infiltration of water. If the deceased be married, the
grave is usually made sufficiently capacious to receive husband and
wife. A monument is prepared , bearing the name of the deceased , and ,
if married , the name of the survivor is added in red letters, to be black .
ENLARGED SERIES .-N0. 4 .-- VOL . FOR 1843 . 2 u
234 NOTICES OF JAPAN .

ened , or sometimes gilt, when this surviving partner shall rejoin in the
grave the partner who has gone before.
When all preparations are completed , the corpse , washed, and clad
in a white shroud , on which the priest bas inscribed some sacred cha
racters as a sort of passport to heaven , is placed, iu the sitting posture
of the country, in a tub-shaped coffin, which is inclosed in an earthen
ware vessel of corresponding figure ; and the funeral procession begins.
This is opened by a number of torch -bearers, who are followed by a
large company of priests, bearing their sacred books, incense, &c. Then
comes a crowd of servants carrying bamboo poles, to which are attached
lanterns, umbrellas, and strips of white paper inscribed with sacred
sentences. These immediately precede the corpse in its round coffin ,
borne upon a bier, and covered with a sort of white paper chest, having
a dome - fashioned roof, over which a garland is suspended from a bam
boo carried by a servant. Immediately behind the body walk ' the
friends and acquaintance of the deceased , in their dress of ceremony ,
accompanying, attending, and surrounding the masculine portion of
the family and kindred , who are attired in mourning garments of pure
white. White mourning is also worn by the bearers and household
servants of the deceased . The procession is closed by the ladies of the
family and their female friends, each in her own palanquin, attended
by her female servants . The palanquins (norimono) of relations are
distinguished from those of friends by the white mouruing dresses of
the attendants. In families of lower rank, the female relations and
their friends walk after the men .
The sorrowful train is met at the temple by another body of priests,
who perform a funeral service, and the corpse interred to a peculiar
sort of funeral music, produced by striking copper basins. During this
ceremony , two persons, deputed from the house of death, sit in a side
chamber of the temple, with writing materials, to note down the names
of every friend and acquantance who has attended.
Funeral ceremonies differ very much in the several principalities.
The ability of a family to incur the expense of a funeral, the condition
in life of the deceased , his age, his religious belief, or the local customs
of the place, all combine to alter the ceremonies observed at his inter
ment. One account will not apply to all parts of the empire . The
funeral regulations of the different religious sects are adhered to by
every one belonging to them , and priests are called in at every well
ordered obsequies, by whom much of the business is directed . There
are three modes of disposing of the remains of a person ; by burying the
dead body in a grave, which is called doso ; by burning it and inter
ring the ashes contained in an urn in a grave , which is called kwaso ;
and by throwing the corpse into the ocean, called suiso, which is now
disused .
When a person dies, his body is washed, and laid out with the head
to the north, and face looking westward , the hands being clasped upon
the breast ; this custom is said to have some reference to the fox, which
is supposed to compose himself in this manner to die . The shroud is
of white , but we are told that in Owari , it is sometimes made of paper,
with long extracts from the books of the Budhists printed upon it.
The head is usually shaved , and in some places the hair is placed in
 NOTICES OF JAPAN . 235

the coffin ; the short sword of a nobleman, or a wooden substitute is

also put into the coffin. The mode of burying in a tub is too expen
sive for all classes, inasmuch as the tub must also be inclosed in a square
coffin ; therefore some content themselves with a simple coffin, in which
the body is placed in a reclining posture. Double coffins are sometimes
made ; in rare cases the body is said by Titsingh to be surrounded with
cinnabar to preserve it. ' These various duties, besides many others
which society imposes of a condoling nature,' are performed by the rela
tions and family priest, assisted by the members of the household. It
is customary to send for the priests as soon as the person is dead , who
chants hymns, prepares the ihai, or ancestral table , with the koï-miyo,
or temple designation of the deceased.
In some places, it is not usual for the women to accompany the body
to the grave ; but whatever male relative does so must be dressed in a
white kamishimo urdress of ceremony, without the coat of arms upon
it . Friends who aid the funeral procession wear a blue dress. The
body is brought out of the house by the eldest sons, but carried to the
grave either by retainers ,' by domestics, or by professed undertakers ;
the bier is carried on the shoulder, if a man of rank , or in the hands,
if a commoner. The eldest son , called ato -tsugi in this case , follows
first as chief mournêr ; the rest of theprocession is as described above .
Gongs and cymbals and other kinds of music are used by some persua
sions; others omit all music. ' After burial, the friends are politely
thanked for their kindness in attending the obsequies, and are after
wards visited when the period of mourning is over. We cannot ascer
tain that the grave is lined with cement, and that it is not always
situated in the ground of a temple, we had opportunity of seeing at
Sataiira in Satzuma, when anchored there in the ship Morrison , where
an extensive graveyard was seen near the seashore, far removed from
any dwelling
The ceremonies of interment are the same when the corpse is buried ;
it is then, however, carried to the family temple and not to the grave,
where the priest reads and chants the prescribed forms. Burning is
more prevalent in large cities and places where land is expensive ; in
the suburbs of Ohosaka are many burning pits, near which ombo live,
who procure their livelihood by burning the dead . The' mode of burn
ing is thus described by M. Titsingh, with whose account our informa
tion mainly coincides.
“ The kwan or bier is previously carried, with all the ceremonies
enumerated above, to the temple, where, after the reading of the last
hymn, it is taken up by the bearers, and carried to the okubo, followed
by the relatives and friends. In the centre of this hut is a large well
of freestone ; outside of the door the tub or coffin is taken out of the
kwan by the servants of the deceased, or by the bearers, and placed
over this well, in which the ombo, a class of people 'very little better
than beggars, keep up a great fire with wood till the body is consumed .
Each of them has two poles of bamboo, with which he picks the bones
out of the ashes . The first bone is taken up by two of these ombo with
four sticks, which is called aribasami, or, to lift up on opposite sides.
For this reason two persons will never lift up together any meat or food
whatever with the sticks, they use for eating : it would be an omen of
236 NOTICES OF JAPAN .

ill luck . The ombo deliver this bone with their four sticks to the
eldest son , or the nearest relation , who is provided with an earthly urn ,
into which he puts the bone with his right hand . The other bones
are collected by the servants or the porters, and poured with the ashes
into the urn , the mouth of which is closed up with plaster.
" While the body is consuming a priest reads hymns ; the friends
remain outside the okubo in the road. The bearers then take up the
urn, and carry it in their hands to the grave , to which flowers, the
sioko , and the kwan are likewise carried ; but the flags and lanterns
are thrown away, or given to beggars. The parents, the friends, and
the priest who reads the hymns, follow the urn to the grave, in which
it is immediately deposited. It is filled with earth , on which is laid
a flat stone ; this is also covered with earth , and after it has been well
stamped down and levelled , the kwan is placed over it . At the expira
tion of forty -nine days, the kwan is removed, and the si - seki or grave
stone put in its stead .”
In former times, obsequies were, in many various ways, far more one
rous ; for it seems that , even in secluded and immutable Japan , lapse
of years has wrought its ordinary , softening effect, and lessened the
propensity to make great sacrifices, either of life or property . In the
early times alluded to, the dead man's house was burnt, except so much
of it as was used in constructing his monument . Now it is merely
purified , by kindling before it a great fire, in which odoriferous oils and
spirits are burnt. At that period, servants were buried with their
masters, originally, alive; then , as gentler manner arose , they were
permitted to kill themselves first ; and that they should be thus buried ,
was , in both cases, expressly stipulated when they were hired . Now ,
effigies are happily substituted for the living men .
The mourning is said by some of our writers to last forty -nine days ;
butthis must mean the general mourning of the whole family, inasmuch
as Dr. Von Siebold expressly says that very near relations remain im
pure-- which , in Japan , is the same thing — as much as thirteen months.
It appears , also, that there are two periods of mourning in Japan, as
with us a deeper, and a subsequently lighter, which may help to explain
the discrepancy. During the specified forty -nine days, all the kindred
of the deceased repair daily to the tomb, there to pray and offer cakes
of a peculiar kind, as many in number as days have elapsed since the
funeral; thus presenting forty - nine on the forty -ninth day . On the
fiftieth day , the men shave their heads and beards, which had remained
unshorn and untrimmed during the seven weeks. All signs of mourn
ing are laid aside, and men and women resume the ordinary business of
life, their first duty being to pay visits of thanks to all who attended
the funeral . It should be added , however, that for half a century,
the children and grandchildren of the deceased continue to make offer
ings upon the tomb.

( To be continued . )
 237

PROPOSED FLOATING BREAKWATER .

The different floating breakwaters which have been proposed , since

they only sink in the water a certain distance, 15 or 20 feet, will not I
consider stop the action of high waves , as the undulation will pass
under the floating body as it does under a vessel at sea .
This has led me to consider how such a breakwater might be brought
almost in contact with the bottom , and I propose to effect it by forming
a strong framework of fir, anchored by stout chains attached to moor
ings or Mitchell's screws.
The specific gravity of fir timber would keep the frame in smooth water
nearly perpendicular, and in a gale it would lean over ; but as the sea
must break upon it, even if it passed over it, the wave would be
sufficiently lulled to give almost smooth water behind it.
The annexed sketch , Fig. 1 and 2, will be sufficient to explain the
proposed plan .
Fig. 1. - Elevation , Fig . 2. - Section in a Gale.

Sealine
d

m m m m Mooring,

Fig. 3. – Part of Elevation enlarged .

(t The construction of the framework
is shewn in Fig. 3 ; viz. 12- inch logs
cut diagonallyand framed strongly to
gether b c, d d , e e, cc. It is evident
7 however, that common English fir
would answer the purpose.
The insertion of a triangularpiece
between the logs, as shown atſ Fig. 3,
would give strength, and throw the
water up on reaching that point.
HEF

Each frame to be 100 feet in length , and in height five -fourths of

the depth of water at high tide , say 60 to 80 feet. The number of
these frames will depend on the shelter required. They would not be
brought into contact, which would I consider, be an advantage since
an accident to one would not affect the others. But if connection were
found advisable this might be effected by a pliable substance, as choir rope,
and the same loaded with weights might be attached to the bottom of
238 NAUTICAL RAMBLES .

the frame , if the ground from rocks , &c ., did not allow the frame to
come sufficiently near to the bottom .
The beam of a vessel of war being about 50 feet, if one anchor en
ables her to ride with her masts, &c ., two should be ample for a frame
work of 100 feet, particularly if a space of one-third or one -fourth is left
between the timber Fig. 3 to allow a passage for a portion of the water.
Indeed , under circumstances, one mooring with two chains would pro
bably be quite sufficient for each frame.
The timber might be protected from the worm by Mr. Payne's in
vention , and if the frame lost its buoyancy , as by an accumulation of
weeds, &c., it might be restored by placing a buoy or hollow iron cy
Jinder at d, in the section Fig. 2 .
By a rough calculation I consider the experiment might be tried
with one frame, for £700.
I need not contrast the expense of such a work with the millions pro
posed for each harbour of refuge, by the commissioners appointed some
years ago to report on the south -east coast.
This also could scarcely cause any accumulation of deposit, which in
any stone work to be erected is always to be found, and if it did not
answer in one situation it could be removed to another.
1. J. W , PRINGLE,
45, Pall Mall, Feb. 2, 1843. Captain Royal Engineers.

NAUTICAL RAMBLES . — THE LEEWART STATION DURING THE WAR .

Port Royal and its Associations .
( Continued from p. 100.)

The names of the harbours, bays, and other inlets of this island have
been greatly altered since we gained possession of it about 187 years
ago ; not only have most of the Spanish names been superceded by
English , but these also , in some cases, have been exchanged. In an
old map of the island , I find Montego Bay written “ Montica,” and
sixty or seventy years ago it was called “ Mondego .” Had there been
an isolated, or, conspicuous mountain , we might with some degree of
probability have considered that it had been originally named “ Monte
Jago," as the Spaniards were fond of bestowing the names of their
saints to the lands they discovered . In the same old map I find Lucea
termed “ St. Lucy ,” which is altogether English , ( Lucia, in Spanish .)
The inhabitants of these two places never use the word “ town,” to
the collection of houses which constitutes one, but invariably substitute
the hydrographical term “ bay ." If you ask any person, whether
white or black, who may be descending from the mountains to either
place, Where he is going ? he will answer, “ To the bay ;" that is, to
Montego bay , or, to Lucea bay , as the case may be ; but never to the
" town 99 of eithe one or the other. This mode ofdesignation seems to be
peculiar to these two places along the coast. The houses of these towns ,
and , indeed , throughout the island, are principally constructed with
 THE LEEWARD STATION . 239

wood ; some , however, have the basement of stone ; but there are few
entirely built of that material . The windows are jalousied , by which
contrivance the air is admitted freely , or, excluded ,at the option of the
inmates of the house, with the slightest effort of the hand . When the
blind is placed in a horizontal position, external objects can be readily
viewed from within a room ; and there is, generally , a telescope poised
between two of the vanes of the blind , for the purpose of more minute
observation . The jalousie is a large sort of Venetian blind which is
simply and ingeniously contrived to assume a vertical or horizontal
position at pleasure. · Some of the dwellings, which are situated on
elevated land , exposed to the norths,' are provided with a few glass
1
windows; but the majority are without them .
The rooms in the generality of houses are all upon one floor, which is
often raised from the ground , but there are a very few which have the
bed -rooms upon a second story. The floors, whether of mahogany or
other wood , are neatly polished; the operation is performed by the
young negresses, with roasted Seville oranges, ( locally called “ bitter
and sweet,") and bees '-wax, early in the morning, under the superin
tendance of an old domestic 'matron, whom the girls call “ granny.'
The old dame keeps up strict discipline among the youthful fry, and
exercises a complete control over her maidens. The beds, generally of
feathers, which is extraordinary in so warm a clime, are furnished with
fine gauze curtains, termed " Musquito -nets ," as they are designed to
keep out the tormenting insect- fly of that name, without excluding the
air , if any should be in motion ; which , indeed, is seldom the case .
There is no possibility of excluding the musquito from the bed -rooms ;
but, centipedes and scorpions ; equally as offensive as the former - from
the extreme care and cleanliness observed, seldom intrude, in the more
respectable dwellings ; where , however, the floors are laid close to the
ground, these, and other insects, and even reptiles will occasionally
obtrude. If the four heels of the bed - posts were each placed in a bowl
half filled with oil, the smaller crawling insects would be effeclually
excluded from entering the beds."
It appeared to me that the houses of the French West India isles
were much cooler than those of Jamaica , from having the floors laid
with flat dead tiles, i.e. not glazed or polished ; and both that nation
and the Spaniards use more stone in the construction of their dwellings
than the English do in this part of the world . I do not know whether
the same law existed here as in our North American possessions, which
compelled the earlier settlers to build their houses of wood , in order to
clear the forests. The probability is , there was such a law. But there
is another reason assigned for the generaladoption of wood ; that of the
fabric being less liable to be thrown down or deranged by the shocks of
earthquake than buildings constructed entirely of stone. One circum
stance having some connection with the universal application of wood
in the construction of dwellings has always appeared to me as extraor
dinary ; and which , notwithstanding the immense quantities of spiritu
ous liquor manufactured in the islands annually, is a strong proof of
the temperance of the inhabitants. I allude to the infrequency of
towns or dwellings being destroyed by fire. When we consider that
there is no organized police, and no regulations in force with respect to
240 NAUTICAL RAMBLES .

the use of fire, or, of lighted candles, we may pronounce it as remark

able that accidents from that element do not oftener occur.
The houses of the independent part of the community, whether in
town or country , are detached ; and generally surrounded by a plot of
ground , ornamented with handsome fruit trees, and beautiful flowering
shrubs, which give to these villas a very picturesque appearance ; and
almost all , even the negro cottages, have a poultry -yard attached .
Nature has certainly been prodigal of her favors here, with respect to
the vegetable creation ; nothing like an unsightly or ugly tree or shrub,
being met with ; indeed they are all in some way or other agreeable
objects to the eye ; and some are remarkably graceful in the disposition
of their foliage,-such as the palm tribe, the tree ferns, the acacias, &c.
Cleanliness is a virtue, particularly necessary in a warm climate,
and certainly it is in every particular most scrupulously regarded here.
Nothing, indeed , can exceed the care with which this duty is attended .
The observance has become habitual, and hence it is one of the circum
stances which first strikes a stranger on his landing ; and certainly
affords a favorable impression of the people. There is, too, a degree of
neatness and simplicity every where observable in the interior of the
dwellings that is admirable ; their rooms are not crowded with furni
ture , or, loaded with ornaments ; there is enough and nothing more. At
the same time there is an inviting air of comfort pervading the whole,
that is really very agreeable to the feelings. As if , too , in keeping
with every thing around, there is a good deal of what the French term
“ bon hommie ” about the inmates of the dwellings, whether white, brown ,
or black , that always at once disarms reserve, and makes one feel at
home in their presence ; and among the females there is a gentleness
and feminine modesty , a soft voice , and an agreeable langour, super
induced by the warmth of the clime, that make them very attractive.
Many delightful hours I have passed in the society of some of the
most captivating nymphs of the north side , which I now remember as
among the most happy of my existence. Having conducted a prize
into Lucea, when I was detained many weeks, I had 'plenty of leisure
to look about me, and to enjoy the kind hospitality of my amiable
friends there, and in its vicinity . Changes have, indeed, since “ come
over the land , " and circumstances as I knew them , have been materially
altered ; the delightful society which once flourished there is known no
more ; the white face has shrunk back , and almost faded from the
sight, and the brown has usurped its place ; and it is by no means an
improbable event, yet in embryo, that the latter in its turn will yield
precedence to the black ! I recollect to have heard an old resident,
formerly an officer of the army , predict many years ago, that Lucea
would , in the fulness of time, become a “nankeen town," ( occupied by
coloured people) ; his words have been nearly verified . Many of the
ladies who were, in my day, but mere girls, just arrived from England
after having completed their education , and others who had been in
structed in the island, have since become mothers, and even grand
dames, and most of these have passed away from life altogether ! A
new era has arisen . The state of social society has been completely
altered , unconnected, and altogether separate from those changes which
time in its unceasing fight brings about, —the sun of Liberty has
 THE LEEWARD STATION . 241

spread over the entire area of its dazzling rays , —may the glorious event
prove a blessing to all ! But, however bright the prospect may be at this
time from that circumstance,it cannot chase the thoughts away from the
happy past. The ladies alluded to, were all charming as girls — pretty,
and some handsome ; -nay, two or three were assuredly beautiful . Of
these , the Rose and the Lily, of the Forest, and of Prosper Penn , were
most lovely ! Both gentle in the extreme, and in truth almost too per
fect for such a rough world as this , --no fairer works in God's creation
have my eyes' ever beheld than these two angelic nymphs ; they have
lived throughout life in the fondness of my memory, -- they were both
Elizas: could I be young and not love them ? Not alone for their un
rivalled beauty , but for the purity of their innocent souls , and the
warmth and chasteness of their unsophisticated hearts. These
Friendships that now in death are hushed,
Affection's token chain ;
And hopes that Fate too quickly crushed ,
In Memory live again .”
There is, indeed, somewhat of melancholy in the revival, but it is
softened by the balm of that pleasure which once was.
The town of Montego is situated close to the beach of the bay , in a
valley which is bounded to the westward by Great River ; to the east
and south -east the land is hilly , with mountains rising in the back
ground . The town itself is irregularly built, like most of the others in
the island ; in the centre there is a large open area, where the markets
are held ,-a plan which should be adopted in all tropical towns. In
the immediate vicinity there are many pleasant villas where the charac
teristic hospitality of the inhabitants is exercised in the most unreserved
manner, claiming at once the admiration and gratitude of the stranger ;
more especially the naval man , whose uniform is a passport for him of
admittance into the best society here . I have been hopitably enter
tained at the Retirement, by the worthy owner Sir Simon Clerk , Bart .;
at Pitfour, by my old school- fellow John Hay ; and many others in
the town . It may be truly said that in no part of the world , is the
intercourse among each class, in its proper sphere , more unrestrained ,
and the social qualities of the heart more universally exercised , than in
this beautiful island . A stranger who has been accustomed to the ex
clusive forms, and cold restrained manners of the Mother country, is
quite astonished at the general and unbounded practice of hospitality
followed by the inhabitants; alike by those who are not, as those who
are natives. It would seem , indeed , as if the very air, balmy and soft,
imparted to the heart of man , dwellers in this favoured land , those
warm feelings of disinterested benevolence, and genuine kindness, which
are so much an honor to his nature. And most certainly the considerate
attention bestowed upon dependents, on those who are placed by the
will of Providence in the class of domestic servants, here , cannot be ex
ceeded in any other part of the British empire, assuredly not in Eng
land ; yet, those of whom I speak , are the people upon whom unquali
fied abuse was heaped by the pamphleteers and popularity -hunters of
the great modern " Babylon ."
The bay as an anchorage, cannot strictly be considered a good one ;
it lies operi to the norths, which often blow powerfully from November
ENLARGED SERIES .- NO . 4 ,-- VOL , FOR 1843 . 21
242 NAUTICAL RAMBLES .

to April ; and during a hurricane it offers no security ; the fate of a

vessel , on such occasions , which does not gain an offing, being inevitable
destruction . The merchant ships lie close in , huddled together, as the
bank is limited and steep to ; and , for the purpose of being nearer to
the wharves from which the produce is shipped. The Fort point
affords some shelter from the strong sea - breezes. There is at the elbow
of the bay, a small close harbour , unfinished ; it is used principally by
the Colonial vessels . The men -of- war, which visit the port , anchor
outside of the merchant ships ; but, as the bank slopes precipitately ,
they sometimes drag off. The smaller vessels of war, unless requiring
supplies, generally heave to abreast of the Fort, and from this circum
stance the place obtained the name of “ Jib- sheet Bay.”
Lucea harbour is a complete bason , and one of the finest as well as
securest anchorages in the island ; but even enclosed as it is by hilly
land , and possessing a narrow entrance , these offer no security to the
the vessels at anchor when the furious hurricane blows from the north
or north -east ; but as the bottom is soft , vessels that are driven on
shore during such storms, may be hove off again without being materi
ally damaged . I have heard of ships being dismasted, in port, by the
extreme violence of the wind , but there was an instance here of a sloop
of war upsetting whilst at anchor, during the hurricane of the 3rd of
October, 1780 ; and she would have sunk had not the masts been cut
away. This vessel was the Badger then commanded by the late Admi
ral Lord Collingwood ; it occurred near the Marley Hill , between the
church and the town , and she ultimately drove on shore on the soft
mud and sand at the south -west end of the harbour.
From the ship's log , which is given in the valuable work on the
“ Law of Storms,” it appears that the centre of the circle passed imme
diately over the harbour; the meteor, at the same time, progressing to
the north -west. There was but one shift of wind , from the north-east
to the south -west, with an intervening calm of half an hour ; the meteor
was nine hours in passing over the locality .
At the time I was on the station , twenty -three years after the occur
rence of this storm , its destructive effects were still held in remembrance
by the inhabitants , and with reason , for the town was nearly destroyed,
as was also the case with Montego, and Savana-la - Mar ; the latter
place having been nearly swept away by the sea.
I may, perhaps, be excused for offering a few remarks here on the
direction of the wind as given in the account of this storm at Bluefields.
There is reason for believing it erroneous, independent of its not agree
ing with theory .
The account states the wind , at the onset , to have been from the
south -east ; and that it afterwards veered to the south . It is highly
probable that theerror was typographical ; and , if we substitute N.E.
( precisely N.E.b.N.) for S.E., the south wind , which appears so anom
alous, may be accounted for.
I may observe that, nearly midway between Lucea and Bluefields bay,
on the shore of which , Savana- la-Mar has been built, there is an isolated
mountain, or rather an insulated ridge, or mountainet, called the Dolphin
Head . The eastern extreme , or depression of this mountain bears from
Lucea , about south, or, S.b.E .; and from Savana - la -Mar, north , or,
 THE LEEWARD STATION . 213

N.b.W. From the position of the mountain , it seems evident that there
could not have been any deflection of the wind, so that it should blow
from the south -east, as there is no obstruction to the north -east, the
directions from which we should expect the wind , and from which I
have little doubt it came . To any person acquainted with the locality
this will appear a correct view of the case . Indeed , as the meteor
advanced from sea- ward there could have been no deflection of the first
wind ; and to assume that it was from south -east is in direct opposition
to facts with respect to the action of these circular storms ; and , in
truth , appears to be an impossibility in the instance alluded to . As the
storm was felt off Port Antonio, which is near the north - east end of the
island ; it would seem that the right- band semi - circle spread over the
length of the land , from the Dolphin Head in the west , to Morant
Point on the eastern extreme , a distance of about 130 miles , so that we
may estimate the diameter of this noted storm at 260 or 270 miles,
which may be considered a medium size .
I am quite convinced that the seaman who has once experienced the
ordeal of a ferocious and “ down right " terrific hurricane in the west,
will never lose the impression of its effects from his mind . It is a sub
ject peculiarly suited to the flight of poetic fancy , and with the pen of
a master-spirit, may almost realize, in idea , the sublimity and awful
grandeur of such a scene.
There were some female relatives of Lord Collingwood residing at
Lucea, immediately over the scene of his disaster in the Badger. The
house was conspicuous, as standing alone, and higher than others, upon
the ridge to the westward . One of these ladies was married to Doctor
Corral, a physician practicing in the place ; it is probable that not a
remnant of the family remains at this day, in the island .
Before quitting the subject of the hurricane, I may notice a circum
stance which, although striking enough , has not be alluded to by any
writer : —the disposition of the waves during the continuance of a storm.
It is evident that as the wind gyrates round a centre , the seas risen
by its force , will follow the same course, bounding along as it were in
a circular trough ; there is no apparent change in the waves, as they
hold their position always on the broadside of a ship lying to ; the
wind , the wave, and the vessel all move in unison by one impulse ; and
it should follow that the nearer a ship approached towards the centre,
the shorter the seas would be found ; from the circuit of the wind being
progressively reduced inwards, and vice versá, precisely in the same
way that the changes of wind vary in elapsed time according as the
centre, or, the margin of the circle is approached . There seems, too ,
to be little doubt of an existing current being turned in its direction by
the force and course of the wind .
( To be continued. )
Porto Praya, St. Jago. — A spirited individual has, at considerable expense,
conducted the water to the beach at this place, so that it can be filled with
great facility, and be obtained in a good state for ships' use . Formerly it was
a service of much diffculty and toil to water a vessel at Porto Praya, as the
casks had to be rolled up in a well , not the cleanest in the world, and the
water had to be baled up in buckets. The Vindictive, of 50 guns, in April last,
obtained 60 tons, and she was only in the anchorage 48 hours. Merchant ves
sels are supplied by rafting by the boatmen, who charge 3d . for a large cask .
 244

THE REEFS AND TIDES ON THE North- East Coast of AUSTRALIA .

UNCOVERED reefs are seen better from on deck than aloft, from their
being within the horizon of the latter . Reefs of this kind are also
easily seen in the direction of the sun , (sunwards, ) the lumps of black
coral rock projected on the dazzling silvery water,-a smooth appear
ance in the latter is a sure indication of a shoal . Covered shoals of
this kind are of course , sooner and better seen from aloft, where a most
trustworthy person should always be stationed.
Pass eastward of reefs in the morning , and westward in the evening.
If, however, obliged to pass the shady side, ( the reef between you and
the sun ,) and circumstances will allow it, steer so as to bring the end of
the reef open of the sun .
For instance, suppose a ship passing along the north - east coast of
Australia, steering north -west in the afternon , with the sun ahead , and
looking out for a covered reef. When near it steer north , bringing the
the reef to the westward of the sun , the southern part of it will then be
easily seen, when a course may be shaped along it. Again , should
there be a space to the westward , steer in that direction , bringing the
reef northward of the sun ; but a glance at the following sketch will
convey at once what I mean .

Edge of Reef
Edge of Reef.

It is difficult to discern the leeward edges of well covered reefs, the

water being discoloured some distance off, by the sand , mud , and shells
washing from them . This occurs particularly between Fitzroy's Island
and Cape Tribulation .
Attention to the tides will often save much anxiety . High and
low water alters the appearance of the reefs more than is generally
believed , although the rise of tide is not more than from 4 to 8 feet.
Hence arises the different reports of the same reefs being covered and
uncovered .
High water takes place on the full and change day, when the tides are
tolerably regular, between 10h . and 1h. 30m . , along the whole range
of the coast . The flood comes from the southward (main stream) , there
are branch tides flowing into the deep bays trending southward in some
parts of the coast.
In the Beagle we always noticed a current setting between N.N.W.
 BOTTLE PAPERS . 245

and N.W. from 1 to 14 knot hourly ; its direction is greatly influenced

by the trend of the coast, and uncovered reefs, and its strength by wind ,
flood, or ebb stream of tide, and according to the confined or open space
of sea . J. L. STOKES .

BOTTLE PAPERS .

(Continued from p. 184.)

The numbers refer to the table and the tracks on the chart in the
March number. The contents of the papers have been sirictly pre
served in all their particulars.
( No. 2.)
The following has been received at Lloyd's :-On the 23rd of November,
1841, a sealed bottle was picked up on the western coast of the Commune d'Ais,
Ile de Re, in which was found a letter in English, of which the following is a
copy :
“ On board the Lydie, of Liverpool, Capt. Petree,
" bound to Bahia , Oct. 7, 1841 .
“ We have had during the last few days, in the Bay of Biscay, strong winds
from W.N.W. , and heavy seas.
“ We apprehended that our voyage might be protracted on approaching the
southern coasts of this bay, in which there is reason to fear meeting with strong
currents. How desirable it would be, under such circumstances, to have a
knowledge of the true set of the currents, in order to know how long one might
follow them in standing to the southward with the helm a starboard. We are
at this present time in lat. 46° 57 ' N. , and long. 7 ° by chronometer, meridian
of Greenwich, having struggled against currents, which indicate either the
approximation of the coast or the junction of the two currents.
Whoever shall find this bottle is requested to make known to the public the
place where, and the time when, it may have been picked up, so that it may
come to the knowledge of the Scientific Society in England, and that it may be
known we were in these latitudes. ” - Times, Dec. 23, 1841 .

( No. 3.)
A bottle from the ship Graham Moore, 6th of July, 1821 , in latitude 47 ° 47 '
N., longitude 7 ° 51 ' W: Found 15th of September, 1821 , on the coast of St.
Jean de Mont, arrondissement of Sables d'Olonne, department of La Vendée ;
and made known by the Journal de Paris.

( No. 3a.) Londres, le 21 Juilles, 1842.

MONSIEUR.-J'ai l'honneur de vous transmettre, conformement aux directions
de M. l'Amiral Duperré, Ministre de la Marine en France, le billet ci joint,
extrait d'une bouteille provenant du Vaisseau de Sa Majesté Britannique le
“ Benbow ," et qui a été trouvée sur la cote de St. Gilles, dans l'arrondissement
maritime de Rochefort.
J'ai l'honneur d'étre, Monsieur,
Votre tres Obt. Servr.,
To the Hon. S. Herbert , Admiralty . DURANT ST . ANDRE.

“ Her Britannic Majesty's ship Benbow, lat. 46° 49 ' N. , long. 7 ° 46' 15 " W.
at noon ; all well - bound for England.
" A. C. - May 2, 1842.” " By GUNROOM OFFICERS."
 246 BOTTLE PAPERS .

( No. 4. )
On the 11th inst. a bottle was picked up at Porlease Bay, about two miles
west of Padstow , containing the following written on paper with a pencil :
“ Ship Britannia, of New York , at sea, two days off Cape Clear, outward
bound , Sept. 5, 1835. W. R . ” —Plymouth & Devon. Herald, Oct. 25, 1835 .

H.M. Brig Hope, Noon, Mar. 31, 1838 .

( No. 5.) Lat. 50 ° 10 ' N. , long. 9 ° 43 ' W. , per chron .
“ Sailed from Havana on the 28th of Feb. , and have 1,172,642 dollars on
board on freight, up to this time all well . The wind has been strong from the
eastward for three days. Should this ever be taken up I request it may be
made public, in some of the prints of England ( The Nautical Magazine ). The
intention of this is to ascertain the direction and velocity of the current, &c.9)
“ D. Pender, Master R.N. '

( No. 6. )
“ HM.S. Arrow, 14th of July, 1838, lat. 48 ° 30' N., long. 9° 25 ' W. The
wind has been south -west for five days, occasionaliy blowing strong ; the last
few hours a fresh gale which has now drawn round to the north -west.
“ B. J. SULLIVAN ,
“ Lieut.- Commander."

( No. 7. )
GIBRALTAR, Feb. 9.-Copy of a paper found within a bottle, by a Moor, on
the 8th of January, 1839, upon the sea beach , about half way between Arzyla
and Laraiche :
“ East India ship, Malabar,
“ Outward bound, Aug. 6, 1838.
“ Whoever finds this will be so good as to put an announcement into the
English newspapers to that effect. The passengers on board are all well . Our
latitude to -day 43 ° 27 ' minutes, and longitude 9 ° 3'. We saw land this morn
ing and from our chart it proves to be Cape Ortegal. ”
( True copy ) E. W. A DRUMMOND HAY,
Tangier, Feb. 2, 1839. British Consulate General.

( No. 8.) H.M. Schooner Pike, Falmouth, 20th Oct. , 1834

Sir ,-Much having been said about the strength of currents on the coast of
Portugal, I beg to submit the following statement, which occurred in May last,
on my passage from Lisbon to Falmouth, in His Majesty's Schooner Pike :
May 8th . - Light breezes, Mount Tecla (a remarkable hill on the borders of
Spain and Portugal ) bearing N.E.b.E. - E. sixteen or seventeen miles, observed
a dead whale floating : when we got close to it, the wind died away, and I was
enabled to get it alongside, and succeeded in cutting out one of its lower jaw
bones. The breeze springing up , obliged me to cast it adrift, before I could
get the other. On my return to Lisbon, on the 7th of June, mentioning the
case to Mr. Phillips, acting agent for the Consul at Belem , he informed me
that a wbale, answering the description, had been towed by the fishermen into
the Tagus on the 6th of June. He agreed to accompany me next morning to
ascertain the fact, and, from the marks, (my initials A. B., and a king's broad
arrow , I cut on its head ,) found it to be the same. On my giving the fisher
men a small sum , they allowed me to take out the fellow bone to the one I had .
From the time of my falling in with it to the time the fishermen saw it off Cape
Espechel, was twenty -eight days. During that time it had drifted 220 miles,
or about eight miles a day ; the wind during that time from the north ward and
 BOTTLE PAPERS . 247

eastward, the distance off shore nearly the same as when we saw it. The last
two years I have made nearly forty passages backward and forward from Fal
mouth to Lisbon, and, unless with a heavy swell and light winds, we have had
little occasion to make allowance for currents, either on , or alongshore ; with
the wind dead on end, we have never taken more than three days and a half to
beat from Lisbon to Oporto ; and on the 22d of July last I weighed from the
Tagus at 5 P.M., and at midnight, 25th July, hove to off Oporto, delivered a
mail, and was anchored in the Taguis at 10 P.M. , next day. We started from
the Tagus, blowing a gale from north-east, and during that time the wind
did not vary two points, close reefed sails, and the greatest part of the time
with our topsail fürled : had there been any current, it was impossible for any
vessel, steamer, or others, to have done it in that time.
I am, Sir, your very humble servant,
Arthur BROOKING .

( No. 9.)
On the 25th of October, 1810, a gun-boat for the service of Cadiz, being in
tow of the Rebuff gun-brig, broke adrift in a gale of wind, in latitude 39° 44 ',
and longitude 9 ° 38 ' W. On the 19th of November following, his Majesty's
sloop ofwar Columbine, when cruising 8 or 9 miles to the westward of Cadiz
lighthouse, observed a gun -boat to leeward, which proved to be the identical
boat that twenty-five days before had broken adrift from the Rebuff. The dis
tance traversed by the boat was about 350 miles, or 14 miles a day, chiefly by
the current, the wind in the mean time being so various as nearly to render
the drift negative, or, if any thing, against the set of the current.

( No. 10. )
A bottle from the Carshalton Park, Lieut. J. Steele Park, 27th July, 1827,
in lat. 48° 39', long. 10° 21 ' ; taken up 21st Dec. , 1827, on the shore of Penbron
Road, near the Loire, in the Bay of Biscay, lat. 47 ° 19 ', long. 2° 30' W.

( No. 11. ) Coruna, November 19, 1831 .

Sır . — The accompanying paper was transmitted to me from Vivero, a small
port on the north coast of Galicia by the courier who arrived from that place
on the 16th inst. It appears to have been found on the shore, about four miles
from the town by a peasant, as far back as the 12th of last September, and to
have remained in his possession until its object was discovered by the person
who forwarded it to me. The direction to which the cylinder was carried in
dicates a south -easterly current off this coast.
I have the honor, & c. ,
T. S. SARELL,
To the Secretary, Admiralty. Consul.

“ H.M.S. Chanticleer, May 3, 1831 ,

“ Lat. 31 ° 44' 38.30 '' N. obs ., long. 11° 4'00 " W. chron .
“ This cylinder was thrown overboard with the view of ascertaining the cur
rent. Moderate breezes from northward ; fine weather. All well up to the
present.
“ H. T. Austin, Acting Commander.
“ Whoever finds this paper is requested to forward it to the Secretary of the
Admiralty, London, with a note of the time and place at which it was found.”

This advice has been found by a countryman at the occidental entrance of

this port of Vivero, on the 12th of Sept., 1831.-J. A. VILLAPOL.
 248 BOTTLE PAPERS .

( No. 12. ) Trinidad, 10th August, 1822.

Sır . - Í have the honor to transmit to you the enclosed document, taken out
of a bottle thrown on the coast of Mayaro in this island, on the 28th ult.
I have, & c. ,
A. W. YOUNG ,
J. W. Croker, Esq. , Admiralty. A. G.

“ The bottle which contains this card was thrown into the sea in lat. 6 ° 13,
S., long. 15 ° 35 ' W. , at noon , on the 17th of January , 1822, from the ship
Ospray, uf Glasgow , which sailed from Greenock, on the 20th of February,
1820, on a trading voyage round the world.
“ Whoever finds this is requested to insert a notice of the time and
place in some Literary or Political Publication , with a view of establishing facts
relative to the currents of the ocean . Eighty -seven days from Calcutta towards
Greenock . - All well."

(No. 13.)
“ The bottle containing this paper was thrown overboard from H.M.S. Ere
bus, on the 14th Oct., 1839, in lat. 39 ° 20 ' N. , long. 12° 40 ' W. Whoever
may find it is reqnested to forward this paper to the Secretary of the Admiralty,
London, together with a notice of the latitude and longitude of the spot
where found . - Wind moderate, west-all well.
“ J. C Ross, Captain ."
Found yesterday on shore by two fishermen at Cape St. Mary.
Faro, 19th Dec., 1839. Thomas Pinder, British Consular Agent.

( No. 14. )
A bottle from the Emerald, Captain Nockells, bound to Jamaica, 17th Dec.
1831 , in lat. 36° 40 ', long, per chron ., 12 ° 32 '. Found on the north side of
Anegada, 8th January, 1833. The winds for the last three Days, previous to
the 17th of December, were from North and N.W. to S.W. For eight years
preceding these it blew a continued and heavy gale from S. W and W.n.b.w.
the bark lying -to the whole time, and drifting from lat. 41 ° 38 ', 237 miles to
the north ward.

( No. 15. )
Sir. - Noticing the interest you take respecting bottles thrown into the sea,
for the purpose of ascertaining the currents of the ocean, I beg to transmit the
following particulars of a bottle thrown overboard by me, when on a voyage to
St. Michaels, in 1830, and which was picked up on the French coast near
Bayonne, as appears by the following letter :
London, 20th December, 1830.
“ A sealed bottle was found on the coast of Lit, department of Landes,
province of Bayonne, on the 14th October last. It contained a paper written
in the English language of which the following is a translation : -
Monday, 2d February, 1830, at 3 P.M., on board the Lady Louisa, Captain
Pallant, bound to St. Michaels, longitude 13° 45 ' west, meridian of London ,
latitude 45 ° north . All well on board.
“ N.B. It is particularly requested that the following information may be
transmitted to Mr. Robert Blundy, Woolwich, Kent, viz., the exact time and
place where this bottle was picked up.”
“ His Excellency the Minister of Marine in France, has instructed me, Sir,
to transmit you this information , for the satisfaction of the person who threw
the bottle into the sea . ”
( Signed ) “ BARON SEGUIER .”
 BOTTLE PAPERS . 249

It was calculated by the French authorities that the bottle floated at the
rate of one league per day.
I am , &c . ,
CHARLES BLUNDY.
Erratum in the table. - For “ 14th Oct. , 1839, ” read “ 14th Oct. , 1830 ;" and
in the column of interval for “ 9 years 254 days, " read “ 254 days,”

( No. 16. ) Santiago de Galicia , Dec. 6 , 1817.

Sir. — This is to inform Your Excellency of the following success. On the
Bay of Carnota in this kingdom of Galicia, three leagues south of the Cape
Finisterre, was picked up on the 10th of November last, a corked and sealed
bottle, which, after opened, it was found the following letter :
“ This bottle was thrown overboard from the Catherine of London, in lat.
44° N., longitude by account 13° 49', on Wednesday , June 25,1817;
Master.
“ 0. R. WALLER,
“ This is intended to ascertain the set of the Current. Whoever picks it up is
requested to acknowledge it by publication .”
I think it neccessary and also worth of curiosity to inform Your Excellency
that on the very same spot it has being picked up about the end of May,
another bottle, containing a letter, addressed to “ John Williamson Shik, Esq. ,
Georgia, written by Captain W. Baugh, in the 43 ° longitude, and 49 ° latitude,
from on board the ship Georgia ,in his voyage to Liverpool,"—without date. I
believe the idea of themaster of the Catherine being intended to ascertain the
set of the current, it will be valued by the other discovery.
The originals of both letters which were presented to me for translation have
been sent to Madrid, with the idea ofreceiving publication in our newspapers ;
but I hope Your Excellency will be kind enough as to excuse the liberty I take
of addressing myself directly on both subjects.
I remain , &c.
To Hon. First Lord of Admiralty. MANUEL Florez .

( No. 17.) is from a chart which does not give the authority.

Consulate of the Canary Islands.

( No. 18.) Tenerife, 29th July, 1836.
SIR. - I have the honor to transmit to you enclosed a paper, which I re
ceived in an official note from the Commandant de Marina of this Province,
stating that it was cast ashore the 28th of June last, on the beach of Adeje in
this island, in lat. 28° 8' N., long. 10° 31' W. of Cadiz.
I have, & c .
L. G. Hamilton,
To C. Wood, Esq., Secretary, Admiralty. Acting Consul.
“ Ship Kinnear of London , 26th of July, 1838 , lat. 44° 32 ' N. , long. 13 °
57' W., on a voyage to Hobart Town and Sydney, New South Wales.- All
hands well." “ Charles MALLARD, R.N. , Commander."

( No. 19.)
A bottle from the brig Freeland, Captain T. Midgley, ( from Liverpool to
Africa,) in lat. 41 ° 50' N., long. 14 ° 23 'W., 11th of February, 1833 ; picked up
close to the shore, off the Harbour of Vigo, on the 1st of March following ; have
ing traversed, in a true E. } N. direction , about 80 leagues.
ENLARGED SERIES. NO. 4.-VOL. FOR 1843 . 2 K
250 MODERN WORKS ON NAVIGATION .

( No. 19a. ) Jamaica, Oct. 28th , 1815 .

The following has been published by Capt. Coulson, late of the ship Port
Royal.
“ This bottle was thrown overboard from the William Manning, of London,
in lat. 35 ° N., long. 14 ° 26 ' W., on Sept. 9, 1810.
“ Thomas HUBKISSON .
“ This is intended to ascertain the current; whoever picks it up is requested
to acknowledge it hy publication ."
Capt. Coulson picked up the above bottle onthe 19th of the present month,
on the south -east point of H. (Probably Hispaniola. -Ed. N.M .) – Naval
Chron ., vol . 1835 , p. 31 .
( No. 20. )
Capt. Marshall, commander, ship Barretto, jun ., 9th Dec. , 1839, lat. 44°
50 ', long. 14 ° 19 ' ; from Portsınouth to Gibraltar, with detachments of the 1st
Royals, 81st and 82d regiments. Officers names -Major Pinckney, 82d ; Capt.
Jeffery and Lieut. Powell, 81st ; Lieut. Diggle, 82d ; Ensign C. W. Thompson,
81st; Ensign Isaac and Ensign Lambert, 821 ; Assistant-Surgeon Atkinson ,
82d regiments. Mrs. Atkinson and child. Left Portsmouth 28th November,
1839. At sea - all well .
“ Whoever picks up this paper is requested to publish it in the first newspaper,
British or Foreign, in order to show the course of the currents.”
Ayez la bonté de publier ceci dans le journaux Français ou Anglais. "
" Tenga V. M. la bondad de publicar este papel en las gacetas Espanolas,
Inglesas, 6 Americanas ." -M.S.
Picked up on the 12th of February, 1840, near 50 tower, Coast Guard Sta
tion. W. R. Ashby, Lieut. R.N. , Chief Officer.
( To be continued . )

MODERN WORKS ON NAVIGATION ,

( Notes and Mems. " for the use of Seamen ." - First Series . )
BowdITCH .

THE Astronomy relating to navigation is not sufficiently explanatory ;

no beginner can carry it in his head without a constant appeal to figures.
Sach words as nonagesimal , ascensional difference, & c. , only confuse a
learner , and their occasional use does not justify their appearance in a
book for every day purposes. Again , the explanations of Nutation ,
Precession, cannot possibly be understood by a beginner. Mem , all such
matters should be expunged to make room for what he wants, and
which he will probably take the pains to learn .
Mem . What has Compound interest to do with navigation ?
At p. 52 in a note it is stated that allowance is to be made for the
variation “ by rules which will be gioen in this work ”. Mem : want of
order and arrangement. A beginner refers to the contents, occupying,
( without any indication of subjects, or classification ) three pages, and
which of course he must, to find any thing, read regularly through.
* “ The New American Practical Navigator;" being an Epitome of Navigation ,
containing all the Tables necessary to be used with the Nautical Almanac, deter
mining the latitude and the longitude by Lunar Observations, and keeping a com
plete reckoning at sea, & c . — By Nathaniel Bowditch, L.L.D. , New York, 1842.
 MODERN WORKS ON NAVIGATION. 251

Mem . What has a sailor to do with measuring heights by barometer ?

Out of the thousands of seamen , how many have ever carried a barome
ter to the top of a mountain to find its height ? What have sailors to
do with guaging, —the work of excisemen ? and what exciseman would
buy a great book of navigation to teach him how to guage a cask ?
Mem. Want of perception of the use or object of a navigation book ; and
in order to give these and many other such things— (which, though
connected with a seaman's duties under peculiar circumstances, are not
navigation ,) - the real subjects of navigation , as latitude, longitude,
and time, are confined to limits not sufficient to contain the necessary
information .
In mid. lat. sailing, Bowditch makes, like some other writers, (for
want of a principle of classification ) seven cases . But as mid . Jat. sailing
relates to diff. long. there are only two cases , one in which the diff. long.
is given, and the other in which it is to be found, and the seven cases
are made up by mixing up considerations which belong properly to
plane sailing. Mem . confounding and puzzling the beginner .
It is a custom , adopted in this book , to treat certain questions as
problems useful in navigation and surveying. But these problems must,
if of any use, relate to some special case or branch of the subject, under
which ihey should be treated, as their proper place ; and if not , they
should be omitted , as only occupying space which should be better
employed : Mem . bad taste .
In the tides, Lubbock and Whewell are mentioned ; but no notice or
enumeration of their important researches taken ; and, while not a
word is said of the semi -menstrual inequality , allusion is made to the
comparatively trifling corrections for declination . - Mem . inconsistent .
Mem . The current sailing is very meagrely treated ; no information
of a really practical character is given upon its immediate effects on the
course and distance of the ship . The word drift is used for rate, and the
information given is chiefly of that kind which belongs to the sailing
directions, and is sure to be found there.
Note.- Bowditch gives a good account of the repeating reflecting
circle, an instrument unknown to our inferior order of navigators, owing
to the despotic influence of Troughton over the taste in instruments,
and who did not like it .
In the lat . by mer. alt. of the moon , p. 171 , a foot note, Bowditch
says, “ when great accuracy is required .” How can great accuracy be
got from the moon ? The lat. being unknown , the long, is of course
unknown, and the moon's declin . cannot be found . Mem . unpractical
character again .)
In the double alt. Bowditch does not once allude to the diff of azi
muth as the criterion of the value of the observation . Yet this was
poiuted out by Dr. Inman many years ago. Mem . a very serious omis
sion .
In equal alts. Bowditch's method employs the daily diff. instead of
the 2 daily ; and his logarithms are less conveniently adapted than any
other modern work .
Bowditch treats lunars before chronometers ; and under the head of
lunars, he enumerates all the other methods. Also under this head
252 NAVAL CHRONICLE .

( lunars ,) he first gives the rules for finding the stars. Mem . want of
order aud perspicuity.
Bowditch actually says , p. 170, that the lat. may be found at sea by
the ) 's mer. alt. more accurately than by any other method , except the
mer. alt. of the sun ! forgetting Ist. that the moon's declin . cannot be
found ; 2nd . that her mer . alt. is not her maximum alt. by a sensible
quantity ; and 3rd . overlooking a bright star or planet in the twilight !
Mem . very bad indeed !
Bowditch gives no case of the lat. by mer . alt. of a star, and yet he
does of the double alt. of a star, an observation not taken once in a
whole servitude . Mem . practical inconsistencies again.
Mem . The want of perspicuity and order, and ofseparating the different
considerations such as observation, calculation , minor corrections, &c.,
are nowhere more remarkable than in the introduction of the sub
ject of double alt. , which is such , that any one, not well practised in
this particular chapter, and requiring sur le champ to take and work a
double alt . must give it up in despair.
In the reduction of the merid . which naturally follows the mer. alt. ,
and which he puts after double altitudes, he finds the alt. at the given
time, instead of the ready and convenient method of computing the
small quantity or correction required to reduce the observed to the mer .
altitude . Mem . inconsistent again : -tiresome ,-enough .

CHINESE INTELLIGENCE .
On the 23rd of November, Sir H. Pottinger published a proclamation , declar
ing that he had, since his arrival at Amoy, learned with extreme horror and
astonishment, thatmany more than 100 British subjects, who had been wrecked
in the ship Nerbudda and brig Ann , in September, 1841 , and March 1842, on
the coast of the island of Formosa , had been recently put to death by the Chi
nese authorities there, who alleged that this cold-blooded act had been perpe
trated by order of the Emperor. This proclamation goes on to describe the
atrocity of this sanguinary and inhuman crime, and concludes with stating
that the British Plenipotentiary was resolved to demand from the Emperor that
the local authorities, who, by false representations, had led to the commission
of the enormity, should be degraded and condignly punished , and that their
property should be confiscated, and the proceeds handed over to the officers of
the British government for the relief and support of the families of those who
had been thus mercilessly put to death . A threat ofa renewal of hostilities was
held out in case the demand should not be complied with. It was, however,
supposed that the Emperor would not refuse compliance.
On the 7th of December a formidable riot broke out in the neighbourhood of
Canton, which soon extended itself to the foreign factories. The immediate
cause is stated to be the irregular conduct of the crews of some ships, and in
particular of that of the Fort William, who were allowed to go ashore in num
bers, without any proper officer to control them . The mob had, it is said , been
excited previously by certain anti -British partisans; they soon quitted the
sailors, who had , by retre ng from the original place of combat, led them
towards the factories. The first great object of attack was the British factory ;
they burned the flagstaff and the flag, and soon afterwards the windows and
 NAVAL CHRONICLE. 253

doors of the buildings were forced open, the mob entered, and the work of pil
lage commenced. Fire was then set to the edifice, which was consumed.
Luckily the steamer Prosperine, having onboard Sir Hugh Gough, arrived at
Canton, and the rioting ceased. The merchants at Canton began a correspond
ance with Sir Hugh Gough, who remained there until the 14th, and also with
Sir Henry Pottinger, who was at Hongkong, requesting the latter to order a
protective force, to be sent to Cantun, in order that they might carry on their
commerce in security. This application received a decided refusal from Sir
H. Pottinger, who, in his reply, made some severe comments on the conduct of
the merchants. The latter then made a replication in their defence. All the
correspondence has been remitted to the British Government. Sir H. Pot
tinger, in his last letter to the merchants, dated December 24, states that the
Viceroy at Canton had in reply to the letter addressed to him, declared his
great anxiety, as well as his perfect ability, to protect all foreigners ; and has
also expressed his readiness to repay such losses as might have been incurred
during the late riots, after they should have been correctly ascertained , and
submitted through her Majesty's Goverment.

TERMINATION OF THE CHINESE WAR.

(We have occasionally inserted the contents of some private letters on this
subject, and although the events alluded to in the following have passed by,
there are facts in them worthy of record .?
The dispatches will tell you more than I can about the taking of this place
Shang, or, Ching-kiang -foo at the southern entrance of the Grand Canal. It
was not intended that the navy should have had anything to do beyond landing
the troops, but the Blonde's boats, while going down the canal to land the
artillery, met with such a warm reception, that our boats were sent to assist
them , and our marines landed with Modeste’s. I accompanied them with a
rocket party, and saw some fun scaling the walls, & c. ; and late in the day
when we were resting on the walls we heard some heavy firing in the town,
which turned out to be an attack on the 49th ; we came on the rear of the
Tartars down a street, which was barricaded, and from which we were received
with a shower of balls. The rocket which I intended should demolish their
defence missed fire twice, and the consequence was, I received a ball, which
passed through my arm , entered the back of the arm -pit, and passing round my
ribs stuck at the back bone, whence it was cut out when I got on board. I
was able to walk amile or two, though at first I was floored ! since then I have
of course been confined, but have astonished the doctors by not having had
fever, nor have even the wounds inflamed , though I fear I shall not be able to
do anything at Nankin, where we go to -morrow , leaving a garrison here.
The day was intensely hot, therm . 96º ; our poor old Major Uniacke died
at once, and about seventeen of the 98th , who were not accustomed to such
weather and fatigue. The Tartars who were of the Emperor's guard made a
most determined resistance, they fought well, and were large fine men. Our
loss has been heavy as you will see. The river is here about one mile wide, and
26 fathoms deep. The scenery is very beautiful,—from Woosung to this it is
one continued scene of the richest wood and cultivation ,
We owe every thing to our two indefatigable surveyors Kellet and Collinson,
who have taken us safely over flats with only 27 feet water in the deep parts,
and through some very difficult navigation .

By this packet goes home the newsthat the Chinese have at last been brought
to their senses ; and in a manner worthy of England's power and enter ize .
I wrote you a few lines from Ching-kiang -foo, where as you may remember
I got four holes drilled in me ; it is now not a month since, and I am already
off the sick list. In a fortnight I was walking about, and in three weeks three
254 NAVAL CHRONICLE .

holes out of the four were stopped up, and I have astonished every body, by
not having had fever. I entered Ching- kiang over the walls and having lost
the scabbard was literally sword in hand, and while calling to mind " Cæsar
having passed the Rubicon , ” & c., a marine behind me was shot through the
head and effectually knocked all thoughts of Cæsar out of mine.
Soon after the taking of Ching -kiang -foo (called by some Shiang and
Tchang, & c.) we moved up here with a splendid breeze right aft. The walls
for some miles were manned with Tartars, and well defended with their usual
immense numbers of ginjalls and matchlocks and some few guns. A small
canal leading under the walls was blocked up, junks having been sunk in the
entrance and every thing looked most determined . The General landed his
forces and took possession of some hills on the land side of the walls and set
forty pieces of cannon with four 68- pounder howitzers in position within two
hundred yards of the Tartar city. On the river side six miles from the Gene
ral's position, the Cornwallis, the Blonde, and all the large steamers were
hauled close in to the shore, to breach the wall and throw shells over the hills,
inside the walls, while some vessels up the river blockaded five thousand troops,
who posted on an Island were going into the town . The existence of this
place was found out by an intercepted letter, for so completely have we cut off
the communication between the northern and southern banks of the Yang-tse
keang, that nearly all the reports to the Emperor, and accounts of our progress
upwards have fallen into our hands, forming a complete history of the Expe
dition from Chapoo to the taking of Ching -kiang. For according to the
Chinese view in which is nearly the truth, it appears that the Governor of the
province had considered the ascent of this river impossible, from the natural
obstacles which present themselves, and would not erect batteries or take any
means for defending it. The Tartar General who commanded at Ching kiang
and who appears tohave been a shrewd sensible man , was continually urging
the Emperor to defend the river, mentioning three points where we must have
gone close to the banks and where the current is rapid, the very places that
we should have fixed on had we been in his position. ' He defendedhispost to
the last, and when he found that the city was taken, collected his family and
goods in his house, and like another Sardanapalus burnt himself with the whole,
having first written to the Emperor, by his Secretary, expressing his devotion,
and earnestly advising him not to contend any more with us. This Secretary
fell into our hands, but was sent on with his letter.
They began here by displaying white flags along the walls and sent off two
mandarins, whose rank might answer to our subaltern, with letters from Elepoo
offering to ransom the cityand allow us to occupy the walls, but Sir H. Pottinger
answered that he would only treat with a person who could shew his credentials
from the Emperor, and then only on the main points of the war. Elepoo's
letter appears to have been a master piece of soundsense ; but the Plenipo's high
tone astonished them all , and at last he gave them twenty -four hours to consider,
at the expiration of which time the town would have been taken by storm .
Other Chiefs and Commissioners have appeared on the stage, and at last the
Emperor's Uncle, Key- Ying, armed with full powers, made himself known.
All the negotiations have hitherto been carried on by letter, Major Malcolm
haring met mandarins of his own rank assisted by Mr. Morrison the inter
preter. At one of these interviews, the mandarins, anxious to prove that the
Emperor was in earnest, shewed a private letter from him, in which he said
that without lowering the dignity of the Celestial Empire the time was come
when they must bend to the foreigners will. Elepoo in one of his former
letters admitted that his provinces were fast melting from him , and certainly
if the blockade were to last all the winter and prevent the grain junks from
passing upwards, next year the distress would be so great that the whole country
would rise against the 'Tartars. But that is not our object.
They have now acceded to all our demands, viz 21 millions of dollars to
defray the expences of the war, satisfy the opiúm claims and Hong merchants
 NAVAL CHRONICLE. 255

debts. We are to have a free trade to the following ports, viz. Canton , Amoy,
Foo -Choo -foo, Ningpo, and Shang-hai, up the Woosung river. Consuls to reside
at all these places,and we are to keep Hong-kong, as a compensation for the
indignities offered to the Queen of England. We have also made them insert
her name as equal to that of the Emperor, intimating, I believe, that if it were
worth the trouble we should make them acknowledge the superiority. They
stared at this, but gave in; observing that war is like gambling, the losers have
to pay.
The treaty is now being drawn up and Sir Henry intends to insist that it be
signed on board the flag ship, where of course the Commissioners will be
received with all honours due to their rank, the treaty will then go to Pekin,
to be ratified, which will probably take 12 days, and then a Steamer will be sent
with the news lo Aden to catch the Bombay mail going home. All this you
must recollect is merely what I have heard, and what we all hear on board,
but we know nothing, for the Plenipotentiary carries on the business on board
the Queen steamer, besides, having been confined to my bed for a little time,
I have not been able to get about picking up information as usual.
The following are the names of the Chiefs and Commissioners :
Gnu or New or New King, Governor of the two Provinces.
Key - Ying,-Emperor's Uncle, General of Canton Forces, and Chief High
Commissioner.
Elepoo, -Lieutenant General of Chapoo and High Commissioner.
Tik , — Tartar General commanding at Nankin.
Hai- Ling, - Tartar General commanding at Ching -Kiang, (who burnt himself
and all his family.)

Shang -hai is the greatest emporium for trade in China, being the port of
her richest towns ; viz. Hang-chow -foo, Sou - choo-foo, and the silk districts :
Foo- choo -foo, is on the Min river in Fokien an outlet for black tea.
It may be said that bad we come up this river earlier, the business would
have been finished, but I beg to differ. In the first place large bodies of Tar
tars would have been annihilated or entirely routed as at Chusan, Ningpo, Tse
kee and Chapoo, to say nothing of Canton and Amoy: They can scarcely now
form an army at Nankin, and some of those at Ching -kiang are said to have
been raised in the country of the Elaths in the north -west corner of Chinese
Tartary. We met Manchaws at Chapoo and at Tse -kee the remnant of those
that attacked Ningpo from the independent tribes of Maiva -tse .
Besides all this, had we come here with a small force (as we had last year
and till May of this) we should have been unable effectually to have blockaded
the canals, –garrisoned Hong-kong, Chusan , Amoy, Ching-hai, and Ching -kiang
and have brought 7 or 8 thousand men with a formidable fleet to Nankin , as
has been done at present. In the mean time we keep our position till all is
settled and the treaty ratified at Pekin.
The river is here 900 yards broad with 23 to 27 fathoms water. There is
not a shoal nor a rock for many miles down , and from what we can see and
hear I doubt not that Cornwallis mightget up tothe Poyang Lake.
August 21st. — Yesterday the Commissioners Key - Ying and New paid , a visit
on board this ship, where they were received by the Plenipotentary, Admiral,
General and almost all the officers of the Squadron, and some of the Army in
full uniform . A Tartar Lieut.-General whose name I have been unable to get,
came also, and was very anxious to see every thing connected with the guns,
locks, & c., I think thisvisit will do more towards undeceiving them as to our
being barbarians than almost all our victories. This term “ Barharian " is now
exchanged for Honourable Foreigners even in their intercepted letters.
To-morrow the 22nd the visit will be returned on shore, and next day they
come off here again , I believe to sign the treaty, the dispatches will then be
sent by our Commander direct to the Red Sea, and , England . When the treaty
256 NAVAL CHRONICLE .

comes back from Pekin ( ratified ) it will be sent to England in charge of Major
Malcolm which will be in about fourteen days.

This goes by the Auckland which takes Major Malcolm the Secretary of
Legation, with the treaty signed and sealed by the Emperor, two or three
millions have been already shipped here, and six will be given before we leave
the river. The troops are all embarked, and we go up in large parties to the
Porcelain Tower, the most glorious structure I have seen, beautiful in its pro
portions and situation, it rears its head over the city of Nankin , and certainly
from the top one has a most splendid view of the whole city and surrounding
country, we have not been allowed to go within thewalls.
The Plenipotentiary and suite once visited the Viceroy in the centre of the
City, but no one else has seen the inside.

THE MERCHANT SERVICE.

To the Underwriters at Lloyd's London, the Association of Underwriters at
Liverpool, and the Underwriters at Glasgow .
Bombay Chamber of Commerce.
GENTLEMEN . - I am directed by the committee of the Chamber of
Commerce , to bring to your notice the opinion entertained by the mem
bers of the association , as to the incapacity of many of the masters and
officers of the vessels trading between Great Britain and this port.
With regard to commanders, the committee would observe, that it is
not on the score of professional incompetency they have to complain !
for, without possessing the qualifications necessary to the management
and navigation of a ship, few ever obtain a command : but they think
these qualifications are not the only ones required by the master, and
that some assurance of his prudence, humanity, and ability to govern ,
and, above all , of his sobriety , should be obtained from those who could
speak as to these points, previous to his assuming so important a posi
tion .
The frequency with which riots and disturbances occur on board
ship is no doubt attributable , in a great measure, to the despotic and
tyrannical conduct of some commanders, who, although they may be
good seamen and navigators, are altogether unfitted properly to manage
and control their inferior officers and crew . An unfortunate addiction
to habits of intemperance on the part of captains is also not unfrequently
the cause of insubordination . There are, of course, exceptions, and the
committee have no wish to pass a sweeping censure ; but the instances
of incapacity that have come to their knowledge are so numerous that
they cannot remain silent on the subject.
When a merchant ship is at sea , the captain is necessarily invested
with limited powers ; he is without control, and though he is just as
much amenable to the law for any acts of cruelty or crime he may com
mit as though he was resident on shore, yet the nature of his situation
offers manyfacilities for concealment, or for suppression of evidence, and
punishment appears remote and uncertain . These considerations do
not prompt the commission of crime ; but they doubtless exercise con
 NAVAL CHRONICLE . 257

siderable influence over commanders who have earned for themselves

the epithet of “ severe .” Discipline on board a vessel is undoubtedly
essential to the preservation of order, and the captain who , by laxity
and carelessness, should tempt his crew to commit disturbances, would
be just as culpable as the commander, who , by opposite conduct, pro
duced the same result ; but power, sees no bounds to its exercise, and
loves to display authority on every petty occasion ; those who, by acts
of insult, oppression, and ill usage, outrage the feelings of their officers
and crew, and who, weakening by those means the obedience of those
beneath them , contribute to the creation of serious riots and mutinies,
which often endanger the safety of all concerned .
The committee have not alluded to the unhappy condition of passen
gers when placed in a vessel of this description ; for, fortunately, few
ships carrying passengers are ever thus commanded . Still , when it
does so happen, it will be acknowledged that their situation must be
miserable in the extreme ,
To point out the remedy for the evils existing would be supereroga
tory ; the committee merely desire to represent these evils , which must
be felt by you in a far greater degree than by the merchants in this
country .
With respect to officers they would beg to state, that several cases
have recently come to their knowledge, where, in consequence of the
death of the commander of the vessel, the charge of navigating has
devolved upon the chief mate , who has been found utterly incapable of
undertaking such charge . In few of these, fortunately, was any consi
derable injury sustained ; but it is hardly necessary to point out the
serious risk to which life and property are always exposed under such
circumstances ; aud they would hope that some measure will be taken
to insure for the future the shipment on board vessels of at least one
officer competent to navigate and take charge of the ship in the event
of any accident to the commander.
The committee have deemed it their duty to bring the subject promi
nently to your notice , in the strong hope that it will obtain the serious
consideration of all interested in the commercial prosperity and honour
of our common country , for they cannot but feel that from the increase
of the evils adverted to, property is exposed to increased dangers, and
the character of our seamen and countrymen to the unfavourable com
ments of foreigners.
I have the honour to be , &c. ,
T. J. A. Scott ,
Acting Secretary.

Captain FitzRoy's Bill .

In the leading points of Capt. FitzRoy's Bill , probably most of your

readers, Mr. Editor, will concur ; indeed , I should hardly think that
many voices would be found objecting to the necessity which exists for
some such measure, to insure due qualification of masters and mates in
the Merchant Service.
ENLARGED SERIES.NO . 4.-VOL . FOR 1843 . 2 L
258 NAVAL CHRONICLE .

To some of the details, however, I think , there are objections :

First, with respect to the “ fees, ” to be paid previous to examination .
These appear to me to be too heavy ;-they number six ,- we will take
them seriatim , and place against each sum what I believe to be a more
reasonable charge :
1. Master 1st class £4 0 O say £2 0 0
2. Ditto 2nd 66 2 0 0 1 0 0
3. Ditto 3rd 1 0 0 0 10 0
4. Mate 1st 1 0 0 0 10 0
5. Ditto 2nd 0 10 0 0 5 0
6. Ditto 3rd 0 5 0 0 2 6

It does appear to me , obviously , upon exercising the feeling of con

sideration with reference to the state of life, and that of the pockets of
the interested parties, a hard case to compel a man to undergo a strict
examination , for which he must qualify himself at, to him , a consider
able expense, and make him otherwise pay heavily for it.* I do not,
Sir, mean to tax the fra mers of this bill with a want of consideration ;
but this, I will say , that men in affluent circumstances assuredly are
not the best judges, giving them credit for every desire to do justice, of
a tax upon the needy , or he whose savings come in slowly , and are
moderate in amount. Let it be remembered that, many masters and
mates have families, some , large ones , to support upon very slender
means.
If the feeling of benevolence were consulted , it would dictate that the
imposition altogether was improper. A much more equitable mode of
proceeding would be to put the burthen on the shipowner, or merchant,
who, all perhaps , will admit , is far more capable of sustaining it ; and
the more especially so , as the effect of the measure will be to his advan
tage , or, at all events, ought to be.
Perhaps that may be objected to (I mean the advantage) as there are
Insurance Offices, which , as a matter of course , neutralize his anxiety
on the score of the safety of his vessels ! Well, let him at least bear
half the charge, which, if granted , would bring the sums nearer to my
mark .
But, I do not see any reason why the insurers should not be made to
share in the expense ; for, if by the measure they sustain fewer losses,
they will be reaping positive benefit without having assisted in its con
summation . “ Oh ! " it may be exclaimed , “ the risk being lessened
( would they let this secret transpire ? ) the charges for underwriting
would necessarily fall . ” That rests to be proved ; but admitting it,
the fraternity can very well afford to pay ; and , I think, in equity,
should be made to assist in the expense of an operation that is to be
beneficial to its interests .

The Abbe Raynal has expressed the following remark in speaking of the planters
of St. Domingo ; - " It is hard to conceive how the Treasury should have thought of
taxing an object that is already chargeable to the owner. The observation has
reference to a different circumstance to that of which we are contemplating ; but it
is not the less applicable to the ship -master and mate's case , on that account. And
I have little doubt, but that such an impost as contemplated in the bill , will very
generally be considered as unreasonable , and may bear the complexion of an
oppressive act, when such was unthought of by the framers of the measure.
 NAVAL CHRONICLE . 259

Secondly . The compound “ By - laws," has a disagreeable sound in

the ears of an Englishman . The purpose is sound, and the Privy
Council , wise , no doubt; and , therefore, we can only hope that, what
ever measures may be deemed necessary , from time to time, would be
enforced . “ In terrorem ” laws are worse than useless ; they bring
authority into contempt.
Thirdly.- I should have thought it would have been unnecessary to
deform the bill with an allusion to “ informers . He must be an in
genious fellow , a regular " sea-lawyer " indeed , who succeeds in acting
upon false certificates, or, those which may be borrowed , if proper
caution be observed at the different boards .
Fourthly . — The licence to those who are to levy distress, seems dis.
tressingly severe. It gives too great a power to a mere « executive.”
We all know that even restricted power is often abused . Is it “ con
stitutionally ?" as the phrase is . And why , pray, should not an
aggrieved party not gain summary redress ? ' Why send him to the
Quarter Sessions at a considerable expense ? What is the meaning of
getting the case summarily entertained at the Quarter Sessions ? That
court may be held eight or ten weeks after the grievance has occurred .
Why not let a sitting magistrate settle the affair off hand ? That
would but be “ even handed justice . ”
An “Interpretation clause " is a novelty. Surely the Lawyers had
no hand in that ! Indeed it seems to be, not altogether unnecessary,
as a new grammatical feature that would make Lindley Murray stare,
were he on earth , is to be exhibited—or, rather to be conceived .
It would be convenient if all the sentences were numbered .
I heartily wish the Bill success, and have great pleasure in compli
menting Captain FitzRoy on its appearance .
A SEAMAN .

MASTERS AND MATES OF MERCHANT Ships.

(From the Shipping Gazette. )

Sir.— If you think the following, which are merely extracts of remarks
made in my journal at sea in 1840, are of any service, now that the
subject they refer to has become a topic of general discussion , you are
at liberty to give them insertion .
I am inclined to believe , from experience, that three - fourths of the
accidents that happen at sea are caused by neglect. Our maritime laws
are of little use ; they are very defective, and in many points not at all
appropriate to the real wants of the service .
Our seamen , after a long servitude, are more ignorant of their duty
than a lad would be after two years' practice under able officers who
are, unfortunately, now-a- days , scarce ; too many of the latter are more
in need of being taught themselves, and, of course, unfit to teach
others .
Ignorance, assurance , pride, are chiefly the qualifications to be met
260 NAVAL CHRONICLE .

with on the quarter-deck of a merchant ship . Can such men instruct

an apprentice the duty of an able seaman or that of a faithful servant ?
This is the question . Let those who answer No !

“ Blame the sleeping authors of our laws ,

That thus neglect their guardian sailors cause."

Should the legislature ever enact a law to examine mates and masters
it will be a boon to humanity.
Many of our wretched seamen are led like sheep to the slaughter,
being placed ( very often ) under the guidance of the most abandoned
and ignorant men . The seamen's loss is deplored as an unavoidable
misfortune , whereas eight times out of ten their destruction might be
traced to the positive neglect or insufficiency of those in command .
I am much surprised that our underwriters, who are the pecuniary
sufferers in the main , do not , in a body , endeavour to obtain such a
desirable end . If once an impartial examination took place, and none
but qualified men held such responsible situations , shipwrecks and other
disasters would be fewer , and young, clever , friendless sailors would
meet with encouragement ; for, once possessed of a certificate of ability,
it would be to them a letter of introduction and recommendation . I
have often smiled at the idea of our government not allowing a vessel to
carry above a certain number of passengers without a surgeon to take
care of their health , and at the same time with perfect nonchalance suf
fering a vessel, doctor, passengers, and all to be sent adrift under the
conduct of an individual who cannot guide himself, and whose should
be assistants are as often incapable of rendering any support , by reason
of their ignorance and other deficiencies, To this must be attributed
that want of tact , energy , and vigilance which is noticed in two- thirds
of the sailors of the day. We seldom fall in with that honest, hardy ,
obedient, thorough- bred , jack -of- all -trades seaman we were wont to meet
with , and the reason is, that most of our young seamen are placed for
instruction under men uninstructed themselves—'tis the blind leading
the blind .
As to the examination of masters and mates, I believe it would be of
paramount importance to hint, previous to such examination , at those
requisites which should be expected ; not that I deem it necessary in the
least to supply question and answer ; quite the contrary , that would
but furnish a passing -made- easy sort of affair, that would do all damage
and no good .
To begin with the chief mate . He is expected on joining his ship
coming from dry dock to superintend her outfit , and to do this with
any degree of credit, he must know how to rig the sheers for taking in
her lower masts and bowsprit ; how to cut the rigging without waste,
and how to fit it with propriety and dispatch ; then begin his common
duties. He should know how to measure , take in , and slow different
kinds of cargo, that the owners may not incur loss ; how to dunnage
the vessel, and how to dispose of heavy and light goods so as to prevent
the labouring of the vessel ; how hatches, boats, spars , & c., should be
secured previous to leaving port , that the vessel may be prepared to
encounter rough weather without causing confusion . He should know
 NAVAL CHRONICLE . 261

how to set and carry canvas, and when to take it in . He should also
be familiar with the proper way of repairing sails, and of making new
ones, if necessary . Upon the serviceable state of the sails all frequently
depends ; and I would by no means neglect inquiry upon so important
a point of the chief mate's duty . There is not one mate in fifty able
to cut out a sail , and very few belonging to ships in the foreign trade
who could put a patch on with tolerable neatness. I have known ships
which have been months idle in a foreign harbour, to quit it without
attempting to repair canvas which was lying split below, when they
came to anchor. A good mate should know how to unbend and send
down sails in a gale of wind , and how to send up and bend others,
without hazarding their loss, or placing the men in unnecessary dan
ger.
The chief mate should know how to act with promptitude and effect, in
the event of a man falling overboard , when the ship is going fast through
the water under a press of canvas . How to wear a ship when she will
not stay in little sea-room . How to mark the several lines, and to re
gulate the length of the knots on the log to the log glasses. How to
send a lower yard up or down, blowing hard ; to rig a jury mast, and
make and fit a temporary rudder. How often pumps should be tried
with a perishable cargo , especially on leaving port. Having a constant
leak, how best to keep the pumps going without discouraging the men .
How to manage a ship at single anchor, and keep her from fouling it .
How to moor a vessel with expedition in a crowded anchorage, and
how to unmoor and take her to sea again . What should be done when
on discharging a cargo it is discovered that by leakage or other cause
damage has taken place .
A chief mate should be able to explain , without hesitation , any ques
tion put to him on chart sailing, and about tides , soundings, head- lands,
and lights. He should be acquainted with every method and appliance
for finding the latitude and longitude , so as to take advantage of making
observation of any celestial object which may happily be available in
case of need . All these things, besides the common board -a -ship routine
duty, a chief mate should understand .
Of the master, it should be further ascertained if he was fully aware
of all the responsibilities which would devolve upon him in the prose
cution of a voyage. I would have him explain how he would conduct
his
for outfit,
the how supply spars, sails, rope, stores, water, provisions, &c . ,
voyage, according to its contemplated duration. What docu
ments are to be inspected before bills of lading are signed for cargo
rec eived .
What memorandums should be appended to these bills gene
rally , in order to exonerate the master, who is in most cases a stranger
to the quality and value of the goods shipped . What are the chief
requisites in a charter - party which should be examined before signa
ture, to protect the interests of the ship.
The above knowledge is indispensible to those masters who have the
power and liberty of doing the best for their owners. The mere ship
driver only can do without. What document does a master require at
the port of sailing to avoid difficulty at the port of destination. What
the quickest and safest way to save your spars and sails in a sudden
squall , having sea- room . Arrived at the port of delivery
, what is to be
 262 NAVAL CHRONICLE .

done before breaking bulk . What is to be observed in making certain

passages to various ports within the limits of the trades and monsoons .
Should the vessel be stranded before arrival at the port of destination ,
what duty is involved by the master. What will vitiate a policy of
insurance on a stated voyage. If detained by arbitrary authority or
caprice at a foreign port, what should be done for the interest of the
owner ibat he may not be without the means of obtaining redress.
When the vessel stands in need of repair abroad , what must be done to
obtain the necessary funds in case of need , and what the precaution to
be observed in obtaining them . A portion of the cargo is damaged by
stress of weather, how is the vessel to be protected when the said goods
are to be delivered . What is to be observed with regard to the employ
ment, services, victualling, and control of the crew , in berthing them ,
keeping them clean , and in regard to Sunday at sea . What are the
powers vested in the master to rule his crew, how are they to be exer
cised , and what is at the same time expected of him.
I have set these requisites down without much order, just as they
occurred to me, and I hope the time will comewhen even mates of ships
will be able to show that they are well acquainted with them .
I am, &c. ,
Liverpool. A MASTER MARINER.

P.S. As to ships, I think that Lloyd's should , instead of employing

only a few surveyors to attend to the business exclusively , have all their
surveyors exclusively engaged , and that their number should be consis
tent with the size or tonnage of the various ports . If it is really for
the interest of the shipowner that his vessel should be well examined
and thoroughly repaired , and that he should confide in the rectitude,
zeal, diligence and judgment of his captain , if he is a respectable and
clever man , as much as in the disinterestedness and business-habits of
agents abroad . Perhaps, sir, I may write you again on this subject.

On The New STANFORD CHANNEL, Lowestoft Roads.

H.M.S. Shearwater, Lowestoft Roads, Nov. 29th, 1842.
Sır. - It is with much gratification I acquaint you , that a new and available
channel, carrying 20 feet throughout at low water springs, has recently opened
itself directly through the body of the Holm Sand into Lowestoft roads ..
Having heard from the pilots in the course of the autumn that a 12 feet
channel existed in a certain direction over the sands, which they termed the
“ Fishermen's Gat,” we proceeded to sound this passage, in order that we
might take advantage of it in running in and out of the roads, while employed
surveying on this part of the coast; but before the first day's examination was
over, we found evident symptoms of a deeper and wider opening in a different
direction ; and a more complete examination has fully proved the existence of
the above named channel lying in a south-west direction from the Stanford
light vessel .
You will , probably, remember that in 1834, or, perhaps, sooner, the Old
Stanford channel had begun to fill up, and that the only entrance into Lowestoft
roads was by the in - shore passage through the Pakefield Gat, in consequence of
 NAVAL CHRONICLE . 263

which Capt. Hewett was directed to re- survey this roadstead, the result of
which was published by the Admiralty in 1836, and it is by comparison with
that chart that I can better make you aware of the amount of the present extra
ordinary changes, all of which have taken place since that time.
First, then , Lowestoft Ness, which I believe to be the chief cause of the
change in the sand, has grown out 70 yards since November 1836, the date of
the last survey, and thissandy Ness now projects rather more than 800 yards
from the foot of the cliff forming an invaluable breakwater against northerly
and southerly gales.
Secondly.-- I'he Inner Shoal, as it is called, just to the southward of the
south Ness, has spread considerably in breadth, and moved bodily to the east
ward towards the Newcome sand, and has now only 12 feet water on it at a
distance of little more than half a cable from the light vessel, thereby almost
blocking up the eastern channel.
Thirdly .-- The western edge of the south -west Corton sand, some distance
north of the Ness, has advanced to the westward , the 12 feet line in some places
occupying the position of the 24 feet line in 1836, thereby narrowing the north
roads.
These three causes combined appear, then , to have forced the current, most
likely when increased by a high spring tide and a northerly, gale, to burst
through the barrier of the Holm sand and to excavate for itself a channel
now five and thirty feet deep where before was a sand - bank with only one
fathom of water on it.
One effect ( or perhaps indeed a cause) of this disturbance has been that the
northern part of the Newcome sand, from a width of one cable, (within the
12 feet line) has spread itself out into a flat nearly half a mile wide, and hus
moved bodily to the eastward so as entirely to fill up the Old Stanford
Channel, so that where ships sailed in with occasionally a depth of six fathoms
only so far back as the year 1830 is now an extensive shoal in places only 8
feet below the surface of the water.
Another great change is in the southern part of what must now be called the
Holm sand; here immediately opposite the Ness the current has cut away a
large slice from the western edge of the shoal, and in some parts there are now
12 feet water where in 1836 was a sand -bank dry six feet above the surface ;
generally too this shoal does not dry over above half the space it formerly did .
But all these changes are more than compensated by the opening to which I
have before alluded , here is a passage which perhaps I may venture to name
the New Stanford or Shearwater Channel nearly one -third of a mile wide with
20 feet throughout at low water springs; leading direct to the light vessel and
enabling ships that may be caught to the south ward in a S.W.gale, and can
not fetch into the Pakefield Gat, to run with a fair wind on a N. 1 E. course
into Lowestoft Roads ; it will also enable vessels which break or slip from
their nors in Yarınouth Roads in a N.N.E. gale , instead of running to
leeward for the Pakefield Gat and thereby risking the being carried on the
Barnard, to stand clear out to sea with a fair offing from the shoal under their
lee, with the additional advantage of not having to make a circuitous course,
and to run the gauntlet through all the shipping that in blowing weather always
fill this roadstead.
Herewith I have the honour to forward a chart on the scale of 8 inches to
a nautic mile, shewing the changes that have taken place in these sands, and
the channel leading direct on a N. I E. course to the Stanford Light vessel , and
as I have the whole subject now before me, I have ventured to place on the
chart three buoys, marking out the Channel, which I submit to the greater
experience of the Elder Brethren of the Trinity House. The 1st is a black
buoy on the southern extremity of the Holm Sand. 2nd a white buoy on the
western elbow or hook of the Holm . 3rd a red buoy on the eastern spit of
the Newcome . I would also suggest that the Stanford light vessel be moved
about two cables' length farther south ; and placed at the north spit of the
264 NAUTICAL NOTICES.

Newcome, thus leaving a channel into Lowestoft south roads, from the north,
between her and the Inner Shoal. The N.W. Newcome buoy also requires
moving out to the westward.
It only remains to add that the examination of this channel and the drawing
of the accompanying plan, was the work of Mr. E.K. Calver, Master and
Assistant surveyor of this ship, in the short intervals of fair weather which have
occurred during the last stormy fortnight .
I am , &c ., John Washington, Captain , R.N.
To Captain Beaufort, R.N., F.R.S., Corr . Inst. Fr.
P.S.-I have felt it my duty to point out this Channel to the Pilots at
Lowestoft, and shall make it generally known to the Revenue cruizers, and
among Sea-faring men on my return to Harwich.

( We are gratified in being able to state that the Corporation of the Trinity have
promptly buoyed this New Stanford Channel, anii issued a notice of it ; and that the
plan of Lowestoft Roads, shewing these dangers, has been published at the Hydro
graphic Office of the Admiralty. It may be observed, however, that the Stanford
light vessel has not been moved to the North Newcome Spit, as recommended ,
therefore, all vessels, whether coming up or going down , must take care to pass her
to the eastward.— Ep . N.M.)

NAUTICAL NOTICES .

NavigaTION of the Channel . —The following petition has been presented

to the House of Commons, and ordered to be referred to the committee on
shipwrecks.
To the Honourable the Commons of the United Kingdom of Great Britain
and Ireland in Parliament asssembled, humbly sheweth .
That your petitioners being merchants, shipowners, and traders, belonging
to the several places set against our respective names, have a great interest in
the safe navigation of the English Channel, and most humbly represent to your
honourable house that the many disasters which have taken place in the
channel during the past year would , in a great degree, be avoided by the
erection of permanent light-houses upon the Ridge, situate midway between
Dungeness and Boulogne, or the Varne, situate between Folkestone and Bou
logne, and upon the Goodwin upon the coast of Kent.
Your petitioners are apprised that Mr. William Bush, civil engineer, of Union
street, Deptford, is possessed of a patent right, whereby such important works
could be constructed at a small comparative cost ; and although his efforts upon
the Goodwin Sands during the last summer were frustrated by a variety of un
fortunate disasters, inseparable from new undertakings, and ultimately destroyed
by a large ship called the Nancy, having run in upon the caissoon before it was
completed ; your petitioners, notwithstanding such casualty, are positively in
formed that the plan is good , and can be effected .
And your petitioners, therefore, most humbly suggest to your honourable
house the propriety of instituting an inquiry on the subject before a select com
mittee of your honourable house .
And your petitioners pray that such committee may be appointed accordingly.
Signed by 80 signatures of the principal London merchants.

[ We are glad to find that there is someprobability of these projects being car
ried into effect, and should they be so, the above notice will place seamen on
their guard when running up channel. A light on the Ridge will be a good
thing in many respects, and this dangerous shoal as well as its neighbour the
Varne will then be robbed of its terrors to the ships navigating the most dan
gerous part of the English Channel . ]
 NAUTICAL NOTICES. 265

Trinity -house, London , Jan. 24th , 1843.

STANFORD Channel, Lowestoft Roads. — T'he alterations which have been in
progress for a considerable time past in and about the Newcome and Holm
Sands, having rendered the old Stanford Channel again navigable, -
Notice thereof is hereby given , and that this Corporation has accordingly
caused the said Channel to be buoyed out, and the buoys within and at the
southern entrance thereof to be placed in the following positions, viz.
A red buoy on the east spit of the Newcome, marked “ East Newcome,"
in 3: Fathoms, with the following marks and bearings, viz.
The chancel end of Lowestoft church in line with the large White House
next west of Lowestoft Preventive Station House, N.b.W. 1 W.
Carlton Colville church, midway betwen Pakefield church and Pakefield
windmill, W.6.N. # N.
Stanford light vessel, N.b.E. I E.
Holm hook buoy, N.E. I N.
South Holm buoy, E.bS. & S.
South Newcome buoy, S.W.b.W. , W.
A black buoy on the south spit of the Holm Sand , marked “ South Holm, "
in 3 } Fathoms, with Lowestoft windmill in line with the west end of St. Peter's
church at Lowestoft, N.b.W. · W.
Pakefield church , midway between Carlton Colville church and Pakefield
windmill , W.b.N. I N.
Stanford light vessel, North.
Holm Hook buoy, N.b.E.
South Newcome buoy, W.b.S. { S.
Middle Holm buoy, N.E.h.E. 1 E.
The above Buoys mark the southern entrance of the Channel, and lie one
third of a nautical mile apart.
A white buoy on the West Hook of the Holm , marked “ Holm Hook , " in
6 Fathoms, with Lowestoft church tower in line with Lowestoft low light
house, N.W.b.n.
A Six Vane Windmill West of Kirkley, in line with Kirkley North Wind
mill, N.W.b.W. } W.
Stanford light vessel, N.b.W. W.
South -west Corton buoy, N.b.E. } E.
Mariners are to observe, that the tides in the Stanford Channel set N.E. and
S.W. , and that the light vessel must always be passed to the eastward .
Note . — The above bearings are magnetic , and the depths those of low
water spring tides.
By Order, J. HERBERT, Secretary.

Trinity -house, London , Jan. 24th, 1843 .

Harwich HARBOUR- The Shoals in and about the entrance of the Harwich
Harbour having materially changed their positions.
Notice is hereby given , that the following alterations in the Buoyage thereof
have consequently been made by direction of this Corporation, viz : The Red
Buoy, formerly placed off the S.W. end of Landguard Beach, hasbeen removed ,
and a Black Buoy , marked “ Beach End,” placed off the South Spit thereof, in
24 fathoms, with the following marks and bearings, viz :
The Mortella Tower on the Mound of Felixstow , in line with the S.E, angle
of Landguard Fort, N.E.b.E.
Harwich High Light Tower, it's apparent width open West of the low light
House, N.N.W. W.
Andrews Buoy, S.E.
The Black Buoy on the Altar has been removed about a Cable's length S.E.
b.S. of its former position, and now liesin 3 fathoms,with The Mortella Tower
ENLARGED SERIES .-NO . 4.-VOL . FOR 1843 . 2 M
266 NAUTICAL NOTICES .

on the Mound of Felixstow , in a line with the Northernmost Boat House next
North of Landguard Fort, N.E.b.E. & E.
Harwich high light tower, just open North of the low light house, N.W.b.N.
Beach end buoy , S.b.E. * E.
Cliff foot Rock buoy , N.W.b.W.
Glutton buoy, N.N.E. E. '
And in order to point out the western boundary of the proper Channel to
Harwich after passing the above Buoys, Two Red Buoys have been placed as
under ; viz.
One on the East partofthe Shoal marked “ Glutton , " in 9 feet, with Har
wich church spire, N.W.b.W. fW .
Harwich cliff end, W. I S.
Felixstow Mortella tower, E.b.N.
The other on the north end of the shoal, marked “ Gristle ,” in 2 fathoms,
with Landguard fort cupola, it's width open East of the flagstaff on the fort S.b.E.
Harwich low light house, it's apparent width on with the North angle of
Harwich citadel, W.b.S. I S.
Glutton buoy, S. { E.
Ships and vessels using the Harwich Lights to enter the Harbour, must, to
avoid Landguard Beach, after passing theRidge keep the High Light well open
West of theLow Light until Landguard Fort bears East, when they may haul
in for the Beach and anchor.
N.B. The above Bearings are Magnetic, and the Depths, those of Low
Water Spring Tides.
By Order, J. HERBERT, Secretary.

Pilotage DEPARTMENT. — Belgium . — The minister for foreign affairs of H. M.

the King of Belgium has given notice, that in compliance with the general
request of the merchants, shipowners, masters of vessels, and otherpersons
interested in thc navigation of the river Scheldt, that a new service of Pilotage,
has been established by the Belgium government from Flushing, in and out to
sea , and from Flushing, up and down to Antwerp or Ghent , for the use of
all ships bound to, or from Belgium.
The new Belgium pilot-boats will be found cruising outside of all dangers,
between Westkappel and Schouwen, for the north -east channel; and between
Blankenberg and Nieuport for the Wielingen, or French channel . They are
cutter-rigged, painted all black, and wear the name Antwerpen in their main
sail. They carry at the mast head a red flag, with their number in white.
The Belgium pilots may be known by a silver medal, containing the arms of
the kingdom , their number, and the station to which they belong ; they are also
provided with a license from the government.
Masters making use of a Belgium pilot will be enabled to pay the pilotage
dues in Antwerp or Ghent, their place of destination , by which they will avoid
any stoppage at Flushing, and free themselves from the expensive employment
of an agent in that place. — Shipping Gazette.

Hydrographic- Office, Admiralty, March 10, 1843.

DUNKERQUE AND Gravelines Lights . — Notice has been given by the French
government that the following lighthouses at Dunkerque and Gravelines, on
the Coast of France, in the Departement du Nord , have been completed, and
will be lighted on the 1st of May next.
Dunkerque Revolving light. The new lighthouse stands in lat. 51 ° 3 'N.,
and long. 2 ° 22 ' E. , on the head of the pier, between the harbour and Fort
Risban, and 1531 yards in a N.W. direction from l'Heuguenar tower.
To a vessel distant, 4 or 5 leagues, the light will appear to revolve, being
eclipsed once every minute; but within that distance a faint steady light will
always be visible between the periods of the strong glare.
 NAUTICAL NOTICES . 267

The building is 180 feet high, and the light being 193 feet above the level
of the sea, will be visible from a ship's deck at the distance of 6 leagues.
On the first appearance of this light, the present temporary light will be
discontinued.
Gravelines Fixed light. The new lighthouse from which a fixed light will
be shewn, stands in lat. 51 ° 0 ' 18 '' N., and long. 2 ° 6 ' 48 " E. , to the eastward
of the pier heads, at the entrance to the harbour. The building is 83 feet high,
and the light being 193 feet above the level of the sea , will be visible from a
ship's deck at the distance of 6 leagues.
Honfleur Lights.— Information has been received by her Majesty's govern
ment, that on the 1st of this month the outer light at Honfleur, on the outer
extremity of the Western Jetty, was changed from the natural colour to a Red
light.

English Harrour , Antigua . Weare enabled, on the highest authority, to

contradict the report that the entrance of this harbour has been rendered impas
sable for ships of any considerable burthen , by the falling in of portions of the
two hills by which the entrance was protected. Fears have been entertained
that such might be the case, from the effects of the recent earthquake, but we
are happy tofind that, on the depths being examined on the day after it took
place, no alteration was discovered either at the entrance or in any part of the
harbour whatever.
Folkestone, March 4th, 1843. ?
FOLKESTONE Light.-Notice is hereby given to Master Mariners, and others,
that, in consequence of the town of Folkestone being lighted with gas, it is
intended to hoist a Red Light at the West Pier of the harbour, instead of a
White Light, on and after the 1st day of April next.
CHARLES GOLDER, Harbour Master.

Island of Palma , Canaries Jan. 10.-Several English vessels having lately

sent ashore their boats at Tersacute, in the west side of this island, without
receiving the succour they required, I beg, through you, to inform the shipping
interest in general, that the orders from the Spanish government are that no
communication be held, or refreshment given, at any other place, except this
and the town of Santa Cruz, on the N.E. side of Palma. - Shipping Gazette.
Tobago Ligur. - A lighthouse is built at the entrance of Scarborough Bay,
Tobago , not yet lighted , painted red and white. Remarks of H.M.S. Griffon
Lieut. C. Jenkin.

The Rover SHOAL. — Mozambique Channel.-— “ Extract of a letter received at

Liverpool, dated Mauritius, Dec. 20th , 1842.
“ The Shannon was wrecked on the 7th of October, on a reef not laid down
in the English charts , lat. 12° 24 ' S. , long. 46 ° 30 ' E. The crew were obliged
to take to the boats immediately, with the only clothing they had on ; and were
exposed to the elements for six days and nights, in wantof provisions and water,
when on the 12th of October they reached Passandora ( Passandava) Bay in the
Island of Madagascar, whence they were taken on the 13th October by the
boats of the French corvette of war Fortune. Remained on board that vessel
52 days, where they received the kindest treatment, and were then landed on
the island of Bourbon , whence they were taken in the Isis, British frigate, to
the Mauritius, and arrived there on the 14th of December all safe and well with
the exception of one man sick in the Hospital.” The master ( Luckett) states
that he should leave for Liverpool a day or two after the date of his letter.
The foregoing appeared in the Shipping Gazette of the 20th of March , and
we have transferred it here, with the serious charge against the English charts
in italics, for the purpose of informing the Master of the Shannon that he will
268 NAUTICAL NOTICES .

find the shoal on which he lost his vessel in Captain Owen's chart of the
Mozambique Channel : and for an account of it, we may refer him to the
Nautical Magazine for 1832, as well as that for 1833; where in p. 3 of the
latter he will find the account repeated, as communicated to this journal by
the late Captain Horsburgh. We suppose the “ English Charts" above alluded
to are some of those " tobacco charts ” of English publishers of which there are
far too many afloat.
The loss of this vessel adds another proof to the many already given of the
necessity of enquiring into how and why a wreck takes place , and exposing
every instance of that false economy which supplies our Merchant shipping
with the poorest instead of the best charts that are published .

Lights. Workington, Feb. 21. — The trustees of Workington harbour are

about to substitute stained glass ( red) in the lantern on St. John's Pier, instead
of the present plain white, in order that it may be the more readily distinguished
from the neighbouring tide lights. They are at present so much alike that in
hazy weather the most experienced are often led astray, particularly when inter
sected with the lights from the coal pits. It is intended that the stained glass
be placed so as to form half a circle, and be seen to the seaward along the coast
of Cumberland, and as far north as Salterness, on the Scotch side of the Firth .
This distinction of the lights is is expected will be a general good to those fre
quenting the Solway navigation . - Shipping Gazette.

Dantzic Lights.—Of two standing lights at the harbour of Dantzic, at

Neufahrwasser, the lesser one, which has been hitherto lighted as a beacon , a
short distance from the great light tower, will , on the fifteenth of April of the
present year, be discontinued , and on the sixteenth be replaced by a light of
the Fresnel invention, fixed in a small iron lighthouse, on the summit of the
Eastern Harbour molé, and, along with the large light, be kept burning every
night from sunset to sunrise. This new light is situated N. by compass 4,800
Rhinland feet * distant from the great light tower, is 43 feett above the level of
the sea, and may be seen in all points of the compass from W.S.W. to S.E. and
from sea , by clear weather, if the eye of the observer is about 10 feet above the
level of the sea, at a distance of more than 2 ) German miles.
Ships leaving Dantzic Roads in the night, and having arrived as far as Old
Weichselmunde ( themouth of the Old Vistula) mustbring the higher, or S.W.
light, not more westerly than S.W. , and the light of the Eastern mole not more
northerly than west, in order to avoid the shoals and flats of the Old Vistula,
which extend to a great distance at its outset.
The light on the Eastern mole, bearing S.b.E. or S.S.E., with the soundings
of five fathoms water, offers safe anchorage in the roads.
Both lights, which observed in a south direction appear one, are at a consi
derable distance from each other, and the great high tower is westerly of the
one at the Mole.
In laying down the bearings, the variation of the compass has not been con
sidered. — Dantzic, Feb. 21 , 1843. Royal Prussian Administration . - Ship. Gax.
• 1647 yards. + 44.2. English feet.

DIRECTIONS FOR SmPS MakinG MARANHAM : - 1st. Every vessel arriving off
Salinas, either foreign or native, will hoist a red flag, independent of any parti
cular place with the exception of the Gaffend of the mizen , which is to request
a pilot.
2nd. At Salinas or the pilot-station there will always be hoisted during the
day a white flag, which intimates the residence of the pilots being there.
3rd. The same white flag accompanied by a red one, hoisted on either the
right or left side, is to say that there is a pilot at the station , and he has a boat.
4th. After this signal there will follow the one to indicate to the vessel the
 NAUTICAL NOTICES. 269

time the pilot can go off, and for this reason the persons on board ought to pay
the greatest attention ; therefore, if from the shore a blue burgee or pendant is
hoisted, it is to indicate that the vessel must await the pilot, who will go off
immediately ; but if instead of the blue pendant a red one is hoisted, it is to
inform the vessel thatit is not a proper time to go off, but that the vessel must
be kept under easy sail, or lay -to at sea with the ebb, and in shore with the flood
tide, so as to be near the shore at high water, which the masters must bear in
mind takes place at half-past one or two o'clock at new moon , and at full, in
shore at half -past seven to eight, A.m., and half-past seven to eight, P.M. , at the
quarters of the moon, at twelve to half-past in the day, and sane at night ; and
it is only at high water that the pilot can go off.
5th. If the signals are made before mid-day, and if after the signal for
waiting is made two pendants are hoisted, red above and blue below , it is to
inform the vessel that the pilot will go off before twelve o'clock. If the blue
pendant is above and the red underneath , he can go off only after twelve
o'clock.
6th . If the signals are made in the afternoon , thered flag intimates that the
pilot will go off before midnight; if the blue flag is hoisted, after midnight.
Respecting the fires that were lit at night to indicate that there was a pilot, but
no boat, and that there was neither - this practice is annulled, in consequence
of the vessel that is now getting ready, and to be constantly kept at the orders
of the pilots at Salinas. Maranham , Feb. 4, 1843. - Shipping Gazette.

Sır .-In answer to your note appended to my communication headed Mindoro

Sea. I was off the Point Cabeza Redonda on July 28th, the longitude of
which was determined by chronometer, measured from Manila, which I was
obliged to do, having only Spanish Charts with me, which are laid down for
that meridian. When the observations were taken the point bore due south
not quite half a mile off.
The latitude was found by double altitude corroborated by meridian distances,
the ship having been steered upon a parallel from the first observation until
noon ,
With respect to Tablas, the hills are not flat-topped , nor is there the least
appearance of Table land in any part I saw . So totally different is the Island
from what I expected, when I first saw it, (having your number for July 1841
by me, wherein, it is stated to be Table land ), that I tacked ship and stood over
to Mindoro, fully supposing I bad gut wrong , (not being able to get observa
tions) and that the land was not Tablas, but some other Island between it and
Panay.
I suspect as Tablas is very narrow , say about 8 miles, and at least 40 miles
long, the hills nearly all about the same height, and not being able, (when in
the proper channel of Straits of St. Bernardino) to sight it until nearly end on,
it may then appear very like 'Table Land though so very different when abreast,
either close to or well in the offing.
The intention of my first letter was merely to state that there was such a
passage into the Pacific, ( without going round by Point Calavite ) which I think
was not generally known (and as Tablas forms one side of the passage to warn
those who may be similarly situated and bear up, that it is not Table Land) and
not that the Point Cabeza Redonda laid in any exact position, although I con
sider it quite near enough to enable a person to steer for, without endangering
the ship .
I am, &c.,
March 21st 1843. John Hall, Jun.

Morant Light. — The situation of the Morant lighthouse on the eastern end
of the Island of Jamaica is lat. 17 ° 55' 45" N. , and long. 0° 40' 0 '' E. of the
flag -staff at Port Royal dockyard, variation 3 ° 50 East.
The easternmost point of the island bears from the lighthouse S. 31 ° 55 ' E.
270 NAVAL CHRONICLE.

distance about 500 yards, the N.E. end bears N. 33° 6 ' W., and the elbow of
the point to the southward bears S. 4° 5 ' W. (true.)
The light which is verybrilliant revolves every minute, (with a continued dim
light between the interval of the strong flashes) and can be seen distinctly at
an elevation of 12 feet above the horizon, 19 miles in the circle described from
the N.E end of the Island to the direction of S.W.b.W. magnetic, consequently
vessels working to the eastward should never lose sight of the lighthouse until
it bears N.W.which would avoid any chance of theirfalling in with the danger
ous Morant Kays; and when bound to the westward after passing Port Morant
by keeping the light in sight they will avoid any chance of coming near the
shoals on the southern shore, as the light is lost sight of when bearing to the
eastward of N.E.b.E. magnetic. G. BIDDLECOMBE, Master H.M.S. Imaum .
[See notice in our last volume.-- Ed.]

Pehr Söns Shoal, Sweden .-- Extract from the Swedish Gazette Stats
Tidning, Feb. 3rd, 1843.- The Commissioners for the mairtime affairs hereby
give notice that near Bredskäret at the south entrance of Umea in lat. 63° 36'
50' N., and long. 38° 30' 45 '' East of Ferro., the shoal called Pehr Söns on
which, in the late Admiral Klint's Chart, is marked to have 30 feet of water on
it - has now been found to have only 8 feet * (Swedish ) on the shoalest part,
Stockholm Jan. 31st 1843.
• About 7 | English feet. John Ross, Captain, R.N.

Night LIFE Buoy .

Addiscombe, Croydon, Feb. 10, 1843.

SIR.—Permit me to state, through the medium of your journal, that I
shall feel very grateful to any officer who may be in England , or who,
on his arrival in England , will take the trouble to inform me, of any
well authenticated instance , in which the Night Life Buoy of my inven
tion has been the means, under Providence, of saving life .
It is now nearly twenty - five years since the Admiralty ordered it to
be supplied to every ship in the Royal Navy. One of the first to which
it was fitted was the Vengeur, commanded by the late Sir Frederick
Maitland, who informed me by letter, that in a voyage of nineteen
months, four men had been saved by it, two of them by night. Several
officers of rank have obliged me by letters of a similar nature ; and in
one I received this morning, the writer ( after stating that two men had
been rescued from a watery grave by means of the buoy in a ship which
he recently commanded—one of them on a dark tempestuous night )
adds, “ I believe every officer, lately under my command, had
instances to relate which they had witnessed, and I hardly remember
broaching the subject to any brother officer, who had not cases to men
tion of lives being saved by your Life Buoy ."
Such being the case, I naturally feel a very strong desire to ascertain,
as far as possible, the aggregate number of instances in which it has
been successfully tried ; and I shall feel thankful to any officer who
will afford me the gratification I now solicit, requesting that names and
dates, as far as practicable, may be given, and whether the instance
occurred by night or by day.
I am, &c.
Thomas Cook , Lieut . R.N.
 NAVAL CHRONICLE . 271

Lloyd's SURVEYORS AND SHIPOWNERS.

SIR .- Observing that in your last number you inserted , p . 201 , a letter,
signed " A Shipowner," preferring a charge both against the Society
for Lloyd's Register of British and Foreign Shipping, and against their
surveyors, especially those on the Wear, in respect of a ship, the name
of which the writer thought proper most carefully to conceal, I cannot
help thinking that , by giving encouragement to anonymous productions,
utterly destitute of truth , as this statement has been proved to be, you
are, at least, suffering yourself to be grossly imposed upon, and , perhaps,
running the risk of your useful and interesting work losing some part
of its value. With sentiments such as these, you will, I would fain
hope., believe that I am one of its well -wishers .
How then stands the fact ? Will Mr. Nater of South Shields , who,
from his allusion to a chancery suit, has since turned out to be the
writer, undertake to prove, as he asserts, that “about three years ago
364 ships were launched in one year on the Wear ? Will he shew
that at that time,for at any other, there have been any complaints made
to Lloyd's Register Committee, of the want of an additional surveyor
at that port ? If the vessel to which he alludes, which proves to be
the “ Dorothy ,” really required “ every voyage she has had to go into
dock , or wanted repairs in the hull, ” will he give a direct reference to
the builders by whom she was docked or repaired, so that his statement
may be corroborated ? Will he shew that he ever made this apparently
gross violation of his contract by the builder of the Dorothy, the sub
ject of complaint to Lloyd's Register Committee, either as it affected
the conduct of the surveyor, or the classification of the vessel ? He
asserts that “ Lloyd's surveyor at Hamburgh ," pronounced that “ it
was a disgrace that so fine a looking vessel should have been so badly
put together.” Lloyd's Register Committee have no surveyor at Ham
burgh. Where then is the person alluded to ?
I have, sir, endeavoured to confine myself, in this appeal to your
well known candour and impartiality , to the subject matter of complaint
of the anonymous writer, so far as his interests alone may be supposed
to be concerned, and , I doubt not that, in your next number, you will
be good enough to give this a place . I am the more anxious that this
should promptly appear, that your readers may see that charges, such
as are imputed to those who have the management of Lloyd's Regis
ter, will not be permitted to pass unnoticed .
The shipowner's letter had previously appeared in a daily journal ,
and the editor, with somewhat more zeal than discretion, too readily
giving implicit credence to the facts set forth , had stringently com
mented upon them. By this time, however , he is, I hope, quite satis
fied that the assertion that “ on her last voyage from Hamburgh to
the Tyne, she had new waterways,” is directly the reverse of the truth.
The respectable surveyor on the Tyne , Mr. Poppelwell has proved that
such was not the fact : -the remainder of the assertion as to the sub
stitution of spike nails for bolts, must, therefore, be equally discredit
able.
I am quite at a loss to discover what the motive of the writer has
been . Had he really sustained any damage , and had limited his com
272 RETROSPECTION .

plaint to a just but startling statement of injuries to which he might

have considered he had been exposed from the want of a proper super
intendence on the part of Lloyd's surveyor, he might, for many reasons,
have wished to conceal his name, in attempting to bring about a public
benefit. As the case stands, however, the unworthy resort to an
anonymous and unfounded slander, is most unpardonable under every
view that can be taken of it .
I am , &c.
A FRIEND TO TRUTH.

RETROSPECTION . — By an old gray -headed Sea - Lieutenant.

(A BIRTH -DAY ODE.)

Where are those joys clinging the heart around -

Like flow'rets of morn with dew-drops bound ,
Those light thoughts - truant as the fleecy clouds of May
Lit up with fairy forms , that fleet away - away.
Where-where are they ?
Dreams of a day !
The time — when I laugh'd in the middys' berth ,
That temple of gay -hearted joyous mirth.
The time when I gambold o'er the golden sand ,
With steps so lightas scarcely touched the strand ;
And smiling look'd to the sky above,
That spread o'er me its blue alcove :
When my heart was buoyant as gossamer wing,
And I dream'd not that time its sorrows would bring, -
When my eyes undimm'd by a tear drop, shone
Where is that blessed time ? -_ 'Tis gonetis gone !

The hour-when I lov'd to watch the billows rise,

List’ning with wild delight to the petrel's cries
As she shot like a meteor o'er the wave ;
Or, ocean phantom guarding the seaman's grave :
When my spirit in fancy, floated along,
And around my young heart was a dream of song
Such as these , which time and remembrance awake,
Of voices and words, which no sorrow partake :
That time-when I stood by the river's side,
As the sound of the gun boom'd o'er the tide ,
When my life, like the wave of the flood , went on
Bright, and sparkliog - for ever is gone-is gone !

And what have been the joys, and sorrows of life ?

Unmixed ? Nay ! pleasure and pain-peace and strife.
Various -- and varying like the flittings of a taper
Now lighting up the heart — now shadowing it as a vapour.
Oh ! how mysterious doth appear the things that round us throng ;
Short sighted mortal! Can thy guardian Providence do wrong ?
The tears of grief, which shadow ourbrightest joys, and dim the sight.
Are these wise dispensations ? " Whatever is , is right !”
Yet hope, and joy, and fear; each sad and mournful tone
Are present still, but our young sunny days are gone !
Dec. 2, 1842.- Ætab . 55 .
 NAVAL CHRONICLE . 273

Rocks OF THE EASTERN ATLANTIC .

SIR .—The year 1842 appears to have been fertile in adding to

the vigias of the ocean . I can liardly say confirming the existence of
any because no pains were taken to do so .
It is to be regretted that the masters of merchant vessels do not feel
themselves justified in delaying, even for a short time, to do away with
all doubt on such occasions.
Considering the importance to navigation , that such dangers should
be verified , we may believe that no owner of good sense would object,
when circumstances are favorable, to the captain of his ship delaying
for an hour or two to satisfy himself whether an object seen was, or was
not, a rock, shoal, &c.
The notices which have appeared lately , may be recapitulated here
for the purpose of bringing the whole of the positions of the supposed
dangers under one view.
1. Grace Darling, Aug. 1842, rock 47 ° 43 ' 0 N. 8 43 ' OW .
2. Mary shoal 46 20 0 11 29 0
3. H.M.S. Brisk ditto 46 12 0 15 5 30
4. Hartly rock 45 40 0 19 17 0
5. Eagle July, 1842, ditto 47 37 22 28 51 0
All these appearances, real or otherwise lie in the tracks of ships
bound south - westward from Britain ; and between the meridians of
Ushant and the Azores ; and the parallels of 45° and 48° N ; and, of
course, in a direction from north to south of the fires of Iceland and the
Azores.
Upon the presumption that the rocks and shoals seen , are in reality
such , we may infer that a sub-marine mountain ridge exists within the
area described , from east to west ; and that the visible points are the
isolated peaks , which , being of solid rock, resist the violence of the
waves, and hold their place.
It should be borne in mind that the tidal wave in its transit, may
entirely hide these dangers from view ; and this will account for their
being seen at one time, and not at another.
The most remarkable among these recent sights is , No. 5 ; the rock
being of a tri - peaked form ; corresponding in description to the long
doubtful vigia called the “ Three Chimuies,” which appears to have
been last seen in the year 1824.
I think it scarcely possible that, it could have been an ice -berg ; as
those floating bodies are rarely seen , if ever, so far east as the twenty
ninth degree west .
On the other hand it seems extraordinary that a danger of such
elevation , 80 feet, should not have been often observed by the thousands
of vessels which follow the track in which it is said to lie.
I trust that if the Styx is again employed in research about the
Azores, that, Captain Vidal will use his vigilance in settling its exist
ance , or not . And further, that ship -owners will give their captains
a discretionary order to examine all appearances of danger which may
fall in their way during their voyages .
I am , &. ,
VIGIA .
ENLARGED SERIES.-- NO . 4.- VOL . FOR 1843 . 2 N
274 NAVAL CHRONICLE .

SUGGESTIONS FOR THE BETTER REGULATION OF SHIP-MASTERS, ETC.

(Continued from p . 207. )

SIR. -I consider that Capt . FitzRoy , in his proposed bill , contemplated

too great an indulgence for existing masters and mates, by exempting
them from examinations ; doubtless through good feeling and sympathy
towards the many he well kuew it would otherwise affect, yet deservedly
and necessarily so, no practical man can doubt , and which he has him
self exemplified by one or two ocular cases of otherwise incredibility )
set forth in his excellent publication from the surveys in the Beagle.
Now , no one will deny that the success, security, profit, or, loss on
ship, cargo, & c. , are mainly dependent on the master, who is omnipo
tent at sea, and nearly so in port, not the residence of his owner ; whilst
even there he will coalesce with the tradesmen , to the injury of his
owner.
It is needless for me to detail upon the points suggested in your last
month's Magazine. I will , therefore , proceed to Capt. F's proposed
“ Exemption certificates , " which , I premise will nearly nullify the bill
or, mainly, for a quarter of a century at least ; therefore, let that clause be
expunged , and if the private interests of the few must be considered in lieu
of those of the many, let my suggested class certificates be substituted ;
and if a master cannot obtain a No. 2 or 3 , (the latter for coasting only ,)
it is a fraud on the public, and on the uninitiated, to permit him to com
mand , even though he can be so employed . If ever likely to be com
petent, a short period of study will enable him to obtain a No. 3 ; and
then self- interest will stimulate him to merit a No. 2.
There need be no apprehension for want of masters under this plan
of distinctive enactments, abundance of lieutenants and sailing masters
from the navy ( now on half- pay ) would offer themselves ; but from the
total absence of any such distinctions, they will not go in a merchant
man , to be deemed one of the present herd of merchant masters, not
withstanding there are some excellent worthy men amongst the latter.
(I have one such in my employ, whilst I have others whose proceedings
and general conduct I would feel bound to place before the boards for
their information .)
That seven tenths of the masters, more particularly in smaller craft,
knowing the absence of all easy means of exposé and redress , rob,
cheat, neglect, and violate the orders and interests of their owners ,
is too notorious, and the disastrous results, from villany and ignorance
are of daily occurrence, though rarely represented . The recent colo
nial cases to which I referred , as coming under my own knowledge in
possession of the details and proofs, from being interested therein, are
the brig Susan , and brigantine Mary Ann ; the conduct of the masters
whereof appeared in the Times of the 30th of March, 1842, ( a report
of the trial of one of them , sentenced to transportation ; the other would
certainly be similarly punished , but the like trouble and expense I will
never again incur,) the brig New Holland , the brig Enterprise, the
Courier and Corsair steamers; the results whereof I will condense into
the brief facts that, all these vessels as well as portions of their cargoes,
 NAVAL CHRONICLE . 275

freights, and stores, have been piractically dealt with by the masters,
heavy liabilities wantonly incurred in addition to their being infamously
bottomred, &c . , and to the extent that to the original owners, every
farthing of their first cost, value , and subsequent outlay shamefully
sacrificed in the most barefaced manner ; whereas had common zeal and
honesty been evinced , though , they had thus set their owners and
agents at defiance, by suppressing papers, violating positive instructions ,
and running away with the ships , & c., the issue might even then have
been different to the present, which is an actual loss in the aggregate of
£ 50,000, as can be shown .
Several of these vessels were sold in the colonies , and judges' war
rants granted against the masters, but they had fled elsewhere with the
ships, & c .
A heavy insurance, I hear, is now in the course of payment in Lon
don, for a supposed loss , which I have good reason for believing is
without foundation. These are the men to whom Capt. FitzRoy's
well intentioned , but erroneous kindness would grant a license, or sanc
tion , or apology by his proposed exemption clause .
I will now citeonly two cases in support of my proposed form of log
with journal, &c. combined , to be sworn or declared to, and deposited
at the Custom House .
One, of the above named ships , had six different logs, which are now
before a Court of Law, under a Chancery suit, & c., against me, and
upon which I (the ship owner) am to be further prejudiced, as the docu
ment of proof against me , I suppose the plaintiffs alone will determine ,
by the selection of any one thereof which may best suit their purpose ;
whilst if I required their use as a matter of proof of the ship’s proceed
ings, &c , it is morally impossible I could so employ either.
The other case is more simple, but equally evident. In 1841 I ship
ped some cattle by the “ Daniel Wheeler, ” for Australia, and insured
them against all risks save that of mortality, from the ordinary course
of nature, only, making no freight to be payable except on those delivered
alive, with a gratuity, per head , to the captain , for care and attention ;
but they were lost. The ship, 18 months after, returns to Hull , and
the captain furnishes me with extracts from the log, certified to by the
owner, shewing that three -fourths were drowned during a heavy gale in
the Bay of Biscay ; the remaining bull , in a gale off the Cape ofGood
Hope , was pitched out of his berth , and breaking two legs, &c., was
ordered by the captain to be destroyed . The ship's notarial protest is
by neglect left in Adelaide, and the captain having again sailed from
England , no attestation can be procured from him , so that hereupon the
underwriters refuse to pay, notwithstanding that such protest could only
be made from the log- book which is here , but not being sworn or
declared to , is not deemed a sufficient voucher !
The new measures, I have suggested , would tend also to terminate
the system of taking fees for obtaining appointments for masters and
mates, who are worthless !
Further comment in support of my suggestions, I deem as a work
supererogatory from Yours, &c . ,
G. T. W.
276 NAVAL CHRONICLE .

STORMS OF THE EASTERN ATLANTIC ,

We have received the following from Colonel Reid , the author of “ An
Attempt to develope the Law of Storins, & c." ]
The difficulty of procuring exact information from the Coasts of Spain and
Portugal, has hitherto rendered it impossible to track the courses which storms
follow on the eastern side of the Atlantic. The floods of rain which recently
occurred at Madeira, followed by a hurricane of wind, serve as a point, whence
to proceed in this investigation, and afford an opportunity of tracing one storm
at least, for a short distance.
Its supposed directionmay be laid down upon aMarine chart, by describing
a circle from a centre a little to the westward of Madeira, with a radius equal
to 6º of latitude. From lat. 30 °, long. 19°, describing a second circle ; and
from Cadiz describing a third, with intermediate circles to shew the gradual
progress of the storm . These circles will give an approximation to the track
which the Madeira hurricane of the 26th October, 1842, followed .
At Madeira, the heavy rains which had lasted eight days had ceased, and the
weather was fine on the 25th October, at noon . The greatest violence of the
wind being there at 3 p.m. on the 26th . The wind on that day veered from
south -east to south and south -west, as reported by Lloyd's list.
West India Steamer Dee. Atnoon of the 25th October, the log-book of the
Dee reports the weather as very fine. That vessel leaving Madeira at half- past
11 A.M., set a -head full speed " with all sail set, on a W.b.s, course, wind N.E.
By half-past 5 P.m. the barometer began to sink, the weather to look bad , with
the wind very variable ; by8 P.M. they had hard squalls with thunder and
lightning, the barometer having sunk to 29:69. At midnight " getting worse. '
In the morning of the 26th the steamer experienced tremendous gales from
south by east and rolled deeply. At half-past six A.M. she had a sudden shift
of wind to the north -eastin an exceedingly heavy squall. At eight A.m. the
wind was N.N.E. with the barometer at 28.5 and at a quarter past nine the
ship was brought up head to north -west. At this period the steamer was pro
bably but a very little west of the centre of the storm , being six hours before
the time that the storm was at its greatest height at Madeira. By ten A.m.
the barometer was rising, the weathermoderatingand the Dee bore up again on
a course W.b.S .: S. At noon on the 26th Dee's lat. by account 31° 1' long.
19 ° 46 ' and by midnight she had fine weather.
Brig Falcon . — The brig Falcon , of Bermuda, had sailed from Madeira, on
the 21st of October. By noon on the 24th of October she had reached lat. 31 °
10', long. 19° 45 ', and the wind at that time was light and variable ; but by
ten at night the brig was put under storm canvas, the wind at south- east. At
noon next day the 25th the log-book records the weather as blowing a perfect
hurricane, with the barometer marked 28:3 in lat. 30 ° 45 ', long . 200. At
half past one in the afternoon the Falcon was hove on her beam ends, but soon
righted. The log -book reports the wind as blowing hard gales for 12 hours
from the east and north - east. By midnight the wind was north, inelining west
erly, and afterwards became more moderate and north -west.
The Falcon was probably but very little westward of the storms centre, when
thrown on her beam ends, which happened about 25 hours before the time at
which the severest part of the gale was felt at Madeira. It is possible that this
vessel may have been furtherto the south than her reckoning by account on
that day made her.
Numa, Transport. — The Numa transport was in lat. 29 ° 29 ', long. 24 ° 28',
at noon on October 24th standing on a course N.W.b.N ,, with strong winds,
but which are not stated . They fell light at eight o'clock, P.M .; the barometer 1
had sunk as low as 28.6. At nine P.m. the wind suddenly hauled round to the 1
north, and blew a perfect hurricane blowing hardest at eleven at night. On
the morning of the 25th, it was still blowing heavy gales at the place of the
Numa, with the wind at northwest ; but by eight it is reported more moderate,
and the wind variable. At noon lat. by obs. 29 ° 39 ', long. 24 ° 48'.
 NAVAL CHRONICLE . 277

We have as yet no record of the storm on the 28th of October, though it may
have been felt at Tangiers, blowing southerly on that day. Off Cadiz the
marine reports shew, that many ships were damaged on the 29th , and on that
day some houses were blown down in Seville, trees uprooted, and the Cathedral
considerably damaged.
Off Cape St. Vincent, and a little to the south of it, H.M.S. Warspite, Lord
John Hay, had a sudden and violent change of wind to north -west. The
direction of the storm was probably along the Eastern Coast of Spain , over the
Gulf of Lyons and the north of Italy.
If enquiry be made at Tenerife, there can be little doubt but that it will be
found that this hurricane passed over the Canary Islands, and it may bave origi
nated in the neighbourhood ofthe Cape de Verds. The great hurricane of
October 1780, occurred about the same season of the year; and it was eight
days in moving from Barbados to Bermuda, which it reached on the 18th of
October. The Madeira hurricane was five days in its progress from the place
of the Numa to Seville, so that the rate of progress of the two storms is about
the same.
It is probable that revolving winds by no means always amount to gales, and
it deserves observation how far the trade winds are disturbed during the winter
season . The Commander of the Dee states that in her late voyage from Madeira,
he arrived at Antigua on the 7th of November, and that he had “ no trade
winds, but only variable winds throughout the whole voyage.”
It would be curious to ascertain whether continued and heavy rains preceded
the storm at Seville as they did at Madeira ; and if the dense clouds from which
they came followed the same track towards the south -east of Spain as the
whirlwind.
This notice has been published in the hope that it may lead our Consuls, and
other residents upon the Coasts of Spain and Portugal, to ascertain the course
which gales in the Eastern Atlantic follow ; and that they will unite their efforts
to those of the British Consul at the Azores, who is attempting to track the
storms which pass over the Western islands, and to connect them with the gales
of the European Coast.
The longitudes here given are computed from the meridian of Greenwich .
Bermuda, January 25 , 1843.

EARTHQUAKE IN THE WEST Indies.

Rogal Mail Steam -packet Dee, Barbados,Feb. 13, 1843.

Sır.—Having been master of the Pique frigate in June, 1835, when your ex
cellency took a passage in her to Quebec, and being now the Commander of
this steam -packet, passing through the West India Islands, which have been
recently visited by an earthquake, I beg leave most respectfully to give you a
brief account of what information I have obtained from each island, remaining
from one to one hour and a half at each place.
On reaching St. Thomas on the 9th inst., from Jamaica and St. Jago de
Cuba , I learnt that the shock of an earthquake had been felt there, 10h. 30m .
of the 8th inst ', but fortunately without doing any damage ; from thence I pro
ceeded through the islands as follows:
Tortola. At 10h . 30m . a.m. a severe shock, but not injured ; lasted four
minutes.
St. Kitt's - Houses much shaken, but not materially injured lasted three
minutes.
Nevis.-- Charlotte Town court -house to the ground ; Bath house much
damaged ; Custom house partly down, and all themills in the islands more or
less injured - nearly the whole of the towndestroyed ; most of the wood -built
houses are left standing ; all the stone buildings are so injured that they must
278 NAVAL CHRONICLE .

be taken down and rebuilt ; estimated damage at 50,000l.; only two mills on
the island that can be worked.
MONTSERRAT.-Wesleyan meeting-house so much injured must be taken
down ; the whole of the mills on the sugar estates unfit for use; several large
fissures ( from land slip ) appear on the side of the hills ; lasted two minutes;
six lives lost, the whole of the stone buildings more or less injured, and at
present uninhabitable.
ANTIGUA . - This island has suffered most severely, the whole of the churches
and mills throughout the island being a heap of ruins. The organ in the church
of St. John's totally destroyed ; the dock-yard at the English harbour is sunk
considerably, many parts being under water, the whole of the storehouses in a
complete ruinous state, the walls partly or wholly down, and the water tanks
containing nearly 11,000 tuns of water, burst with an awful crash . The earth
quake lasted about four minutes. Mr. Hart, clerk in charge of the dock -yard,
English harbour, states that three clocks in the neighbourdood stopped at 10h, 1
40m . a.m. It is ascertained forty lives had been lost. The governor's house,
Dows-hill , is partially destroyed, with nearly all the furniture ; the Ridge bar
racks much damaged ; the Custom -house, Court-house, and Wesleyan meeting
house destroyed. (See notice in a former page concerning the harbour.)
GUADALOUPE.— The next island visited was Guadaloupe, the accounts from
which are truly appalling and heartrending. The whole of the town Point- a
Pitre is no more. It appears this was the centre of the dreadful calamity. I
relate as near as possible the account given me by an eye-witness of the scene
(Mr. Risley, of Philadelphia). At about 10h. 30m. A.M., on the 8th, in company
with 150 or 160 persons, I was breakfasting at the hotel situate in the large
square, when all of sudden a dreadful noise, not to be described, with a rocking
movement was felt. Being near the door, I instantly rushed out, and perceived
the buildings falling in every direction. I perfectly recollect what happened
for the first 15 or 20 seconds, and saw many persons either wounded or killed.
The whole of my fellow -companions at breakfast I never saw again . In the
midst of all this calamity, the earth , in several parts of the town, opened to a
considerable extent, when volumes of water spouted forth with awful fury to the
extent of one hundred feet perpendicular, in columns of several feet in thick
ness, most entirely, and most awfully swallowing up hundreds of the inhabitants,
when the earth closed again. What followed for 20 seconds after I have no
recollection of. On recovering I found myself beside three dead bodies, in the
midst of a heap of ruins, my clothes torn and my hat broken . My son , a child
1
of six years of age, most providentially escaped unhurt, finding him shortly
after on a heap of ruins. The scene which presented itself was more than
words can express. Thousands were buried among the ruins still living, and
raising their voices for succour ; many were saved, but, alas ! the work of
destruction was not yet finished ; a cry of fire was heard , which proved to be
too true ; what the earthquake and water had began the fire finished.
The survivors are left in a most destitute state, being without food, clothing,
and houseless. Despatches were immediately sent to the neighbouring towns
and islands, informing them of the state of the town, who promptly responded
to the call, and immediately the Governor of Martinique ordered the steam -ship
Gomez to load with provisions and clothing, and forth with proceed to Point-a
Pitre. All vessels in harbour at the same time were detained , and not allowed
to leave the port ; a proclamation was immediately issued by the governor,
declaring all ports in the island of Guadaloupe free for all commodities , and also
for timber for building purposes.
At the time of the fire the heat was so intense , that the iron safes, with gold
and silver in them , melted, and became consolidated masses. The work of
plunder commenced by some of the negroes , when it was found expedient to
call out the military, and report says many of the negroes were shot in endea
vouring to resist the military. Several French ships of war repaired to the
spot, and on Sunday, the 12th inst., were to bombard the remaining standing
 NAVAL CHRONICLE . 279

walls. How the fire originated has not been ascertained. Some suppose it
was from the earth, others that it was from the stores. Loss of life cannot yet
be ascertained ; variously reported at 4,000 to 5,000 and some say 6,000 souls.
Basse Terre has not sustained any injury.
DOMINICA.— Violently shaken ; no real mischief done. Refugees arriving
from Guadaloupe.
MARTINIQUE . - Shaken , but no injury in town ; sugar mills a little damaged.
St. Lucia .-A little shaken , but no injury.
At the time of the earthquake the ship was off the island of Porto Rico ; no
shock was felt on board.
Your most obedient humble servant,
(Signed ) WM. HELMSLEY, Captain .
To His Excellency the Right Hon . Sir Charles E. Grey, &c.
Dr. Bascom introduced a bill, which was seconded by Mr. Rogers, to grant
the sum of 10,000 dollars for the relief of the sufferers, which sum , on the
motion of Mr. Packer, seconded by Mr. Foderingham , was made 15,000 dollars,
and with this alteration the bill passed unanimously, and was sent up to the
Council Chamber .
The reply of the committee to the Governor's communication was then pre
sented by Dr. Bascom , and unanimously, adopted .
The house was then adjourned sine die.

ERRATA. — Page 237, line 14 , from bottom for “ bc," read “ bb ,” and after cc,
insert ( Fig. 1. )
238, line 6, for “ timber" read “ timbers ; ” line 8, for “ under
circumstances," read “ under such circumstances;" and
line 20, for “ found , " read “ feared . "

ERRATA IN THE Second EDITION OF THE PRACTICE OF NAVIGATION,

By Lieut. Raper, R.N. , continued from p. 65.
Page 117, 1st Table, last course, orS. ` E. , the D. Lat. and Dep. are taken out
by mistake for S. by E. I E. As this is merely an example, the
further corrections need not be made.
Under the Tables, true course alter S. 70° E. to S. 7° E.
218, Ex. 3, third paragraph, alter 1 ° to 1 '.
378, Ex. 2, at the lower part of the page, alter 0.3573 to 0.8573.
462, col. (6 ) , div. 3, C. Grisnez lt., alter R. 1 m. to R. im.
468, col. ( 18) , div. 4, C. Brabant, aller 20° 7 ' to 20° 27 '.
470, col. (21 ) , div. 1, Bintang hill, alter 54 1. to 14 1 . This name is
mispelled in the Index , p. 709.
471 , col . (24), div. 1 , alter Ternnate to Ternate ; and in div. 4, alter
Rendezvouz to Rendezvous.
546, log. of 3600, the figure dropped out is 0.
549, log. of 5389, alter the first figure of 631508 to 7.
617, log. sine sq. of 1h. 12m . alter 8.4 to 8 .

28 , Grove Street, Leamington , Jan. 19th, 1843.

Sır .-- A naval friend here having lent me some volumes of the Nautical Maga
zine to amuse me, I stumbled upon the " Remarks of the Samarang " while
under my command. The longitude you have given for the north -west point
of Christmas Island in vol. X, p. 590, ought to have been 157 ° 38 ' 031 W.,
instead of 157° 30'03"! W., the last two lines of the remarks relative thereto,
will shew that the north -west and south-west points of the Island are nearly
north and south of each other. It may not be of any consequence, but as I am
aware that you aim at accuracy I have noticed the error.
280 NEW BOOKS.

While I am writing I may as well point out another of minor importance.

I observe at p. 332 of the same volume, a transcript of the erroneous account
as given in the Canton Register, detailing the attack on Tykok - Tow -Fort.
The Editor of which in a subsequent number acknowledged his error. А
reference to my despatch p. 414 will exhibit a true statement of what took
place. Druid as therein stated, did not lead in , but was third. The officer
ho grappled with the mandarin in the breach, was Mr. Luard, mate of
the Samarang, now lieutenant of the Isis, and for which he was particularly
mentioned in my letter upon that occasion.
I am , & c. ,
J. Scott, Captain R.N.

Edwards' Preserved Potato . — Messrs. Edwards' have just received the fo

lowing additional testimony of the excellence of their Preserved Potato, fully
confirming the good opinion we have all along entertained of it.
“ H.M.S. Cornwallis, Chusan, 6th Nov. 1842.
“ Sırs.-- Although from the moment I first saw the Preserved Potato I never
had a doubt of its excellence, but deferred giving an opinion on the subject, until
it had a fair trial, which has now been the case, it having been shipped nearly
two years, and passed through every variety of climate, -- the sumıner months of
China being particularly destructive to all kinds of stores ; notwithstanding
which, the Preserved Potato, is not only good when opened, but by keeping it
in a canister, remains so until all is used. We get the best kind of sweet pota
toes here, also two sorts of yams in China; buthis Excellency the Commander
in-chief, with most others in the expedition , prefer the Preserved Potato at this
day ; it being quite as good , as when shipped ; and, as to the expense, I am satis
fied, it is more economical than the fresh potatoes, quantities of which always
decay, and are thrown overboard. It is my intention, should I return to England
in this ship, to bring home a sınall canister of the Preserved Potato .”'
( Signed ) W. NORMAN, Steward to
Vice-Admiral Sir W. PARKER ,
Commander- in -Chief China and East Indies.

NEW Books .

NARRATIVE OF A VOYAGE ROUND THE WORLD. - Performed in H.M.S Sulphur,

during the years 1836–1842. By Captain Sir Edward Belcher, C.B.
F.R.A.S & c. — Colburn, Marlborough Street, London,
The following is an outline of the Sulphur's Voyage, given by the author in
his introduction .
“ Her Majesty's ship Sulphur was commissioned in September, 1835, by Capt.
Beechey, and, accompanied by her consort the Starling, Lieut. Commander
Kellett, quitted England in the following December. Captain Beechey inva
lided at Valparaiso, and was succeeded by Acting Commander Kellett, who was
again superseded by the author of the present narrative, who took the command
at Panama, in February, 1837, having crossed the Isthmus of Darien for that
purpose, and retained it till the conclusion of her protracted voyage. After
some little delay in completing certain necessary operations, the two vessel,
proceeded northerly, touching atRealejo and Libertad in Central America, and
reached San Blas in June, 1837, whence she sailed for the Sandwich Islands
which she reached the following month .
“ Port Etches, in King William's ind, in 60° 30 ' N. was the next destina.
tion of the Expedition . Point Riou and Port Mulgrave were chosen as base
stations for determining the position of Mount St. Elias, and further settling the
question of longitude between Cook and Vancouver. The Sulphur then pro
ceeded to Sitka or New Archangel, in Norfolk Sound, where the officers received
 NEW BOOKS. 281

very courteous treatment from Captain Koupreanoff, the Russian governor.

She next visited Friendly Cove, in Nootka Sound, and thence sailed to San
Francisco, when the examination of the river Sacramento, one hundred and
fifty-six miles from her anchorage, occupied the party in open boats for thirty
one days. Thence the Sulphur successively visited Monterey, San Blas, Aca
pulco, and Libertad, on her way to Realejo, where the author, for the recovery
of his health, undertook a land survey of the principal mountains overlooking
his future ground in the Gulf of Papagayo, and fixed the principal features of
the Lake of Managua , to its fall into that of Nicaragua at Tepitapa. After
surveying the Gulf of Papagayoand Port Culebra, the Sulphur quitted Central
America, touched at, and fixed Cocos Island, and reached Callao in June, 1838,
for the purpose of refit, and the completion of stores and provisions. Having
examined the coast between Cerro Azul and Callao, (about sixty miles,) she left
Callao in August, calling at Paita and Guayaquil, and returned to Panama in
1 the following October.
" Here may be said to have ended her first cruize ; but between October and
March a survey was made of the Gulfs of Fonseca and Nicoya, Pueblo Nueva,
and Baia Honda, after which the ship moved northerly, repeating her cruize
of 1837. She was detained at the Columbia river till September ; Bodega, the
Russian position near San Francisco, was then surveyed, and subsequently San
Francisco, Monterey, Santa Barbara, San Pedro, San Juan , San Diego, San
Quentin, San Bartolemè, the Gulf of Magdalena, and Cape San Lucas. The
Sulphur then proceeded to San Blas and Mazatlan, where orders for a westerly
return awaited her . Having shipped supplies for fourteen months from a
transport which had been sent to meet her, she commenced her homeward
voyage in January, 1840 ; en route the author landed on the islands of Socorro
and Clarion , and secured their positions. She reached the Marquesas the same
month , and after a short visit to Port Anna Maria, Nuhuhiva, moved on to
Bow Island, where the operation was performed of boring for the volcanic
foundation on which these coral islands are suspected to stand. She then visited
Tahiti, Huaheine, Raratonga, Vavao, ( Tonga group, ) Nukulau, (Feejees,)
Tanna, (New Hebrides,) Port Carteret, (New Ireland ) Britannia Island, New
Guinea, coasting that island to Arimoa and as far as Jobie, where she remained
to rate and survey ; then to Amsterdam , Pigeon Island, (Dampier Straits,)
Bouro and Amboina, moving thence to Macassar, Great Solombo, and Pulo
Kumpal, off the Borneo coast ; and reached Singapore in October of the same
year .
“ Orders here awaited her to proceed instantly to China, where she was de
tained, and took an active part in the operations against the Chinese, till nearly
the close of the year 1841 , when she sailed for England . After_leaving Singa
pore, and touching at Malacca, Penang, Acheen, Sumatra, Point de Galle,
( Ceylon ,) Seychelles, Madagascar, Cape of Good Hope, St. Helena, and Ascen
sion , she at last returned to Spithead .
We shall commence our Extracts with the following account of the
Port of Liberlad.— “ One would naturally expect from this title that some
thing pretending to a bay or deep indentation at least, would have warranted
the appellation . But a straight sandy beach, between two slightly projecting
ledges of rock about one mile asunder, forms the plaza of Libertad : it is law
and interest only that have made it a port.
“ At times the bay is smooth , but the substratum at the beach being of large
smooth boulders of compact basalt, the instant the surf rises they are freed from
their sandy covering, and a dangerous moving strong bottom left, on which the
boat grounded. We were informed that it is generally violent for three or four
days, at full and change, which corresponded to the time of our visits.
“ The village contains about twelve buts, with a family of about six in each .
There is also a long Government building constructed of adobes, in which the
tackle of the bongos used for landing cargoes is usually stored, and a cabin for
the commandant at its further extremity, served for parlour, bedroom , kitchen ,
ENLARGED SERIES, - NO. 4 .-- VOL . FOR 1843 . 20
282 NEW BOOKS .

&c. The only pet birds were fighting cocks, perched under the chairs, or pro
bably tethered in the corners. Cock fighting is a complete passion in Spanish
America.
“ This is all that can be hoped for at Libertad .
“ The rollers which set in on this beach , curl and break at times in four or five
fathoms, at least a quarter of a mile off. Those within, which are the most
dangerous, are caused by the offset or efflux.
“ The sand beach is composed chiefly of magnetic iron sand , the dried super
stratum , about one inch in thickness, caking in flakes free from admixture.
“ The anchorage is uneasy, and , I should think , unsafe, and should be avoided
near the full moon . Sudden rollers come in, which are apt to snap chain
cables, unless with a long range .
“ Poultry, bullocks, & c., are to be obtained, but compared with these of San
Salvador or Realejo, the prices are exorbitant. Bullocks can only be embarked
in one of these bongos.”
An EPITOME OF PRACTICAL NAVIGATION AND NAUTICAL ASTRONOMY ; sanctioned
by G. B. Airy, Esq., Astronomer -Royal ; and dedicated, by permission . to
the Right Hon. the Lords Commissioners of the Admiralty.-- By J. Griffin,
teacher of Navigation and Nautical Astronomy . — London Blachford and
Imray, Minories.
The foregoing appears as the title of a book , which has just been thrown
into the track of seainen , as they pass up the Minories ; from the Docks to
'Change. Now, we are far from saying that a good book cannot find its way
into the world, from a house in the Minories, but we do mean to say, that to
call this work “ A complete Epitome of Practical Navigation and Nautical
Astronomy,” is a downright, deliberate misnomer ! It is a treatise on nautical
astronomy with some explanations of the method of keeping a journal at sea.
The author in bis preface informs his readers that, his book is really intended to
teach those to navigate their ships who only know the common rules of arith
metic. This appears almost as enticing as adapting his work to the " meanest
capacity ," as John Hamilton Moore of olden time was wont to do. But how
Mr. Griffin effects his purpose while the sailings are entirely omitted is no where
explained . We then find some letters from Mr. Airy, the Astronomer-Royal,
to Mr. Griffin, or, (as they are styled ) “ testimonials . The first letter states
that, MrGriffin'smethod of reducing lunars appears easier in practice than
many others that Mr. Airy has seen, and can be made sufficiently accurate by
attention in the construction of the table for the last correction. After this
no one can doubt that Mr. Griffin's method is correct, but we cannot help
thinking that few will bear witness to its applicability to practice.
The truth is , that all approximate meihods for clearing the lunar distance,
however short they may appear, are far less suited for actual work than many
of the direct methods. The latter part of this letter and the whole of the third
refers to some plan for finding the sun's right ascension , and has nothing to do
with Navigation !
The fourth letter relates to a method of working the double altitude that Mr.
Griffinappears to have communicated to the Astronomer-Royal , and of which
he evidently does not approve. Why this letter should be called a testimonial
is beyond our solution. But we hope for the sake of those seamen who pick up
this book, should any of them do so, that this is not the method given for
solving the important problem of finding the latitude by two altitudes.
In the directions for finding the index error of the sextant, the learner is not
told how he is to obtain this important element when both readings are on, or,
both off the arc ! We once met with an excellent instrument which had been
originally constructed with a very large error , both readings being on the arc.
It is stated that the best plan for observing in the artificial horizon is to make
one reflected image of the sun cover the other. This may be all very well for
Mr. Griffin ; but those who know any thing about the matter have had sufficient
 NEW BOOKS . 283

experience to know that this is a kind of observation which cannot be depended

on , -in fact is no observation at all ! the most approved way, (by observing
opposite limbs morning and afternoon ) being to make the reflected images over
lap each other and at the instant of their separation to call “ stop."
But by way of assisting the author in making known to our readers, from
his advertisement, the extraordinary claims which his book holds out to secure
their patronage, we will preserve here for them ( lest so much worth should be
lost, ) the high recommendations which it has already received, and with them
our translation.
Recommendations and Explanations.
" This volume comes before the This volume comes before seamen
public with at least four strong recom with at least four strong recommenda
mendations. " tions !
1. “ Its author is evidently a practi 1. Of the author's practice we have
cal man." given proof above !
2. “ It is printed , and, technically 2. A very " extraordinary ” recom
speaking, it has been read with extra- mendation indeed, technically con
ordinary care and accuracy.” sidered !
3. “ It is honoured by the high 2. See the references to the Astro
sanction of G. B. Airy, Esq ., the As- nomer- Royal's letters above-menti
tronomer Royal.” oned !
4. “ And it is dedicated, by permis 4. Several works have been dedica
sion , to the Right Honourable the ted to their Lordships, -their merits re
Lords Commissioners of the Admiralty. maining unimproved, and their offi
Thus it mav be regarded almost as an cial character unestablished thereby.
official publication . At all events, we Therefore, this cannot be regarded as
can unhesitatingly pronounce it to be an official publication . Atall events
the best work of its class extant." we cannot unhesitatingly pronounce it
to be the best work of its class extant.

Chronicles Of The Careworn, or Walks and Wanderings. — By Edward

West. Parts 1 and 2 .-- Cunningham and Mortimer .
The object of the author is evidently that of doing good . He has succeeded
in depicting scenes of existing misery , with the view of directing to them , the
attention of the benevolent; so that the reader of his chronicles, be he stricken
with the sorrows they relate, not only knows that he is reading no tale of fiction ,
but may forth with through the author contribute to alleviate them .
The Emigrants Hand -Book of Facts.— Concerning Canada, New Zeeland,
Australia, Cape of Good Hope, &c. , with the relative advantages which each
of the Colonies offer for Emigration, and Practical advice to Emigrants ;
By Samuel Butler, Esq. ,
The foregoing title will at once convey to the reader the great value of the
matter in the pages to which it is prefixed. Facts on such a subject are of
vital importance to Emigrants, and the author cites too many instances where
a want of the knowledge of them , has ended in disappointment and death.
It should be consulted by all emigrants .

NEW CHARTS .
( Published by the Admiralty, and sold by R. B. Bate, 21 , Poultry.)
NORTH AMERICA , East Coast, sheet 1.- Newfoundland,from surveys by James
Cook , 1764-7, M. Lane, 1772.5, Lieut. F. Buliock, 1823-6 , and Capt.
H. W. Bayfield , 1834-5 .
Extends to the meridian of 580 W. , and includes St. Lewis Sound on the
Coast of Labrador.
284 ADMIRALTY ORDERS .

Woosung River , China.- From the Lake of Tien Shan to Shang and Woosung,
by Commanders Kellett and Collinson , 1842 .
Chapoo Roads, China. — By Commanders Kellett and Co’linson, 1842 .

Bush's Safety Beacon . Wehave received a lithograph sketch , from which

we extract the following :
“ View of a Safety Beacon intended to be erected upon Shoals and Sand banks
for the preservation of lives from shipwreck, submitted by Mr. William Bush,
civil engineer, to a committee of the House of Commons, to the Commissioners
of the Admiralty, and to the Trinity Board in the year 1836 ; being the proto
type of the beacon erected by Capt. Bullock in September 1840."
We also find the following “ Extract from a letter to Mr. William Bush from
the Secretary of the Trinity Board, dated 20th December, 1842, " beneath the
sketch. " Sir I am this day in receipt of your letter, and having laid the same
before the Board, I am directed to acquaintyou that it appears that you attended
this Board on the 19th July, 1836, and submitted a model , descriptive of a
method by which you propose to erect Beacons upon sand-banks, and permis
sion was then given you to send in an estimate of the cost of making such
erection ."
J. HERBERT.
N.B.— The beacon would weigh about 12 tons and could be floated to its
destination. The whole cost would not have exceeded £300.

BOUNDARY LINE.- America . — Weperceive Mr. Wyld has published a useful

little map of the late disputed territory shewing the direction of the new
boundary line, as settled by Lord Ashburton and Mr. Webster.

ADMIRALTY ORDERS.
Admiralty, Doc. 21st, 1842. Field Officers, of 15 or less years service, in the
The Lords Commissioners of the Admiralty whole 2001.
are pleased to direct that the annexed Memo Captains, of 20 years service and upwards, in
randum which has been transmitted from the the whole 2001,
Colonial Department, be promulyated for the Captains, of 15 years service or less, in the
information of Officers of the Royal Navy and whole 1501.
Marines, proposing to settle in the Australian Subalterns, of 20 years service and upwards,
Colonies. in the whole 1501 .
All former notices on the subject of Officers Subalterns of 7 years service and upwards, in
settling in the Colonies, are to be considered as the whole 1001.
obsolete . Subalterns, under 7 years standing, are not
By Command of their Lordships, entitled to any remission in the purchase of
JOHN BARROW. land .
Regimental staff Officers, and Medical Officers
of the Army and Navy, will be deemed to come
Information for the use of Military and Naval within the benefit of this Rule.
Officers purposing to settle in the British Colo 2. Officers of the Army or Navy, who pro
nies. pose to proceed to the Colonies in order to take
1. Under the existing regulations for the dis advantage of this indulgence, should provide
posal of Lands in the British Colonies, Military themselves with Certificates from the Office of
and Naval Officers cannot receive free grants of the General Commanding in Chief, or of the
land ; but, in those Colonies in which a privilege Lords Commissioners of the Admiralty, showing
in the acquisition of land has been heretofore that their emigration has been sanctioned, and
accorded to them , they are allowed a remis statingexactly their rank and length of ser
sion of the purchase money, according to the vice . No document from the office of the
undermentioned scale : -- Secretary of State is necessary.
Field Officers, of25 years service and upwards, 3. Officers on half pay, residing in the Colony
in the whole 3001. where they propose to settle , may be admitted
Field Officers, of 20 years service and up to the privileges of Military and NavalSettlers,
wards, in the whole 2501. without referring to this country for testimo

1
 ADMIRALTY ORDERS . 295

nials, provided they can satisfy the Governor All Lands will be disposed of by sale alone,
that there is no objection to their being allowed and must have once at least been exposed to
the indulgence, and that their return of their public auction.
rank and length of service is accurate, and The lowest upset price will be not less than
provided, if they belong to the Navy, that they £ 1 . per acre ; but the Government will have
produce their letter of leave of absence from power to rise the same by Proclamation , though
the Admiralty . not again to reduce it.
4. Military Chaplains, Commissariat Officers The Lands will be distinguished into three
and Officers of any of the Civil Departments different classes ; viz. Town Lots, Suburban
connected with the Army, cannot be allowed Lots, and Country Lots.
any privileges on the subject of land. Pursers, Upon Town and Suburban Lots as well as
Chaplains, Midshipmen , Warrant Officers of upon a proportion not exceeding one tenth of
every description, and Officersofanyof the Ci the whole of the Country Lots offeredfor sale at
vil Departments connected with the Navy, must any auction ; the Governor will have the power
also be considered as not qualified for those of naming ahigher than the general or lowest
privileges. Although members of these classes upset price : the country lots on which such
may have been admitted formerly, and under power is exercised to be designated “ Special
a different state of circumstances, they must Country Lots."
now be excluded. Mates in the Royal Navy, Town and Suburban Lots, will in no case be
will in future rank with Ensigns in the Army, disposed of except by public auction , but Coun
and Mates of 3 years standing, with Lieute try Lots, which have already been put up to
nants in the Army, and will be entitled re public auction and not sold , may be disposed of
spectively to corresponding privileges in the afterwards by private contract at the upset
acquisition of Lands in the Colonies. price.
5. Gentlemen who have ceased to belong to No lands will be sold by private contract,
Her Majesty's Service cannot be allowed the except for ready money. When sold by public
advantagee to which they were entitled while in auction , one tenth at least ofthewhole purchase
the Army or Navy. It is not however, propos money must be put down, and the remainder
ed to affect by this rule, Officers who desire to within one calendar month , or the deposit will
quit the service for the express purpose of be forfeited .
settling in the Colonies : it is only required, Lands will be put up for sale in lots not ex
that when they resign their Commissions, ceeding one square mile in extent.
they should apply for a certificate from the In Ceylon, land is sold by auction at an upset
General Cornmanding in Chief, or from the price of 5s. per acre , generally in lots of 100
Lords Commissioners of the Admiralty, that acres each .
they do so with the view of emigrating, and In NovaScotia and Cape Breton , allotments
such certificate, if produced to theGovernor of of land will be granted to Officers on the same
any Colony within one year from its date, but scale and conditions as before the general intro
not otherwise, will be a sufficient warrant for duction of the system of selling the Crown
allowing the bearer the same advantages as Lands, viz.
Officers still in Her Majesty's Service. To a Lieut. Colonel .. 1200 acres .
6. An actual residence of two years in the To a Major ... ..1000 acres .
Colonies, must be proved before the Title can To a Captain 800 acres.
be grant ed , except in case in which death may To a Subaltern . 500 acres .
have occurred before the expiration of that In Prince Edward's Island officers cannot be
period . allowed any privileges in the acquisition of land.
The several prices above mentioned will of
The following is, in general terms, the nature course be subject at any time to revision by the
of the conditions on which Public Lands can be proper Authorities, and the pecuniary amount
acquired in the Colonies adverted to in different of the Officer's remission cannot be increased
General Orders of previous dates on the present on account of an increased value set upon the
subject. lands.
In the Colonies of New South Wales, (includ Note.--For Canada and New Brunswick fur
ing the Sydney, and Port Phillip Districts, and ther information is necessary, and has been
any nther Districts that may hereafter be open called for, on the effect which recent Colonial
ed) Van Diemen's Land, South Australia, Laws may have upon the privileges of Military
Western Australia , and New Zealand. and Naval settlers.

The Penelope .-She was one of the old 46 -gun frigates, built after the French
Hebe class , and which has recently been lengthened and converted into a steam
frigate, will be undocked at Chatham on the 29th inst. , and towed to the river to
Messrs. Seawards', to receive her engines , which are now ready. She was originally
152 feet long, and is now 215, having been lengthened 65 feet in midships. She is
to have two ergines, upon the new direct , or Gorgon , principle, 650 (collective )
horse -power. She will be able to stow five hundred tons of coals in her boxes, and
one hundred tons elsewhere -- sufficient fuel to last her fifteen days. Her armament
will consist of two 10 -inch guns , and ten 32-pound carronades on the quarter- deck
and forecastle , and eight 68- pounders of 65 cwt each , on the main -deck . Her com .
plement will be 300 men , in addition to which she will have sufficient room and
accommodation to carry with convenience a whole regiment of soldiers, and convey
them to the Cape of Good Hope in about 30 days. When she has taken her engines
on board she will return to Chat am , to be fitted with her masts, yards, and spars.
She will be ship-rigged, and spread as much canvas as she did originally as a frigate.
She will have the wire rope rigging, and will have Capt. Smith’s paddle -box boats.
It is expected she will be ready for sea by the middle of June.--Hants Slandard.
 286 MOVEMENTS OF THE NAVY .

PROMOTIONS AND APPOINTMENTS.

( From the Naval and Military Gazette. )
Downing Street, Mar. 6.- TheQueen has been pleased to appoint H. W, Hill,
Esq . , Commander in the Royal Navy , to be Lieut. - Governor of Her Majesty's Forts
and Settlements on the Gold Coast.
PROMOTIONS . AssistANT SURGEONS — C . Coffey to
Sappho – J. Davidson to Tartarus - E .
COMMANDERS - R . C. Mould , T. Simp. Groves to Wilberforce - J. P.. Lawrence
son , G. C. Briggs ( 1841 ), (act . ) to Rodney.
LIEUTENANTS — R . Dalton , H. Bullock , MIDSHIPMEN - Hon , H. Coke to Dub
C. B. Strong. lin - C . G. Grylls to Spiteful — O . M. C.
MASTERS-G . Allen , J. Ball . Read and J. O. Johnson to St. Vincent
SURGEON -A . J. Pilmor. E. J. Lock to Excellent.
VOLUNTEERS 1st Class - E . Lodder to
APPOINTMENTS . Hecla-A W. White to St Vincent ,
PurserS J. F. Russell (add . ) to Vic
CAPTAIN-Sir T. S. Pasley , Bart . , tory - T. Hookey to Endymion - K . L.
( 1831 ) to Curacoa . Sutherland to North Star-Giles to Har .
COMMANDERS - Hon . G. Hope ( 1840), lequin - Cunningham to Wolverine - H .
to Sappho - H . R. Sturt ( 1830) to Rose. S. Collins (act.) to Pelican - R . Loney to
LIEUTENANTS - A . C. Key ( 1842), F. Rose.
Denison ( 1838) , and T. Carmichael to Clerks — Jas. Winstanley to Royal
Curucoa — R. S. Moore (1841) to Wilber. George , Ellis to Plover - 11. R. Cole to
force - W . Critchell (1819) and J. A. P. Ceylon - King to Royalist —W . D , Rowe
Price to Hecla - J . Hickman ( 1812 ) to to Wilberforce.
the Ordinary, Portsmouth - W . Y. Gill
(1824 ) to Styr - R . Curtis ( 1838) to be Coast GUARD.
flag lieut , to Sir L. Curtis, at Malta --- C .
B. Strong ( 1813 ) to Queen Smith to Appointments , Commanders J. C.Ben
1
Comet - W . H. Dobbie to ( 1837 ) to Rose nett and G , C. Mends, to be Inspecting .
-R . A. Powell to Excellent. Commanders - Lieutenants C. R. John
Masters - G . Allen to Fanny tender son , H. Crocker, J. Slaughter, C. A.
J , Ball to Rhadamanthus, Thorndike, and C. Seaver- Lieut. J. S.
Mares - Hon . F. Curzon , and S. T. M. Watson to command Victoria , R.C.
Dickens to St. Vincent - C . W. Bonham Lieut, R. W. Charlesson to command
to Caledonia - H . De Lisle and W. L. Royal George , R C -Mr. J. Carter to be
Mackenzie to Hecla , E. L. Brown to chief mate to Badger, R.C. - Lieut. W.
Spiteful - J. H. Furneaux and C. M. Butler to Crookhaven--Lieut, W. Lory
Aynesley to Excellent . to Lydden Spout .
SECOND -MASTERS - W . Pennington to Removals -- Lieut. G. Eliot to Oyster
Wilberforce - W.G . Sturgess to Tartarus Haven - Lieut, J. C. Evison to Robin
W. H Green to Fearless - D . N. Welsh Hood Bay - Lieut. W. A. Ferrar to Ax.
to St Vincent. mouth - Lieut. W. Henry to Haven hole
SURGEON - J . J. D , Burns to Sappho. -Lieut , H. R. Raye to Dunany Point
MASTERS- ASSISTANTS- S . T. W. Mo. M. T. Tippet to Ballacastle-Mr. F. A.
riarty to Queen - W.N . Newell to Shear . Weiss to Pullendiva.
water.

MOVED,ENTS OF HER MAJESTY's Ships in COMMISSION .

AT HOME.. BLENHEIM , 72 , Capt . Herbert, March
11, arr. at Portsmouth from China, 18th
ANDROMACHE, 26 , Capt, R. L. Baynes at Sheerness to be paid off.
C.B. Feb , 23 arr. at Plymouth from the Blonde, 42 , Capt. T. Bourchier, 10th i
Cape , March 8, paid off. March arr . at Portsmouth from China.

1
 BIRTHS, DEATHS . 287

CALLIOPB, 16, Capt. A. L. Cupar, 2nd ABROAD .

March arr. at Plymouth from China, 15th
paid off. Clio, 16 , Com . S. G. Freemantle , 3rd
COLUMBINE, 16 , Com , G. Elliott , 3rd Feb, at Bombay.
March arr, at Portsmouth, 16th paid off at Dido, 18, Capt. Hon . H. Keppel , 80th
Sheerness. Dec. arr. at Singapore.
CRUIZER, 16, Com . H.W.Giffard, 7th ENDYMION, 38, Capt. Hon . F. W.
March arr. at Plymouth from China, 13th Grey, 14th Dec. arr, at Singapore .
at Chatham to be paid off. FANTOME, 16 , Com . E. Butterfield
CURACOA , 24, 1st March commissioned 20th Dec , left Monte Video with the
at Chatham . mails for Rio.
HERALD , 26 , Capt. J. Nias , March 10th Fly, Capt. H. P. Blackwood , Oct. 18th
arr, at Portsmouth from China. arr. at Sydney from Hobart Town.
Modeste, 18, Com H. Eyres , March Resistance, 42 , Com , G. E. Patey,
2nd arr, at Portsmouth, 3rd sailed for March 2nd left Gibraltar for Jamaica.
Sheerness, 10th paid off . SALAMANDER , (st . v .) Com . A. S. Ham .
Nautilus, 10 , Lieut. S , Thomas , 5th mond, Dec. 20th left 'Rio for Falkland
March at Portsmouth , Channel station . Isles.
RHADAMANTHUS, (st. v ,) 12th March Savage, 10 , Lieut . J. H. Bowker, 27th
arr . at Portsmouth with troops . Feb. at Barcelona from Gibraltar.
Rose, Com . H. R. Stuart, March 13th SPARTAN , 26 , Hon . Capt. Elliott, Jan.
commissioned at Portsmouth . 2nd at Jamaica, 4th sailed for Chagres
Styx , (st. v. ) Capt. A. Vidal , March and Carthagena.
14th at Plymouth to proceed to the Vixen , (st. v . ) Dec. 14th at Singapore .
Azores, 18th sailed . Vouage , 26, Capt. Sir W. Dickson,
THUNDERBOLT, (st. v .) Com . G, N , Jan. 11 at Trinidad , and sailed same day.
Broke, Feb. 20th left Plymouth for the WATERWITCH , 10 , Lieut. - Com . H. j .
Cape. Matson , Dec. 18th arr , at St. Helena
VOLCANO, (st. v . ) will leave the river from Coast of Africa,
for the Coast of Africa, eariy next week , WINCHESTER , 50, Capt . J. Parker,
with presents for the Chiefs andKroomen Dec. 22nd at the Cape ot Good Hope.
who brought home the Wilberforce , Wolf , 10 , Cum . Ó . Hayes, Dec. 13th
arr, at Singapore.
Woolwich , Mar. 20th - H.M.S, Hecla , Capt . Duffill, sailed to-day for Green
hithe, where she will wait to ascertain the local deviation of her compasses, and then
proceed to Portsmouth to embark Rear-Admiral Sir Lucius Curtis, appointed to
relieve Rear- Admiral Sir John Louis , as Commissioner at Malta .

Births , MARRIAGES, AND Deaths .

Births. evinced the respect they entertained for
At Landport on the 21st Feb. the wife the deceased .
of Mr. J. Aylen , master R.n. of a daugh At Fareham on the 10th of March
ter Admiral F. Alexander.
On the 16th March London , the lady In the Yang-tze-Keang river, on board
of Capt. J. W. Montagu, R.N. of a son . the H. E. I. C.steamer Medusa , on the
6th October, 1842 , of dysentary, Arthur
Marriages. third son of Capt. R. Smith , R.N. , in the
Mar. 22nd at Christchurch, C. Raper, 20th year of his age.
Esq ., son of Admiral Raper, to Mrs Bu At Sydney , (New South Wales) , on
chanan , the 11th ofOctober 1842 , Elizibeth Ann ,
the wife of John Goddon Colyer Esq . ,
Weaths. and only daughter of W. Elyard Esq . ,
At Auckland ( New Zeeland ) on the Surgeon, R.N , aged 33 years.
10th of Sept , Captain W. Hobson , first At Deptford , Mr. J. Copland, purser ,
Governor of that settlement, of paralysis ( 1781 ),
which from his youth appears to have Lieut. John Evans , (b) , 1826, on board
made great inroad upon his constitution . the Polyphemus steamer.
His burial was attended by a vast con Mr. T. Giles, purser, ( 1826), on board
course of the natives, who on the morn the Carysfort .
ing of that last sad ceremony performed On the 26th Feb. , at Bath , Mr. J. R.
the “ uhunga” ( funeral dırge)as if for one Arnold , Chronometer Maker of the
of their own most valued chiefs, and in Strand, and formerly a partner with Mr.
their general behaviour on the occasion Dent.
 288

Court MARTIAL . - The Honourable Captain Elliot of H.M.S. Soartın, has been severely repui.
manded by the sentence ofa Court Mrrtial, for having assaulted Mr. D. M. Gleiſ, midshipman ,
by causing corporal punishment to be inflictedon him with a rope, thereby disobeying the orders
of H. R. H. the late Lord High Admiral, bearing date the 19th of June, 1827 .
A Court-martial was held on 26th January on board H.M.S. Camperdown, for the trial of Lieut.
H. Winthorp,the commanding officer, and the officers and crew of H.M. Steamer Spitfire, for
losing that vessel on the Half Moon Kays Rock, on the northern part of the Lighthouse reef, off
Belize, on the night of the 10th of September last, by which he was acquitted.

METEOROLOGICAL REGISTER .

Maxon
Kept at Croom's Hill , Greenwich, by Mr. W. Rogerson , of the Royal Observatory .
From the 21st of February to the 20th of March ,, 1843.
Month
Week
.Day

FARENHEIT WIND.
Day

BAROMETER . THERMOMETER , WEATHER

.

In the Shade. Quarter. Streng

9 A.M. 3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.
In.Dec In .Dec o 0
21 Tu . 29.93 29:42 39 48 34 49 SE SE 2 bc bc
22 W. 29.26 29.30 42 48 38 49 S S 2 ber ( 1 ) (2 be
23 Th . 29:44 29.50 43 48 40 S E 2 bc bc
24 F. 29 60 29.62 37 40 36 42 E NE 0 o
25 s. 29.60 29.58 35 37 33 38 NE E 3 osr ( 2) 09 (4)
26 Su. 29:58 29.51 33 37 32 38 NE E 1 os ( 1 )( 2 ) opsr (3)
27 M. 28.93 28.85 36 38 33 39 E E 3 gor ( 1 ) ( 2) or (3) (4)
28 Tu. 29.00 29.18 37 39 36 40 N N 6 O O

34 37 32 38 N NE
WNNEWSEWS

1 W. 29.64 29-72 beps (2) bcps (3)

2 Th . 29.92 29.96 32 38 28 39 NW N. bc bc
3 F. 30:02 30.06 31 38 28 39 NE N. bc bc
4 S. 30.26 30.32 33 39 30 40 NE E 2
5 Su. 30.35 30.35 30 40 26 42 SW SW 2
6 M. 30.24 30-24 38 42 32 43 SW S 2 0
7 Tu. 30.18 30.20 28 42 25 43 NE E 1 b
8
9
W.
Th .
30:54
30-35
30:30
30.32
34
35
43
38
27
30 39
E
E
NE
S
2
2
bc bo ‫ܘ‬
o
10 F. 30.18 30.06 37 43 31 44 S S 3 0 0
11 S. 30.09 30:16 37 32 45 s SW 2 bc bc
12 Su. 29-94 29-82 43 47 40 48 SW SW 3 O
13 M. 29.71 29.70 50 35 51 SW W 2 b bem
14 Tu . 29.46 29 54 49 54 43 55 W W 3 ber (1 be
15 W. 29.76 29.88 48 43 49 N NW 3 o od 4)
16 Th. 30.00 30:00 49 46 56 NE od ( 1 bc
17 F. 29.88 29.90 40 59 35 60 S S bf b
18 S. 29.85 29.87 41 60 35 61 NW NW bm bm
19 Su. 29.88 29.86 43 47 38 50 NE NE of of
20 M. 29.70 29.62 46 56 40 57 E E bc bc

FEBRUARY – Mean heightof the Barometer = 29.572 inches ; mean temperature - 36.0
depth of rain , and snow (melted ) fallen = 2.68 inches.

Governor of New Zealand.-Captain R. FitzRoy R.n. and M.P. who has

conferred so much benefit on Navigation by his recent surveys on the South
American shores in H.M.S. Beagle, we understand is appointed to succeed
Captain Hobson, in governing the important Colony of New Zealand.

TO OUR FRIENDS AND CORRESPONDENTS .

Sir John Ross's communication respecting our bottle chart has reached us, and
shall appear in our next.
 IMPORTANT TO THE MESS TABLE .

s t.
Letter Laten

BUWARDS 'PRESERVED POTATO

The Patentees request the particular attention of the Royal Navy, the Mercantile
Marine, Voyagers, and the public in general to the following statement.
The keeping qualities of the Patent Preserved Potato in every variety of climate
havingnow been fully testedand approved of, and its desirablenessas a fresh vegetable
generally acknowledged and appreciated during long voyages to distant parts of the
world , its merits are established as an excellent and invaluable article of food, un
equalled in cheapness and portability, and defying the effects of time in any climate
to injure its inherent nutritious quality and flavour.
Aquarter of a pound of the concentrated vegetable, by merely pouring over it a
little boiling water, is at once converted into more than one pound of mashed potato,
and that of a quality and flavour superior to , and more nutritious than, the best potato
in its natural state, its being cooked in a few minutes, and no fire heat required, a
great saving of time and fuel is effected by its use.
These great advantages, combined with the high opinions expressed in the certificates
of Professors Brande, Daniell, Ure, Dr. Paris, & c., which are a guarantee as to its
wholesomeness, are amply confirmed by the numerous testimonials the Patentees have
received from all quarters of the globe, as also by special reports made to the Govern
ment and the Hon. East India Company, approving of it in the highest terms. Its
practical utility is not confined to the mere production of an excellent dish of vegetable
food ; for, by the Preserved Potato being mixed with flour and well boiled, it pro
duces without suet or eggs, a light and wholesome pudding; also, in bread making ,
pastry, soups, and a variety of other useful combinatious it is alike valuable, while
its great economy,portability, and facility of cooking, render it peculiarly suitable to
thehurried meal of the tempest-driven mariner, the soldier on his march , or the emi
grant on his voyage ; in fact, all classes of persons in all situations and times, either
at sea or on shore, may ohtain in a few seconds a ready dish of excellent relishing food
from the Patent Preserved Potato .
In addition to these advantages, the cost of the Patent Preserved Potato will be less
than that of any other description of food ; the Patentees, under the conviction of its
extensive use, having determined to offer it to the public at a price ( delivered in
London ) which does not exceed One Penny PER POUND as the cooked Vegetable.
Among the numerous Testimonials, &c. in possession of the Patentees are the following : -
ANALYSIS OF THE PATENT PRESERVED POTATO, BY DR. URE . - I hereby certify that
Messrs. Edwards' Patent Preserved Potato, contains by chemical analysis thewhole nutri
tious principles of thatroot in a pure concentrated state ; that it contains
60 parts in the hundred, at least of starch ; nearly
30 of a soluble fibrine of dumulcent antiscorbutic quality,
5 of a vegetable albumine of the nature somewhat of thewhite of egg, and
5 of a lubricating gum.
The fibrine and albumine render it more light of digestion, and the gum
more demulcent to the stomach than wheat flour, with which, also, it may be regarded
48 nearly equally nutritious, and more so than peas, beans, sago,or arrow root.
July 30th, 1842. ( Signed ) ANDREW URE, M.D., F.R.S , & c.
Report from Mr. Welsh , surgeon of the Northumberland , ” conveying troops, Sept., 1841.
In compliance with the desire of the Hon. Court of Directors of the East India Company,
I have the honour to report on the effects of a quantity of Edwards' Preserved Potato , sent
on board the Northumberland for the use of the troops on their passage to Madras. The
Preserved Potato has been served out to the men twice a week for the last ten weeks,
at the rate of 2 lbs. of the Preserved Potato to 64 pints of water, the allowance for a mess
of six men ; this was found quite sufficient, and the men have enjoyed it as much as the
fresh vegetable. I had followed up the directions of the patentees with the first messes
served out, allowing 3lb. of the Preserved Potato to 6 pints of boiling water, I found this
rather more than the men consumed , and the quantity of water too little to make the vege
table of the consistence of mashed potato. The vessel used was the mess bowl, covered
with a platter, and allowed to stand for twelve minutes, when the mashed potato was pro
duced, superior to what was made from the fresh vegetable on board . ( Turn over
 The Preserved Potato has kept of the same quality throughout the passage, and I feel
confident if protected from damp it may be kept for any length of time without change. I
consider Edwards' Preserved Potato a very valuable addition to the scale of victuals for the
men , as it is equal in nutritious properties to the fresh vegetable, and as the men enjoy it
as much, it must assist in keeping them in health . JAMES Welsh , Surgeon .
Memo,—The Patent Preserved Potato is now adopted by the Hon , East India Company,
on the scale of victualling for the Troops .
Letter from H.M.S. Wilberforce, Niger Expedition ,Ascension , January, 1842 .
Gentlemen.- I feel pleasure in bearing testimony to the value of your preparation of Pre
served Potato which I have found serviceable in restoring the convalescents after the
destructive fever, which has prevailed in the vessels of the Niger Expedition. I consider
them to be a most valuable adjunct, from their highly nutritive properties to the usual re
storatives, made use of by invalids in all tropical climates, where the English potato must
be esteemed a rarity. M. PRICHETT, M.D. Surgeon .
Gentlemen . - I feel a pleasure in being able to forward thefavorable result of your Patent
Potato , for the benefit of Shipmasters and passengers going long voyages, as an invaluable
article of diet at sea or on shore, where the real potato cannot be obtained , during my voy
age from London to the Mauritius and Bombay, I made use of your potato upon a very
limited scale , and on my voyage homewards, (having a long passage) slight symptoms of
scurvy amongst the crew appeared, I immediately gave them your potato, three times a
week, and I am happy to say the result was most favourable, without the use of Medicine.
I arrived in the port of London with a healthy crew, not having a man off duty with
sickness , during eleven months , and I owe the greatest praise, to your Patent Potato, and
I can recommend them as the most enconomical article of food as possibly can be obtained ;
and at the same time affording an excellent dish , after being a voyage to India, not losing
its quality, and only requiring ordinary precaution of being kept dry ; and occupying a very
small space . - GEORGE CLARK, Commander of the “ Vigilant,” dated July 1842 .
Extract of Letter from Capt. W. Allen , RN . , of H.M.S. Wilberforce, Niger Expedition.
Gentlemen.- I am happy to be able to give you my testimony in favour of the Preserved
Potato , which I found to be quite as good as the fresh Vegetable, after having been on
hoard H.M , steam -vessel Wilberforce more than a year, at least that which was packed in
tin , I had some in barrels , which , owing to the excessive dampness of the Coast of Africa ,
and perhaps, to carelessness in the exposure, had lost its colour, &c. , though its nutriti
ous qualities, remained in a great degree. I would strongly recommend it to be always
taken in Metal cases , as the most economical way.
For Ships' crews, I think that the Preserved Potato would be found of great service , as
part substitute for bread , it being usually the practice of the men , not to take up the whole
of their allowance, and to exchange it forVegetables, in harbour, they would thus have the
means, if they chose, of obtaining a good Vegetable at sea, at all times, and in all climates.
( Signed ) WILLIAM ALLEN .
Memo. -Two cases of the Preserved Potato that were taken out per H.M. Steam - vessel
Wilberforce are now in the possession of the Patentees, and the quality of the potato is the
same as when shipped in April , 1841 , for the Niger Expedition .
Gentlemen.- I have much pleasure in informing you , that I tried your Patent Preserved
Potato during my passage from England to Madras, and it was the universal opinion of my
self and passengers, that it was a most excellent substitute for potatoes.
Signed J. HAMILTON, Commander of the “ Anna Robertson,” Madras, July 20th , 1842 .
Herewith are the signatures of my passengers to the above,-A . F. BRUCE, Madras civil
Service ; M.H. Bruce, Maria GILLESPIE , FredericA Warner, W.H.WARNER, Lieut ,
Bengal Artil-lery ; H. Ross, Lieut. col. Madras Army ; H. P. Hill , Lieut. do. T. V.
Moore , Lieut. do.,J. W.Arnold, W.M. Howden, Surgeon, G. T. Migle, J. Ross, Bengal
Army ; H. READ , E, J. HARDY , D. SANDERSON .
Extract of a letter, dated H.M.S. Cornwallis, Chusan , 6th Nov. 1842 .
Sirs . - Although from the moment I first saw the Preserved Potato I never had a doubt
of its excellence, but deferred giving an opinion on the subject, until it had a fair trial ,
which has now been the case , it having been shipped nearly two years, and passed through
every variety of climate ,-the summer months of China being particularly destructive to
all kinds of stores; notwithstanding which , the Preserved Potato, is not only good when
opened , but by keeping it in canister, remains so until all is used . We get the best kind
of sweet potatoes here , also two sorts of yams in China ; but His Excellency the Commander
in -Chief, with most others in the expedition, prefer the Preserved Potato at this day ; it
being quite as good, as when shipped ; and ,as to the expense , I am satisfied, it is more econo
mical than the fresh potatoes, quantities of which always decay , and are thrown overboard.
It is my intention , should I return to England in this ship , to bring home a small canister
of the Preserved Potato. ( Signed ) W. NORMAN , Steward to
Vice -Admiral Sir W. PARKER ,
Commander -in - Chief China and East Indies.
For Cash, and not less than one cwt. supplied, packed in Metal cases.
Samples and particulars to be had of the Patentees, EDWARDS, BROTHERS, & Co.
1 , BISHOPSGATE STREET, corner of Leadenhall Street , London ; and of their agents
nt Liverpool. Bristol, Portsmouth , Devonport, and other sea - port towns.
 289

DESCRIPTION OF THE COAST NEAR SWAN RIVER WITH DIRECTIONS

FOR REACHING THE ANCHORAGE. — By Commander J. W. Wickham ,
late of H.M.S. Beagle.

VESSELS bound to Swan River from the westward, should not get to
the northward of 33° S., until they have reached the 114th degree of
east longitude, as the current on the west coast of New Holland gene
rally runs to the northward ; and between Cape Leuwin and Swan
River, sometimes as much as two miles an hour. During the summer
months this is almost invariably the case , but in winter this current is
occasionally checked by northerly winds ; and will be found at times,
during strong breezes from that quarter to run fully as strong to the
southward .
Soundings may generally be obtained off this part of the coast, at a
distance of from thirty to forty miles from the shore ; but the water is
deeper over a rocky bottom , between west and south -west from Rottenest
than elsewhere ;-eighteen miles W.S.W. from Cape Vlaming the
depth is 75 fathoms, rocky ; and a mile and three- quarters south - west
from the same cape it is 29 fathoms, coarse sand . In the parallel of
24 ° 30' S., and about forty miles west from Cape Bouvard, the depth is
120 fathoms, fine sand , and at the distance of twenty -five miles W.b.S.
from the same Cape it is 30 fathoms, rocky . It would appear that the
soundings to the northward of Cape Naturaliste , decrease rapidly after
passing to the eastward of the meridian of that cape.
Between Capes Naturaliste and Bouvard , the soundings are generally
over a bottom of fine white sand , with occasional rocky patches, but to
the westward of the latter the ground is more rocky, and soundings
irregular. Between this cape and Rottenest the bottom is mostly coarse
sand, until the island is brought to bear north -easterly , when it becomes
rocky .
Rottenest Island when first seen appears to be a cluster of small hil
locks rising from the sea, and at a distance cannot be distinguished
from Garden Island , as no part is sufficiently conspicuous to serve as a
mark by which it may be recognized. A small obelisk has lately been
built on the summit of Lighthouse Hill , 155 feet above the sea ; that,
in clear weather may be seen from a ship's deck about five leagues :
this hill is the highest part of the island, and is in latitude 32° 0%' S.,
and longitude 115° 29' 06 " E.
To the southward of Swan River the coast is low and sandy, and as
far as Cape Peron is fronted by islands, rocks, and reefs, through which
the only good passage is that south of Rottenest.
From Cape Peron to Geographe Bay , the coast is fronted by sand
hills, between which , and the range of high land about twenty or thirty
miles back, the country is low and well wooded . There is a remark
able hill on this range that is very conspicuous, and is the first land
seen in coming from the westward ; it is a gradually sloping peaked
hill, with a shoulder on its northern slope ; and when seen bearing
S.E.b.E. appears with a white patch . It is near the parallel of
38°, and may serve as a guide, in making this part of the coast.
ENLARGED SERIES.NO . 5 .-- VOL. FOR 1843 . 2P
290 COMMANDER WICKHAM , R.N. , ON

Point Casuarina is the southern point of a small opening, known as

Port Leschenault , from which a reef extends about a third of a mile to
the N.N.W. , and shelters the anchorage from the westward . This does
not appear to be a very secure port , as when we passed in the Beagle ,
at a mile distant from Point Casuarina, two American whale ships were
lying on the beach, having been driven from their anchorages a short
time before, during a north- westerly gale .
Point Casuarina way be known by a remarkable sand patch , near
the extreme , and two pap-like hillocks on the ridge of sand hills about
a mile and a half south of it. On the north side of Port Leschenault
the coast sand hills have a very white appearance , being in most places
void of vegetation ; but to the southward of Point Casuarina they are
well clothed with bushes, and the coast merely shews a white sandy
beach . Here the vegetation approaches the sea, much nearer than to
the northward of the point, and towards the southern part of Geographe
Bay is close to the water, from which it would appear that there is rarely
any sea upon this part of the coast after bringing Cape Naturaliste
to bear to the westward of south-west .
Between Capes Bouvard and Naturaliste the shore appears be clear.
A ship working to the southward , may gain much by keeping in with
the land, as she will not only be in smooth water, and very much out
of the current, while to the eastward of Cape Naturaliste ; but in the
evening the wind will most likely draw off the land , and enable her to
round Cape Leuwin with a leading wind. There is said to be good
anchorage in the south - western corner of Geographe Bay at all seasons
of the year :-it is frequented by American whalers. *

• Mr Nairn in his account of the Nornalup, which appeared in our last

volume, makes the following important remarks on the subject of the whaling
grounds, of this part of the Australian Coast.
“ Perhaps the British government are not exactly aware that upwards of
150 sail of American vessels, averaging about 300 tons each, are generally off
this coast in the whaling seasons, and are obliged to put in to the harbours of
Western Australia for refreshment, consisting of potatoes, cabbages, turnips,
fruits, &c. What a splendid field is this open for the cultivator of the soil ?
I am sorry to say that no British South -sea whaler, has yet appeared, and that
the Americans are carrying away the riches of the deep to their own country.
The Tuscalooga, American whaler, was ordered out of Two -people Bay, by
the Herald , sloop -of-war, some years ago; but at this moment she is riding
in Princess Royal Harbour, preparing to go to the sperm whale grounds, and
afterwards, in the winter months to one or other of our bays, where there is
no government station . Another American whaler alongside of her called ,
I understand, the John and Elizabeth, is to adopt the same course, and to
be piloted into a British bay by a British subject for the avowed purpose of
whaling."

The following also have appeared in the columns of the , Shipping Gazette.
What are our whalers about ?
“ WHALING . — It is worthy of notice that the Americans continue to make the
bay whaling at Swan River a profitable speculation ; and as the Perth Inquirer
contains some interesting statistics connected with their operations during the
first half year of 1842, it is as well to give the facts, in order to lay before the
public an idea of the wealth the whale fishers the United States are draw
 THE COAST OF SWAN RIVER . 291

From Cape Naturaliste the land trends nearly due south for about
forty - five miles to Cape Hamelin ; the immediate shore of this piece of
coast is rocky , and rises abruptly to downs of moderate elevation that
are well covered with vegetation. There is a remarkable large white
sand patch six or seven miles to the northward of Cape Hamelin, that
rises to the summit of the land , and points out this part of the coast.
Cape Naturaliste appears to be laid down in the charts , nearly six
miles too far to the northward . By observations at sea , it was found
to be in lat. 33° 31 ' S., and long. 0° 47' 20 " W. of Swan River.
The Rambler does not appear to be in the position assigned to it , viz .
nine miles west from Cape Hamelin , as the Beagle passed very close to

ing on the sea board of one of our colonies. Port Augusta, a place yet but
little known, is the favourite resort for the American fleet to be supplied with
vegetables, fruit, milk, fresh meat, and other necessaries for a long voyage; and
here, it isstated, the vessels also undergo the repair of damage they may have
received either from theusual chances of the trade, or the effectof bad weather.
The vessels that had called in at this port up to June were twelve in number,
ten of which were American , while the other two were from the Cape of Good
Hope and Hobart Town . The quantity of oil these vessels had secured is a
sufficient test of the resources of the fishery of the neighbourhood. The Iris
bad 60 barrels of sperm ; the Chelsea 850 barrels black oil ; the Montezuma,
1,500 barrels of oil ; the Connecticut, 1,190 barrels of oil and 200 barrels of
sperm ; the Mentor, 2,100 barrels of oil; the William , 100 barrels of sperm
oil; the Julius Cæsar, 1,175 barrels of black oil ; and the Addison, 500 barrels
of sperm . These were all American whalers. The ship from the Cape had
not, up to that date, been successful, and the Camilla, from Hobart Town , had
but 60 barrels of sperm . It appears, however, that many of the vessels had
not completed their runs, but had put into Port Augusta for what the crews
wanted. It is further stated, in proof of the quantity of fish in the bay, that in
the winter of 1839 two vessels from the States captured no less than 30 whales;
and in 1840 two other vessels were equally successful. In the winter 1841 , 27
whales were killed in the bay, by the Camilla, from Hobart Town, and the
John Parry, an American ship ; and this, it is said, is a small sample of the
success that might be obtained all along the coast, if the fishery were push
ed in the manner it deserves. There are already, it appears American visitants
at King George Sound, Two - people Bay, and the Vasse, on the same expedi
tion, and they have also profited largely by the good fisheries found in those
places."

“ SIR . — Being aware that your valuable paper is widely circulated by our
colonists, and yourself in England, I beg leave to call the attention of English
capitalists to the wide field for investment open before them in our seas. At
present the only whales taken here, which are at all advantageous to England ,
are such as are caught by the crews belonging to the land establishments of our
enterprising colonists, and while foreigners in abundance find here an ample
field for exertion , our own English merchants either do not know of, or do not
sufficiently value, the golden opportunities for a rich harvest which the great
numbers of fish that throng every bay on our coast present for their enterprise.
Only the last trip of the Governor Gawler to Port Lincoln, the captain saw
three fine fellows tumbling about in his road ; and on the return of the Guiana,
they saw five fish near Cape Jervis, and several other schools of large fish near
our coasts . At Port Lincoln, it is quite a common sight for a whale to be blow
ing and tossing about, and several attempts have been made to take them in
small boats, without success. In the hope that you will do the subject more
justice, I am &c. , A SAILOR . - Southern Australian, Sept. 2."
292 COMMANDER WICKHAM , R.N., ON

that spot, without seeing any thing of it ; and , although night , it

would have been easily distinguished more than a mile off; as there
was a good deal of sea at the time . It does not appear improbable that
the Rambler is no other than the Geographe Rock , six miles S.b.W. of
Cape Hamelin .
Naturaliste Reef ,—which is laid down fifteen or eighteen miles north
from the cape of the same name, was not seen from the Beagle.

DIRECTIONS FOR PASSING ROTTENEST ISLAND ; and reaching the

anchorage of Swan River .

The best passage for a stranger into Gage Road , is to the northward
of Rottenest Island, and , if coming from the southward , Cape Vlaming
( which is the western point of the islaud ) should not be passed at a less
distance than a mile . It will be advisable to stand on to the northward
until the north point of the island bears E. . N. ( mag.) , when a more
easterly course may be steered , still taking care not to approach within
a mile of the shore, as the Horseshoe Rock, which lies off the north
west point, is nearly that distance from the shore ; its exact position is
not ascertained , but it bears nearly N. 56° W. from Lighthouse Hill ,
and about N. 40° E. , two miles and a quarter from Cape Vlaming.
Roes Reef lies off the north point of the island , and is nearly a mile
N.b.W. } W. from the Duck Rock ; it is a patch of rocks, over which
there does not appear to be less than 2, fathoms. During the usually
smooth state of the sea in the summer months it is not very readily dis
tinguished, but with the deep westerly swell that frequently rolls upon
the coast during winter, its position is pointed out by a heavy breaker.
In rounding the eastern part of the island, a ship should not haul to
the southward of east, until Fisherman Rock bears to the south
ward of s . 28º E., and the north -western part of Cape Vlam
ing is shut in by the north point ,—she will then be full a quarter of a
mile to the N.N.E. of Roes Reef, and may steer for the white sand
patch on the main land , bearing about E. I S., until Seal Islet is open
to the southward of the islets off Bickley points, and bearing S. 47° W.
nearly, from whence a course about south -east may be steered, or, if the
jail is well made out, by keeping that building about a point on the
larboard bow , which , although small, is a conspicuous white object on
the south head of the river. It is necessary to stand thus far to the
eastward before shaping a course for Gage Road, in consequence of the
Kingston Spit, which is a great extent of foul ground and rocky patches,
reaching full two miles offshore from the north -eastern part of Rot
tenest.
Duck Rock , is a small rocky islet, a short distance from the northern
part of Point Bathurst , and is marked by a beacon on its highest part.
Fisherman Rock is also marked by a beacon , and may be easily dis
tinguished , being a rugged rocky islet of considerable height a little to
the north -east of Point Phillip, which is the easternmost point of Rot
tenest, and is low and sandy , with a small sand hillock a very little
within the extreme .
 THE COAST OF SWAN RIVER. 293

Point Bickley, about half a mile to the south-west of Point Philip ,

is a high sand hill point sloping gradually to the southward ; it is
covered with brushwood , and there is a conspicuous white patch on the
northern part of it . Wallace islet lies close to the south - east part of
this point, and is a small gray- coloured rocky islet, with a very rugged
exterior.
Point Parker, which is the south point of Rottenest , is a very re
markable round rocky lump, and at a distance appears to be isolated ,
being joined to the island by a very low ledge of rocks.
Seal Islet is the largest and highest of all the islets and rocks off
Rottenest , and is capped with vegetation ; it lies nearly half a mile off
the shore of Porpoise Bay , on the south-east part of the island .
Gage Road is but an indifferent anchorage, owing to the bad
quality of the bottom, which is mostly very hard ; and appears to be in
many places merely a flat of rock covered with a thin coating of sand,
upon which there is a thick growth of weed , that appears to have the
effect of preventing an anchor from taking hold again, after it has once
commenced to drag, in cunsequence of the immense quantity that accu
mulates under the shank, and thereby prevents the fluke from penetra
ting the sand .
The best ground is in a line between the jail and Mewstone , or with
the former bearing N. 72° E. (mag. ) , and the south end of the White
Patch N. 26° E. , in 7 and 8 fathoms, f. w . s., and a mile from the
mole ; there is a rocky patch a little more than three-quarters of a
mile off shore, with the jail on the same bearing, when there is very
little more than 3 fathoms, between which and the shore , about half a
mile off the mole, is fair anchorage in 3 and 4 fathoms; but the hold
ing ground is not so good as in the deeper water ; a ship will be clear
to the eastward of this patch of rocks, as soon as Buckland Hill is shut
in by the extreme of the North Head .
South Channel.There is a good channel about two miles and a
half wide, into Gage Road , on the south side of Rottenest, called the
Southern Passage ; and , with the exception of the Middle Bank , there
does not appear to be any danger beyond half a mile from the shore ,
particularly after getting to the eastward of Point Parker .
The Middle Bank is a patch of what appeared to be sand and weeds,
lying in a direct line between Point Philip and Champion Rock, upon
which we did not find less than 3 fathoms water. When the sea
is smooth it may be passed over in safety ; but during, and after, west
erly gales ; the heavy long south -west swell is met by that from the
north - west , round the eastern end of Rottenest, and causes the sea to
break heavily in places where there is as great a depth as 4 and 5
fathoms.
( Note. — I have been told that, upon more than one occasion, after
continued heavy westerly gales, breakers have been seen to extend from
the Stragglers quite to Rottenest, at such times this passage has no
very inviting appearance.)
The Middle Bank may be avoided by keeping close to this island,
and there are no dangers beyond an eighth of a mile from the
rocky islets that front its south -eastern shore, leaving a clear passage
294 COMMANDER WICKHAM , R.N. , ON

between them and the bank, a mile and a quarter wide, with an uni
form depth of from 54 to 7 fathoms. This bank bears S. 50° E. (mag.)
a mile and a half from Point Philip : a ship will be to the eastward of
it when the beacon on Duck Rock opens to the eastward of that on the
Fisherman Rock .
Champion Rock is three miles S. 50° E. from Point Philip, and
although covered to a depth of 9 feet, is generally marked by a breaker.
The marks that point out when a ship is to the eastward of the Middle
Bank , also serve to shew that she is to the eastward of this.
There is good anchorage and shelter from the winter gales, under
the south - east point of Rottenest, off the small bay between Points
Philip and Bickley , the Beagle anchored there, with the south point
( Point Parker,) and Wallace islet on , bearing S. 62° W. Fisherman
Rock and Point Bathurst on, bearing N. 56° W. , and the south end of
Seal islet S. 50° W .; but an anchorage affording better shelter from the
southward , may be taken a third of a mile nearer to the white cliff,
with the extreme of Point Parker on with the northern part of Wallace
islet, bearing S. 60° W. , and the Duck rock midway between Fisher
man Rock , and the low sandy extreme of Point Philip, bearing N. 44°
W. , the south Point of Seal islet will then bear south-west. High
water, F. & C. takes place at the eastern part of Rottenest at 7h . 50m .
P.m. , and the range is from 1 to 24 feet. The flood runs, or rather the
tidc flows fourteen hours, and ebbs ten .
In working towards this anchorage from the eastward, with westerly
winds, a ship should not stand on the Port Tack ( to the northward ) ,
longer than just to shut in Point Parker with Point Bickley .
In working from the southward, under Rottenest with a northerly
wind , it would be advisable not to stand at all to the westward of Cape
Vlaming, as in all probability with such a wind , the current will be
running to the southward, and in standing on the larboard tack , ( to the
eastward ) care should be taken not to shut in the Mewstone with the
highest Straggler, or if too far to the northward to distinguish those
rocks satisfactorily , a ship should tack when Fisherman Rock bears
N. 32° W. ( mag .) and not bring it to bear more westerly until Point
Parker comes on with the most southern part of Cape Vlaming, bear
ing about W. N. These marks lead a very little to the northward of
Champion Rock , therefore by shutting them in until the same part of
Cape Vlaming becomes visible over the rocky ledge that joins Point
Parker to Rottenest, or when that point bears about W. N. an east
course will carry a ship clear between the Middle Bank and Champion
Rock. Then when the Mewstone and Haycock on Garden island are
on, a course to the south -east may be steered for Gage Road .
The Stragglers are bold of approach, and the soundings are regular
on their western side. In working to the southward in the Beagle,
we found the depth to be 8 fathoms, about half a mile west from
the largest .
During the winter months Owens anchorage is undoubtedly the safest,
and although rather more than two miles from the mole , affords an
easier communication than any otber where a ship will be secure during
that season of the year. Ships using Gage Road in the winter should
 THE COAST OF SWAN RIVER . 295

be ready to way upon the first appearance of a northerly wind , and

take shelter in Beagle anchorage, under the south-east end of Rot
tenest.
Ships going into Owens anchorage after having passed north or south
of Rottenest should stand on towards the jail, or upon a south -easterly
course , until the Mewstone bears S.W. I W., and then steer for that rock,
until the small rocky islet close to the southward of Carnac Island , is
a little open of the Haycock , on Garden Island, bearing S.b.W., the
highest Straggler will then bear W. 14° N. The depth in this place is
3 fathoms, from whence a ship may either stand on to pass between the
Mewstone and Seal rock, keeping a good look -out for a small rock , a
little below the surface , that lies a quarter of a mile N. I E. from the
latter, or she may pass a quarter of a mile to the westward of the Mew
stone , depending upon the wind , which if southerly, the latter will be
the best, but she should not stand more than three -quarters of a mile to
the westward of the Mewstone before tacking.
If the wind will permit, the shortest way across the bank is, after
bringing on the above marks, to pass to the eastward of the Seal rocks,
by steering south until the Mewstone comes on with the largest Strag
gler, then steer E.b.S. for the centre one of the three small rocky patches
on the beach , this course will carry a ship over a shoal patch of hard
ground , where the least water is 3 fathoms. She will be close to its
western edge when the Jail bears N.b.E. and will have passed it when
the same object bears N. 1 W. An anchorage may then be taken, if
wishing to be near the shore, but the ground is of a sandy nature. It
would be better as soon as the Fish Rock opens out to the westward of
the rocky heads at the entrance of the river, particularly the North
Head , bearing N.b.E. E. to haul up N.E. and pass to the northward of
the patch, and anchor in 9 fathoms, sandy mud, when Middle Cliff
bears S. 70° E.
The Beagle ran into Owens anchorage by passing to the westward of
Mewstone, and steering S. & E., keeping the outer rock to the westward
of Carnac Island , on with the eastern high part of a white patch on
the north end of Garden Island , in that bearing, until the middle cliff
bore E.b.S.
The following are the compass bearings of conspicuous objects from the
Beagle's berth at Owens anchorage :
Jail N. 81 ° E.
Mewstone N. 754 w.
Haycock . S. 48 W.
Middle Cliff S. 65 E.

The ship was moored with half a cable each way ; the best bower to
the north - east in 7 fathoms, mud and sand ; and the small bower in 87
fathoms, same bottom . The lead showed soft sandy mud ; but, on way
ing the anchors they were found firmly embedded in white clay.
A better anchorage than this may be taken about a cable's length
farther to the north -west, with the Mewstone just clear to the south
ward of the Seal rocks, bearing N. 76° W. The highest part of North
Head on with the extreme of Arthurs Head , bearing N. 7 ° E. , jail
 296 SHIPS SAILING IN CIRCULAR STORMS .

N.b.E. , and Middle Cliff S. 63º E. , in 9 to 11 fathoms, over a mix.

ture of sand and mud .
The jetty at Freemantle is in lat. 32° 03 ' 18 " S. , and long. 115° 43 '
40", (by meridian distance 97° 17' 37 " from the Cape of Good Hope ,)
variation 5° 11 ' westerly ; high water, F. & C. , takes place at 8h . P.M.
and the rise is from 1 to 2 feet. The tide flows fourteen hours, and
ebbs ten .

REMARKS ON SHIPS SAILING IN CIRCULAR STORMS.

(Written during the years 1840 and 1842.)

1. HOWEVER desirable it may be for navigators to take whatever

advantage they can of the wind of a hurricane to pursue their voyages,
I am apprehensive , so far as we are enabled to look into the nature and
operation of those violent tempests, that their presence would seldom
afford more than a very trifling assistance to a ship, on account of the
adverse circumstances generally attending them.
2. As practical results are generally more conducive in settling
doubts upon a question , than anything which may be said in support
or disproval of such , it is to be desired that, whenever attempts to run
in a hurricane may be made in future , the accounts, embracing all cir
cumstances, be made public for the benefit of navigation .
3. To those seamen who have not studied the law of circular storms,
.it may be proper to observe that, it is not always that the line of path
pursued by a meteor will admit of a ship taking advantage of the direc
tion of the marginal wind , to follow a course towards her place of des
tination, when its force may not be an obstacle to her making such an
attempt.
4. It would appear as a point necessary , whilst a vessel is striving to
hold a steady course in a hurricane, when she cannot preserve her sta
tion with reference to the bearing of the centre of rotation of the storm ,
so as to ensure the wind remaining in one quarter, that she should bave
some sail set to keep her under command. Perhaps, it will be admitted
that, with the force of the gale at 11 of the scale, and from any point
before the quarter, the masts would be in danger of being carried away ;
and , should the wind rise as high as 12, the sails would be blown to
rags, and the ship probably hove on her beam-ends. Should the move
ment of the meteor be oblique, it would frustrate the desire of advan
cing on a given course. And, if after starting under sail , the captain
should find that the pressure is too great for his vessel, and that he dare
not attempt to relieve her of the sails, he must either conform to the
veering of the wind , and keep his ship before it, or suffer the canvass to
be torn from the yards, with the chance of being dismasted, or of up
setting. If he follows the course of the wind , which would be the
safest plan , it is quite clear that the ship will describe a curve, and
this may lead her away from her destined path . On deciding , in such
an emergency , the question to be considered seems to be - which of two
 SHIPS SAILING IN CIRCULAR STORMS. 297

alternatives is best—to heave to with a probability of not being driven

very far out of our road ; or , to take the wings of the wind , if fair, and
run the chance of the adverse circumstances above spoken of. Seamen
will decide for themselves ; but, I think it proper to remark , as a neces
sary caution that, the uninformed, with respect to the law of these
storms, must necessarily embrace the first.
5. The great difficulty in the performance of the second evolution,
seems to be that of a ship keeping a steady course , or one which will
lead her towards her destination , in defiance of the veering of the wind.
In theory , nothing appears easier than for a ship to take advantage of
the direction of the wind , in one of these storms, to pursue her voyage ;
but , when actually feeling the violence of the blast , we may find it im
practicable, though there should be no other obstacle . We are not to
consider that there is little risk in scudding in a hurricane , because
ships have done so with impunity. In desperate undertakings it is
best to be sensible of the amount of danger we run , in order that a pro
per caution and vigilance shall be observed . Any seaman who has
tried it, would , no doubt, readily assent to the risk being great, with
the force of the wind as high as 11 or 12 of the scale ; and lofty ,
breaking and lashing seas following. The most perilous point , how
ever , is, with the wind quartering, on account of the effect produced
upon the rudder, and consequently upon the steerage ; from which, and
from the pressure of the seas upon the quarter, the vessel has a tendency
to broach to. Even in ordinary gales under this point of sailing , most
ships gripe ; and extra hands are required at the wheel ; topping seas
have fallen inboard over the quarter, and have swept away the round
house with some of the crew and passengers, on the Australian return
voyage . Undoubtedly care , vigilance, and good seamanship , are great
aids of security ; but , in this very matter, every experienced seaman
knows that, having no control over the waves, when steering a steady
course , he can do little to avert the effect of their action , which , in an
instant may defeat his hopes of security. The timid , and the rash sea
man , to use a vulgar phrase, may be “ shaken in a bag." Indecision is ,
however, if any thing, worse than a blind contempt of danger . Teme
rity will sometimes help itself out of a dilemma by its boldness and
promptitude ; but , the wavering of a faint heart, or one without confi
dence in itself, seldom breaks a gap for escape in the circumvallation of
peril it has fallen into . But there is a desirable medium character,
one that is neither timid nor foolhardy. I lay my thoughts before
those of this latter class .
6. I need not insist upon what must be obvious enough to the reader,
that, no captain of a ship should run the hazard of destroying life for
the sake of the owner's interest, or for his own eclât ; nor risk the loss
of the vessel because she is insured . If the captain of a ship seizes the
opportunity “ hap- hazard ” of a fair wind in a hurricane , merely be
cause the gale blows in the direction he wishes to go , without a thought
of what the result may be, supposing him ignorant of the theory of
circular storms, he will adopt a very perilo's course. I make these re
marks for the purpose of urging the captains of ships to study the law
of circular storms , that they may not blindly act their part when
assailed by one. Sufficient discussion has already been published on
ENLARGED SERIES . - N0 . 5 .-- VOL . FOR 1843 . 22
298 SHIPS SAILING IN

the subject to afford them a tolerably clear idea of their nature and
operation , and , if the examples which have occurred of ships, evenin
harbour, being upset, or losing their masts from the force of the wind ,
during hurricanes, are not strong enough to warn them to be very
cautious in attempting to carry sail whilst exposed to their fury, they
must be left to gain wisdom by their own experience. They all , how
ever , ought to know from their qualifications as seamen , that the idea
of regulating the speed of a running ship under such powerful pressure
as she would be subjected to, will generally be found fallacious, when
the ability to increase, and I may safely add, to reduce sail , with the
wind as high as 12, is a point scarcely practicable after once the ship
has started in the race , until the storm bas passed .
7. From published accounts which may seem to negative the opinion
I have felt it right to express on this head , those who have no practical
knowledge of the operation of a circular storm , may be inclined to think
that I exaggerate the risk . Be that as it may , I repeat my conviction
that, with the wind from any point further forward than the quarter,
and its force as high as 12, a ship could not show an inch of canvass
without its being torn into shreds. To make a given course, it is my
belief, therefore , except with the wind aft, or quartering , is impracti
cable, however reasonable the contrary may appear theoretically .
8. In the Nautical for 1839, p. 12, there is an account of the ship
“ Lady Hayes,” running in a typhoon upon a S.E.b.E. course, starting
with a winü from the north (on the quarter) obliquely through the
left hand semi- circle, under a press of sail; the wind, as she proceeded ,
veering to the westward , and ultimately to the south. It is inferred
by the talented writer who gives the account from the Canton Register,
that the ship fell off from the action of the heavy sea running from the
eastward ; if so , how could she have kept upon a S.E.b.E. course ? As
it is stated that the wind veered round to west and south , such a course
would appear to be impossible ; and , we gather from the captain's
words that the ship became unmanageable ; indeed , it is probable that
she was obliged to conform to the changes of wind, and that so far
from keeping a direct course, she described a curve . The imperfect,
and often erroneous accounts found in newspapers, cannot be relied on ;
the only safe mode which the captain of a ship can adopt to afford
others a clear view of what occurs, is, to give a true copy of the ship's
log, in civil time .
9. It would appear that , from the force of the wind being so great,
the idea of a ship drawing her yards forward to meet the changes in a
progressive hurricane , whilst under sail , cannot be realized ; if attempted ,
one of three things is likely to follow : - First, the sails being blown
out of the bolt- ropes ;-Second, the fall of the masts ; -Third , the up
setting of the vessel. In the open ocean the waves rise in proportion to
the strength of the wind ; and the motion of a ship becomes so extreme
that she is liable to the loss of spars ; if not from that cause alone, from
the combined aetion of wind and sea. The subject is of some importance
to navigators , and should be studied by them diligently. But the diffi
culty of taking advantage of the marginal wind of the circle, which
alone can serve them to any good purpose, seems to be to meet a favor
able concurrence of circumstances ; and these are beyond man's ability
 CIRCULAR STORMS . 299

to create or control. What these circumstances are will be made

apparent in the sequel.
10. A great check to the desire of reducing such navigation to a
system is, that, we know of no means by which we could obtain the
hourly rate of a meteor ; and , unless the ship’s rate of sailing be regu
lated to the speed of the storm, it is obvious that it would be a mere
matter of chance the result proving favorable ; for if the ship's rate ex
ceeds that of the meteor, she must run away from it ; and , if it falls
short, she would be left behind . Let either happen , undoubtedly we
should soon be aware of it ; but the difficulty is how to remedy it. We
cannot make and shorten sail as we please, in a furious hurricane, so as
to regulate the ship's place with reference to the centre of rotation ; and
without accomplishing this, we cannot maintain a direct course in com
pany with the meteor. Besides, a ship may go too rapidly without
any sail ; for instance , if her speed be ten knots, and the meteor be
moving at the rate of seven miles an hour. The progressive rate of
these storms appears to vary from 0 to 7 , 15 , and 20 miles an hour ;
indeed , it has been calculated at considerably more . The progressive
course varies as well as the velocity ; and the general curved line which
these storms follow , would be disadvantageous whenever a ship's course
happens to be at all transverse to the line , though she were able to
keep up with the meteor ; because, if she persisted in keeping her point ,
she would experience a change in the direction of the wind , and must
conform to it, or, take the consequences . Upon a general view of the
subject, it would appear that, no ship can gain by running in a hurri
cane unless her desired course lies upon a parallel with the progressive
course of the storm , and consequently with a wind blowing towards the
same direction . In attempting, unwittingly, transverse sailing in a
hurricane, it is highly probable that there has not yet been one vessel
that escaped foundering, or some other disaster that speedily compelled
her to round to, or go before the gale . The “ Blanche " frigate, I
believe, tried it, but was obliged to succumb ; and I have met with
some vessels, bottom up off the Chesapeake , having the remains of sails
upon their yards, every one of which were, probably , capsized when
trying to run on a transverse course . Occurrences of this distressing
sort are frequent in this part of the ocean . The want of forethought,
and a disregard of precaution have, no doubt, led to the loss of many a
vessel, and this because there was not an axe or a hatchet at hand , to
cut away the rigging, or the masts, when a vessel has been thrown on
her beam - ends .
11. The foregoing remarks may be considered as offering points not
unworthy of the seaman's careful attention, and not as expressing opinion
of the impracticability of the Captains of ships availing themselves of
the fair wind of a hurricane to pursue their voyage . By a fortunale
concurrence of circumstances, it is by no means impossible for a vessel
to do so ; but, I apprehend except under the general condition , given
above, that little advantage could be derived from such attempts. In
the ocean , for instance , breasting the North American continent, the
advantage to a ship would be so trifling , were she to take the east or
the west wind of a meteor to run towards , or from the coast in prosecu
lion of her voyage , as to be hardly worth the risk of losing spars, & c.
300 SHIPS SAILING IN

In a meteor of 300 miles diameter, and 925 miles circumference, the

span of the east or any other given wind of the circle , would be under
29 miles ; but this distance with regard to the vessel bound to the coast,
would be shortened as the storm receded, to the north - east from her
position.
12. I may perhaps be serving the seaman by giving a case or two ,
hypothetically, wherein a probability of success would lie, if the condi
tions, which are imperatively necessary , should be fulfilled . If one of
these storms progressing to the north-west , in the parallel of the Ber
mudas, should involve a ship within its north -east verge, where the
wind blows from the south - east , if bound to the Coast of America, she
may run in with the storm , taking care to heave to in time to prevent
shipwreck . This is theory ; but in practice the Captain of a ship
would be at a loss to know which way the meteor was moving, as these
storms sometimes are found still pursuing a north -westerly conrse above
thirty degrees north . He may heave to and wait the first shift of wind ,
which would at once tell him the route , whether north-east or north
west . The result, in either case , would be ibis ; first : with the meteor
moving north -east , he would not have a change of wind until the centre
had passed over his ship ; it would then come from the north - west, and
of course he would be defeated ; second, storm moving north - west, the
first shift would be S.E.b.E ; he may then dash away before it . But
there are contingences that may involve him in extreme peril : 1s! the
meteor may change its route , and thus subject him to the changes of
wind with the full force of 12 ! 2nd he may find it impracticable, when
he gets into bottle - green coloured water, to round to ; he is already
before the wind — what is he to do ? I need not answer ! a balloon that
would carry a boat with the crew in , towards the land , would be ex
tremely useful upon such an occasion , perhaps it may be applied to such
a purpose in the course of time.
A ship falling into a storm after clearing the Florida Channel , and
bound to the Bermudas, if she happen to get into the circle at the
south - east verge, where the wind blows from the south - west , circumstances
being propitious, and admitting (what often happens ) that the meteor
was turning gradually, at the time, from a north to a north - east course ,
she would be carried towards her destination . But difficulties beset the
attempl ; the marginal wind though often no higher than 9, 10, and
11, is sometimes as high as 12 ; and in this particular case it would
probably be so, as the vessel would be moving on a parallel with the
progressive course. Besides , it would be an awful reflection - a very
“ bitter cud,” indeed , for the enterprising skipper to chew - to think,
after starting, what the case may be on approaching such terrific breakers
as present themselves around the islands, when the angry winds are
blowing, if he should find that he dare not attempt to round his vessel
to , without a certainty of being overwhelmed , or losing all his masts,
and which would bring the same calamity -- a " watery grave" !*
Again , if a hurricane were found moving to the north from the

I am not penning a romance of terror ; but describing circumstances as they

may occur. Seamen are not to be scared by the narration of peril ; but caution may
be equally serviceable to them as to others.
 CIRCULAR STORMS . 301

thirtieth to the forty - fourth degree of latitude, a vessel from the Ber
mudas, bound to Halifax, getting into the east limb, where the wind
blows from the south , and of course , being able to retain it by keeping
up with the storm , would be carried up to the Coast of Nova Scotia .
But , she would run the hazard of the meteor turning more to the east ,
and settling her doom after arriving at the threshold of her port . It
is always dangerous to be in the vicinity of land during a hurricane ;
and it may not be safe to round to, with a heavy breaking sea running,
at a proper distance from it ; this is the main difficulty in scudding
with the parallel wind of a circular storm .
According to Mr. Redfield's chart, the storms appear to follow a
remarkably uniform route from about the thirtieth degree , to the Banks
of Newfoundland , along the current of the ocean stream of Florida . A
ship happening to fall into the south - east limb of one of these meteors,
where the wind blows from the south -west, and could preserve her
station, she would have the benefit of a fair gale all the way up to the
banks ; and if the meteor then turned to the east , she might go on with
it to the European side of the Atlantic. But , although this seems very
satisfactory according to theory , can it be fulfilled in practice ? That
is the proper question to be decided . However desirable it cannot be
accomplished at will . The conditions necessary are these :
1. The ship must get into the storm precisely where the wind blows
fair for the prosecution of her voyage — which is quite a matter of
chance. 2. If she happen to do so, she must , to derive benefit, regulate
her speed exactly to that of the meteor . Cau she do that at pleasure ?
There would be no difficulty in ascertaining the fact of her preserving
her station , or not, by thewind remaining steady , or veering ; but there is
a necessity that would bind her, and which cannot be evaded with
impunity when a high sea follows ; -she must carry a certain proportion
of sail to prevent her from being pooped . Now , this sail may give her
a velocity greater than that of the meteor , at the time , hence she
would run ahead of it . Again , the rate of the meteor may be greater
than her utmost speed - hence she would be ejected . I have entered
into these minute details , that the seaman may obtain a clear concep
tion of the difficulties attending any attempt to take advantage of the
presence of these storms to shorten his voyage ; and , as they require
no efforts of reasoning , or of study to be comprehended , they may not
be unworthy of his attention . I see distinctly that the performance
can only be accomplished by a nice adjustment of circumstances , and
that over these circumstances we can have little or no control . I should
not have done justice to my motive , or to the importance of the subject ,
if I had neglected to point out the difficulties attending the accomplish
ment of the object.
13. The North Atlantic , between America and Northern Europe , is,
the high road of these circular storms , and it is probable they may
there offer the most favourable opportunities for a ship taking advan
tage of their presence, to carry a fair wind with her, if she had not
one before ; provided , of course , that she happened to be overtaken by
the south verge, or ran into it ; but it is evident, in either case, she
-must be able to regulate her speed to retain her advantage . It is the
fact, however, that in this very route, there is little need of the assist
302 SHIPS SAILING IN

ance from a hurricane to impel a ship to the eastward , as the winds

blow from the westward the greater part of the year, and especially
during the autumn and winter, when these meteors prevail. At present
with all the knowledge I posses of these storms, the Captain of a ship ,
taking advantage of the direction of the wind to expedite his voyage,
dnes so entirely at a venture ; his progress depending upon the equality
of his rate of sailing , with the rate of the progression which the meteor
makes ; and other circumstances over which he has no control . The
uncertainty under which the seaman will be placed, there is no remedy
for - the meteor cannot accommodate its velocity to suit his purpose ;
neither can his ship be made to exceed a certain speed ; and , although
on ordinary occasions he may regulate the rate of his vessel's sailing,
he must fail in any attempt to do so in a hurricane. In fact he can do
no more than take his chance . It should be remembered , too, that on
this route , ships with the favour of a rectilinear gale , often make the
voyage to Europe from America in , from , 13 to 20 days ; * would the
hurricane wind urge a ship forward more speedily than that ?
Besides, we all know that, with a quartering north -west or south
west gale , a vessel would make as quick , if not a quicker passage, though
the strength of the wind should not be so great as one directly aft.
14. Although in this lengthened discussion I may have satisfied the
reader that there is a possibility, with a remote probability that a ship
may shorten ber voyage more or less , by running with a hurricane;
perhaps, if he has thought but little on the subject he will not be alto
gether prepared for the startling fact that a vessel which does so, if she
be more than a few days involved in the commotion , loses her reckoning !
For, as long as she continues in the hurricane, the sun , moon , and stars
will be invisible . This circumstance , to be sure , would be of no moment
in a run across the ocean , to a skilful navigator provided with proper
instruments, if he could venture when his judgement warned him , to
round to and allow the sombre nieteor to pass on .
15. Upon the whole, it would seem that , as yet, we are compara
tively ignorant of the adaptation of the circular storm to the aid of
navigation, that is to say ; -we bave no practical proofs, that I am aware
of, of such being the case ; but a great many instances to show that
hurricanes have ever been detrimental to it ; and by this investigation ,
if the labours of the writer should be deemed worthy of confidence, it
would appear that little advantage can be gained by their presence , and
that accidental , and not unattended with risk , at least in the North
Atlantic. Within the Tropic the trade-wind holding its course
throughout the year, with slight interruptions, and the hurricanes being
usually more severe therein than in the northern latitudes, the great
anxiety of navigators bas been to get clear of them as speedily as pos
sible, as they are pretty sure of a return of the easterly breeze when
the meteors have passed ; and , as the general route of these storms is to
the westward , those vessels bound to the eastward would derive but
little advantage from running with the westerly wind of the southern
margin .
• The “ Lapwing” man -of-war, Capt. Skene, came home from Charleston in 15
days ! The “ Brunswick ,” 74 , and other ships of the line , in 21 days from St.
Domingo ; others in 19 days from the Bahamas. I havemade the run from Bermuda
iu 21 vlays ; and a transport from Quebec in 10 days !
 CIRCULAR STORMS. 303

I think that some remarks on the line of conduct advisable to be pur

sued by the Captain of a vessel involved in a hurricane, under different
circumstances, ( which I have called , perhaps improperly— " circle
sailing ," ) should be given in the popular works of Navigation. It
would be proper, however, that more than one individual should be
employed in drawing up such remarks , for the purpose of making them
as correct as possible . But, it behoves every seaman to study carefully
the “ Law of Storms," and for this purpose the invaluable work * of
Colonel Reid is the best guide .
In conclusion I may add that , if it should be found that circular
" winds blow without violence , which there are reasons for believing, then
in all probability the old adage that the longest way round , (appa
rently ) would prove the shortest way home” may be realized , with
respect to the voyages of ships. If such meteors should be found to be
progressive, they would offer some of the impediments attached to the
violent circular winds ; but should they remain stationary , and present
a diameter extending from Europe to America , theu the polar sweep
of the circle, would be the shortest route across the Atlantic, upon the
principle of great circle sailing.

Addenda.

A few words may be permitted on the account given in the October

number of the Nautical (1842 ) of a severe Typhoon experienced by
Captain Miller, of the “ William Wilson” on the Coast of Coromandel .
I offer the remarks with the hope of making the subject more familiar
to seamen, so that on any future occasion they may be enabled to act
with a degree of confidence that could not be expected of them when
entirely uninformed .
It may be inferred that, the path of the storm was about west
northerly, perhaps. The ship appears to have entered the circle nearly
on the line upon which the meteor was proceeding ; the first of the gale
commencing from the north ; and it is presumed to have ended with the
wind from the opposite quarter ; and, it is obvious from the few changes
which occurred , and the intervention of the calm, that the centre of
the storm passed at no great distance northerly of the ship.
The anterior semi - diameter occupied ten hours and a half in passing
over the vessel, giving only two changes of wind N.b.W. and N.N.W.
succeeded by the central calm , which was about half an hour present ;
at the expiration of this brief interval of rest, the storm was renewed
with great fury from the S.S.W ; and it appears to have ended at 7h .
A.M. of the second day, with the wind from the south ; and thus the
ship passed through the entire diameter without experiencing more than
five changes in the direction of the wind ; a circumstance which though
it may have occurred before, and may again , I do not recollect another
instance of to have been recorded . The combined evolutions of the ship,
the intervention of the calm central circle, and the particular line of
path followed by the meteor, and perhaps the set of a current, produced
the effect. Had the storm been moving to the north- west, and the ship
" An attempt to develop the Law of Storms, & c . ” published by J. Weale, 59,
High Holborn , London .
304 CIRCULAR STORMS .

had cleared the calm , her changes of wind would have amounted to
eight or ten , if not more .
Admitting that south was the last wind of the circle, then the poste
rior semi- diameter passed over the ship in ten hours ; and the entire
storm occupied a period of about twenty-one hours , including the half
hour of calm. A glance at the table will show that the ship during this
time made about twenty-seven miles of northing, and about a degree
and a half ( or , rather more 1 ° 53',) of easting, which would barely
account for her experiencing the south wind , if that pertained to the
east verge. If the meteor were turning more northerly in its course,
that would have the effect, it is probable, of bringing down the south
wind to the ship's position ; but, if it be inferred that the storm ended
with a south- east wind as named in the tabulated form , ( which , how
ever, I am inclined to believe was not the case, then that circumstance
may be due to the curl .* This south- east wind may have been the
recession gale .
Now that we have the map of the storm , as it were, before us , and
considering that the ship was light , if, when the gale commenced, the
caplain had put before the wind , and continued so to run , his ship
would have described a curve convexly to the southward , ( which would
have been smaller or larger, according to the amount of the progressive rate
and the size of the meteor , as the wind veered ,) and have swept through
the left hand semi - circle, and thus probably, have saved his masts ;
and , as the force of the wind , except at the crisis, is less in this half of
the circle than in the other, he would , probably , have been enabled ,
going before the gale, to have carried a close -reefed main-top - sail , and
reefed fore -sail, as a security against the impetuous rush of the follow
ing seas, and been ejected in a shorter time ihan if he had laid to, be
cause his vessel would have been running in an opposite direction to
the course of the storm .
That the seaman may become familiar with the subject, I deem it
right to be diffuse rather than niggardly in my explanatory remarks ,
and , therefore, add that, a great deal as a means of security, though
unknown in the present case , with reference to the position of Ceylon ,
would depend upon the rate of the progression of the meteor . This may
appear strange, but it is nevertheless a fact. If it was travelling
rapidly , that is, above ten miles an hour, the points of intersection , or,
changes of wind, would be accelerated , and the curve, described by the
ship, shortened ; and it must be recollected that the curve is regulated
by the distance the vessel is from the centre of rotation and the rate of
progression . But, supposing this meteor to have been suddenly checked
( a circumstance very likely to happen ) on the anterior verge striking
the Coromandel coast, and to have become stationary for a time, or
moving slowly onwards, the case would be altered ; for, as the ship

I may note here that it is quite within probability to conceive that a meteor,
when meeting with resistance on the anterior portion passing over land , to be so far
altered from its circular form as to have the posterior verge indented, because, that
portion being over the ocean , and its velocity unchecked, it would press inwards.
By the same parity of reasoning, when the posterior part of the circle hangs on the
land , and the anterior is clear of it, the meteor would be likely to assume the shape
of an egg , the contracted portion being over the sea .
 TYPHOON IN THE CHINA RIVER . 305

started with the marginal wind, she would , under either of the latter
conditions, be moving round the outer verge of a great circle ; and , if
the meteor continued thus inert, the ship, perhaps, would be speeding
on towards a close approximation to the north shore of the said island,
distant from her starting point, about 200 miles . At the rate of 12
knots an hour, she would run the distance in less than 17 hours ; but,
the probability is, if there were any onward motion of the meteor, that
she would have cleared the island .
It is safest, when circumstances do not press, to wait until the centre
of the storm has passed the vessel's position, before attempting to put
her with the wind ; but, in some cases, as in this, there may be no other
alternative ; and , I think, the captain of the William Wilson may,
now that he is acquainted with the nature of these storms, congratulate
himself on having escaped , with a light ship, as well as he did out of
the mess .
There is generally little difficulty in ascertaining when the centre of
a meteor has passed a ship’s place, if the general direction of its route
be known ; and that is a point which the indefatigable labours of the
two talented leaders on the law of circular storms, have determined ,
with reference to some parts of the ocean over which the meteors season
ally make their transits, in both hemispheres ; but this is a branch of
the subject which still remains incomplete .*
The propriety of not starting before the centre passes, may apply
with more force to the right hand semi-circle, because the movement
will be made subsequently to the crisis. In performing the evolution
in the left hand semi-circle, the seaman will recollect that the meridian
occurs after the centre has passed , and he will take his precautions,
accordingly for meeting it. STORMY JACK .

Tiger Island . — The above island, which is contiguous to the Sunderbunds,

and is known by the name of Saugor Island, was but a very few years since
infested with tigers and other wild beasts; and to so alarming a pitch had this
nuisance arrived , that it was dangerous for ships' crews to land upon the spot.
Even whilst the men were engaged in paying the last mark of respect to some
departed comrade by inhuming his remains in the sand, they have on several
occasions been carried off bytigers. An instance occurred in which one of
these ferocious animals, pressed by hunger, actually made off to a boat in which
two natives were rowing, and swamped it, bearing away one of the men into
the jungle . Tiger Island was always looked upon by ships' companies as being
a formidable place, and it was seldom , after a time, that any one could be found
bold enough to put his foot on it. Within the last few years the apprehensions
formerly entertained of this place have been effectually removed. During a
violent hurricane, which occurred in the month of May, the whole of this island
was laid completely under water, the sea of the Bay of Bengal making a breach
into the main land of 17 miles in extent. During this frightful inundation,
the wild beasts perished, and a tiger, awed by the tempest, actually entered
the hut of a native, wherein the family were sitting, and offered no molestation,
but seemed to seek a temporary asylum in the habitation of man. The above
island was, at one period, overrun with hyænas, jackalls, and other beasts of
prey ; and the yells they emitted during the still hours of night, whilst prowling
in quest of their quarry, filled the crews of vessels lying off the place with
horror.
The recent storm which desolated Madeira , and during which the wind veered
from south-east to south and south -west, was moving due north , Whence came it ?
ENLARGED SERIES.- N0 . 5 .--VOL . FOR 1843 . 2 R
 306

TYPHOON OF July 1842, IN THE Canton RIVER ,

London , March 31st, 1843.

SIR . - I beg to lay before you some account and remarks upon two
Typhoons, which the squadron in the China Sea encountered in 1841 ,
at Hong-kong. As I was then at the time first-lieutenant of H.M.
Sloop Pylades, and on deck during the whole of both, it will be suffi
cient to warrant the correctness of the occurrences. The remarks being
theoretical are of course open to stricture , but let any one examine them
well and compare them with the observations , and I think he will be
convinced of their agreement with actual facts. The observations at
Macao were copied from a monthly publication there, by , I believe, the
Missionary Society. I have no doubt of their correctness.
Before each of the typhoons, but particularly the first , the barometer
was very unsteady, so much so as to put us all on the alert some days
before, in expectation of some severe weather. And on both occasions
the previous day was very fine, in fact much finer than usual, with
light north -west and northerly winds, falling to a calm about noon.
The clouds lowering gradually and covering the whole sky, a drizzling
rain then commenced and continued at intervals.
The barometer during its descent was taken with the greatest care,
and also occasionally on its rise . The observations by a sympiesometer
were taken at the same time. The latter set 0.12 lower than the former,
but agreeing perfectly together in their motion .
Typhoon at Macao, Wednesday, July 21st, 1841 .

Time. Barometer Wind . Remarks,

8 Oam . 29:42 N.W. Showery , —fresh.

9 30 29.32 Fresh wind.
10 0 29.25 North Rainy.
11 0 29.15 Rainy,-- squally
12 0 29.30 N.E. Strong wind.
1 OPM . 28.96 Hard gusts .
2 0 28.92 E.N.E. Harder gusts.
3 0 28.94 East
3 30 29.04
4 0 29.10 Misty.
5 0 29.21 S.E. Rain ,-gusty.
6 0 29.27 South Hard puffs .
7 0 29:34 Rain , -moderating.
8 0 29:38
90 29.45 Rain ,-high breeze.
110 0 29.53 Rain , -strong breeze.
11 0 29:54 Rain .
12 0 29:54 Fresh breeze.

I am not quite sure that it came from the south . What became of it ? It is deserve
ing of investigation, Another account states the wind to have been from south to
south -west. In this case about N.N.E. would be the line of path .
 TYPHOON IN THE CHINA RIVER . 307

The wind from the northward in this typhoon was remarkable for
its strength and duration . The effect upon vegetation in Macao was
very destructive, every thing appearing as if it had been scorched . The
air was filled with salt spray .
Typhoon at Hong-Kong, Wednesday July 21st, 1841 .

Time. Barometer Wind . Remarks. Pylades.

4 Ам.. 29:46 N.E. Strong breezes; commenced raining hard ; got

the top-gallant-masts on deck.
6 0 29.30 Fresh gales ; struck lower yards and topmasts ;
let go second anchor.
8 0 29.20 Hard gales and heavy rain ;let go sheet an
chor; ship dragging small bower, till brought
up with 8 fathomsbest ditto, and 50 sheet.
9 0 29.10 Tremendous squalls and rain ; merchant ships
all driving
10 0 29.04 East The heaviest of the typhoon, with very heavy
10 30 29.02 rain ; blowing a tremendous hurricane in the
11 0 29.10 squalls.
12 0 rising E.S.E. Wind moderating.
12 30 S.E.
1 OPM .
3 0 Strong gales ; rain ceased.

The glass now continued rising ; but blowing a fresh gale all night ; little
rain . 23rd, moderate .
As four hours elapsed between the commencement at Hong - Kong and
Macao ; and also about the same time from the typhoon being at its
height, I consider as the distance is about 35 miles between the two
places, that the average rate of motion of the centre must have been
about 71 miles an hour. Now as the typhoon from its commencement
to its termination, lasted about iwelve hours, and making allowance for
a chord of a circle being shorter than its diameter, I have taken for a
radius 45 miles as the extent of the whirlwind from its centre. Now
as the wind was north-east at Hong -Kong when commencing, that is
about the middle of the north- west quarter (as may be seen in fig . 2 ),
the centre must have borne about south -east 45 miles from us : and as
it continued some hours from the same quarter, it must have moved
pretty nearly north -west, which will agree within a point or two of its
commencement at Macao at north- west. But this last being observed
in a town where it would be subject to local changes, might very easily
be out a few points. At 10h . 30m. the typhoon was at its height at
Hong-Kong, the barometer then lowest, and the wind east ; as we might
expect when nearest the centre, and on any part of the line between
north and the centre of the circle : but at the same time at Macao the
wind was north , showing that it was to the westward of the centre.
Between 12 and 1 P.M. the centre had passed Hong -Kong , as the wind
then came from south -east, but at Macao the wind had drawn to north
east and E.N.E. showing that the centre was then going in a W.S.W.
direction , and that it would pass to the southward of the town.
308 TYPHOON IN THE CHINA RIVER .

Between 2h , and 3h . the barometer then was lowest and the wind
east ; the line between north and south of the centre being on with the
town, and consequently at that time nearest the centre. Shortly after
wards it was pretty well over at Hong - Kong. The centre must then
have moved about west, as at 8 P.M. the typhoon was about over at
Macao, with the wind at south, which it had remained at for some
hours . 1
The two diagrams* are meant to illustrate what has just been stated 1
upon the principles of the rotatory motion of hurricanes and at the same
time a progressive motion . It will be found on examination that every
point in these typhoons will agree with that theory .
Fig. 1 shows the progress of the centre , which would pass about 20
miles south of Hong -Kong anchorage, and about 5 of Macao. These
two places are laid down at 35 miles apart. The land sketched in is
merely rough from memory , but will not affect the argument.
Fig. 2 shows the direction of the wind at the various times, and the
probable line in which the typhoon passed over each place, or rather
the part of the whirlwind that was encountered at each place . This
is not meant to show either the size of the whirlwind , or the position
of its centre, as the circles are much too small for that purpose .

Typhoon at Macao, Monday, July 26th, 1841 .

Time . Barometer Wind . Remarks,

7 30 AM . 29.17 N.W. Rain .

9 0 28.94 Heavy rain .
10 0 28.94 West . High wind.
10 40 29.00 S.W. Rain and high wind.
11 0 29.08 Ditto .
0 25 PM 29.25 Ditto.
1 0 29.33 S.S.W. Moderating
2 0 29:37 S. Gusty.
3 0 29.40 Less wind.
4 0 29.44 Heavy rain .
5 0 29:49 Ditto.
6 0 29.53 Ditto, from wind.
7 0 29:58 High breeze,
8 0 29.58 Rain .
90 29 64 Ditto.
10 0 29.68 Ditto .
11 0 29.70 Fresh breeze,
12 0 29.70 Ditto.

Typhoon at Hong - Kong, Monday , July 26th , 1841 .

A heavy squall with rain , thunder and lightning . At 7 P.m. on the
25th , barometer 29:60 ; struck lower yards and top masts .

• We have purposely omitted these diagrams , for reasons we have shown further
on .-ED , N.M.
 TYPHOON IN THE CHINA RIVER . 309

Typhoon commenced at 4 a.m. on the 26th, wind N.N.W., fresh

breeze and heavy rain , let go second anchor
6h . strong breeze , wind north , with heavy rain , barometer 29.10.
let go sheet anchor ; 7h . harometer 28.90, wind north ; 7h . 30m. bar.
28.70 ; 7h . 50m . bar . 28.64 , wind shifted to east, barometer now began
to rise , blowing only a strong gale with heavy rain ; 8h . bar. 28.80
rising fast, wind before nine o'clock shifted to south, where it remained
till typhoon was over .
During the forenoon the glass rising, but wind stronger in the squalls,
with heavy rain ; P.M. moderate, but rain did not cease till 8 A.M. on
the 27th.
In the second typhoon , it is more difficult to get a radius for repre
senting it by diagrams.
It will, however, be observed that at 7h . 50m . A.M. the barometer was
lowest at Hong-Kong, and that the wind at that time shifted suddenly
from north to east. At Macao the barometer was lowest at 10h ., and
at that time the wind shifted from north - west to west, showing on each
occasion that the respective places at these times must have been on the
line between north and south of the whirlwind , the former a little north
of the centre, the latter a good deal south . The centre must therefore
have gone that distance in nearly a westerly direction , which taking
the distance as 35 miles between the two places in a S.W.b.W. direc
tion, true bearing, would give a distance of 27 miles for the centre to
travel in the interval . Now the interval between the centre being in
those positions is 2b . 10m ., but as the times of the commencement and
ending, would give a longer interval , I have taken 2h . 30m. as the
time in which the hurricane moved 27 miles.
By referring to the two tables of observation it would appear that,
from beginning to ending at each place was not more than eight hours .
And at Hong- Kong as the centre must have passed very close , the dis
tance would be the diameter of the whirlwind , that is, that at the rate of
27 miles for 21 hours, there would be 86 for 8 hours. I have, therefore,
taken 43 for a radius, and commenced at that distance from Hong
Kong in an E.N.E. direction , as the wind was N.N.W.* at first, and
therefore a tangent to a diameter from W.S.W. to E.N.E.
At 6 o'clock the centre would appear to have been due east from
Hong- Kong ; at 76. 50m . due south , and the position very close to the
anchorage . As the transitions from north to east and then south , were
very rapid . The length of radius will here agree very well with the
commencement at Macao, which appeared to have felt it first at 7h.
30m . wind north-west, agreeing exactly with the circle described a
little south of the anchorage of Hong- Kong with 43 miles radius,
The centre must then have continued in a westerly direction, passing
Macao about twelve miles north of it . At 1 P.M. it was over at Hong
Kong and the wind at Macao S.S.W., as its position in the diagram
would show . Shortly afterwards as the whirlwind moved on , the wind
at Macao was south , at which direction it remained . And by reference
to the figure would necessarily remain till over.
Fig. 3 and 4 are meant to represent this typhoon, and the same

* The wind appears to be north -west in the table .

 310 TYPIIOON IN THE CHINA RIVER.

remarks appended to Fig. 1 and 2 will answer for them , observing

that the centre passes south of Hong -Kong, and the changes of wind
are round by north, whereas at Macao the centre passes to the north ,
and the changes of wind are round by the south .

Remarks on both Typhoons.

In the first typhoon the wind only veered at Hong-Kong from north
east to south - east, or S.E.b S .; but blew a complete hurricane ; baro
meter not lower than 29.03 . Ships up the river did not feel it so much
as second . The northern half must have passed over us, to which the
strength of the wind must be partly attributable .
In the second typhoon the centre must have passed very close to the
southward of us at Hong -Kong, and as the body of the whirlwind was
moving rapidly to the westward , about eleven miles an hour, the wind
in the northern half having easting would be increased so much,
whilst those in the southern half would be diminished in the same pro
portion . This agrees with what was experienced , viz. , that up the river
(that is to the northward ,) this typhoon was much more severe than the
first, but at Macao much less so . At Hong-Kong being near the centre
and having only an easterly wind for a few minutes, the second typhoon
was not nearly so heavy as the first.
The barometer at the change of wind between 7:30 and 7.50 fell very
rapidly, and as quickly rose. That was according to the theory of
hurricanes, whilst the vortex was near us .
I remain , &c . ,
John Hay, Commander R.N.

Having referred Captain Hay to the account of the first of these

typhoons in our last year's volume, we have received the following
from him .

No. 1 , Whittlebury Street, Euston Square, April 3rd.

I may mention here , that the subject engaged my attention prin
cipally from reading your valuable Magazine, in which the account
and theory of hurricanes is a prominent subject . I felt anxious to
prove its correctness, and paid the more attention , and I may safely
say that the accordance of theory and fact was perfect to my mind on
both occasions.
I have read over with great attention the account of the hurricane
of the 21st in the August number of the Nautical. But although
agreeing on the main points with the observations I have sent you,
there are one or two differences which are not easily reconciled . But
as I rest my own account on personal observation I cannot help thinking
it correct.
The following is a statement of the differences :
 TYPHOON IN THE CHINA RIVER. 311

Observations of your Correspondent. My observations.

4 0 A.m. wind N.W.b.N. 4 0 A.m. wind N.E.

7 30 ditto N.N.W. 8 0 ditto N.E.
10 0 ditto N.N.E. Between 10 and 11 wind changed
11 0 ditto N.E.b.E. to East.
11 0 barometer lowest 28.50 About 10h. 30m. bar. lowest 29.02
11 42 began to rise And had risen at 11h. to 22:10

1
The only other difference is in the time of ending, which besides
being arbitrary is of no material consequence, as you may observe by
the outer circle of fig . 1 , which has ninety - two miles radius, and sup
posing the centre to move on the line marked there, and at the same
rate as before , it will not alter the winds represented at the different
times, at the two places. It may also be observed that the changes
of wind will be very trifling at either edge, and the resistance of the
surrounding air would check its force very much, so that nothing of
the force of the hurricane could be expected there. The inner circles
as before are drawn with forty - five miles radius, as that in which it
became a decided typhoon .
But how to account for the differences of the wind , I cannot at all
make out, as I do not know the vessel your correspondent was on board
of. I cannot tell what part of the harbour she was lying in , but if close
under the island of Hong -Kong, or even over on the other shore, it might
be affected by the high lands, although distant in the latter case .
The difference, viz. , 00:52 in the height of the mercurial column ,
may have arisen from one of the barometers being out of order, which
it appears to me your correspondent's was, being 29.10 the evening
before, when as far as I remember none of the men of-war in the har
bour had theirs under 29.50 . At that time there was a difference also
in the time, viz ., at 10h . 30m . it was lowest in the Pylades, both with
the barometer and sympiesometer, the former of which was taken by
the master , and the latter by myself. By your correspondent at 11h .
it was lowest, and did not begin to rise till ilh. 42m . , whereas it had
risen with us at 11 o'clock from 29-02 to 29.10 . There may have been
a difference in the watches from which the times were taken ; but mine
was set and kept to the commodore's time, which you know was abso
lutely necessary for a first -lieutenant to have, for following properly
the manæuyres of the fleet.
As the remaining occurrences are pretty nearly alike, I have endea
voured to reconcile their discrepancies in fig. 1 , by commencing at 4 A.M.
with the wind at north , as a mean between your correspondent's and
mine, which will make the wind at 8 A.M. about N.N.E. , also a middle
point between the two. The rest will be the same as before.
This line of the centre more nearly resembles the course of the second
typhoon, only a considerable distance to the south of it ; and probably
on that account may be more correct. But I will leave it in your
bands, as it cannot be in better, and will be happy to attend to any
suggestions you may make.
 312 TYPHOON IN THE CHINA RIVER .

If the place of the Good Success mentioned by your correspondent,

could be laid down accurately at any particular time, it would be of
great benefit in forming an opinion of the diameter of the whirlwind ,
and perhaps of the course of its centre latterly .
It is only by recorded observations that a thorough knowledge of
hurricanes can be attained , and it would be of immense advantage to
ships navigating those seas, where they prevail , to know certainly that
they always follow a certain course in a circle , and that, that circle
has a progressive motion in a particular direction . Its extent also
would be of conseqnence, but the first two are the most material , as
when once it is known by the barometer and other indications that it
is a hurricane , the position of the ship in the circle may be fixed by
the direction of the wind and its changes, and it will remain with
the judgment of the officers whether to run or lay to.
If the opinion be correct that hurricanes in the northern hemisphere
are whirlwinds, blowing from east to west, in northern half, and from
west to east in southern , and at the same time moving to the westward
at a certain rate ; it follows that the northern half must have its own
force plus that rate and the southern half minus that. Should a ship
therefore, be taken in the north-west quarter, near the east and west
line, or when the wind would be from north to north-east , it would be
much easier and quicker running before it into the southern half, than
by lying to for fear of getting too near the centre, and probably drift
right into that dreaded point.
I remain , &c. ,
John HAY, Commander , R.N.

With regard to the diagrams alluded to by Captain Hay , we think

that those of our readers who are interested in the subject, may make
them more to their own satisfaction than we could possibly give them .
In all cases of this kind the most satisfactory way is to refer to the
chart with the observations before us , and with regard to those under
discussion , if we disregard the first or north-west wind at Macao, there
would appear to be that accordance with the theory of hurricanes in
the observations at Macao and Canton, on the 21st July, which goes
far towards establishing its truth .
The direction of the centre of the hurricane from the place of obser
vation , may be laid down from the direction of the wind . Referring
to the chart of the entrance of the Canton River in our volume for 1841,
p. 473, with the Macao observations, the direction of the centre of the
hurricane may be laid down thus : If the wind be north at Macao the
centre would be in the direction of eastfrom that place ; when north - east
it was south-east of it ; when E.N.E. it was S.S.E. ; when east it was
south of it ; when south-east it was south- west of it ; and when south
it was west of it. Now by drawing these successive lines of bearing
of the centre from Macao , it will be at once seen that according to the
revolving theory , the centre of the hurricane passed round to the south
ward , south -west, and eventually west, as shown by the last wind being
at south .
 BOTTLE PAPERS . 313

And referring to the Hong- Kong observations we find a fair accord

ance with this. The first wind at Hong-Kong was north -east, shewing
that the centre of the hurricane was south -east of that place , and there
fore outside the coast .
At 10h . the wind changes to east shewing that the centre must be
due south of Hong-Kong, and as at the same time the wind is due north
at Macao, we have at once the means of determining its position , because
at this time the centre is due east of Macao . The intersection of these
bearings will place it just outside, or to the southward of the southern
point of the island.
At 12h . the centre will be S.S.W. of Hong-Kong, the wind being
E.S.E. at which time we also have it south -east of Hong- Kong, placing
it just inside the Island of Yung-sai , at which time it had travelled
about twenty miles. We again have the centre south - west from Hong
Kong, the wind being south -east and S.S.E. from Macao, after which
the Hong -Kong observations cease, but those of Macao show that it
travelled round southerly to west of that place . Considering the course
of the focus in a general point of view, it would appear that coming
down the coast it passed between Hong - Kong and Pootoy Islands, then
about mid - way down the channel between the Lema and Sammoon
islands, and thence to the westward .
At 10h . or thereabouts, when the wind was east at Hong-Kong, we
have ample proof before us that the focus was nearest to Hong- Kong,
and the barometer corroborates the fact. The centre being south of
Hong -Kong, and the brush of it felt from north at Macao , established
the radius of the revolving wind at about forty miles. We recommend
this mode of considering the subject. By laying down the direction of
the centre from different points of observation of the changes of the
wind as often as they occur, and noting the times of those changes , the
position of the centre of the revolving wind will be readily found .
We must not omit to express our gratificatiou at seeing the example
set to naval officers by Captain Hay and Captain Dundas, in a former
number ; as there can be no doubt, that this is a subject which belongs
peculiarly to them , for investigation as to the truth of the theory, and
if this be established as appears more than probable, they will gain in
struction thereby which may prove of essential benefit to them in the
hour of trial.-ED . N.M.

BOTTLE PAPERS.

(Continued from pages 184 and 250. )

(The numbers refer to the table in page 182 of our March Number.)
( No. 21.)
Theannexed is a copy of a paper found in a bottle which was picked up by
a French vessel on the 21st ultimo, about five miles off Ushant, an island near
the extreme west point of France :
' April 12, 1835. — This is written on board the barque Wallace, of Alloa,
Captain James Robertson, latitude 52° 13 ' longitude 15 “, bound för Van
Diemens Land. All well. A dead calm to day . Encountered a strong gale
ENLARGED SERIES .- N0 . 5. -VOL. FOR 1843 . 2 s
314 BOTTLE PAPERS.

of wind in latitude 55 °, longitude 15 ° from the westward . Please send this to

any Newspaper Office.John Adamson, Mrs Eliza Russell, Helen Kingham,
Archibald Russell, W.Moira, J. R. Gordon, E. S. Hudepeth, T. Hudepeth,
W. Russell.” — Times, September, 4, 1835.

( No. 22.)
Leith, April 15.- A bottle in which a paper, containing the following notice,
was enclosed, was picked up on the shore at Balmore, on the east side of North
Uist, on the 3rd inst., by Archibald Macauly, and transmitted through Lloyd's
agent to the agents for the London S. & M. G. at Leith ; the lat. of the place
where the bottle was found is 57 ° 35' N., long. 7 ° 40 ' W .:
“ At sea, in lat. 50 ° 50' N. , and long. 16 ° W., brig Thetis, of Leith, from
Leith for Sydney, all well, 18th Jan., 1841. Whoever should happen to find
the enclosed will great oblige Capt. Bisset by forwarding it to the offices of the
S. & M. G., for the purpose of acquainting navigators of the course of the cur
rents of the Western Ocean, and please to mention the time and place that the
same is picked up.
(Signed) “ F. G. Bisset."

( No. 23. ) Custom House, Westport, July 22nd, 1840.

SIR . — This day the enclosed paper was handed me by Robert Mealey, who
picked it up at Clare Island, and brought it to Westport, a distance of 18 miles,
for the purpose of being transmitted to your office. He has requested me to
bring his claim before you for some remuneration for his trouble. Should the
reward sought be a usual thing, I beg to recommend him to your favourable
notice.
I have the honour, &c.,
Richard DowLEY,
Secretary of the Admiralty, Collector .

“ This Bottle was thrown overboard from the British Bark Mary, of Halifax
James H. Godfrey, Master, in latitude 47 ° 20' N , and longitude 27 ° 25' W.,
on a voyage from Savanna to Liverpool this 22nd day of March 1840.-Wind
S.E."

This Paper found 11th day of July, 1840 , by me, at Clare Island Lt. House,
in lat. 53° 45' N., and lon . 10° 36 ' W.
ROBERT MEALEY.

( No. 24.) Coast Guard Office, March 25th, 1834.

SIR . — Enclosed I have the honour to transmit for the information of the
Lords Commissionersof the Admiralty, copies of two letters this day received,
from Commander Thomas Edward Cole, R.N. , Inspecting Commander at
Dartmouth ; and Lieutenant John Bulley, R.n. , chief officer of the Coast
Guard Station at Torcross, together with the document referred to therein ,
which appears to have been thrown overboard in a bottle on the 4th of January
last, from His Majesty's ship Tyne, in latitude 46 ° 37 ' N. , longitude 16 ° 53'
15 " W., and was picked up by the latter officer at 5h . P.m. on the 16th instant,
in the surf on the beach at Hallsands, about one mile north of the Start
Point.
I have the honour, &c. ,
Willia » Bowles,
Comptroller General.
 BOTTLE PAPERS . 315

Dartmouth, March 22nd, 1834.

Sır. - I beg leave to enclose a letter from the chief officer at Torcross,
with a paper found in a bottle on the beach of that station, and which is
directed to be forwarded to the Admiralty.
I am, & c.,
Thomas EDWARD COLE, 1.C.,
Comptroller General, Coast Guard, London .
Torcross, March 17th, 1834.
SIR . — The enclosed paper haring been found in a bottle picked up in the
surf on the beach, at Hallsands, about one mile north of the Start Point, at 5h.
P.m. yesterday, 16th instant, I therefore beg to forward it to you, to be disposed
of as therein requested . It has been blowing since the 11th inst ., at times
strong from the eastward.
I remain, Sir, &c. ,
John BULLEY.
To Captain T. E. Cole, R.N., Inspecting Commander, Dartmouth.
“ This Bottle was thrown overboard from his Britannic Majesty's Ship
Tyne, in latitude 46° 37 ' N. , longitude 16 ° 53' 15 " W. by mean of three
Chronometers on the 4th of January, 1834. Strong Breezes and Squally
Weather at the time, wind S.W.b.S.
“ As the object is to ascertain the force and direction of the Current it is
particularly requested, if it is picked up, that the place and day of the Month
on which it is found may be communicated to the Secretary of the Admiralty
London ,the Captain of any of His Britannic Majesty's Ships, or to the nearest
British Consul.
“ His Britannic Majesty's ship Tyne, January 4th, 1834.
“ Charles Hope, Captain ."

( No. 25. )
A bottle from the ship Symmetry , of Scarborough, Captain Smith, on her
way from Leith to Buenos-Ayres, off Madeira, 9th June, 1825. Picked up at
Salt Kay, Turk’s Islands, after a lapse of ten years, 9th June, 1835 .-- Atlantic
Memoir .

( No. 26. )
“ H.M. transport Maitland, sailed from Port Royal, Jamaica, 10th of March,
1838, with the head -quarters of the 14th regiment on board. This bottle was
thrown over on the 22nd April , 1838, in lat. 46° 5 ' N., long. 18 ° 19' W.
(Signed ) “ Čaas. Hodgson .”

( No. 27. ) Foreign Office, January 4th, 1837.

SIR . - I am directed by Viscount Palmerston , to transmit to you, for the
information of the Lords Commissioners of the Admiralty, the copy of a dis
patch , from his Majesty's Consul at Boulogne, inclosing the copy of a paper
found in a bottle, which was picked up at sea, a few miles to the eastward of
that port, and which purports to have been thrown overboard in lat. 50° 20 ' N. ,
long. 190 W., from the British troop-ship “ Kent,” bound for Quebec, with
a view of ascertaining the direction of the current in the Atlantic.
I am, & c .,
J. BACKHOUSE.
British Consulate, Boulogne, December 24th , 1836.
Sir .-I beg leave to transmit to you the enclosed copy of a writing found
in a bottle which was picked up near to Cape Blanc Nez, a few miles to the
316 BOTTLE PAPERS.

eastward of Boulogne, on the 20th instant, and as the insertion of it in the

public prints is requested, and may be of service to nautical men, I have for
warded it to you for that purpose, should you deem it expedient.
I have the honour , &c. ,
( Signed) W. HAMILTON.

“ Troop Ship “ Kent " with detachments of the RoyalArtillery , Royals, and
66th regiment on board, bound for Quebec , all well.
“ This bottle is thrown overboard for the purpose of ascertaining the direction
of the current for the benefit of all sea-going men, the ship having been, for
several days past, found considerably to the southward of her reckoning , and
it is particularly requested that thefinder of this, in whatever quarter of the
world, will cause the same to be inserted in the newspapers.
W. L.
Ship Kent, lat. 50° 20 ' N.
August 29th, 1836. long. 19° 0 ' W.”
I certify the above to be a true and faithful copy of the original picked up
near to Cape Blanc Nez, a few miles to the eastward of Boulogne, on the 20th
instant.
Boulogne, Dec. 23rd, 1836.
( Signed) W. HAMILTON ,
H. B. M. Consul at Boulogne.

( No. 28.)
Paris, Feb. 12.- A bottle containing a note with the following memorandum
written in English, has been picked up on the coast of Quiberon :
“ To the Editor of the Atlantic Memorial. - N 1 barque Niger, Captain J.
L. Merret, from Africa (Cape Coast ), latitude by observation 48° 13' N., lon
gitude 18 ° 56 ' W. , wind west for the last 4 days. — 7th Aug., 1839. "

(No. 28a. )
The following has been received at Lloyd's, dated London, Dec. ll :
SIR.— I have the honour to forward you at foot a letter found in a bottle
picked up near the coast of the Barre de Mont (Vendee), by the Customs
superintendent of this locality, and who sent it to me through his Excellency
the Minister of Marine.
I have the honour to be Sir,
Your humble and obedient servant,
F. GAUTIER ,
Chancellor of the Consulate -General.
To Mr. W. Dobson, Secretary at Lloyd's.
“ August 29, 1840. - Brig Bolivar, of the port of London , last from the Cape
of Good Hope, out 68 days ; had fine weather up to the present time, but now
we are in a heavy gale of wind from the S.W., lat. 46° 53 ' N. , long. 18° 46'
W., all hands well on board, only short of bread . Spoke four vessels, and were
supplied with said articles. The vessels were the American brigs the Joseph
and Mary , from Cadiz to New York ; the Poultney, from Liverpool to Balti
more ; the Spanish polacca ( name forgot), she was from Santa Cruz to Coruna ;
the schooner Castleray , of London , from St. Michael's, bound to Newfoundland,
loaded with potatoes and onions : got a quantity of each from l:er. We have
passed several vessels in ballast, and spoke the Isabella, from London to the
Isle of France.
“ I am, Sir, yours truly,
" A son of Old Neptune, T. R. M.
“ Honi soit qui mal y pense.”
The Bolivar arrived at Gravesend on the 29th of August.
 BOTTLE PAPERS. 317

( No. 29. )
A bottle from the bark Mary, of London, Abyah Locke, master, 12th April,
1832, in lat. 48 ° 30 ', long. 16 ° 15 ', found on the coast of Jart, lat. 36° 25 ', un
the 4th of March, 1833.

( No. 30.)
The following singularly expressed Memorandum was received at this office,
on the 11th instant, enclosed in a private letter from a subscriber at Ragged
Island, addressed to the Editor of this paper. - Nassau Royal Gazette.
“ Brig Flora, July 29th , 1840, Francis W. SHADDOCK, Commander.
1 “ There is a Divinity that shapes our ends,
Rough hew them how we will."
" And this is to inform the mighty world, that the said brig is this day in
the lat. 43° 55 ' N., and long. 18 ° 4' W., from Greenwich , all well.
“ Therefore, you, the lucky finder of this enclosure, in whatever part of the
Globe it may be, are requested to send it under cover, addressed to the Editor
of the Nautical Magazine, for the benefit of navigation, in some small degree
towards ascertaining the currents of the ocean.
“ We left Poole on the 19th inst., bound to Carboneur, Newfoundland, and
until these past two days, have had very rough weather.
“ The passengers have just had their morning lunch, with a glass of brown
stout, and intend drinking ' Success to the above Magazine,' and hope they
may soon succeed in sending forth to seamen a full and succinct theory of the
cause of winds, founded on accurate information from experienced navigators.
“ Long live our beloved Queen, and always in the hearts of her devoted
subjects."
Found in the Bay of Nepe, on the Island of Cuba, April WM. 1st , 1842.
HEASTIE .
O
Errata 18°6 should be 18.1 in the Table.

( No. 31.)
A stone bottle from the Ibbetsons, of Stockton, on its passage from Pictou
to Peterhead, 5th Nov. 1826 , in lat. 55 ° 30 '., long. 18 ° 20 '. Picked up on
the coast near Killala, 3rd Jan., 1827. - Atlantic Memoir.

( No. 32. )
A bottle was picked up by the crew of the boat Hero of Bryher (Scilly, )
being then 6 miles W.N.W. from St. Agnes lighthouse, containing a paper,
of which the following is a transcript.
“ New York Packet Ship Leeds,Captain Sprague. At sea, June 25th, 1828,
lat. 49° 49' N. , long. 200 25' W., from London, bound to New York , which
place she left on the 15th instant. Died on board this morning at 11h. A.M.
T. P. York , the well known and much respected philosopher. He was held
in the highest esteem by all who knew him , and his loss will be most sincerely
felt. His remains were consigned to the turbulent ocean with every mark
of respect and regret at 3h. P.m. by his fellow passengers. He was justly
celebrated as a philanthropist, and his sole motive in undertaking the passage
was, to enlighten with his profound learning, the inhabitants of the United
States, to whom he was much attached .
" Any person finding this, will please to send an account of the time it is
picked up , and the place where it is found, to Lloyd's London , or to the nearest
newspaper for the information of the friends of the deceased, and also for the
benefit of the Board of Longitude, London .
“ W. I. STANINGTON . "
[My memorandum does not give the date when it was picked up.-E. S.]
318 BOTTLE PAPERS.

( No. 33. )
H.M.S. President, 26th day of May, 1836, lat. 48° 31 ' North long. 19° 38 '
West, light breezes from S.S.W. with a heavy head sea from the E.S.E.
James Scott, Captain.
Thrown overboard at 1 P.M.
Trouvé a la cote de Quiberon, le 1r xbv, 1836, dans une boteille cacheteé.
L.B. Capitaine L.C.

( No. 34.)
Cork, Aug.7.— A tin canister closely sealed, was thrown in at Miltown
Malbay in the last week, and the following memorandum found within it : 1
“ New York packet Virginia, lat. 42 ° 12' N., long. 19° 15 ' W., June 16,
1838. " 1
1
( No. 35. )
A bottle from the ship Kate, Captain F. F. Cresswell , in lat. 24°, long. 19 °,
on the 27th of June, 1825 ; found on the coast of Cuba, 30 leagues to leeward
of Baracoa, in about lat. 22°, and long. 76 °, 28th of Nov. 1826.

( No. 36. )
A bottle from the ship Gambia, in the River Gambia, lat. 131 ° N. , in the
latter part of 1831. Picked up on the southern side of Virgin Gorda, lat.
18° 301.

( No. 37.)
The enclosed was found about 6 o'clock on the morning of Friday, February
13th, in the entrance of Locruss Beg Bay, E.S.E. of Glen Head, County
Donegal, by a poor fisherman in a bottle. Any reward would be thankfully
received by J. Evans, for the finder, whose direction is Ardara, County Done
gal , Ireland.
“ Barque Persian, of London, 23rd of Oct., 1834 ; lat. 47 ° 5 ' N., long. 200
27' W.
“ CHARLES MALLARD, Commander . "

( No. 38.)
A bottle from the brig Albert, R. L. Robertson , master, latitude 47° 20' N.,
longitude 22º W., 24th January , 1822, on the passage from Virginia to Eng
land, the wind then about W.N.W., and had so prevailed for two orthree days.
Found in Rockham Bay, about 4 miles west from Itracombe, 29th July, 1822,
and attested by the agents to Lloyd's.

( No. 38a. )
“ One of our fishing-boats," says a Penzance letter, dated the 5th March,
“picked up yesterday a bottle at sea , covered over with barnacles, in which
was a letter, addressed to whoever might find it. In the inside of the letter
was as follows : — " Ship Fanny, Captain Palmer, lat. 30° N., long. 23 ° W.;
passengers on board John M‘Nale, James Russell, William Cooper, and
William Barnwell, from New York , bound to Liverpool, out 30 days, all well;
wind S.b.E. 16 February, 1812." It is calculated that the bottle has travelled
688 miles, and beenin the water nearly a year.-— The Fanny arrived at Liver
pool on the 10th of May following . – Naval Chronicle 1813.
 BOTTLE PAPERS. 319

( No. 39. )
A bottle from the brig Ardent, John Duncan, master, from Hamburg to
Newfoundland, 22nd of September,1824, lat. 56° 58 ', long. 24° 30'. Found
12th of March, 1825, on the sands of Dell, near the Butt of the Lewis, and the
notice transmitted by the agents to Lloyd's at Stornaway, 17th of March .

( No. 39a.)
A Coincidence . - On Sunday last a bottle was picked up by some boys on
the sands of Dunnet, in which was a paper containing the following :
“May 13, 1842, on board the brig Superior. This morning a male child
was born ; mother and infant are in a fair way. Passengers all in a healthy
state . We have experienced some heavy weather. Our latitude at this time
is 53° 48 ' N. , long. 24° W. On a voyage from Thurso to Pictou and Quebec.
Donald Manson, commander.” It is a very singular circumstance that the
bottle should have traversed the ocean a distance of nearly 1,500 miles, and
have been cast ashore within two miles from the place whence the vessel had
started upwards of five months previous. The bottle in its travels must have
rounded the Hebrides, and also, perhaps, the north -west coast of Ireland,
provided the currents ran in that direction . . We reported in our paper, some
time since, the safe arrival of the above emigrant vessel at her destination.
John o' Groat Journal.

( No. 40.)
On the 17th of April, a bottle was found on the coast of Dax, with a paper
enclosed, containing the following :
Barque Enterprise, from Jamaica to London , June 5th, 1832, lat. 45 ° 5'N .,
long. 24 ° 20 ' W .; all well. We have spoken the brig Alchemist, of Dublin,
with emigrants to Quebec. Out seventeen days; all well on board of her.”

( No. 41. ) H.M.S. Thunder, Nassau, 19th Dec. , 1834.

Sir . — The enclosed paper I received from the Editor of the Nassau Gazette,
to whom it had been forwarded from Watlings Island by Mr. Farquharson .
I have the honour to be, Sir,
Your very humble servant.
To Capt. the Hon . George Elliot, C.B., &c. Robert Owen, Commander.
“ H.M. Surveying Ship Thunder, 24th July, 1833, 1 P.m. lat. 28 ° 3 ' N. ,
long. 26 " 39' W. A steady breeze with royals and studding sails, going 7 knots,
wind E.S.E. and clear weather. Barometer 30-34, Thermometer in air 76°,
in water, 74.
“ Robert Owen, Commander . ”'
Found on Watlings Island, on Friday, 12th December, 1834, by Mr. Charles
Farquharson .

( No. 41a .) “ Neptune, St. John's Road, Antigua, June 29, 1809 .
The following letter furnishes an excellent illustration of a well-known fact,
that the general tendency of currents in the ocean is from the East towards the
West :
“ Sır . - As the enclosed letter, picked up in a bottle, on the windward
part of the island of Martinique, on the 18th of April last, tends to elucidate the
state of the current in the Atlantic Ocean, I enclose it to you, with a request
that you will be pleased to make the circumstance known to the Lords Com
missioners of the Admiralty.
The bottle appears to have been thrown overboard by the Princess Elizabeth
packet, going to the Brazils, on the 6th of September, 1808, in lat. 14° 45 ' and
320 BOTTLE PAPERS .

long. 25°, and it must have been carried about 2020 miles in 224 days, which
gives nine miles per day on a west course .
“ Hon . W. W. Pole," “ I am &c. ALEX. COCHRANE ."

( No. 42.) Paradise, Quarter of Sacarigua,

Trinidad, 22nd September, 1838 .
Dear Sir. — The enclosed was picked up in a bottle within one of the reefs of
the Union I. , Grenadines, West Indies, on the 10th July last, (by certificate
off my manager Mr. Frederick ,) having been thrown overboard from the ship
William Lockerby, in longitude 25 ° 10' W., on the previous 22nd of January.
As a long reef extends N. and S. about eight miles to windward of Union
Island, the bottle may have been laying there for some days before it came on
shore at the place where it was picked up. Union Island is situated in about
61 ° 18 ' W. longitude, and 12° 37 ' N. latitude, showing a direction of the
current nearly W.
I remain , Dear Sir,
Very faithfully yours,
0. W. SPAN,
Com . Washington, R.N. Capt. Bengal Army on Furlough.
“ The ship William Lockerby, Capt Parker, sailed from Liverpool for the
Cape and Isle of France, on Thursday, 28th December, 1837. Was detained
in the Irish Channel by adverse gales and boisterous weather until the 6th of
January, when a south -westerly course was shaped from Cape Clear, with a
head- wind , and heavy sea , The wind gradually veered round to the eastward,
so that the ship preserved a direct course until the 32 ° north latitude, or the
parallel ofMadeira, and to the westward of that island about 8°, when the wind,
though still fair, became light till the 16th inst., when in the parallel of Palma,
the N.E. trade commenced hanging northward at first, and then becoming
more easterly than usual, blowing strong and in beavy squalls till the parallel
of Brava and Fogo. When in mid -channel, between the Azores and Portugal , 1
a sea stove in the starboard deadlights, and destroyed a bookcase on the
opposite side of the after cabin, tearing up the chronometer case, which was
screwed securely to the top of a chest of drawers. On making the island of St.
Antonio in the north -west range of the Cape Verds, we found the timepiece
had not altered its rate. The trade had been more squally than usual , even
sometimes boisterous. Within its limits the sky has frequently presented a
very wild and fantastic appearance, halos round the moon and Jupiter; short
morning rainbows, &c. In making St. Antonio it is advisable to keep some
miles to leeward, as a vessel may be becalmed under the high land of the
island. Have not been influenced by currents from the west during the
voyage. Thermometer within the trade at 70°, weather cold : warmth only
now beginning to increase, barometer has stood since we reached 30° N. at 1
about 30. Troops the flying fish, exoctus exiliens, seen to day for the first
time : one dropped on board , length of the pectoral fins very remarkable.
Temperature of sea 74º.
“ Pat. ROLLAND, M.D.,
“ Passenger per William Lockerby."
“ This bottle was thrown overboard from the ship William Lockerby of
Liverpool, bound to the Cape of Good Hope, &c. , in latitude 14 ° 7' N., longi
tude 25 ° 10 ' W., Monday, 22nd January, 1838. This is intended to ascertain
the set of the North Atlantic currents : whoever picks up this bottle is requested
to acknowledge it by publication . " " J. PARKER. Master."
Picked up on the Union Island eastward Bay, on the morning of the 10th
July, 1838. The bottle must have been over a rough reef of coral from the
spot in which it was seen floating near the shore.
F. O. FREDERICK, Manager of said Island.
 321

THE BOTTLE CHART .

Stockholm , 14th March, 1843.

Sin .-- I have observed from time to time reports in the Nautical Maga
zine, of bottles which had been thrown overboard from ships at sea , to
ascertain the direction and velocity of currents in the ocean, having
been found at various places . I took no notice of these , as being harm
less, when carried no farther than the simple report ; but in the Nau
tical Magazine for this month there has appeared a “ Bottle Chart,” cal
culated to do serious injury by misleading the navigator, and an attempt
being made in an appended note , thereby to account for the late
losses on the French coast, I have felt it my duty to expose this bottle
fallacy ; and I trust that the facts I shall mention will sufficiently
prove the absurdity of this practice, while the losses alluded to can be
satisfactorily accounted for by the inattention of masters of merchant
ships to the deviation of compass when steering a channel course .
When I commanded H.M.S. Briseis in winter , 1813 , I anchored two
miles off Dover, at the beginning of a flood to stop tide, being bound to
my station off Dungeness. The wind, which was south -west, increased to
a gale, which obliged me to veer to two cables . Determined to ride out the
gale until the strong spring tide of ebb made, which would enable me
to way and turn to windward under close - reefed topsails, when the ship
was tending to the weather tide, I threw a bottle overboard, expecting,
of course, that it would float to windward with the current. But the
sea or swell having increased with the weather tide , I saw the bottle
on every wave rolling to leeward , and taking the directions of the
Downs, denoted that of the wind instead of the tide which was going
two knots by the log. This accidental circumstance, and subsequent
reports of bottles having been thrown overboard to ascertain the direc
tion of currents in the ocean , induced me to make experiments on the
actual drift of a bottle thrown into the sea , under various circumstances.
I shaped a flat piece of wood , exactly the length and diameter of a
bottle, through the centre of which was a cross piece one inch thick,
and also the diameter of the bottle ; this being loaded with lead (so
that the neck part only was visible when immersed ,) was thrown over
board in 1815 , from the Actæon , which I then commanded , and at the
same time a bottle , in a gale of westerly wind , about where No. 12 is
in the chart, when it was immediately manifest that the bottle was
drifting with the wind , while the immersed wood of the same dimensions
remained comparatively fixed .
On the same cruise I fell in with , and picked up, the top- mast of
His Majesty's ship Defence, in lat. 49º N., and long . 20° W. , not far
from the spot where that ship carried her top -masts away when
in chase of the French fleet in Nov. 1793, where it must consequently
have been 211 years ! Part of the topmast shrouds were still attached ,
and by hanging down about 4 fathoms, effectually kept the after part
of the mast above water, on which the name , “ Defence , ” was perfectly
legible ; excepting the upper side , the mast was covered with barnacles,
and when hoisted on board was found to be completely worm eaten ,
these facts proving that this mast so immersed by the rigging, had been
ENLARGED SERIES.- N0 . 5 .-- VOL. FOR 1843 . 2 T
322 THE BOTTLE CHART .

211 years stationary at the very place where the chart denotes that
scores of bottles had in the same time drifted to the eastward .
My next experiment was a bottle, into which I poured such a quan
tity of liquid pitch as sufficient to sink the bottle up to the neck , when
the pitch became cool it hardened at the bottom of the bottle, and was ,
therefore, secure from moving by the motion of the sea, this and another
bottle, empty , were thrown overboard at the same time , when it was
proved that the empty bottle separated to leeward of the other at the
rate of a quarter of a mile per hour .
Those who have been in the spring of the year at St. Johns, New
foundland , must have seen masses of ice, five - sixths of which are under
water, passing the harbour's mouth , steadily making their way at from
1 to 2 miles an hour against a strong south- west gale , when a bottle, as
I have proved by experiment, would take the direction of the wind at
nearly the same rate .
Being convinced of the fallacy of throwing bottles overboard to obtain
the direction and strength of currents; on my voyage of discovery , in
1818 , I had a number of copper cylinders made , and so loaded that
the one end appeared from one to two inches above water, and in refer
ence to the “ Bottle Chart , " I find that two bottles were thrown over
board from the Alexander, on the 27th and 29th of May , in Davis
Straits; and that by my journal, a copper cylinder was thrown over
board from the Isabella , then in company with the Alexander, on the
28th , with the remark that it appeared to be carried to westward .
Now the Alexander's bottles have been found , the former at Staffa , and
the latter at Donegal; in direct opposition to the well -known and con
stant current which carries numerous trees from the eastward round
Cape Farewell , as high as 64° N. , in which direction the cylinder
was to drift, and consequently none of the twenty - five copper cylinders
I threw overboard during that voyage have ever made their appearance on
the European side of the Atlantic.
I have now only to add that, I was twelve years cruising in the
Channel, that I have anchored in all weathers on the French coast, and
often exactly off where the Conqueror was lost, and , I can testify , from
actual experience that there is no indraught on that part of the French
coast , and it therefore, cannot be on that account that the late ship
wrecks have taken place, and that the determination of a current setting
on that coast, by empty bottles having drifted on it is a fallacy.
I do not, however, mean to say that the practice of throwing over
board bottles, is of no use . For instance , if a bottle denoting the fate of
the President, had been thrown overboard , and found , it would have
been a melancholy satisfaction ; but it must be taken into account that
when she was last seen it was in a storm , when every one but the watch
would be below , that every thing that could be washed by the sea off
the deck would be secured , and , if the ship, impelled by steam , struck
on a heavy mass of ice , her destruction and disappearance would be in
stantaneous. And , there are , no doubt, many cases where bottlesmay
be useful in that way ; but my object is to point out, not only the fal
lacy of attempting to determine the direction and strength of the cur
rents in the ocean by that means, but to guard navigators against put
ting any faith in the conclusions made there anent; but to turn their
 THE BOTTLE CHART . 323

misled attention to the deviation which is more or less found in every

ship , when steering an easterly , westerly , or Channel course, which is
occasioned by the materials of which the ship and cargoes are composed ,
complete instructions and rules for obtaining the necessary corrections
for which were published by me, in the second edition of my Voyage
to Baffin's Bay in 1818 , but are, notwithstanding , almost totally un
known to the masters of merchant ships.
I am to request that you will be pleased to make this communication
public, and to take such steps as it may appear proper to you , on this
occasion.
I am , &c.
John Ross,
To Captain Beaufort, R.N. Captain R.N.

THE BOTTLE CHART.*

IF most persons are pleased with " a bottle of good wine, " I may assert
that every person who has looked at the “ bottle chart” of the Nautical
in my possession, has been pleased to express himself both surprised and
delighted , not alone from the represented effect of the surface waters of
the North Atlantic being displayed over its entire area, but also from
the clear and well defined arrangement of the multitude of lines and
figures, and the absence of any thing like confusion in the delineation .
To the seaman it must be a great treat ; and whilst we do but common
justice to the talents and scientific industry of the highly accomplished
author of the chart, we must add our meed of praise to the several
commanders of ships, who whilst voyaging , and having their minds
occupied with the necessary duties of their calling, have, nevertheless,
found time to send off their " despatches ” for the benefit of navigation .
“ The question , ‘ cui bono' , to what practical end and advantage do
your researches tend ?" may be thus answered :—the sending of bottles
adrift, with notices within , and the display of their points of departure
and arrival , with assumed lines, are substantively demonstrative of the
general tendency of the surface waters of the Ocean ; and , in this res
pect may become auxiliary in confirming or refuting theories . But
even if the attempts originated in a mere matter of curiosity , such appa
rently unprofitable essays, might lead to very unexpected results.
Malthus says : — “ If science be manifestly incomplete, and yet of the
highest importance, it would surely be most unwise to restrain enquiry,
conducted on just principles, even where the immediate practical utility
of it was not visible .”
It seems evident upon the very first inspection that, the surface drift
of the North Atlantic accords, in the main , with pre -known theory ;
that is to say : from the meridian of the Cape Verd Islands to the
Caribbean Sea , the tendency of the surface water is from eastward to
westward ; from the Florida Channel to Newfoundland , toward the
north - east ; thence to the English Channel , northerly of east ; and
* See the March Number of this Magazine.
324 THE BOTTLE CHART .

from the parallel of Cape Ortegal to the Canaries, to the southward ;

thus proving or I may say confirming the fact that, the waters, the
surface waters , at least, circulate round and round the entire area of
that ocean .
As properly observed , the lines on the chart are merely intended lo
connect the places of departure and termination of the bottles, and not
to show (as may be imagined by those who are not seamen,) in every
case the true direction which the currents and drifts pursued .
In many of the instances it is probable that a variety of curves were
made, which can only be traced in the mind of such viewers of the
chart, as are, from a practical knowledge of the sets of the various cur
rents and drifts of this ocean , enabled to grapple with the intricacy of
the subject. The utility of the data which the chart affords to the
young seaman and navigator will be great , if he studies these with
attention ; and explanation having been given , he ought neither to be
puzzled nor misled.
The idea of the construction of such a chart is a very happy one,
for, without it, we are sure that the reading , or even the studying of
the lists of the latitudes and longitudes of the departure and landing
of the bottles, would not have been attended with the same result, as
is afforded by the clear exposition of the facts concentrated , as it were,
into one focus, and which , from a single glance at the chart, stamps
the whole at once upon the mind ; an impression that will, no doubt,
remain indelible, for future use, as occasion may require.
In a few years , perhaps, we may be gratified with a "Hurricane
Chart , " * which , if any opinion may be ventured , would be equally , if
not more useful than the types which precede its natal hour. Indeed ,
partially , we may say , this has already been attempted by Mr. Redfield,
and Colonel Reid ; but the routes throughout the whole area of the
North Atlantic are desirable . It is not at all improbable that the
curves which these progressive meteors follow , would appear, when
struck off, pretty much in the same directions as most of the lines
shown upon the « bottle chart.”
The numbers and lines upon the present chart, are far too numerous
to admit of conjectures being given by one individual. I shall only
venture brief remarks upon a few of the most curious, and merely
observe , by the way , that, the bottles thrown overboard near Newfound .
land , from their direction being principally to the northward of east,
would seem to denote that the main body at least, of the Florida stream 1
proceeds in that direction , and does not iurn round off to the south - east,
westward of the Azores , as is generally believed ; it is highly probable,
however, that a branch does flow in that direction , perhaps on both
sides of the group :
Nos . 79 and 96 , show plainly enough the south-west , or counter
current eastward of the Florida stream ; Nos . 99 and 100, also the
southerly tendency of the surface drift . And between the Bermudas
and the Caribbean Isles, the westerly set is apparent. Hence those
ships which are homeward bound from the latter , unless favoured with
a fresh leading wind, would do better by passing westward of the Ber

• We shall not fail to keep this in mind , - Ep .

 THE BOTTLE CHART . 325

mudas, except in the season of hurricanes, than endeavouring to shorten

their voyage by as direct a course as they can make eastwardly of that
group.
It is still questionable if the central space of the North Atlantic is,
'or is not in a neutral state . Some consider it to be in a condition
analogous to the effect which takes place in the North Sea with refer
ance to the tidal action . We may reasonably believe the winds to be
operative in directing portions of a current in a new course , although
their force may be insufficient in creating a flow of the waters beyond
· what is termed a drift current.
. In a confined space there appears to be a tendency in flowing water
to a circular motion, the centre of which circumscribed space may be
in a quiescent state, that is to say, without current . But in so exten
sive an area as the centre of a wide ocean , it is doubtful whether the
water would be found uninfluenced by surrounding currents, or the
effect of stormy winds acting upon portions of these, would not impart
motion in various directions upon its surface throughout.
The subject is one well worthy of investigation , as being of some im
portance to navigation . The immense floats of sea-weed found in the
space alluded to is certainly a favourable indication that, therein , the
water is comparatively quiescent, and , if this should be confirmed would
it not be the best route for ships to follow , when bound to the United
States of America .
No. 66 , from the 40th degree west to the east coast of Guatemala.
We may here gain a clue to the easterly sets often experienced to the
southward of Jamaica. The impelled body of water to the westward ,
striking directly upon the above line of continental coast, may be sup
posed to be repelled back , or to glance off curving (a natural tendency )
to the eastward - northerly - whilst a part passes on round Cape Gra
cias a Dios.
No. 108 , affords the same reason for conjecturing a similar action
farther to the northward — Yucatan , and may account for the easterly
set curving to the southward , between Cape Antonio, of Cuba, and the
abovenamed peninsula .
No. 51 , apparently anomalous , “ Ship Wellington ,” Capt . Liddell ;
very nearly four years ( 3 y . 346d .) from Cape Verd Islands to the
north -westward of the Azores. This bottle probably took the direction
of No. 52 , towards the Bahamas ; thence to Newfoundland , and so
round to 39° W ; and it might if it had been left to take its course,
have been found on one of the isles near which it was dropped .
No. 46 , “ Lady Montagu , " 295 days , dropped in 7 ° 7 ' S. , 8° 6 ' W. ,
found on the shore of Guernsey! All reasoning upon this case would
prove futile. I cannot admit that it took its round-viâ the Equatorial
current, by the West Indies, along the American coast , to the English
Channel , in so comparatively a short period of time. Allowing an aver
age of one knot an hour upon the whole time , the distance given is
7080 miles. It is possible that the bottle may have been picked up
by some ship, and again dropped near to where it was found ; but I
cannot pay so bad a compliment to any seaman as to entertain the idea
seriously . Those who may have the inclination , can make the calcu
lation according to the courses of the currents known as permanent .
 326 ADDITIONAL BOTTLE PAPERS .

At present I leave it as I find it , an apparent “ puzzle,” and close as

I began
Your obedient servant ,
John Evans,
To the Editor, &c. Lieutenant R.N.

ADDITIONAL BOTTLE PAPERS.

The following extracts from papers found in bottles, have reached

us, in continuation of those which appeared in our March number .
The first which we have numbered 106b as falling in that portion
of our chart, appears to have been thrown over near the eastern edge
of the Florida stream , and may possibly have been carried to the north
ward and eastward of Bermuda, curving down to the southward , till it 1
reached the Equatorial current, which carried Nos . 61, 71 , and 90, to
to the westward . No. 96 , and 100 would appear to have made the
same kind of detour, as well as No. 99 , to the north of Bermuda. The
interval between its departure and discovery appears to be 1 year 309
days.
No. 476 has taken the usual course to the coast of Ireland , and No.
40a which has been obligingly communicated by the Editor of the
Athenæum has taken the usual course from the Cape Verds to the
West Indies.

( No. 128–1066. )
From the Shipping Gazette of 13th of March, 1843.-— " The India , Jelett,
from N.W. Coast, Sandwich Islands, arrived at New Bedford, Jan. 28, lat.
20° 38 ' N. , long. 66° 04 ' W., picked up a bottle that reported “ barque Wm .
Herdman , of Sunderland, Michael master : was thrown overboard March 21 ,
1811 , in lat. 30 ° 18 ' N., long. 72 ° 52 ' W. , while on passage from Bordeaux for
Savannah ; had tried the current in a calm , and found it setting southward ,
per compass, į mile per hour." - Interval 1 year 309 days.

( No. 129–476. )
The following has been forwarded to us by a correspondent, who dates bis
letter from Dingle, in the county of Kerry, Ireland : - " This bottle was thrown
overboard from the ship Delia , S. Adey, master, on her voyage from Plymouth
to Quebec,in lat. 50° , and long. 26° 18 !. Should it be picked up , the writer
will thank it to be made known by publication, or addressed to Captain Adey,
Poole.- August 12, 1842. All well on board." The bottle was picked up on
the 28th of December, 1842, un Ferriter's Cove Strand, after severe gales, by
C. F. Collett , R.n. , Lieutenant , Dingle district, county of Kerry. The bottle
had been afloat 137 days, and had been carried by currents over 972 miles of
sea. — Hants and Sussex Standard , Jan. 9, 1843.

( No. 130--40a . ) L.G.P. March,

Dear Sir. It is possible thatthe following paragraph from Galignani's Mes
senger of the 11th April, ( Tuesday ), may be worth adding to your collection ,
and in that hope I send it.
Yours truly,
C. W. Dilke .
 ON FINDING TIME AND LATITUDE . 327

On February 12th, there was found on the shore at Basse- Point (Martinique)
a sealed bottle, enclosing a visiting card, on which was found the following
piece of writing : - “ May 19, 1842, at half -past six in the evening , from the
Nisus, before Saint- Lucia, one of the Cape Verd Islands. This bottle has just
been emptied by the officers and passengers, in full conviviality .” This note
was signed “ Rey ."

ON FINDING TIME AND LATITUDE ,

Sir.- On perusing your useful and widely diffused Magazine, I observe

many valuable rules for finding the latitude and time by sea observa
tions. Permit me to contribute “ a mite ” to the list already published,
as I fancy it will be found acceptable to many of your Nautical
readers . During the Sulphur's “ late Voyage round the World ” I have
had an opportunity of examining most of the Nautical Tables of the
present day , and also in forming an estimate how far those tables are
available for the Navigator, to keep pace with the new acquisitions
which are daily being added to Astronomical Tables.
In the course of the above examination , I have practically tested
numerous rules for finding the time and also for latitude by altitudes off
the meridian . Most of them for latitude are unavailable in practice,
because they are dependent on having the apparent time, found by a
previous observation . The rule by which the following example is
computed , has been tested by observations in various parts of the globe ,
taken on shore by sextant and artificial horizon, with every possible
degree of accuracy . The results compared , are found to agree so closely
that the rule appears available for sea observations .
Your most obedient servant,
CHRISTOPHER GEORGE,
To the Editor, 8c . Late of H.M.S. Sulphur.

LATITUDE .
A conci 8 and easy method of finding the latitude by two altitudes, off the meri
dian .
The Limits are the same as in all methods for finding the latitude by altitudes
near noon ; viz. , the minutes from noon must not exceed the degrees of zenith dis
tance .
Rule.
Take two altitudes and note the times ; find the intervalbetween the observations,
and the corresponding change in altitude. Enter Table A * with the approximate
latitude and declination, and call the corresponding log. A. Then add together
Interval of time , in minutes and decimal parts log. a c
Change of alts. in seconds +
A
Log .

Add these three Logarithms together, and find the Nat. number, and with it enter
Table B , in line with it will be found two quantities , one in time, which added to the
middle time of observation , gives the approrimate time from noon,the other quantity
call T. To the Logarithm of T, add the Logarithm A , the Nat. number of their sum
* The formation of this, and tables B , C , D , will be given hereafter.
328 ON FINDING TIME AND LATITUDE . 1
1
is the correction in seconds, to be added to the middle altitude, and gives the meridian
altitude.
Method 1.–FOR FINDING THE LATITUDE,
' Interva of time .
Given Change of altitude. To find The latitude .
Lat. | Approximate time of the day .
Declin. } To half a degree.
Example,
Nicoya , 24th Jan. , 1839.-Lat , 9° 56 ' N.-Sun's Declin . 19° 14 ' S.
By a watch shewing 6h . 56m . 36s. The sun's alt , was 60° 25 ' 5 "
7 3 . 58 60 32 55 1
6h . 56m . 363. 60 ° 25 ' 5 " Lat. 9 ° 36' N. V A
7 3 58 60 32 55 Declin . 19 28 S. ) 0.568202
7 22 7 50 1
60 |
470

Interval in time 7.366 Log, ac 9.132768

Change of alt. 470 Log . 2.672098 +
A. ас 9.431798 B
h. m . 5.
Log. 1.236564 17 24-0 9 6 and 82:81 T
7 0 17 Middle time.
7 9 23 Error of watch .

A 0.568202 +
T. 82.8i Log. 1.918082
2.486284 306.4 -0 5 6
60 29 0 Middle alt.
60 34 6 Meridian alt.

The error of the watch by equal alt, was 7h . 9m . 32s.

The obs, meridian alt, 60 34 10

Time.
Under the Latitude , place the Declination , and find the Meridian Zenith Dis
tances corresponding thereto.
Under the Meridian Zenith Distance place the Zenith Distance at the time of
observation. Enter table C , with the Latitade and Declination , and the correspond
ing Logarithm call C. Enter table D with the Zenith Distances ; and the Logarithin
corresponding therelo, add to C. The sum of these Logarithms found in table D, is
the apparent time.
By the same Tables and Method the Azimuth may be found , by changing places
with the Declination and Zenith Distance at the time of observation .
Method No, 2.-FOR FINDING THE TIME ,
The following is worked by tables found in most Navigation Books, only differently
arranged .
 MODERN WORKS ON NAVIGATION . 329

Lat, 0 40 ON .
Declin . 20 32 39 Table C. 0.028571
Zenith dis, i 19 52 39 (6 D
Z. D , at time of obs . 43 53 30 9.020684
D 9.049255
2h . 36m . 258.
The above, requiring only two tables will be found very useful in computing the
Latitude from the Time , as proposed by Capt. Owen .

MODERN WORKS ON NAVIGATION

( Notes and Mems. " for the use of Seamen .” - Second Series. )
Lax . *

The Rev. Wm. Lax was many years, Professor of Astronomy in the
University of Cambridge, in which capacity he distinguished himself,
by the untiring zeal with which he discharged his important duties.
It was well known that he had devoted much of the latter part of the
time he was there to Nautical Astronomy , and calculating tables for
the easier working of its different problems . In 1821 appeared the
work now before us, in the preface of which he informs us, “ that it is
no hasty production ; that, on the contrary, he had been employed upon
it for some years ; and that he had spared no pains to render it worthy
of the approbation of the British Seamen . " It is on these grounds that
we notice it ; for we believe , it was published by the Board of Longi
tude, and it was fully expected that it would entirely supersede all the
other tables hitherto used with the Nautical Almanac . In spite how
ever of all these favourable auspices it did not take , and has never been
much used ; indeed it is hardly known to the generality of Navigators.
Yet , this work has many of the requisites, which fit itwell for general
use , and distinguish it from the Norie's and Hamilton Moore's of the
day . It is an original work, no mere compilation , written and calcu
lated by a Mathematician, and a finished scholar, well acquainted with
all that had been done by those who had preceded him ; he carefully
avoids their mistakes , and did not, like Mendoza Rio, produce a ponderous
quarto , in order to do little more than solve the problem of finding the
longitude by the lunar observation . He makes no blunders from igno
rance of his subject, his tables are so arranged that almost at night every
part can be taken out with sufficient accuracy, and above all a simi
larity runs through the different methods, that he uses to solve the vari
ous problems. Yet , in spite of these requisites, Navigators were right
in neglecting this book , -it is not well fitted for general practice ,-in
short it is not the working man's book . Paradoxical as it may appear,
although the rules used are easy, they are not simple, but unnecessarily
complicated .
• “ Tables to be used with the Nautical Almanac, for finding the Latitude and
Longitude at sea, with easy and accurate methods for performing the computations
required . — By the Rev. W. Lax , A.M. , P.R.s. , Lowndes, Professor of Astronomy and
Geometry, at the University of Cambridge.-- London, Murray, 1821. ”
ENLARGED SERIES . - NO . 5 .--- VOL . FOR 1843 . 20
330 NAVAL CHRONICLE.

Thus, in order to render all the proportional parts for seconds addi
tive , he is obliged to employ parts for no seconds , and thus the computer
cannot, if he wishes, work to whole minutes. This artificial system we
look upon as a complete mistake, since it directly opposes all our habits
of acting and thinking , according to which we naturally take the
greatest, or most important first, and come to minutiæ afterwards.
Lax , though he works his variation , and every thing else to seconds ,
understood his subject thoroughly , no doubt ; but failed for want of a
practical view of it. Such words as “ Lemma ” and “ Scholium , " are
not likely to become familiar among seamen- fortunately.
Mem . — The work contains no Navigation .
The author uses versed sines,which have grown into a kind of fashion
of late years, though they were used , in the work of Sir Jonas Moore,
in 1681 , to 7 places. Against these we have strong objections. The
last figures are always put down ,-as 7 places are used , the computer
cannot work to any other number ; he was to try to work to 6 or 5
places he must count from the last or seventh place , unless ciphers are
prefixed to make up the 7 places, as in Dr. Inman's Tables ; the end of
all which is that, the student is told to throw out the first figure; and
thus these numbers stand in complete opposition to all other numbers
natural and logarithmic, and as soon as a computer has recourse to them
he at once runs counter to all his usual habits. For our part we pro
fess ourselves of that school which begins at the beginning, and employ
3, 4, or more places of figures, according as the degree, minute , or fur
ther accuracy is wanted . Besides, we dislike increasing the number of
Tables, especially the larger ones, for more time is often lost in turning
the leaves over than is gained by the additional facility , for the direct
end of all tables is merely the saving of time . The perfection of table
work would be to require only one table ; but as this is impossible, the
smallest number is the next step.

M. CLEMENT's NAUTICAL INVENTIONS .

On the Sillométre, Sub -Marine Thermometer, Steam Thermometer,

Berivomêtre and Escternal and Internal Thermometer .
Such are the names given to five instruments lately invented by M.
Clement of Rochefort, and which have for some time been adopted in
the French Royal Navy .
As a trial has recently been made with some of them , on board
H.M.S. " Lightning , " and as they have since been fitted to the
“ Blazer , " at Woolwich , we purpose to lay before our brother seamen
a brief description of these several instruments, followed by the report
ofMr. Large, of Woolwich Dock Yard, on the trials in the “ Light
uing ; ” reserving for our next number a more detailed account of these
ingenious inventions ( which we hope to be enabled to illustrate with
wood cuts,) together with Captain Washington's Report, of the recent
trials of them on board H.M.S. “ Blazer."
 NAVAL CHRONICLE . 331

1st. The Sillométre, as its name denotes, is an instrument to measure

the rate of a ship's sailing, which is shewn by a dial on deck, and is
intended as a substitute for the common log .
2nd . The Sub -Marine Thermometer is a very delicate thermometer,
composed of platina and silver, placed at a depth of about ten feet below
the surface of the water, and communicating with a dial on deck.
3rd . The Steam Thermometer, points out the temperature , and conse
quent pressure of the steam in the boilers, which is also shewn by a
dial on deck .
4th . The Derivométre is an instrument somewhat on the principle
of the sillomêtre, and intended to measure the drift of a ship.
5th . The External and Internal Thermometer, as its name indicates,
is a highly sensible Thermometer, so placed against the wall of an obser
vatory, or house , as to shew the temperature of the air without and
within , the two pointers which mark this are on the face of the same
dial .
We now proceed to the trial of the three first of these instruments,
in October last, on board the “ Lightning , ” Lieutenant Snell , R.N., on
a passage from Woolwich to Portsmouth and back .

MR. LARGE'S REPORT.

1.- Trials with the Sillometre.
( During the passage from Woolwich to Portsmouth .)
Thursday, 13th October, 1842.-About one mile and a quarter below Graves
end, commenced a trial between Massey's patent log and M. Clément's sillo
mêtre. After a run of 2 } hours, (being off Sheerness,)
Distance given by Massey's log 151 miles .
Sillomêtre 15
Distance from Nore light to Deal.
By Sillomêtre 42 miles.
By tables reckoning from buoy to buoy 411
At 4h. 25m. P.M. , altered the course four points, during which operation the
sillomêtre showed a diminution of speed, from 8 miles per hour to 7 miles.
At 8h . 50m . P.m. , off South Foreſand , commenced a trial between Massey's
log and the sillomêtre. Friday morning, took in Massey's log.
Distance from abreast the South Foreland to about 7 miles to the eastward of
the Owers,
By Massey's log 847 miles
By sillomềtre 821
By tables, reckoning from buoy to buoy 85
Moved sundry weights aft, viz ., boat, brass guns, anchor , oars, &c .; for an
instant the speed , as shown by the sillomêtre diminished to 7.4 miles per hour,
but it almost immediately increased to the former speed of 8 miles.
Moved the same weight forward : no sensible difference in the speed of the
vessel .
The speed, as shown by the sillomêtre varied from 8.1 to 8.2 miles per
hour.
Tried the speed of the vessel by the common log which gave . 81 miles.
The sillomêtre the same, viz. 81
At10h . A.m., abouttwo miles past the Nab light, tried Massey's log.
Distance to near the entrance of Portsmouth harbour.
By Massey's log 6 miles nearly.
By Sillomêtre 6 exactly.
332 NAVAL CHRONICLE .

During the passage round to Portsmouth, the speed of the vessel was pur
posely checked, by blowing off steam , to see the effect on the sillomêtre. The
speed, as shown by the sillomêtre was gradually reduced from 8 miles per hour
to 4 , at which point it stood steady. On the order being given for full speed,
the sillomêtre showed a gradual increase of speed, till it came to 8 miles per
hour, as before.
On the return voyage, from Portsmouth to Woolwich, the distance performed
way
By Massey's log 119 miles.
By the sillomêtre 118.6 «

II . - Trials with the Marine Thermometer.

(During the voyage from Woolwich to Portsmouth . )

Marine
Time of Thermometer
taking REMARKS.
Observa.
tions. Centi
grade Fahr
Thursday 0
h . m.
11 Oam 12.0 53.6 At Woolwich.
12 30pm . 13:55 56.4
2 25 13:55 564
3 25 13 25 55.8 1 5 Fathom Channel ; Cant Shoal; depth of water, about
13:15 5507 16 feet
3 30 13:27 : 55.9
13.5 56.3 About 19 feet depth of water,
3 35 13.55 564 3 } fathoms
3 40 13.575 56 4 3 66
As called out by the leadsman .
3 50 13 : 7 56.7 31 }
3 55 15.25 594 23 feet, as stated by the pilot.
4 0 13 : 7 56.7 34 fathoms
4 10 13.7 56.7 31 } As called out by the leadsman .
8 30 15.0 59.0
9 30 16.0 60.8 Off Dover.
Friday
8 Oam.16.15 61.1 About 7 miles to the eastward of the Owers,
10 0 14.25 57.6 3 miles from Nab light.
11 0 14.2 5766 Portsmouth harbour.

It will be seen from the above observations, that at Woolwich the thermo
meter stood at 12 ° ; as we got into decper water, it rose to 13.55 ° ; as we
approached the Cant Shoal, it fell very rapidly to 13 : 15° ; when off Dover, it
had risen to 16 ° ; 7 miles to the eastward of the Owers, it rose to 16 : 15 ° ; and
in Portsmouth Harbour, it fell to 14.2º.
From which it appears, that the marine thermometer, in its variations, fol
lowed the inequalities of the bottom of the sea, so far as these inequalities
could be ascertained from the heaving of the lead , or from the information of
the pilot ; that is, on the approach to shoal water, the thermometer fell, and
on the approach to deep water, it rose .
It may be inferred, that the marine thermometer would indicate the approach
to rocks and icebergs, from the influence these bodies are known to have on
the temperature of the sea, for a considerable distance .
 NAVAL CHRONICLE . 333

III. - Trials with the Steam Thermometer.

(During the passage from Woolwich to Portsmouth .)
Temperature 01
the waterjust Height
Thursday, taken from the of M. Clément's
Oct. 15th , boilers, as taken Steam Steam REMARKS.
1842 . by the engineer Guage. Thermometer.
of the
“ Lightning ."
h. m. Fahrenheit. Inches. Centigrade Fahr.
3 OPM . 2120 2) 107.4 225.3
4 0 213 4 109.5 229: 1
5 0 2121 31 109.3 228.7
6 0 213 31 110.3 230.5
7 0 213 3} 110.0 230.0
8 0 2131 111 4 232-5
8 30 110. 231.3 {S Rate of speed by Sillometre 8.35
Rate miles per hour.
Friday,
10 OAM . 214 21 107.55 225.6
11 4 110.75 231.3
11: 1 232.0 Just bringing up in Portsmouth
harbour .
111.15 232: 1
Temp
water
OSATURDAY

boilers

IV. Observations from Portsmouth to Woolwich.

enginr
,taken
given
just
from
.of
.Steam
Guage

by
as
., ct.

.
15

Marine Sillo Steam Ther REMARKS .

Thermometer. métre. mometer .

P.M. Centig . Fahr. Miles, Centig . Fahr. In . Fahr.

h . m. 0 pr hour
2 10 13.5 56 : 3 6.8 104 : 15 219.3 At the entrance of Ports
2 15 14:15 57.4 7.2 mouth harbour.
14.35 57.5 80
1401 57.4

2 20 14.2 57.5
2 35 14.0 57.3 8.8
8.5 106.9 224 4
8.2
3 0 | 14.2 57.5 8.2 108.5 226.7 Nab light bearing S.E.b.S.
half a mile.- Altered course
3 10 14.55 57.8 83 108.2 226.4
3 35 14.8 57.9
3 30 14.6 577
15 : 0 59.0 8.2 107.0 225.0
15.3 59.3
3 50 | 16.15 60'9 8.2 107.9 226.2
4 0 108.0 226.4
16.20 61.0 8.3 109.85 229.8 21213-5 The marine thermometer ,
16-5 61 :4 higher than when off the
same place in the passage to
Portsmouth , owing to our
frourse being more distant
from the light vessel.
334 NAVAL CHRONICLE .

boilers
water
Temp
enginr
taken
given
from
just
OSUNDAY

Guage
.Steam
.of
.by
as
,
., ct.
16
Marine Sillo Steam Ther Remarks.
Thermometer . métre. mometr

P.M. Centig. 1 Fahr. Miles. Centig. Fahr. In . Fahr.

h. m. 0 prhour 0
4 30 16:35 61.3 8.4 110.0 230.0

5 0 16.20 61.2 8.3 110.6 230.5 214

8.4
5 45 16.25 61.2 8.3 1101 230.0
6 0 16.2 61.2 1088 227 : 8 31213.8
6 30 16.2 61.2 8.1 107.8 2256
7 0 16.3 € 1.3 8.3 109.3 229.5 214
7 30 16:25 61.2 83 108.5 227.6
8 0 16: 0 61.0 83 109.0 228.2 34213.8
8 30 15.4 59.7 8.3 10.0 230.0
15 : 0 59 0
90 15:35 59.4 8.3 107.4 225.4 3 2135
9 30 15:45 59.5 8.3 106.4 223.5
10 0 15.2 59.3 8.3 108.1 227.2 31 213.8 Off Hastings.
Ofrom

7 QAM 14.35 57.5 8:2 109 : 15 229.1 In the Downs.

14.45 57.7 108.5 227.3 4 214 Altered the trim of vessel,
Speed
varied

1087 227.7 by placing aft 60 men , with

per
7.9

14.55 57.8 their bags , bedding & chests ,

108.7

14.70 58.4
hour

anchor, and brass guns, no

8.4

14.8 58.5 227.7 14 214 alteration in the speed of the

to

14.9 58.6 vessel. North Sand Head

15.0 59.0 light distant S.S E. } mile,
7 30 15.5 59.9 8.3 108.8 227.7 Removed the same weight
forward , no difference in
the speed . Ramsgate Pier
15.0 59.0 109.1 229.1 Head bearing 2 miles.
7 50 14.5 Hauled in Massey's Log, distance from Portsmouth harbour to
abreast Ramsgate Pier, by Massey's log 119 miles.
By Sillometre 118.6 .
8 0 13.7 57.8 8.4 108.6 2267 N. Foreland N.b.W.2 mil.
90 13:17 56.4 105.8 222: 4
9 30 13.7 56 :4 108.5 226.7 4 fms. Herne B. &Whitsbl.
10 25 13.8 56.5 8.3 106.7 224.4
10 30 13.7 56.4 8.3 105.9 223.8
11 0 13 : 7 56 : 4 8.4 108.6 227.5
11 30 13 6 56 : 3 8.3 1091 229: 1
11 45 13.7 56 : 4 110.3 23001 Blew off steam . Brought
12 0 13.7 56.4 8.9 108.5 227.3 up abreast the Guard ship ,
12 30 13.7. 56.4 8.9 109.7 229.2 Sheerness.
 NAVAL CHRONICLE . 335

V. Trials with the Steam Thermometer in the Medway.

Oct. 16th , Centi Oct. 16th , Centi

1842. grade. Fahr. 1842. grade. Fahr.
P.M. P.M.
h. m. h. m.
12 40 Sheerness . 110.8 231.4
1 45 Upnor. 4 0 110 : 75231.3 Abreast Upnor.
2 0 111.3 232.3 Off Chatham dock 1107 231.3
111.3 232.3 110.4 235.5
111.5 232.7 } Vessel stopped. 110 :15 230-3 Off Gillingham .
Ordered to go on. 4 10 110 :1 230.2
110-2 2304 Order to ease her.
110 :1 230.2 110 : 1 230.2
109.95 229.9 4 15 110 20 230.4
109.8 229.6 1105 238.6
109.7 229.5
109.6 229.3 110.2 230.4
109.4 229.0 110 : 1 230.2
109.3 228.7 110.0 230.0
Order to ease her 109.8 229.6
109.7 229.5 a little. 4 20 109.2 228.4
109.8 229.6 4 25 108•1 226-31 Going full speed
9
109. 229. 8 108.0 226.4
110.0 230.0 107.5 225.5
110.1 230.2 4 30 107.0 224.6
110.2 230.4 106.9 224.4
110.3 230.5
110.4 230.7 4 108.3 225.5
40 107.5 226.9 si rived at
110.5 230.9 .
110.9 241.6
Order, go on .

The observations here taken show how every variation in the temperature of
the steam in the boilers is indicated by the steam thermometer of M. Clement.
Thus, when the vessel was stopped, the temperature of the steam was 1119.5
( centigrade) ; on getting under way, it lowered to 100 %.3 ; going, easy, it rose
to 110º.9 : going on again , it lowered to 110° . ) ; going easy again, it rose to
11005 ; going on at full speed, it gradually lowered to 106 ° .9.

VI. Passage up the River Thames to Woolwich .

MONDAY, Marine Sillo Steam Remarks.

Thermometer. métre. Thermometer.
h.m. Centig. Fahr. Miles. Centig. Fahr
o 0
7 45AM. ' 13.7 56.5 7.6 107.6 225.0 In the Thames nearly low
8 0 13.7 56.4 7.7 108.3 22504 water.
8 30 13.7 56.4 8.0 105.3 221.5
8 40 13 : 7 56.4 7.6 104.6 220.2
8 45 13.7 56.4 7.4 105.2 221.5 Gravesend.
8 50 13 : 7 56.4 6.8 105.2 221-5
90 13.7 56.4 7.8 104.72202
9 30 13.7 56.4 7.5 107.4 225.4
9 40 13.7 56.4 7.5 108.4 | 226.4
10 10 12.9 55.2 7.6 10707225.6 Woolwich .
10 30 12.8 55.0 8.2
336 NAVAL CHRONICLE .

The following remarks may serve to shew the uses for which these instru
ments are available.
The dial of the marine thermometer is on deck, and shows by inspection
merely, the approach to shoal and deep water, also, (as it is inferred,) the
approach to land, rocks, and ice-bergs.
The steam thermometer is so placed , that the officer on deck observes the
degree of temperature (and pressure) of the steam in the boilers, so that, if from
any cause , the temperature of the steam in the boilers becomes higher or lower
than it should be, it immediately becomes known ; and, in high -pressure
engines more especially, the approach to such a degree of temperature and
pressure as may be dangervus is easily observed .
The sillomêtre has also a dial upon deck, which constantly shows the number
of miles per hour that the vessel is going ; consequently, it is easy to discover,
under all circumstances, what is the best trim of the vessel, and the most advan .
tageous quantity and distribution of the sails, for obtaining the greatest speed.
As the sillomêtre shows immediately, the effect which every alteration in the
sails or trim of the ship has on its velocity, it follows also, that ships fitted with
the sillomêtre can constantly maintain the speed that may have been agreed
upon , and so keep company together, and maintain the same relative position,
though, from the darkness of the night, or thickness of the weather, they cannot
see each other.
To ascertain the distance run after any number of hours, it is simply to take
the number of minutes one of the watches of the sillomêtre has gained over the
other, and to multiply that number by 6, there results the distance run in miles.
The instruments of Monsr. Clément, fitted on board the “ Lightning,"
appear to be well and securely placed ; nor does there appear to be any danger
of their being deranged .
When once fitted a simple inspection is all that is necessary to obtain the
results.
Joseph LARGE,
Foreman of Woolwich Dockyard.

In consequence of this favourable report on M. Clément's own instruments

in the “ Lightning ,” the Admiralty directed a set to be made by Mr. Carey ;
these English instruments have just been fitted to the “ Blazer," Captain
Washington, whose report we hope to be able to give in our next number.

Captain Norton's ConcUSSION SHELLS.

Deuxieme SERIE, TOME QUATRIEME, Numero 10 OCTOBRE, 1833.
“ Ce serait une découverte bien importante dans l'art de la guerre, que celle
d'une methode infaillible et non dangerouse, de faire eclater les Projectiles
creux à l'instant de leur chóe contre le but. Malgre tout ce qui a été proposé
par les Auteurs ( Voyez Segemenowitz, Macdonald, Legris, Montgery, etc. ) et
tout ce qui a été avancé par les feuilles publiques cette invention est encore á
faire, elle aura probablement les corps fulminants pour base . - From Le Journal
des Sciences Militaires."

R. N. C. Sept. 11th., 8841 .

My dear Sir. — The object you propose to attain by your Percussion * Shell,
is very desirable, and if such a Spherical Shell can be prepared and used with
safety, it will be one of the most important improvements made in Gunnery
• Concussion .
 NAVAL CHRONICLE . 337

for a century. If any thing should bring you this way, I shall be happy to
profit by your obliging offer. Believe me you need not apologise for addressing
me, I cannot but respect the zeal you have shewed in prosecuting your inves
tigations into this, and more subjects connected with Naval Gunnery.
I am always most sincerely yours,
To Captain John Norton, late 34th Regiment. Thomas HASTINGS.

Dover, 29th Oct., 1841 .

Dear Sir.-I received your letter containing a Catalogue of the numerous
and important matters to which you have directed your attention and faculties,
and I thank you for the interest with which I have read that list, and sincerely
hope that the service may be practically benefitted by those inventions.
Believe me, dear Sir, yours very faithfully,
To Captain John Norton . HOWARD DOUGLAS.

J. U. S. Club, Oct. 25th, 1841 .

Sir . — Having read in your Paper of Saturday last, an allusion to experi
ments made at Woolwich , on Friday the 15th inst ., with eight-inch shells and
fuzes invented by me, I beg leave to state in answer, that although those shells
that had a small portion of powder in them did not explode, yet as I now know
the cause, I can easily apply the remedy. The experiment was merely a pre
liminary one. I have discovered the means of attaining the object I have in
view, viz. , to cause shells of all sizes to explode by the concussion of striking
the object against which they are fired. I have explained those means to the
proper authorities, and I promise that they must and shall succeed.
I am , Sir, &c. ,
John Norton .
To the Editor, Sc.

Concentrating the fires of the Broadsides in Concussion Shells.

During the course of experiments in the Marshes at Woolwich, on Friday
last, the 26th inst. , twelve of Captain Norton's Concussion shells were fired
from the ten- inch gun at a wooden frame representing the two sides of a ship,
at the utmost range the ground affords, twelve hundred and fifty yards, four
shells struck the frame, and instantly exploded by the concussion, penetrating
the first side, and scattering their fragments into the second , making a wreck
and a ruin of both. Eight shells struck the mound, and five out of the eight
exploded the instant of striking, the three shells that struck the mound, and
did not explode, produced however all theeffects of hollow shot ; in the course
of experiments since October last, at Woolwich , Portsmouth , Addiscombe and
Deal Captain Norton has fired more than thirty charged shells, and not one
has exploded nearer the Gun or Mortar's mouth than one thousand yards,
thereby shewing the safety as well as the efficiency of his invention. The
twelve ten -inch shells used on Friday last contained each a bursting charge
of five pounds of powder, the charge of the gun was twelve pounds.

Concussion Shells.-Yesterday 2nd September, experiments were renewed

in the Marshes at Woolwich with Captain Norton's Concussion Shells. Thirty
were fired at a range of eight hundred yards, ten from the ten-inch howitzer,
ten from the eight-inch howitzer, and ten from the long thirty-two pounder.
All the shells from each of these guns that struck that portion of the wooden
frame ( not wrecked by the effects of previous firing) instantly exploded ; a few
ENLARGED SERIES.NO . 5.-VOL . FOR 1843 . 2 x
338 NAVAL CHRONICLE .

only of those that struck the soft earthen mound exploded. The shells were
all prepared in the Battery in the same manner they would be in the face of
the enemy. One shell from the thirty-two pounder exploded in the air, at
about four hundred yards from the mouth of the gun ; the two last shells from
the same gun were purposely fired into the mound, and they did not explode,
the object of firing these two shells into the mound was to prove that the shells
can be prepared so as not to explode on striking water, but after the recòchet,
shall explode on entering a ship's side. Altogether the experiments of this
day were perfectly satisfactory. To do justice to experiments with Concussion
Shells, the wooden frame into which the shells are fired, should be of the solidity
of the hull of a ship, from one to three feet in thickness. The most convenient
guns for the practice at eight hundred yards, are the eight inch guns, the
howitzers are too uncertain for accuracy of aim .

Harwich HARBOUR .

H.M.S. Shearwater, Harwich, November 1st, 1842.

Sır.-In forwarding to you the plan of Harwich Harbour, on the scale of
twelve inches to a mile , which has been completed by Mr. E. K. Calver,
Master and Assistant Surveyor of this ship, during the past year, I am desirous
of calling your attention to one or two points, for the advantage of the naviga
tion of the port, which have suggested themselves in the course of the survey.
But first I should observe that within these few years the Trinity Board , ever
alive to the interests of seamen , have effected great inprovements by buoying
the approaches to the port, and more recently by placing a buoy on the Cliff
Foot Rock , the most dangerous shoal in the harbour, whereas the further alter
ations to which I allude have chiefly shewn themselves in the course of the
present survey.
You are already aware that great changes are taking place in the Suffolk or
eastern side of the harbour ; Landguard Point has extended to the southward
upwards of 500 yards within the last forty years, so much so, that where was
the deep water passage through which I sailed as late as the year 1826, is now
shingle beach, several feet above high water spring tides. In consequence of
this alteration, the best channel now is round the West Altar Buoy , and over
the flat of the Altar Shoal , carrying twelve feet at low water springs, but for
this channel there are no good leading or beating marks ; * I should therefore
venture to recommend two small square black beacons to be placed on Land
guard west beach , at the spots indicated on the plan : then the conspicuous
Mortella Tower on the southern extreme of Bull's Cliff near Felixtow kept on
with or between these beacons would be a safe and quick leading and turning
mark for entering this part of the harbour.
Again a little farther in , just off Walton Ferry, are two awkward shoals
named the Bone and the Gristle, with only three feet water on them ; here it
seems advisable that a small buoy should be laid.
The recent survey has shewn that there is another or western passage into
Harwich, far more direct than the former, and carrying 12 feet throughout at
low water springs. This is a good navigable channel for Steamers, or sailing
vessels with a fair wind, and the more valuable as being available during
easterly gales, when there is much difficulty in entering by the eastern passage ;
but for this there are no leading marks. I would propose then two small white
triangular beacons under Fagborough Cliff, about 1000 feet apart, and a white

Those at present in use are the Mortella Tower on Landguard east beach in one
with the northernmost cottage on the west beach , and Dover Court South Mill well
open of Beacon Cliff.
 NAVAL CHRONICLE . 339

circular beacon on Shotley Point, as indicated on the plan of the harbour.

you have yourself sailed through this passage in the Shearwater, drawing 12
feet, for the purpose of proving its depth, and are so well acquainted with its
value, I need only add that latterly we have never used any other channel, and
we find it extremely useful.
The white beacon erected in 1837, on Shotley Point, should be taken away,
as it leads directly on to the Glutton Shoal, instead of clearing it, as I suppose
was intended ; and the Cliff Foot Rock buoy should be moved 400 yards farther
south , as it only leads into error where it is.
The whole expense of the slight additions I have ventured to suggest would
not exceed a few pounds, and as it would be of so great benefit to the naviga
tion of this valuable port, I trust that you will consider it right to recommend
the subject to the very favourable consideration of the Corporation of the
Trinity.
I must now beg your attention to some other points. I have already alluded
to the great extension of Landguard Point within the last forty years, but more
especially within the last twenty years ; where was formerly a 7 fathom channel
is now a shingle beach as many feet above high water mark, and consequently
the high and low lights placed in line 10 lead into the harbour, are no longer
available in this direction for the purpose. Again on the western or Harwich
side of the harbour, a projecting headland called the Beacon Cliff is daily giving
way ; owing to the encroachment of the waves, this cliff has lost no less than
500 feet in a direct line from the sea during the last forty years, and upwards
of 40 acres of ground have fallen into the sea.
The evil results of this are obvious. Not only has the fallen clay tended to
shoalen the harbour ; but still more damage is done by the increase of surface,
whereby the scouring effect of the flood and ebb streams, in keeping the channel
clear, is much weakened ; while the chief barrier to the south and south
westerly gales having gone, there is nothing to interrupt the fair sweep of the
sea along the eastern face of the town, owing to which the beach has been
scoured away along the whole line of the esplanade, to a depth of eight or ten
feet within a few years, while the low light-house is only preserved from being
swept into the sea by an elaborate and costly defence of groins and outworks
which from time to time are obliged to be filled up with shingle brought from a
distance.
It is not for me to say who is to blame for the extreme neglect of this port, but
that it has been shamefully neglected during the last twenty years is manifest, and
thus the best and only harbour on the east coast of England , between the Thames
and the Humber,-a harbour in which, in a north -easterly gale, 400 vessels
have at one time taken refuge,--is now all but ruined for the want of a little
timely precaution . It is the business of an engineer to report upon the best
steps to take in order to arrest any farther deterioration, but the more obvious
measures would seem to be to put a stop to the daily practice of carrying away
the cement stone from the foot of the cliffs, and to adopt at once a vigorous
and well considered system of groining along the shores ; had this been done
twenty years ago, a Mortella Tower, Rainham's battery, and other fortifica
tions on Landguard east- beach, long since washed into the sea, might have
been saved :-a deep water channel into the harbour carrying 7 fathoms,
where there is now a shingle beach as many feet above high water mark, would
have been preserved :-the high and low light would still have been available
for navigation in the direction in which they were intended ;-the whole
strength of the flood and ebb streams for scouring the channels might have
been maintained ; a shelter from the sea caused by southerly and south
westerly gales would have been preserved ; the scouring away of the beach on

One million of cubic yards of sand and shingle have been transported from here
since the year 1804 , judging from the accurate plan of that excellent old surveyor
Græme Spence, as compared with the present survey.
340 NAVAL CHRONICLE.

the eastern face of the town would have been avoided ; upwards of forty acres
of good ground, excellent pasture land, with tenements and other property,
might have been preserved to Her Majesty's Government ; but worse than
all in a national point of view, a harbour that a few years since would have
afforded shelter in an easterly gale to the largest ship in the North Sea fleet,
is now barely available for a frigate.
I am, & c.,
Join WASHINGTON, Captain.
To Captain Beaufort, R.N. Hydrographer.

H.M.S. Shearwater, Harwich, December 10th, 1842.

SIR. - Referring to my letter of the 1st November, containing a general
report of the neglected state of Harwich Harbour, and of its daily progressive
deterioration, but especially with respect to the erroneous position of the Cliff
Foot and Beach buoys, and the danger to navigation, in consequence of the two
lights in one, now leading directly upon the shoal, off Landguard Point, I have
now to acquaint you that since the date of that letter, four instances have
occurred of vessels getting aground, and receiving much injury from the causes
above mentioned . 1
Two of these cases occurred to vessels, turning out of the harbour, which
struck on the Cliff Foot Rock , and you must allow me here to repeat that,
either a second buoy should be placed on this dangerous shoal , or, that the
present buoy be shifted two cable's length further south , and placed off the
pitch of the shoal spot which has only three feet water on it.
The other two cases occurred on the ‘ Andrews' or shoal off Landguard
Point. These vessels the Favorite of Whitby, and Atherly of Ipswich, run
ning in with the lights in one, according to their direction books, both took
the ground at the entrance of the harbour. Fortunately the night was fine, and
the Desmond Revenue Cutter near at hand , and with this assistance the
collier was got off, but with great expense to her owners. Here then in the
course of six weeks are four cases of wreck caused by evils which admit of an
easy remedy.
I need not again advert to the daily loss of Government and other land,
owing to the mischievous practice of taking away the cement stone from the
foot of Beacon Cliff, ( a subject which imperatively calls for legislative inter
ference,) but Imay venture again to call your attention to the growing out
of Landguard Point. Since the date of our survey of that part, up to the 2nd
December, the shingle beach point has increased 37 yards, and now occupies
the spot where were 12 feet water in June 1841 , while at the same time its
12 feet edge has grown out 80 yards, and now holds the place at which were
20 feet water in October 1841 ;-a spur of 200 yards has also grown up to
the eastward.
This is a great and growing evil, and demands immediate and serious atten
tion , if the port of Harwich is to be preserved ; but my duty, as having charge
of the survey of the North Sea, is with the more immediate interests of navi
gation, and these require that the beach buoy be removed a cable's length
further south , and that a remedy be found for the two lights in one, leading
upon this point.
The great object of these lights when first placed , was to lead between the
• Andrews' and the • Ridge ' and this they do sufficiently well : I cannot there
fore recommend the low light to be moved , but with all submission I conceive
that a small red harbourlight, visible only about three miles, might be advan
tageously placed 25 yards south of the present low light ; vessels would then
steer in as usual, but as soon as they had passed the narrows between the
' Andrews' and the • Ridge' buoys, they should bring the small red light on
with the high light, which would lead them quite clear of the beach point,
and up to the west Altar buoy.
 NAVAL CHRONICLE . 341

Landguard Point has now grown out upwards of 550 yards, whereby the
best entrance to the harbour is, for the present, entirely lost; where in 1804
was a channel with 7 fathoms at low water, is now a beach 7 feet above high
water mark, thus shewing that a bed of sand and shingle 20 yards in depth
has gradually formed during the last 40 years, but its more rapid advance has
been since the year 1826 , or, rather since the time that the cement stone was
begun to be taken away from Felixstow ledge.
I am, &c.,
John WASHINGTON, Captain .
To Captain Beaufort R.N.
[ Knowing as we do from some personal experience, the immense importance of
Harwich as a Harbour of Refuge on our Eastern Coast, we are gratified to be able
to add that the Trinity Board , ever desirous of forwarding the interests of seamen ,
have made the necessary changes in the position of the buoys , and have placed two
new ones on the shoals named the Bone and the Glutton, according to the Trinity
notice printed in our February number.-ED . N.M.]

The Loss of THE RELIANCE, CONQUEROR, ETC.

SIR.- Would you favour me by submitting to your readers the follow
ing suggestion .
May not the loss of the Conqueror, Reliance , and other vessels on
the coast of France ( the cause of which seems never to have been satis
factorily ascertained ,) be thus accounted for ?
The connection of sudden and violent electric changes of the air,
with storms of wird , is well known . The influence of electricity on
magnetism , (or the identity according to some of these forces ,) is also
well known ; and a very striking instance of the sudden deflection of
the compass accompanying a hurricane is recorded in your Magazine
for 1841 , p. 103 , by Mr. Lawrance , mate of H.M.S. Thunder ; the
variation observed on this occasion was to the extent of three or four
points.
It had occurred to me previous to reading this observation , that in
this way the unfortunate ships I have alluded to may have been in
duced to steer too far to the southward ; and I am confirmed in this
matter to your nautical readers, in the hope that it may tend to diminish
conjectnre, not only by the instance above referred to, but also by ob
servations on the effects of lightning on the magnet, where vessels have
been struck at sea. At p . 344 of the same volume of your Magazine,
is mentioned , one such case in which the compass was made to point E.
and W.
" Fore - warned is fore -armed ;" and I submit the enquiry into this
in some respects the “ dangers of the seas,” though I am not one of
those " Gentlemen of England who live at home at ease , ” seeing that I
am nothing better than
A COUNTRY Doctor .

(Our Correspondent will find sufficient reasons for the loss of the Reliance in our
March number. No doubt deviation of the Compass had its full share . The subject
he has started is well worthy of the attention of our Nautical readers afloat, and we
shall be glad of their observations on it , which would be easily made during a thun.
der storm .-- En , N.M.)
 1

342 NAVAL CHRONICLE .

THE SAFETY BEACON .

Greenhithe, April 10th, 1843.

MR . EDITOR.-Having observed in the Nautical Magazine the notice
of a Beacon of Refuge, which Mr. Bush falsely asserts to be the proto
type of that which Capt . Bullock has placed upon the Goodwin Sand,
I claim the privilege of a regular subscriber, to call your attention ,
to the relation of a few facts, with which the public are generally
unacquainted .
In the first place , Captain Bullock has received a letter from the
Secretary of the Admiralty, confirmatory of his claim to the origin of
the Safety Beacon , (a copy of which I enclose) and therefore the Service
can no longer doubt it .
2ndly . The Elder Brethren of the Trinity Board , by their Secretary,
have given Captain Bullock their testimony, ( this letter is also enclosed ,)
that no such beacon , as that , was ever presented to that Board , by Mr.
Bush ; and 3rdly , the only Model presented to the Committee of the
House of Commons, was that of a “ Lighthouse" of solid masonry , at an
estimated cost of £ 100,000, so that his reference to these three public
bodies is a fallacy:
Besides, on referring to the Nautical Magazine of February, 1842,
you will find that Mr. Bush , * has embellished his own plan of a Har
bour of Refuge , with Captain Bullock's beacon underneath his caisson ,
or lighthouse , and that it stands for ever, a recorded testimony of Cap
tain Bullock's right , and a proof that Mr. Bush , never had such an
invention , or he would not have forgotten in the early part of 1842,
that which he had projected in 1836 , and which he deferred claiming
till the December following.
In a word , Sir, I conceive this new project of Mr. Bush , calculated
to injure Captain Bullock's reputation, and which you, as the Editor of
a public Maritime work , are bound to expose .
It may also be remarked that the report of the Committee of the
House of Commons , and the Trinity Board letter, only recognise “ a
Model” not “ Models ” , so that Mr. Bush cannot stand upon the plea of
a second Model , even if he ever had it , which I deny .
I remain , Sir, yours, &c.,
A REGULAR SUBSCRIBER .

Admiralty, 12th December, 1842.

Sin .- Having laid before the Lords Commissioners of the Admiralty
your letter of the 10th inst. relative to Mr. Bush the Engineer, who
through the medium of the Times Newspaper, accused you of having
pirated his invention , I am commanded by their lordships to acquaint
you , that My Lords are quite satisfied of the justice of your claim to

The sketch of Captain Bullock's Beacon was added to the plate of the Refuge
Harbour, without any reference whatever to Mr. Bush , and he, therefore, had
nothing to do with it .-- Ep,
 NAVAL CHRONICLE . 343

the invention of the Safety Beacon, and of the merits of that struc
ture.
I am , Sir, &c. ,
John BARROW,
To Captain Bullock, H.M.S. Fearless, Secretary

(A true Copy) Trinity House, London, March 30th, 1843 .

SIR .— Having laid before the Board , your letter of the 21th inst . I am
directed to transmit to you , the enclosed copy of the only letter, which
subsequently to 1836 has been written to Mr. Bush upon the subject of
the « Model," which he submitted to this Board in July and August of
that year, and I am farther directed to remark, that the sum at which
he estimated the cost of erecting the Building, viz : £72,000, may , it
is considered be received as conclusive evidence that, the “ Model,” and
plans to which it has reference, were of a very different description to
your inexpensive Safety Beacon.
am Sir, &c . ,
( Signed) J. HERBERT ,
Captain Bullock, R.N. Secretary.

Trinity House, London , 20th December, 1842.

SIR.-I am this day in receipt of your letter ( without date) and having
laid the same before the Board , I have been directed to acquaint you ,
that it appears you attended this Board on the 19th July, 1836, and
submitted a Model descriptive of a method by which you proposed to
erect Beacons upon sandbanks, and permission was then given you to
send in an estimate of the cost of making such erections, and it farther
appears, that you accordingly again attended on the 23rd of August,
1836 , and submitted farther plans in relation thereto with an estimate
of the cost of erecting the building in such situation , amounting to the
sum of £72,000. Whereupon you were informed by letter bearing date
the 25th of August 1836 , that this Corporation did not entertain any
intention of adopting “ your plan .”
I am Sir, &c.,
( Signed ) J. HERBERT.
W. Bush , Esq.

Deal, April 14th, 1843 .

SIR.- Pursuant to your wishes, I have searched for the date, when you
directed me , as Superintendent of the Naval Yard , to build your Safety
Beacon , and I find it was on the 26th of August, 1840 , on which day
you gave me a sketch of your ideas, which were carried into effect by
Mr. Wise, the carpenter of the Yard . Mr. Bush had nothing whatever
to do with it , nor, during the time he was erecting his Caisson , when
I was continually in communication with him , rendering him every
service in my power, did he ever intimate to me, that he had invented
a similar Beacon , but, on the contrary , always spoke of it as yours.
344 NAVAL CHRONICLE .

I have always considered that the merit of this simple contrivance,

was entirely your own, and am only surprised, when I consider its trifling
expense ( about £ 60 ) its stability and usefulness, as a Beacon of War
ning , as well as of Refuge , that more of them have not been erected ;
for I feel convinced , that it has already been the means of preventing
many vessels from running upon the Sands , and consequently of saving
life , which in spite of the envy of those who seem disposed to rob you
of the merit of the invention , entitles you to the gratitude of the com.
munity, and must prove to you a never failing source of gratification .
Believe me , yours very faithfully ,
( Signed) EDWARD Boys , Commander R.N.
Late Superintendent of Deal Yard .
P.S .-- You see by this, that several ships have been saved and
warned off, Captain Martin counts either five or seven .
This controversy has unfortunately grown out of a subject which it
became a point of duty to record in this journal , in common with others
of importance to Seamen . Of the invention of Captain Bullock , inde
pendent of Mr. Bush , and in entire ignorance of his ideas on the subject,
no one can entertain a doubt ; and he is therefore justly entitled to all
“ the merits of that structure.”
Both parties however have now been heard , and we do not consider
ourselves called on to go any furth er into the subject.- Ed. N.M. ]

REPORT ON EAST
East INDIA ISLANDS.
Victoria, Port Essington , Aug. 30, 1841.
Sir.— I have the honor of reporting to you the information I obtained during
my late excursion in her Majesty's ship Britomart, to the Arru and Ki Islands,
Banda, Amboyna, and the Serwatty Islands. The particulars I gained concern
ing the customs, & c., of the aborigines, though perhaps interesting, would swell
this account so considerably, that I will confine my remarks to those points more
immediately connected with the interest of the settlement.
We arrived off the south end of the Arru Islands on the morning of the 21st
of June, after a passage of forty -eight hours from Port Essington, and anchored
off the town of Dobbe on the following day.
The Arru Islands extend from north to south about 100 miles, but the eastern
side of the group not having been surveyed , its limits in that direction are un
known ; the land is only a few feet higher than the level of the sea, except in
spots were patches of limestone rock rise to the height of about twenty feet ;
but the immense trees which cover the face of the country give it the appear
ance of being much more elevated. The inland parts of most of the islands
consist of fresh water swamps, and the jungle is so thick that it is seldom pene
trated by the natives ; the communication between the different villages, all of
which are erected on the sea-shore, being carried on by means of boats.
The town of Dobbe, which is built on a sandy point extending from the north
side of the Island Warud, is the chief resort of the foreign traders. We found the
town, which consisted of about 30 houses, some of considerable size, occupied
by a few Dutch traders from Macassar, about a dozen Chinese, and 300 Bughis
and Macassars, the greater portion of whom were preparing to visit the island
on the east side of the group, to collect produce for the vessels that were ex
pected after the setting in of the westerlymonsoon. The only sea- going vessels
 NAVAL CHRONICLE . 345

we met here were two large Macassar pral:us and a Ceramese junk, which
were about to sail in a few days. The trade of the place appears to have in
creased considerably of late years. Four or five ships and brigs, with a num
ber of Macassar and Bughis prahus, whose united crews were said to have con
sisted of 5,000 men, had sailed with cargoes about two months previous to our
visit.
The produce of the Arru Islands consists chiefly of pearls , mother of-pearl,
tortoise- shell, birds of paradise, and trepang ; but the trade of Dobbe does not
entirely depend upon the produce of the Arru Íslands alone. The Bughis prahus
import large quantities of British calicoes, iron, hardware, muskets, gunpowder,
&c. , from Singapore ; to obtain which, Dobbe is visited by natives of Ceram,
Buru , New Guinea, and all the adjacent islands, it being the only spot in this
part of the world where British manufactures can be procured. The tortoise
and mother- of-pearl shells,, ambergris, birds of paradise, ebony, cloves, and
massay-bark, rosamald, an odoriferous wood, and kaya buku, a wood much
prized in Europe for cabinet work . British calicoes and iron are the only
articles taken in exchange for these by the prahu of New Guinea .
The closeness with which the native traders conceal their commercial transac
tions even from each other, rendered it impossible for me to learn the amount of
the exports and imports. Each Bughis prahu imports to the amount of from
10,000 to 20,000 dollars, and at least one-half of her cargo consists of British
goods. Taking the yearly average atthirty prahus , and the amount of her im
port cargo at the lowest above stated, this will give 150,000 dollars as the annual
value of British goods imported at Dobbe. This appears a large amount, but
upon examination I am convinced that it is rather under than above the actual
value. In fact, the greater portion of our cotton manufactures sold at Singa
pore are consumed in the less civilized portion of the Indian Archipelago, where
the natives prefer cheap goods and gaudy patterns, while those of Java select or
prefer their own or Indian manufacture , which, though dearer, are far more
durable than ours .
The value of the return cargo of a Bughis prahu at Singapore will be about
200 per cent. on the outlay. It was with much regret that I observed a notice
posted in a conspicuous place in the town , signed by the commander of the
Dutch brig of war Nautilus, which had visited Dobbe about three months pre
vious to onr arrival, ordering the Bughis to depart from Dobbe. The Bughis
certainly did not appear to heed it ; but this document evinces a spirit of inter
ference, which, if carried out must be severely felt at Singapore.
Of the timber of the Arru Islands there are several varieties highly spoken of
by the Bughis, who build and repair prahus here, for its durability and ease with
which it is worked . Although of immense size, the trees are almost invariably
sound, and as they can be felled within a few yards of the beach, it is not impos
sible that timber may at some future time form a valuable article of export.
The western islands of this group are thinly inhabited. Wama, although
nearly forty miles in circumference, contains only about from 200 to 300 inhabi
tants, who are scattered along the coast in little villages containing about half
a dozen houses.
The eastern islands are said to be more thickly inhabited ; the natives appear to
be a harmless race, and although their country in produce is so rich , the greater
portion are in a state of poverty. This is to be attributed to the inconsiderate use
of spirituous liquors, large quantities of which are brought by the traders from
Java and Macassar ; indeed , with rice, it forms the bulk of their cargoes. From
their language and personal appearance, the natives appear to be a mixture be
tween the Malayan and the Polynesian negro. They are not many degrees
further advanced in civilization than the natives of the north coast of Australia,
to whom many of them bcar considerable personal resemblance.
In concluding my observations on the Arru Islands, I cannot avoid remark
ing their favorable position for communication with Port Essingion . In both
monsoons the passage to and fro can be made with a fair wind , and the passage
either way will never be likely to occupy a longer period than three days .
ENLARGED SERIES .—NO . 5 .-- VOL. FOR 1843. 2 y
346 NAVAL CHRONICLE .

On the evening of June the 24th, we sailed for the Ki Islands, where we
arrived on the 26th. The Ki group, sixty miles distant from Arru, consists of
two large islands, called the Great and Lesser Ki , and a number of smaller ones
lying to the north -west of the latter. The Great Ki is about sixty miles long,
high and mountainous ; but the Lesser Ki is nowhere more than 50 feet above
the level of the sea. The natives of the islands differ very considerably, both
in personal appearance and in language, from those of thé Arru Islands, and
are evidently the same race with that inhabiting the Serwatty and Timor- laut.
During our stay at Ki , the inhabitants maintained the high character they have
acquired for industry and hospitality to strangers. The population is between
8,000 and 10,000.
( To be continued )

THE NEMESIS STEAMER — From a Chinese Drawing.

777

TRANSLATION OF THE CHINESE DESCRIPTION OF THE “ NEMESIS."

This war steam ship is above 300 cubits long, and more than 30 high , in the
hull. Iron is employed to make it strong. The hull is painted black , weaver's
shuttle fashion . On each side is a wheel, which by the use of coal fire is made
to revolve as fast as a running horse. White cloth sails are used to propel
the ship when the wind is favourable. At the vessel's head is a Marine God,
and at the head , stern, and sides, are cannon , which give it a terrific appear
ance. Steam Vessels are a wonderful invention of foreigners, and are calcu
lated to afford delight to many.
On the chimney are theChinese characters, Yeu tung, smoke passage, and
on the paddle box, Chay Kae, wheel covering.
Wm. HuttuAN,
40, Tonbridge Street, New Road .
 NAUTICAL NOTICES. 347

Birth Of A PRINCESS. The event which has been anticipated regarding our
beloved Queen , is announced in the following bulletin, issued at Buckingham
Palace , dated the 25th of April , 6 A.M.
“ The Queen was safely delivered of a Princess at five minutes past four
o'clock this morning. Her Majesty and the Infant Princess are going on
well.
“ Jamer CLARK, M.D.
“ Charles Locock, M.D.
“ Robert FERGUSON, M.D.” '

NAUTICAL NOTICES .
Mr. Editor. It is said that the Sun sets ten minutes later to a person on the
peak of Tenerife than it would to another at the level of the sea beneath it. I
have no doubt of its doing so, but you will oblige a subscriber to your useful
work, by informing me whether it is a fact or not.
I am , &c. ,
ALBION .
Wecannot do better in replying to our correspondent than by giving him
the following extract from the 2nd Edition of Raper's Navigation .
“ To find the change in the time of apparent rising or setting due to the
horizontal refraction and the height of the spectator.
With the lat. and decl. take out M. tab . 3 ; with M. as Dep. and the hour
angle at rising or setting as course, take out dist.
Multiply this dist. by the sum of 34 ' and the depression to the height, tab . 6 ;
the product divided by 1500 is the portion of time required in min . and
decimals.
Ex. 1. Find the difference between the times of sunset at the level of the sea
and at the summit of the Peak of Tenerife on May 4th .
Height 12172 f.; depr. 117'.
Lat. 28° and decl . 16° give M. 117.8. Then lat. 28° N. and decl. 16° N.
give Hour angle at setting, 6h. 35m . "The suppl . of this, as it exceeds 6h. or
5h . 25m . as course and dep. 117.8 give Dist. 119.
Dist. 119 mult . by 34 € 117, or 151, is 17969; which divided by 1500 gives
11.9m . THE DIFFERENCE OF THE TIMES required.

North Coral Bank, off Great Andaman.— The Robert Henderson, from
Liverpool, reports that, on the 23rd of Dec. , 1842, at 7 P.M., saw some danger
ous breakers on the south end of the North Coral Bank off Great Andaman,
tacked to avoid them in 10 fathoms, the north end of Interview Island bearing
S.E. , 12 miles distant, light northerly winds prevailing. On the 10th October,
1842, in lat. 32° 30 S. , long. 73° E., passed the wreck of a large ship, water
logged , dismasted and abandoned .
[These breakers are in the chart published by the Admiralty , which should
have been on board the Robert Henderson.--Ed. ]

EMBDEN, March 7.—The Hydraulic Administration of this port has, the 5th
inst. , notified the following :- In order that mariners entering the river Ems
may, at the outermost buoy, have a certain mark to ascertain whether they are
before the mouth of the western or eastern Ems, it has been determined that
from the present date there will be laid down at the mouth of the eastern Ems
a large black buoy, painted on both ends, in the form of a ship’s anchor buoy.
The situation of this buoy in every other respect, however, is to remain unal
tered, at 8 fathoms water at low water mark. The light tower on Borkum , a
little westerly of the Great Cape of Borkum .
348 DEATII OF H.R.H THE. DUKE OF SUSSEX .

Trinity. House, London , Mar. 10th, 1843 .

Horse CHANNEL.—Notice is hereby given , that this Corporation has caused
a standing Beacon to be placed upon the South Hook or Spit of Margate Sand,
near to the red and white chequered buoy which has heretofore marked that
spit, and which buoy will now be taken away .
This beacon is placed upon the dry sand at low water neap tides, with the
following marks and compass bearings, viz. - Hillborough Church Tower in line
with a Barn next west of George's Farm House W.b.S.S; Birchington West
Windmill, its apparent length on the west end of Birchington Wood S.S.E.
Easterly ; South Margate Buoy, E.b.S. . S .; Gore Patch Buoy, N.W.b.W .;
Horse Buoy, N.W.b.W. W.
By order, J. HERBERT , Secretary .

Death of H.R.H. THE DUKE OF Sussex.

London Gazette, Friday Evening.- Whitehall, April 21 , 1843: This day at a
quarter past twelve o'clock, His Royal Highness Augustus Frederick Duke of
Sussex , Uncle to Her Most Gracious Majesty , departed this life at Kensington
Palace , to the great grief of Her Majesty and all the Royal Family.
Yesterday morning, at eight o'clock , the medical gentlemen found their Royal
patient, who had passed another very bad night, in a state which precluded all
hope of recovery , and they stated it as their belief that it was now only a question
of time as to when death would ensue . His Royal Highness who was still sensible,
shortly afterwards expressed a wish that his servants should be called up to take
their leave of him ; they accordingly repaired to the painful scene -- for it was now
but too evident that the minutes of the Duke's life were numbered . When the
servants entered the room , he made an effort to speak , but the effort failed him
he could not articulate - and in a few seconds was no more . The Duchess of In
verness, the Duke of Cambridge, who had been with his suffering brother all the
morning, the four equerries, the messical gentlemen , and the servants, were the
persons present when death terminated the scene .
For several days past not the slightest hopes had been entertained of His Royal
Highness's ultimate recovery , and the bulletins of the last day or two had pre
pared the public to expect a fatal termination of the Loyal Duke's disease at no
distant period. The Duke was through life the constant advocate of liberal prin
ciples, the encourager of learning and science, and the patron of all deserving
aspirants in the various walks of art — as well as the benevolent supporter of most
of the various charities which adorn and distinguish the British metropolis. His
Royal Highness was a kind -hearted and excellent master, and the grief which the
members of his household evince shows with what poignancy they feel the loss.
His favourite Highland piper, who has been in his service 17 years , is inconsolable,
The Duke was born Jan. 27, 1773 , and was consequently in his 71st year. His
Royal Highness was a Fellow of the Royal Society , and for some time President
of that learned body ; a Doctor of Civil Law ; and , in addition to the chief title,
was Earl of Inverness and Baron Arklow , He married at Rome, 4th April, 1793,
and at St. George's, Hanover Square , 5th Dec. of the same year, Lady Augusta
Murray, daughter of John , fourth Earl of Dunmore , by whom he had issue
Augustus Frederick d’Este , a Colonel in the Army, borp 13th Jan. 1794 , and one
daughter, Mdle. d'Este. The marriage being in violation of the Royal Marriage
Act (12th Geo. III., cap, II ,) was declared null and void ,and accordingly disolved
in Aug. , 1794. In 1796 he was installed a Knight of the Garter ; and in Nov.,
1801 , he was created a Peer of the Realm ; in 1830 , a Knight of the Thistle ; and
in 1837, acting Grand Master of the Order of the Bath , and Colonel of the Artil
lery Company; he was also Grand Master of the Freemasons' Society , having suc
ceeded to that honour on his brother George IV . coming to the throne.
The mortal remains of the Duke will be deposited in the Royal mausoleum in
St. George's Chapel , Windsor The body will lie in state either at Kensington
Palace or the Waterloo Chamber at Windsor Castle, and the funeral will be con
ducted in all respects similar to that of the late Duke of York . It is said that,
in his will , he desired that his remains might be deposited in the cemetry at Ken
sall Green .
 NAVAL CHRONICLE .

Wrecks of British SHIPPING.

(Continued from p . 212.—cs , crew saved ; cd . crew drowned .)

VESSELS' NAMES. BELONG TO . MASTERS . FROM . BOUND TO . WHERE. WRECKED .

Agnes Mather Havre Hamburg by fire Mar. 24. cs

Alfred 210 Coal taden Pearce Swansea Aidmore B. Feb. 21. cs
Acasta London Ennore Calcutta not heard of since Sep 22
Ann Collins P. Coubre
Atlantic St. John,NB Newcastle St. John Sandy I. Ap. 5. CS
Arundel Richards Sussex coast Jan. 21 .
Belfast Bermuda Petty New York Liverpool not heard of since Oct 21
Blossom 215 Chatham I. July 22. CS
Bridget Sydney Kennedy Halifax Jamaica abandoned Feb. 26. CS
Ceres Young Newcastle Stettin Cattegat Mar. 13. cs
Chieftain Belfast Porter Matanzas Cork foundered Mar. cs
Childers Sillis Singapore Macao Palawan Jan. 9. CS
Cornubia 220 Bell Liverpool Maranham Atacalema Jan. 13. cs
1 Diana Kirkaldy Packwood Bathurst Leith abandoned Jan. 18. cs
Dusty Miller Saunders Hobart Twn P. Philip Portland B. Dec. id
Effort London abandoned crew landed at Sunder land Feb. 22. Cs
Electra Newcastle Shields London Whitley Mar. 27. cs
Elizabeth Bolk Wicklow Gloucester Skerwthr S. Mar. 3. cs
Elizabeth 225 Cope Sydney Plymouth N. Scotia Jan. 10. Cs
Escort Hartlepool Sinales Hartlepool Bordeaux North Sea Mar. 19. cs
Feronia Bristol Tavlor C. St. Vinc't Mar. od
Flora Corkhill Dublin Whitehaven I. Man Apr. 2. cs
Frances Cork Madden London Bristol Dungeness Feb. 18. cd
Gem 230 reported lost on Chatham I. Sept.
G. Miller St. Marys Cuba not heard of since Oc. 25
George Sunderland Graham Warkworth Mar. 27 CS
George Shields Newcastle Grenada Isle of Wight Jan. 13 Is
Gertrude China Madras Jan. 25.
Harmony 233 Greenock China reported lost Ap .4 .
Hibernia Preston Whiteside Dundalk run down off Linas Ap. 1 CS
Ida Newcastle Calcutta Mar. 3.
Isabella Brown Aux Cayes Falmouth Castle I. Mar. 4. 'cs
Isabella Crawford S. Shields London Hasbro ' Mar. 3. CS
Isabella Moses Campo Bello Jan. cs
Jas. Kerr 240 Sydney Nova Scotia Jan. CS
Jemima Glasgow By firel 350 X. 18 ° W. Mar. 22 cs
John and Eliz. Montrose Erskine Edinburgh Montrose Mar. all de
Jura M'Gilerag Jura Glasgow Cambelton Feb. 21. Cs
Looker in Sydney N. Zealand Sept.
Lord Ernest 245 Seaham Fannan Bempton c .
Lord Hawksbery Spencer Falmouth Shoreham sunk in squll Ap. 4.
Margaret Irvine Androssan Dublin off Drogheda Feb. 20. 3d
Martha Sunderland Patten Sunderland Montreal Rattray B. Mar. 31. CS
Mary Stockton Mlilanby crew saved by Eugene Feb. 18 .
Medora 250 Hartlepool Naylor Hartlepool Faversham abandoned Mar. 30
Ocean Child Crew picked up by Jessie in lat 35 ° long. 43° Feb. 1
Ocean Queen Harringtn Launceston Balli Abrolhos, A. Sept. 14. cs
Orb Green Windsor Brenda not heard of since Sp. 15
Orient Falmouth Quebec London Cornwall Ap. I. CS
Phoebe 255 Barnett Edwards Hasbro' s. Ap. 4 . cs
Pomona Aldernock Neilson Laurvig Orkney Ap. 5.
Russell Poole Kimber Poole Pevensy B. Ap. 8. CS
Restless Meek sold for benefit of underwritrs Sker Point Ap. 3.
Salamanca Fox Truro Newcastle Off Rye Ap. 6. ce
Sarah Jones Cardiff Dublin Arklow B. Jan. 3. cg
Salus McKinlay Greenock supposed lost on Jan. 26.
Sarah 260 Perry Havana abandoned Jan. 15. cs
Sarah Bristol Narchevil sprung a leak and sunk Ap. 2. CS
Stillman Glasgow Murray Glasgow Demerara Ireland Mar. 25. cs
T. Dryden N. Shields Stanners Newcastle Dublin Duncan B. Mar. 21. Cs
Thalia Liverpool Maranham Jan. 25
Thetis 279 Simpson Manicougan Nov.
Thomas Chepstow Williams Scomar S. Jan.
Three Sisters Plymouth Dungeness Ap. 9.
Truganini Lay B. near P. Philip Dec. CS
Volant Duncan Greenock St. Thomas Mayo Jan. 26 .
Wilbe Liverpool Maranham Feb. CS
William and Ann London Robin H. By Feb. 10.
X. L. 270 London Hinds Antwerp Hartlepool Hartlepool Feb. 23. id

The Crews of eight of these vessels were forwarded by Agents of the Shipwrecked Fishermen
and Mariners' Benerolent Society.
 350 NAVAL CHRONICLE.

Loss of THE STEAMERS SOLWAY AND MEGARA.

Since the formation of our usual table of the havoc made in our Merchant
Shipping, the loss of the Solway steamer, one of the vessels of the Royal West
India Mail Company has taken place, making the third total loss sustained by
them ; and no sooner does this sad intelligence reach us by which we learn that
about tortylives have been sacrificed, than it is followed by accounts of the loss
of H.M.S. Megæra on Bare Bush Cay, Portland Bay, in the Island of Jamaica.
The Solway's disaster is amply accounted for by the course she was steering, as
will appear in the following extracts from the papers, and there is nothing
whatever to occasion surprise further than that such a course was steered before
she had got a sufficient offing.
How much longer is human life to be thus jeapordized and sacrificed by
blundering navigators. Have we not had enough instances of incompetency
on the part of some of our Commanders, or are we to wait for some more along
with the destruction of some hundreds, perhaps, thousands of lives ! Had the
Solway got a proper offing before she shaped her course, this loss would have
been spared.

The Solway sailed from Southampton on Saturday, 1st of April, and reached
Coruna all well. On the 7th instant she left Coruna for Madeira, on her
voyage to the West Indies, and passed the lighthouse at ten o'clock ; at ten
minutes past twelve she struck , at full speed, on the Baldayo Shoal, and struck
several times going over the shoal, finally going down in 13 fathoms water,
between the shoal and main land. Only twenty minutes elapsed after she first
struck before she went down . The water soon reached the engine-room, and
we are informed the boilers collapsed and blew up. Most of the passengers and
crew off duty had turned in . The weather was still,and the night moonlight,
otherwise the destruction of life would have been far greater. The pinnace
was launched first, and, as many as it could conveniently hold were lowered
into it, but the frail barque was not destined to reach the shore. From some
cause still unexplained, it was capsized, and every one on board perished ; one
paddle -box boat was next launched , and being cut adrift to save time, fell broad
side in the water, and half filled ; notwithstanding which, it was the fortunate
means of saving 52 persons. Captain Duncan died in the courageous act of
loosing the second paddle-box boat, to land the remaining persons on board .
He was last seen on the paddle -box at this humane duty, when the ill -fated
vessel went down , and he was lost.
On going out of the harbour, we passed one of the paddle-box boats appa
rently full of people ; further on we passed one of the quarter boats, with nine
men in her. We got to the Solway about half-past twelve o'clock at noon , and
to give you an idea of what depth of water she is in , I may state that her mizen
mast is just out of the water. She is rolling very much , and is probably to
pieces by this time, as it is now blowing a heavy gale north -west.
The ship is about three miles from the main ; the agent has a guard abreast
of her, in order to pick up the dead , or any property that may come ashore ; and
when the gale abates 1 will , if the agent deems it necessary, proceed to the
spot in a boat.
“ Having seen in your paper various accounts relative to the loss of the
Solway, and being, I believe, the only passenger at present in London, I feel
it particularly incumbent on me to place before the public certain facts con
nected with the sad catastrophe which has led to so lamentable a loss of life.
The task is an ungracious one, nor would I undertake it, but that an imperative
sense of duty induces me to do so . Before entering further on the subject, let
me bear testimony to Captain Duncan's kindly bearing to all classes on board
his ship , and also to his disregard of personal safety — his only anxiety being to
save the lives of others. It is due also to the company to state that nothing was
 NAVAL CHRONICLE . 351

wanting on their part that could conduce to the efficiency of the service or the
welfare of the passengers. The elements of comfort were in profusion on board,
and the ship was itself a tower of strength and an admirable sea boat. Having
stated thus much (and indeed it would have been wrong to have said less) I
have now to communicate the fact, which rests upon good authority, that the
course the Solway pursued on quitting the harbour of Coruna, and until the
moment she struck, was W.N.W .; whereas, to clear the island of Sisaraga, I
am assured by persons conversant with the matter, her course should havebeen
N.W.b.W .-- the difference in the two courses being from four to five miles.
On reference to the chart, it will be seen that the course she took would bring
her within 200 yards (as she did not move after striking) of the spot where she
now lies. There were two compasses for the guidance of the officers on duty
and the steersman . Admitting they were both wrong, the land was distinctly
visible from the beam and both bows; we were, in fact, completely embayed .
If there had been any indraught in the bay, such as to affect the Solway, how
could it be possible that the boat, with only three oars , and a board, instead of
another, between two persons, could have withstood it ? I escaped by jumping
from the spar-deck overboard in the hope of reaching a small boat crowded
with seamen and engineers. I was immersed in the water, and my legs severely
contused by the side of the boat. I was nearly suffocated by the smoke and
ashes which rushed up from the hold . For a considerable time I could not
distinctly observe what was passing on board the ship, but I saw her sinking.
The whole period which elapsed from the time she struck until she went down
did not exceed 25 minutes, and certainly she did not move 100 yards from the
reef on which she originally struck. I would here remark, that although I
give Captain Duncan every credit for endeavouring to allay the fears and alarm
of the passengers, I am bound to state that had a different course been pursued,
and the life-boats instantly lowered after the vessel struck, every soul who could
be roused from sleep would have been saved.
When the Solway struck there were light airs, inclinable to calm , with swell.
It being a few minutes after midnight most of those on board (except those
looking out on their usual watch) were asleep. Those saved in the few boats
lowered down were almost in a state of nudity . The vessel sank in 25 minutes
after she struck. The Spanish consul, Edwardo Santos, and the commanders of
two French vessels of war (one a steamer, which went alongside the wreck) ,
gave all the assistance in their power. The captain -general, his lady, and
daughters, also behaved with the utmost kindness on the melancholy occa
sion .

With regard to the loss of the Megæra, the following extract from a letter,
with the sentence of the Court-martial on Lieut. Oldmison will inform our
readers sufficiently respecting it.
Sır. As I have just been employed recovering the stores, &c. of Her Majesty's
late steamer Megæra, I think it likely you would be glad to hear the particulars
relative to her loss. She left Port Royal (for Mexico) on the evening of the 4th
inst., and having discharged the pilot at the entrance of the South Channel ,
shaped a course for some time to the southward and S.S.W. after which they
hauled up west or W.b.N. and at eleven P.m. found themselve amongst breakers
and immediately stopped the engines, but too late ; she had struck. The cutter
was lowered with a Master's -Assistant and four men to examine the spot, but
she was almost instantly capsized, and the Master's - Assistant and three of the
men succeeded in getting to the dry part of the reef, one of the boat's crew
being lost. At daylight they found themselves on the Bare Bush Cay , about
200 fathoms to the southward of the dry part described in the Chart. The sea
broke heavily towards morning, and unfortunately the 5th was one of the strong
est breezes from south -east that we had had for some months, (as a proof, one
of the Warspite's boats and one of the Pickle’s were capsized in Port Royal,
 352 NAVAL CHRONICLE .

on the afternoon of the same day ; four of the Warspite's men were drowned ,)
and the Masters Assistant fortunately got off the reef to leeward , on board a
droger which brought him to Port Royal the same evening. At daylight the
Acorn steamer, towed one of the dock yard vessels (that I had fitted out in the
event of vessels getting on shore on the reefs) down to her assistance, and when
we arrived at the reef her main -mast had been cut away, and the crew with the
exception of two men had left her. Fortunately a canoe with some black men
had come over, in which I ventured to get on board , and after having been
capsized twice in the surf succeeded in getting on board, when we got a hawser
to the shore, and after getting more people on board, commenced to land the
stores, &c. , and although the coral reefs are so irregular that the men can
scarcely stand, we succeeded in loading a vessel with stores, clothing, &c. the
following day, which we took to Port Royal and returned again, and have con
tinued up to this time. But every thing in the shape of wearing apparel , is com
pletely spoiled , having been obliged to throw it into the surf to get it on shore,
a part of the Engine has been landed, but the hull of the vessel cannot be
removed she had thrown herself broadside on , and the starboard side being
perfectly stove.
The survey of this place, Bare Bush Key, &c . , by Mr. Leard, 1791 is excel
lent, and I assure you that although we had what was considered the principal
pilot at Port Royal, yet he could not give us half the information the Chart did,
as we have been enabled to anchor the vessels on the edge of the reef, under
the Island in 4 fathoms about half a mile off shore .
I remain , &c. ,
March 20th, 1843. G BIDDLECOMBE.

A Court- Martial was held on the 16th and 17th March, on board H.M.S.
Imaum , on Lieut. George Oldmixen , the officers and ships company of H.M.
late steam frigate Megæra, recently wrecked on Bare Bush Cay. It appeared
by the evidence adduced , that the wreck of the vessel was caused by an extra
ordinary current, which was setting inshore on the night of the unfortunate
disaster ; and the Court adjudged Lieut. Oldmixen to be admonished and the
second inaster to be severely reprimanded ; the other officers and ship’s com
pany to be acquitted.

It appears that in the great gale in the Gulf of Mexico, in September last,
three vessels of war were lost, as they were in the gulf at the time, and have
not since been heard of. They were the English brig of -war Victor, the French
brig -of-war Dunois, and the Texan schooner -of-war San Antonio . Nearly or
quite three hundred men perished with these vessels.

ADMIRALTY ORDER .
Admiralty, April 11th, 1843. been supplied, and to report to the Superinten
The Lords Commissioners of the Admiralty dent of the Compass Department, its state and
having had under their consideration the im condition , the number of Cards, Azimuth Cir.
portance of carefully preserving the Standard cles, &c ., in order that he may be advertised of
Compasses supplied to Her Majesty's ships and any unusual or unaccounted for dilapidation,
vessels from the Compass Department, are and take the necessary steps to ascertain the
pleased to direct, that in future they shall be cause from the Captain or Commanding officer
placed under the charge of the Captain , or before the certificate for its return shall be
Commanding officer, similarly to chronometers, given, which certificate from the Superinten
who will be required to certify on the Master's dent of the Compass Department will be re
final bill for full -pay, “ that the Standard Com quired to be produced by the Captain or Com
pass has been properly attended to , and duly manding officer, before he can recieve his final
returned to the dock - yard at by the bill for full-pay,-- the same to be lodged in the
Master." Hydrographer's office.
Whenever it shall be found requisite to move Where Marine barometers shall have been
the said Instrument to or from the shore, or issued to Her Majesty's Ships, the charge and
from ship to ship, it is always to be done in the return of these Instruments are to be subject
presence of the Master or a Commissioned to the same regulation , and to be issued with
officer. the certificate for Chronometers and Charts.
The Master Attendants of the Dock - yards or By command of their Lordships,
their assistants have been directed minutely to SIDNEY HERBERT.
inspect each Compass, immediately on its re To all Captains, & c.,
turn from the ship or vessel to which it has
 NEW BOOKS . 353

82, Strand, 23rd March, 1843.

Mr. Editor .—Having had the honour of supplying through the highest
recommendation , of those acquainted with chronometers, a chronometer
to His Royal Highness Prince Adalbert of Prussia , I send you in the
Prince's own hand writing, the inscription which he commanded to be
engraved on it. I should not consider such a communication of any
importance beyond that of announcing the Prince’s great liberality and
attachment to Science ; but , Sir , there is a point connected with it, re
quiring immediate and extensive publicity, which is , the average value
of chronometers at the present period. The Prince wished his present
to extend to the best, and for which he was desirous of paying oue
hundred pounds. Now, Sir, you are aware that chronometers which
were bought for the Service of the Royal Navy some years since, cost
£ 105 each , even silver pocket chronometers; and it is generally sup
posed , and particularly among foreigners, that this is still about the cost
of a very, very , superior chronometer.
Perhaps , Sir, you will through your valuable pages inform the world
of the actual average value of chronometers, paid by Government , and
that after nearly twelve months trial at the Royal Observatory .
I believe the case is as follows : Some years since £ 105 was paid by
the Government, to the maker without any trial. At present they are
subjected to nearly twelve months trial at the Royal Observatory , and if
30 are purchased out of 100 deposited , 25 are bought at forty guineas,
the remaining five receiving from five to ten pounds extra as a reward
for superior performance. This is the fact, and the sooner the informa
tion is spread through every country , the sooner Commerce and Science
will be extended . The price paid by His Royal Highness was forty
five guineas, it having my improvements, and fitted up with thermo
meter, &c.
Now, Mr. Editor, I firmly believe that had not my recommendation
to the Prince been as I have before said , of the highest character, I
should have lost the sale for the reason that I charged so reasonable a
price. I say so with confidence, because I totally lost the supplying of
an extensive order to a foreign Government, because I would not charge
a higher price, and was even told “ that good chronometers could not
be purchased at 40 or 45 guineas" ; ultimately the order was executed
at a higher price, while the maker was charging the Government con
siderably less.
I am , &c., E. J. Dent.
“ Presented by Prince Adalbert of Prussia , to Captain Buckle, R.N. , in remem
brance of his attention during the voyage on board H.M. Steam Vessel the Growler,
along the Coast of Brazils, 1842 and 1843. "

New Books,

A Voyage of Discovery TOWARDS THE North Pole, performed in H.M. Ships

Dorothea and Trent, under the command of Captain David Buchan, R.N.,
1818. To which added a summary of all the early attempts to reach the
Pacific by way of the Pole . — By Captain F. W. Beechey, R.N., (one of the
Lieutenants of the Expedition . ) - R . Bentley .
In submitting to the public the voyage of Captain Buchan towards the North
ENLARGED SERIES .- N0 . 5.-VOL. FOR 1843 . 2 z
351 NEW BOOKS ,

Pule in the year 1818, Captain Beechey states that he should not have given it
his attention at this late period, had it not been from a sense of duty , which , as
one of the individuals employed upon the service in question , he owes to the
public, who naturally expect from the Officers engaged in any national under
taking some account of the manner in which that service has been performed ;
and he further informs us that, “ it appears to him incumbent on the Officers
engaged in this expedition to take care that this voyage, which was conducted
with great zeal and perseverance, and attended with a result, if not successful,
at least honorable to the nation, should be handed down to posterity with the
records of others of a similar kind ."
Most cordially do we agree with Captain Beechey in these his sentiments, and
truly rejoice that he has, though at a late period , placed on record the important
voyage of the Dorothea and Trent towards the North Pole, thus completing
the series of Northern Voyages ; a relation of which through the industry of
Hackluyt and others has fortunately been handed down to us, and carefully
arranged ( in the year in which the expedition sailed ,) into a " Chronological
History, " by Sir John Barrow , to whom Captain Beechey, with much pro
priety, dedicates his volume, as the originator and promoter of Modern
Arctic Discovery."
Of the enterprise in question , “ itmay be truly characterized , " observes the
above anthor of the Chronological History, " as one of the most liberal and dis
interested that was ever undertaken , and every way worthy of a great, a prosper
ous, and an enlightened nation, having for its primary object that of the advance.
ment of science, for its own sake, without any selfish or interested views. On
this account,” he continues, “ it has justly excited the attention , and called forth
the approbation of maritime Europe ; for it is well known that whatever new
discoveries may be made, will be for the general benefit of mankind, and that
if a practicable passage should be found to exist from the Northern Atlantic
into the Northern Pacific, the maritime nations of Europe, will equally partake
of the advantages, without having incurred either the expense, or the risk of
exploring it."
The instructions addressed by the Board of Admiralty to Captain Buchan
state that, the Prince Regent having signified his pleasure to Viscount Melville
that an attempt should be made to discover a Northern passage by sea from the
Atlantic to the Pacific Ocean , their Lordships, in consequence thereof had
caused four ships or vessels to be fitted out and appropriated for that purpose,
two of which, the Isabella and Alexander, were intended to proceed together
by the north -westward, and through Davis Straits, and two the Dorothea and
Trent in a direction as due north as might be practicable through the Spitz
bergen sea.
On the 15th of January, 1818, Captain Buchan was appointed to the com
mand of the Polar Expedition, and hoisted bis pendant on board the Dorothea
of 370 tons burthen ; and Lieutenant Franklin (now Captain Sir John Franklin ,)
was placed under his orders in command of the Trent, a brig of 250 tons.
The expedition having been liberally equipped , proceeded down the river on
the 25th of April , and arrived at the Shetland Islandson the 1st of May . “ We
were hardly clear of the river ,” says Captain Beechey, “ before we had the
mortification to find that a leak in the Trent, which had scarcely shewn itself
before, now increased to such a degree as to become an object of serious mo
ment. " The brig was placed on shore at high water, and thoroughly examined .
Some rents in the planks were found to be open , and were caulked , but the
leak still continued, and baffled all their efforts to discover its immediate cause .
“ Fortunately it was not of such magnitude as to endanger the safety of the
brig, or the expedition must ha suffered considerable detention, still it was of
sufficient importance to keep the seamen employed nearly half their watch at
the pumps ; an evil, it must be admitted, sufficiently great under any circum
stances, and one, which , in our case in particular, was likely to be increased.”
On the 10th May, the Expedition left the Shetland Islands, and standing
 NEW BOOKS. 355

towards Spitzbergen , crossed the Arctic Circle on the 14th . On the 24th of
May saw Cherie Island " deeply buried in snow , and shortly after observed an
extensive accumulation of ice, connected with its northern extremity, sweeping
round the horizon in the direction of Spitzbergen in so compact a body as to
preclude the possibility of passing between the two islands, had such a measure
been required.”
Taking advantage of an easterly wind, they stood towards the south cape of
Spitzbergen, through a wide belt of loose ice. “ The progress of a vessel
through such a labyrinth of huge masses is one of the most interesting sights
that offer in the Arctic Seas," the endless variety of forms assumed by the ice,
seem to offer an endless amusement to those unaccustomed to the navigation
of a icy sea. “ In directing the route of the vessel from aloft” (says Captain
Beechey) we for a while deviated from our Nautical phraseology, and shaped
our course for a Church, a tower, a bridge, or some similar structure instead
of for lumps of ice, which were usually designated by less elegant appellations."
On the 26th they came within sight of Spitzbergen , and on the 3rd of June,
after encountering a heavy gale of wind , in which the ships paried company,
anchored in Magdalena Bay.
Magdalena Bay was the first port in which we had anchored in the Polar
Regions, and there were of course many objects to engage our attention . We
were particularly struck with the brilliancy of the atmosphere, the peaceful
novelty of the scene, and the grandeur of the various objects with which nature
has stored these unfrequented regions. The anchorage is bounded by rugged
mountains, which rise precipitously to the height of above 3000 feet. Deep
valleys and glens occur between the ranges, the greater part of which are
either filled with immense beds of snow , or with glaciers, sloping from the
summits of the mountainous margin to the very edge of the sea .
It is impossible in our limited space to give anything but a brief outline of
the voyage, and for the numerous interesting anecdotes in Natural History, we
must refer our readers to the book itself.
Leaving Magdalena Bay the Expedition made many attempts to get to the
north ward , but were again and again repulsed , and the highest latitude
obtained was 80° 34' N.
Captain Buchan now determined to examine the ice towards Greenland , and
in the event of finding it equally impracticable, then to proceed round the
south cape of Spitzbergen , and make an attempt between that Island and Nova
Zembla, but a tremendous gale of wind springing up, forced the ships to
take the ice, “ the only alternative being either to permit the brig to be drifted
broadside against the ice and so take her chance, or of endeavouring to force
fairly into it by putting before the wind as the Dorothea had done,” they
chose the latter and the frightful concussion is well described .
After about four hours of the most anxious solicitude, the gale moderated ,
and the ships getting released made the best of their way in a leaky state to
Fair Harbour in Spitzbergen .
All further attempts to accomplish the object of the Expedition being now
abandoned as hopeless, froin the state of the ice, the conditions of the ships,
and the lateness of the season, the Expedition relurned to England, where it
arrived on the 22nd October.
“ Thus terminated, ” says Captain Beechey “ the third endeavour, made
under the auspices of the British Government to reach the Pole, an attempt
in which was accomplished every thing that human skill, zeal, and perseve.
rance, under the circumstances could have effected, and in which dangers,
difficulties, and hardships were endured, such as have rarely been met with
in any preceding or subsequent voyage. ”
We hope to be able to give some extracts, as well as the concluding remarks
of Captain Beechey on the subject of any future attempts to reach the Pole, in
our next.
356 NEW CHARTS .

MASTERMAN Ready ; or, the wreck of the Pacific, written for Young People.
By Captain Marryat, Vols. 2 and 3. - Longman , 1842 .
The opinion we gave of the first of these volumes has been amply confirmed,
The sound Instruction, conveyed in an interesting form , combined with a
proper principle of religion met with in every page, renders it a work admira
bly adapted for young people. It is a pity, however, that Old Ready had not
lived to learn that a lightning.conductor does not attract lightning. No doubt
such was the common opinion of the time in which he lived ; but those who
have paid any attention to the subject now -a -days, know very well that attrac
tion has nothing at all to do with it ! This should be corrected in a future
edition, and ample apology made for Old Ready's want of information. The
work forms a useful and valuable little present.
NARRATIVE OF A Voyage ROUND TPE WORLD .—Performed in H.M.S. Sulphur,
during the years 1836–1842. By Captain Sir Edward Belcher, C.B.,
F.R.A.S., & c.— Colburn, Marlborough Street, London .
Port of MANZANILLA. " This port has a good anchorage, and is well
protected against the southerly winds prevalent during the rainy season ; but ,
on account of a very considerable lake of stagnant water in its immediate neigh
bourhood, is very unhealthy during the summer. Infested by myriads of
mosquitoes and sand flies, even in the dry season , it is nearly impossible to
reside there.
“ This port has been open to foreign commerce for several years, but has not
been able to make much progress . The port itself has not a single house, and
the first adjacent town is Colima, formerly the capital of the territory bearing
the same name, now embodied with the deparment of Michoacan .
“ Colima, it is true, is a large town , of considerable consumption, containing
about thirty thousand inhabitants; but the distance from the port (thirty
leagues) and the difficulty of communication , the roads being passable in the
dry season only, naturally augment the expenses on any mercantile transaction ,
to such a degree that it scarcely pays, as any cargo which could be introduced,
would be merely to supply the district of Colima. Such drawbacks, added to
the detention, deter vessels from touching at Manzanilla.
“ Another cause which must divert the maritimetrade from Colima , and Man
zanilla, is the preferable market at the capital of Guadalaxara for its produce of
sugar, maize, coffee, cocoa, indigo, & c. , and as these articles are not eligible for
exportation, on account of the high cost prices, the foreign merchants could only
deal in cash payments, whilst Guadalaxara, which is generally overstocked with
goods, via , Tampico on the east, and San Blas on the west, can supply Colima
with the necessary merchandize by barter.
“ The articles saleable at Colima are linsey , cotton goods, woollens, and a
Jittle hardware; but, as already stated , in smail quantities, calculated perhaps
for the consumption of about ten to fifteen thousand souls."

NEW CHARTS .
( Published by the Admiralty, and sold by R. B. Bate, 21 , Poultry. )
The River CAMEROON , with the Ambas Islands :-By Capt, W. Allen, H.M.S.
Wilberforce.
An important portion of the African Coast is included on this little sheet , besides
adding considerably as it does to our knowledge of that deceptive river the Came
roon .
Lowestoft Roads . -An important correction has been made to the Chart of these
roads, by Capt . Washington , H.M.S. Blazer, which affords an interesting instance
of the changes continually going forward on some portions of our coast by the action
of prevailing winds and sea .
 357

TABLE LXX .

For reducing Dresden feet to English feet, and English feet to

Dresden feet.

| Dresden foot 0.929347734 English foot.

1 English foot 1.076023489 Dresden foot.
Dresden

.English
English

English
Dresden

Dresden
feet
.feet

feet
or

or
or
.

English Dresden English Dresden English Dresden

feet, and feet, and feet, and feet, and feet, and feet, and
Dec. parts. Dec. parts. Dec. parts. Dec. parts . Dec. parts. Dec. parts .
O oer

0.929 1.076 40 37.174 43 : 041 79 73.418 85.006

N

1.859 2.152 41 38.103 44.117 80 746348 86.082

W
Av

2 788 3.228 42 39.033 45.193 81 75.277 87 158

4 3.717 4.304 43 39.962 46.269 82 76.206 88.234
5 4.647 5.380 40 891 47.345 83 77 • 136 89.310
6 5.576 6.456 45 41.821 48.421 84 78.065 90.386
7 6.505 7.532 46 42.750 49.497 85 78.995 91.462
8 7.435 8.608 47 43.679 50.573 86 79.924 92.538
9 8: 364 9.684 48 44.609 51.649 87 80.853 93.614
10 9.293 10.760 49 45.538 52.725 88! 81.783 94.690
11 10-223 11.836 50 46.467 53.801 89 82 : 712 95.766
12 11.152 12.912 51 47.397 54.877 90 83.641 96.842
13 12.082 13.988 52 48.326 55.953 91 84.571 97.918
14 13.010 15 064 53 49 255 57.029 92 85.500 98.994
15 13.940 16.140 54 50: 185 58.105 93 86 429 100 070
16 14.870 17.216 55 51.114 59.181 94 87.359 101.146
17 15 799 18.292 56 52.043 60.257 95 88.288 102.222
18 16.728 19.368 57 52.973 61.333 96 89.217 103.298
19 17.658 20.444 58 53.902 62.409 97 90 147 104.374
20 18.587 21.520 59 54.832 63.485 98 91.076 105.450
21 19: 516 22.596 60 55.761 64.561 99 92.005 106 : 526
22 20 146 23.672 61 56.690 65.637 100 92 935 107.602
23 21.375 24.748 62 57.620 66.713 150,139.402 161.404
24 22.304 25.825 63 58.549 67 789 200185-870 215 205
25 23.234 26.901 64 59.478 68.865 250232: 331 269.006
26 24.163 27.977 65 60•408 69.941 300278.804 322 807
27 25.092 29.053 66 61.337 71.017 350 325.272 376.608
28 26.022 30.129 67 62.266 72094 400 371.739 430.409
29 26.951 31.205 68 63.195 73.170 450418.206 484.21 )
30 27.880 32.281 69 64.125 74.246 500 464.674 538.012
31 28.810 33.357 70 65.054 75.322 550511.141 591.813
32 30.739 34.433 71 65.984 76.398 600 557-609 645 614
33 30.668 35.509 72 66.913 77.474 650 604.076 699.415
34 31598 36.585 73 67 842 78.550 700650.543 753.216
35 32.527 37.661 74 68.772 79.626 750697.011 807.018
36 33.457 38.737 75 69.701 80.702 800743.478 860.819
37 34.386 39.813 76 70.630 81.778 850 789.946 914.620
38 35.315 40.889 77 71.560 82 854 900836 :413 968.421
39 36.245 41.965 78 72.489 83.930 1000 929.348 1076.023
358 MOVEMENTS OF THE NAVY .

PROMOTIONS AND APPOINTMENTS .

[ From the Naval and Military Gazette. )
Whitehall, April 3. — The Queen has been pleased to direct letters patent to be
passed under the Great Seal, for granting the dignity of a Knight of the United
Kingdom of Great Britain and Ireland unto Captain Thomas Maitland, of the Royal
Navy , C.B.
Downing Street, April 3. — The Queen has been pleased to appoint Robert Fitz
roy , Esq . , Captain in the Royal Navy , to be Governor and Commander-in -Chief of
the Colony of New Zealand .
PROMOTIONS . ASSISTANT -SURGEONS — W . R. Smart
to Sappho – J. M. Mustard to Pelican.
CAPTAIN - G , Ramsay. MIDSHIPMEN - Hon. O , W. M. Lam
LIEUTENANT — Wilson . bert and H. F. Lyon to St. Vincent - F .
Woolcomb and H. A. Reilly to Rodney
APPOINTMENTS . -R. Purvis to Alfred - s . Osborn to
Excellent-F. Bullock to Tartarus
Captain-C . G. E. Napier to study Lord J. Brown and R. Oldfield to Bea
at Naval College -W. N. Glascock to con
Tyne. VOLUNTEERS 1st Class- H . Kelham ,
COMMANDERS - N . J. C. Dunn to Vic . W. D Harris, and A. Phillips to Rodney
tory for service at Weymouth - R . H. -G . J. Malcolm to Curacoa.
Fleming to Queen. CHAPLAIN- Rev. S. B. Maughan to
LIEUTENANTS- T. Spark ( 1812 ) to to Minden .
Polyphemus – G E. Hamond (1835 ) to PURSERS-E . Smith to Curacoa — R .
Impregnable - F . Lowe ( 1837) to Pro- A. Clarke to Sappho.
onetheus - W . E. Triscott to St. Vincent CLERKS-J . E. Price and J , D. Par .
-F. Kemble ( 1841) to Caledonia - L . minter to Sir E , Owen's office - Scott to
G. Halstead (1843) add . to Cornwallis- Impregnable - C . A. Thorne to Ruven
T. Aldridge ( 1801 ), R. Reid ( 1843 ), and G. H. Wise to Cornwallis.
A. Heseltine to Sappho - G . H. Gardner
to Excellent.
MASTER - J . J. Ball to Sappho. Coast GUARD.
Mates - W . Amphlett to Excellent
C. M. Luckraft and S. T. Dickens to Appointments -- Commanders S. Brad
Rodney - G . H. Thomas to Mastiff - G . ley, W.T , Taylor, and C. Gayton to be
T. S. Winthrop to Curacoa – J.O . John- Inspecting Commanders , Mr. I. Saxly
son to St. Vincent - W . Fisher to C'ale to command Scout.
donia - W . B. G. Johnson to Alban Removals - Commander J. C. Ben
Hon . P. E, Pellew to Cornwallis — W . nett to Montrose - Commander R. Kerr
B , D. Blaquiere to Impregnalile - W.C. to Ryde-Commander Madden to Lym
Geary to Beacon . ington-Lieutenant G. T. Smyth to
SECOND -MASTERS - T . E. Pullen to Swale Cliff - Lieut . T. B Stewart to 31
Rhadamanthus - F . Hooper to Corn . Tower - Lieut. C.Dangerfield to Seaham
wallis. -Lieut. E. Smith to 62 Tower - Lieut.
Deputy - INSPECTORS OF HOSPITALS- J. H , Bellairs to Black Head - Lieut. A.
W , C. Watt, MD ., to Malta hospital- M. Sharp to Portsmouth -- Lieut. C.
W. Lindsey MD., to Illustrious - G . King Seager to Wells — Mr. W. Curties to
MD , to Bermuda hospital. Kilkearn - J . Sterling to Achilberg - R .
SURGEONS - A . S. Allen , mb ) . , to Queen J. Turner to Greenore Point - W . H.
-J . W. Elliot to Howe - C. Wilkinson Higden to Cashell Bay - N . D’Alton and
to Devastation - A . Osborne to Impreg. T. lippett to Ballycastle - C . A. La
nable, Fargue to Jury Gap .

MOVEMENTS OF HER MAJESTY's Ships IN COMMISSION .

AT HOME , BLENHEIM , 72 , Capt. Herbert , March
28th paid off at Sheerness.
BLONDE, 42 , Capt. T. Bourcbier, 22nd Dee, (st . v .) April at Woolwich from
March , paid off at Portsmouth . West Indies.
 BIRTH , MARRIAGES, AND DEATIIS . 359

Druid , 44 , Capt , Hobsor. , 9th April, Crocodile, 36 , Capt. Johnson, Feb.

arr. at Portsmouth , from China, Toth 27th , at Windward Islands.
sailed for Plymouth . Curlew , 10 , Lieut .-Com . J. C. Ross ,
Hecla, (st . v .) 26th March , left Spit- Feb 21st at Rio .
head for Malta , with Admiral Sir L. Fair RoSAMOND , 2. Lieut. -Com . A , G.
Curtis, 27th at Plymouth . Bulman, Feb. 27th Windward Islands .
HERALD , 26 , Capt . J. Nias , 11th April Hornet, 6 , Lieut . -Com. R, Miller,
arr. at Porsmouth with treasure from Feb, 27th at Bermuda ,
China , ILLUSTRIous, 72 , Capt. J. Erskine,
INCONSTANT , 36 , 21st March , arr. at Feb. 21st left St. Thomas for Jamaica .
Portsmouth from Mediterranean, 30th IMAUM , 72 , Lieut. J. M. Motley, Feb.
paid off. 27th at Jamaica ,
RHADAMANTHUS, (st . v . ) Mr. T. Lean , IMPREGNABLE , 110 ,Capt. Ferrett , C.B.
24th March , sailed for Plymouth. April 1st, left Malta for England.
Rodney , 92 , Capt . R. Maunsell, 21st Iris, 28, Capt. H. Nurse, Feb. 10th
March , arr. at Portsmouth from Lisbon , at St. Helena.
10th April sailed with troops for Cape. LARK, (st. v . ) Feb. 27th at Nassau .
SPITFIRE, (st . v . ) Lieut . - Com. J. MALABAR, 74, Capt . Sir G. Sartorius,
Evans. 23rd March left Plymouth for Feb. 21st at Rio .
China. Pickle, 5, Lieut. Montresor, Feb.
Styx , (st . v . ) A. T. E. Vidal, Márch 27th , at Barbados.
18th left Plymouth for the Azores. Pique, 36 , Hon. M. Stopford, Feb.
Volcano, (st. v . ) Lieut. C. Smith , 8th 27th at Jamaica ,
April left Plymouth for Sierra Leone , Satellite , Com . Gambier, March 5th
AT PORTSMOUTH . - In Port , St. Vin . left Bermuda for Mobile .
cent, Victory , Excellent, Royal George Savage, 10 , Lieut. J. H. Bowker ,
yacht, Tyne, Cornwall transport, Nauti March 4th at Gibraltar.
lus. Scylla , 16 , Com . R. Sharpe, Feb.
AT PLYMOUTH . - In Harbour, Caledo. 27th at Jamaica .
nia , San Josef, Druid, Sappho, Alban, Snake, 16 , Com . W. Devereux, 8th
Confiance, Diligence. In the Sound , March arr, at Smyrna .
Lynx, and Cressy convict ship. SPARTAN , 26 , Hon . Capt. Elliott , 27th
CHATHAM .. Herald paying off ; Feb. at Jamaica ,
Hermes. THUNDER, (st. v .) Com . E. Barnett,
Woolwich . -Dee, Virago , Ruby, two 27th Feb , at Nassau ,
latter going to Chatham , Gleaner to go THUNDERBOLT, ( st, v .) Com . G. N.
to Bermuda to relieve Carron ; Shear Broke , 8th March at Madeira ,
water and Phænix . Tweed , 20, Com . H. Douglas, 27th
Feb., at Barbados.
ABROAD . VANGUARD , 80, Capt . Sir T. Fellowes,
ALBATROSS, 16 , Com . R. Yorke , Feb. 24th March at Gibraltar .
27th at Nassau , N. P. VINDICTIVE, 50 , Capt. J , T. Nicholas ,
Avon , (st. v . ) Lieut. Com H. Byng, 20th Nov, arr, at Hobart Town.
Feb. 27th at Jamaica. VOLAGE, 26 , Capt. Sir W. Dickson .
BELVIDERA, 38 , Capt . Hon , G. Grey, 27th Feb. at Jamaica.
March 24th , at Gibraltar. WARSPITE , 50 , Capt. Lord J. Hay,
BITTERN , Com . Hon . C. Carey, Feb. 27th Feb , at Jamaica.
10th at St. Helena.

Births, MARRIAGES, AND DEATHS .

Births. At Monte Notte , Cork , the lady of
Capt . Connor, RN . , of a son ,
March 24th , the lady of Lieut. J. H. At Ballycroneen , March 18th , the lady
Norcock , RN . , of a son . of Lieut. Robertson .
At Bruton , Somerset, the lady of Com . In Ecclestone -street, the lady of Capt .
Festing , KH . , of a daughter. Montague, RN . , of a son .
At Newcastle, Down , the lady of Lieut .
Carrol , RN ,, of a son . fetarriages.
At Chiefswood, Roxburghshire, the April 6 , at Greenwich , Capt. H. M.
lady of Capt . Craigie , RN . , of a daughter. Dobbie , son of the late Capt. Dobbic, Rn.
 360

to Ellen , daughter of E. H. Locker, Esq. Deaths.

Commissioner of Greenwich Hospital .
March 28th , at Richmond , the Rev. G. At Eastry, Kent, Feb. 28th , J. Rae ,
G. Guyon , son of Capt . Guyon , Rn ., to Esq ., surgeon, Rn.
Harriett, daughter of T. Price, Esq , Lately in the Pacific, T. Giles, Esq .,
Richmond. purser , RN.
March 5 , at Malta, Lieut. Sharpe , RN . At Greenwich , Capt. E. A. Burnaby,
to Marianne , daughter of the Rev. E. RN ., son of the late Admiral Sir W.
Montague, of Swaffham . Burnaby, aged 81 years .
At Ealing, Mar. 20th , G. Moon , Esq . , Suddenly, Mr. E. Scott, purser, RN ,
to Alicia Elizabeth , daughter of R. Par At Glasgow , J. Stevenson , Esq ., RN .
ker, Esq ., RN.

METEOROLOGICAL REGISTER .
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson, of the Royal Observatory .
From the 21st of March to the 20th of April ,, 1843 .
Dayth
.Day k
.Mon
Wee

FARENHEIT WIND .
BAROMETER. THERMOMETER , WEATHER .
In the Shade . Quarter. Streng.
9AM

9 A.M. 3 P.M. A.M. P.M. A.M. P.M. A.M. P.M.

NOON
In.Dec In .Deco
SWEEEEWEws_ssWawWENNNNYWHENBE

21 Tu . 29:50 29.46 50 57 45 59 S s 2 4 b 0
22 W 29.40 29.46 51 58 48 60 SE SE 2 3 ber 1 ) 0
23 Th . 29:42 29:54 52 56 48 58 SW SW 0 be
24 F. 29.55 29-65 50 59 60 E SE bc bc
25 S. 29.75 29.75 45 49 42 50 E E qbc qbc
26 Su. 29.75 29.74 49 36 50 E E qb
27 M. 29.72 29.70 40 42 37 43 E NE 0 o
28 Tu , 29.70 29.75 49 37 50 NE NE 5 bc bc
29 W. 29.91 29.97 39 50 29 52 E E 3 bc bc
30 Th. 29.85 29.78 45 53 32 56 SE S 2 bcm or 4)
31 F. 29.50 29:43 52 S 3 3 0 or (3)
1 s. 29.53 29.51 51 57 47 58 S SW 6 6 qor (2 ) qor (4
2 Su . 29.50 29:57 53 58 49 59 SW SW 6 6 qbcp (2) qbep (3)
3 M. 29.80 29.80 53 59 48 60 SW SW 0 bc
NONO
Woooor

4. Tu. 29.40 29.37 51 48 47 S SW or ( 1 ) (2 )

CON
WA

55 qor (3)
5 W. 29.71 29.83 48 52 W qbcp (2)
6 Th . 29-86 29.74 50 55 41 56 S SW or ( 2 o (3)
qbcrh
7 F. 29.59 29:55 53 60 51 61 SW SW od (2 qbc
8 S. 29:55 29.58 48 55 46 56 W W qber0 ( 1) bc
9 Su. 29.60 29.60 46 48 41 49 E NE O
46
715000

10 M. 29 88 29.90 39 40 34 N NW bc bcpsh (3)

11 Tu , 29.95 29.97 36 28 45 NW 4 b bc
12 W. 29.94 29.91 36 42 27 43 N 2 bm bcps 3)
13 Th . / 29.76 29.84 37 29 45 N 3 bcps 1 ) beps (3)
14 F. 29.88 29.90 51 30 52 W 5 go
15 S. 30.10 30.10 50 56 45 59 W SW 2 0 0
16 Su. 29.95 29.88 53 63 47 64 E E 3 b b
17 M. 29.90 29.96 50 64 43 65 NE NE 2 bc bc
13 Tu . 30.13 30.13 47 63 40 64 N NE 2 bm bm
19 W. 29.96 29.88 47 62 41 63 E 2 O bm
20 Th . 29-71 29.75 53 67 42 68 SW SW 3 bc bc

MARCI — Mean height of the Barometer = 29.886 inches ; mean temperature 42.9degrees ;
depth of rain fallen 0:52 inches.

TO OUR FRIENDS AND CORRESPONDENTS .

The papers concerning the voyage of the UNICORN have reached us. Captain
Williamsintentions of being useful to his brother seamen shall be seconded as they
should be.
We have received several communications too late for our present number, and
cannot promise immediate insertion after the 20th of the month .
 BY ROYAL

LETTERS TON PATENT .

EDVVARDS ,

PRESERVED POTATO ,
TO KEEP IN ALL CLIMATES.
The keeping qualities of the Patent Preserved Potato in every variety of climate
having now been fully tested and approved of, and its desirableness as a fresh vegetable
generally acknowledged and appreciated during long voyages to distant parts of the
world , its inerits are established as an excellent and invaluable article of food, un
equalled in cheapness and portability, and defying the effects of time in any climate
to injure its inherent nutritious quality and flavour.
A quarter of a pound of the concentrated vegetable, by merely pouring over it a
little boiling water, is at once converted into more than one pound of mashed potato,
and that of a quality and flavour superior to, and more nutritious than, the best potato
in its natural state, its being cooked in a few minutes, and no fire heat required, a
great saving of time and fuel is effected by its use.
These great advantages, combined with the high opinions expressed in the certificates
of Professors Brande, Daniell, Ure, Dr. Paris, &c. , which are a guarantee as to its
wholesomeness, are amply confirmed by the numerous testimonials the Patentees have
received from all quarters of the globe, as also by special reports 'made to the Govern
ment and the Hon . East India Company, approving of it in the highest terms. Its
practical utility is not confined to the mere production of an excellent dish of vegetable
food ; for, by the Preserved Potato being mixed with flour and well boiled, it pro
duces without suet or eggs, a light and wholesome pudding ; also, in bread making ,
pastry , soups, and a variety of other useful combinatious it is alike valuable, while
its great economy, portability, and facility of cooking , render it peculiarly suitable to
the hurried meal of the tempest-driven mariner, the soldier on his march , or the emi
grant on his voyage ; in fact, all classes of persons in all situations and times, either
at sea or on shore, may obtain in a few seconds a ready dish of excellent relishing food
from the Patent Preserved Potato.
In addition to these advantages, the cost of the Patent Preserved Potato will be less
than that of any other description of food ; the Patentees, under the conviction of its
extensive use, having determined to offer it to the public at a price ( delivered in
London ) which does not exceed One PENNY PER POUND as the cooked Vegetable .
Among the numerous Testimonials, & c. in possession of the Patentees ure the following:
ANALYSIS OF THE PATENT PRESERVED Potato , by Dr.URE .- 1 hereby certify that
Messrs. Edwards' Patent Preserved Potato, contains by chemical analysis the whole nutri
tious principles of that root in a pure concentrated state ; that it contains
60 parts in the hundred, at least of starch ; nearly
30 of a soluble fibrine of dumulcent antiscorbutic quality ,
5 of a vegetable albumine of the nature somewhat of the while of egy, and
5 of a lubricating gum .
The fibrine and albumine render it more light of digestion, and the gum
more demulcent to the stomach than wheat flour, with which, also, it may be regarded
us nearly equally nutritious, and more so than peas, beans, sago, or arrow root.
July 30th, 1842. ( Signed ) ANDREW URE , M.D., F.R.S., fc.
Extract of a letter, dated H.M.S. Cornwallis, Chusan , 6th Nov. 1842 ,
Although from the moment I first saw the Preserved Potato I never had a doubt
of its excellence, but deferred giving an opinion on the subject, until it had a fair trial ,
which has now been the case, it having been shipped nearly two years, and passed through
every variety of climate, -the summer months of China being particularly destructive to all
kinds of stores; notwithstanding which , the Preserved Potato, is not only good whenopened
but by keeping it in canisters , remains so until all is used . His Excellency the Commander
in -Chief, with most others in the expedition, have the Preserved Potato at this day ; it
being quite as good, as when shipped ; and , asto the expense,I am satisfied, it is more econo
mical than the fresh potatoes, quantities of which always decay , and are thrown overboard .
It is my intention, should I return to England in this ship, to bring home a small canister
of the Preserved Potato. (Signed) W. NORMAN , Steward to
Vice .Almiral Sir W. PARKER ,
Commander-in -Chief China and East Indies .
 xtract of letter fiom Capt. H. I , Nayler, Ship Surry , Hobart Town, Sept. 3rd , 1842.
Gentlemen.- I have much pleasure in informing you , that I have made repeated trials
your Preserved Potalo, and found it far exceed my expectations ; I consider it a most
valuable article to have on a Sea voyage, possessing all the flavour of the Potato, and cer.
tainly much more Economical than the Potato in its naturalstate ; and I am satisfied if it is
put into air- tight packages it will keep for any length of Voyage, the Barrel you put on
board my Ship was by no means tight, and remained in the Main hold during the whole
of my passage from London to Van Diemens Land . Notwithstanding it being so loosely
packed, and being in the damp hold the whole passage, op opening it I found it perfectly
sweet and good , I have so good an opinion of it, that I think I shall never carry potatoes,
to sea in any other way . I found it so little known in Hobart Town, that I have been in
duced (for the information of my Sea -faring brethren here ,) to send a description of it,
with some testimonials , to the Editor of one, of the Newspapers, and he has given it a
place for several days, in the Colonial Times, I have also given samples of it to different
persons here, and they all have approved of it much.-H. I. Nayler, master of the “ Surry.”
Report from Mr. Welsh , surgeon of the “ Northumberland,” conveying troops,Sept. , 1841.
In compliance with the desire of the Hon . Court of Directors of the East India Company,
I have the honour to report on the effects of a quantity of Edwards’ Preserved Potato , sent
on board the Northumberland for the use of the troops on their passage to Madras. The
Preserved Potato has been served out to the men twice a week for the last ten weeks,
at the rate of 24lbs. of the Preserved Potato to 6 pints of water, the allowance for a mess
of six men ; this was found quite sufficient, and the men have enjoyed it as much as the
fresh vegetable. I had followed up the directions of the patentees with the first messes
served out , allowing 3lb . of the Preserved Potato to 6 pints of boiling water, I found this
rather more than the men consumed , and the quantity of water too little to make the vege
table of the consistence of mashed potato. The vessel used was the mess bowl, covered
with a platter, and allowed to stand for twelveminutes, when the mashed potato was pro
duced , superior to what was made from the fresh vegetable on board.
The Preserved Potato has kept of the same quality throughout the passage , and I feel
l'onfident if protected from damp it may be kept for any length of time without change. 1
consider Edwards' Preserved Potato a very valuable addition to the scale of victuals for the
men , as it is equal in nutritious properties to the fresh vegetable , and as the men enjoy it
as much , it must assist in keeping them in health . JAMES Welsh , Surgeon .
Memo.--- The Patent Preserved Potato is now adopted by the Hon . East India Company,
on the scale of victualling for the Troops.
Letter from H.M.S. Wilberforce, Niger Expedition , Ascension , January , 1842.
Gentlemen . - I feel pleasure in bearing testimony to the value of your preparation of Pre
served Potato which I have found serviceable in restoring the convalescents after the
destructive fever, which has prevailed in the vessels of the Niger Expedition . I consider
them to be a most valuable adjunct, from their highly nutritive properties to the usual re
storatives, made use of by invalids in all tropical climates, where the English potato must
be esteemed a rarity. M. PRICHETT, M ,D . Surgeon .
Extract of Letter from Capt. W , Allen , RN ., of H.M.S. Wilberforce, Niger Expedition .
Gentlemen . - I am happy to be able to give you my testimony in favour of the Preserved
Potato, which I found to be quite as good as the fresh Vegetable , after having been on
board H.M , steam -vessel Wilberforce more than a year , at least that which was packed in
tin , I had some in barrels , which , owing to the excessive dampness of the Coast of Africa,
and perhaps, to carelessness in the exposure, had lost its colour, &c. , though its nutriti
ous qualities, remained in a great degree . I would strongly recommend it to be always
taken in Metal cases, as the most economical way ,
For Ships' crews, I think that the Preserved Potato would be found of great service , as
part substitute for bread, it being usually the practice of the men , not to take up the whole
of their allowance, and to exchange it for Vegetables, in harbour, they would thus have the
means, if they chose, of obtaining a good Vegetable at sea, at all times, and in all climates.
(Signed ) WILLIAM ALLEN .
MEMO. — Two cases of the Preserved Potato that were taken out per H.M. Steam -vessel
Wilberforce are now in the possession ofthe Patentees, and the quality of the potato is the
same as when shipped in April, 1841 , for the Niger Expedition .
Gentlemen.- I have much pleasure in informing you, that I tried your Patent Preserved
Potato during my passage from England to Madras, and it was the universal opinion of my
self and passengers, that it was a most excellent substitute for potatoes.
Signed J , HAMILTON , Commander of the " Anna Robertson , ” Madras, July 20th , 1842 .
Herewith are the signatures of my passengers to the above. - A . F. Bruce, Madras civil
Service ; M.H. Bruce, Maria GILLESPIE, FREDERICA WARNER, W.H. Warner , Lieut.
Bengal Artil - lery ; H. Ross, Lieut. col. Madras Army ; H. P. Hill , Lieut. do. T. V•
MOORE, Lieut. do ., J. W. ARNOLD, W. M. Howden, Surgeon, G. T. Migle, J. Ross, Bengal
Army; H. READ , E. J. HARDY , D, SANDERSON .
For Casu and not less than one cut. supplicd, packed in Metal cases.
Samples and particulars to be had of the Patentees, EDWARDS, BROTHERS, & Co.
1, BishopSGATE STREET, corner of Leadenhall Street , London ; and of their agents
at Liverpool, Bristol , Portsmouth , Devonport, and other sea- port towns.
 361

Strait Of SUNDA AND PASSAGE FROM ANJER TO Batavia, with

Remarks upon the beacons , perches, fc . , placed on the Shoals in the
Outer Channel leading to Batavia Roads.—March 1841.*

[ We recommend the reader in perusing this interesting account of Sunda

Strait to have before himn the chart of it published by the Admiralty . - Ed.]

HEAVY squalls of wind , accompanied by thunder, lightning , and a

deluge of rain ushered in the day of our making Java Head . This of
course was rather perplexing ; the weather during the previous week
having been of the same description , almost totally precluding the pos
sibility of our obtaining altitudes either for latitude, or , for the longi
tude by chronometers, and thereby rendering the chances of a good
landfall rather precarious. It was particularly so at this uncertain
period of the year, when the shifting of the monsoon , attended by the
evils of calms , very variable winds, and a doubtful current often places
a ship in the critical position of either getting into Wine - Coopers Bay
in Java, and to leeward of the Head ; or, with the wind from the south
east risks her being hampered among the islands upon the west coast of
Sumatra ; and , perhaps , ultimately compels her to bear up for the Strait
of Malacca. We, however, fortunately avoided all these predicaments,
and at dawn saw Java Head well on the lee bow , and bearing E.b.S.,
distant eighteen miles. A small Dutch barque was in sight about two
miles off on our weather quarter, and by the frequent alterations of her
course evidently showed that she had not as yet made the land.
The morning continued to be very squally and threatening ; but, ex
cept in very severe puffs we carried on through every thing , in conse
quence of the wind evincing a disposition to fly out from the northward ,
and which would have driven us to leeward of the Head . About 11
A.M. the dense murky clouds rolled away, gradually unveiling the mag
nificent scenery of the Strait of Sunda . Broad on the starboard bow
lay the high bold promontory of Java Head ;—its dark blue crest stand
ing out in strong relief from a sickly sky of a pale yellow tinge, and
its base accurately defined by the long line of white foam hurled against
the cliffs by the waves of the Indian Ocean . Right ahead the lofty
peak of Keysers Mountain in Sumatra struggled through wreaths of
vapour, which, although partially dispersed near the summit of the
cone, yet hung in a dense mist around the base, and over the low
swamps fringing Keysers Bay. Neither Lampoon nor Rajah Bassa
Peaks were visible until noon , at which time the fogs were entirely
dissipated, disclosing the coast of Sumatra and the various islands in
the entrance of the Strait. A brisk breeze from north now sprung up ,
wafting before it that strong odour of the land so very perceptible to
those who for months have been lonely wayfarers on the eep. It
assailed our olfactory nerves the more strongly, being surcharged with
vapours redolent of the smell of the rank vegetation of the tangled

By J. B. C. , City of Dublin Steam Company's Service .

ENLARGED SERIES.-- NO . 6. -VOL . FOR 1843 . 3A
362 STRAIT OF SUNDA, AND

jungles and noisome swamps skirting the northern shores of the Strait
of Sunda.
Finding as we approached the dangerous reef projecting from the
south -west point of Pulo Pontang-Itang or Princes Island , the wind
heading us off so much that it would have been impossible to weather
it , we pushed for Princes Strait, called by Dutch navigators the Behou
den or Safe Passage, and which runs between Java Head and Princes
Island. However, upon nearing it the wind fell light, we being then
in the vicinity of the Carpenters Rocks off the point of Tanjong Han
jang, and upon which the sea was breaking tremendously . We, there
fore, immediately hauled off, and opened the entrance of the Great
Channel again , our Dutch friend being now close to us. During the
night we had some lightning, and very variable winds, principally from
north-east ; we, however, managed before morning to get a little way
up the Strait. This day (Sunday) was very fine, and a light northerly
air barely enabled the ship to hold her own against a strong current.
Great numbers of trees and plantain -suckers floating about afforded us
much amusement, several large birds being perched upon them , gave
, they undulated upon the 1
them the appearance of prahus full of men as
long swell. A dose or two of canister shot seemed to astonish their
feathered crews. Most of this drift wood being covered with barnacles
attracted quantities of fish of various descriptions. The afternoon was
agreeably diversified by our falling in with a ship bound from London
to Singapore; the night, however, was a dreadful one, it never having
ceased from 10 P.M. till daylight of Monday to thunder, lighten , and
and blow, in a most terrific manner ; the squalls flew out from every
point of the compass, and were attended by blinding torrents of rain .
It was as anxious a night as ever we experienced, it being as black as
Erebus, save when the blaze of lightning threw a transient gleam upon
the lofty land around us, and, besides giving an idea of our position
assisted us in keeping a respectable distance from the English and
Dutch ships which were sometimes rather too close.
On Monday the weather was fine, with light airs from west to north ,
and which enabled the ship to creep slowly on . At two on Tuesday
morning we were up to Pulo Crockatoa, and at 7 A.M. being still close
to this magnificent island , we had an excellent view of it . A lofty
sugar - loaf mountain rises rather abruptly from the S.S.Eastern ex
tremity and slopes gradually to the northern end ; the entire island is
covered with wood of the most luxuriant growth , and the various tints
of the foliage are most beautifully diversified . One or two small islets
lie off the eastern end, and are also well wooded . While gazing upon
this Oriental gem , our memory in vain endeavoured to conjure up a
scene as beautiful. The morning was delightful, and the flood of golden
sunshine throwu upon this fairy isle, poised as it were upon the bosom
of the placid Strait, together with fitful shadows playing upon its sum
mits as the fleecy clouds flitted past, presented a picture which the
imagination of an enthusiastic painter might faintly pourtray ; but to
which no description ever could do adequate justice.
With a pleasant westerly breeze we passed Fourth Point, near Anjer,
at 4 P.M. , and at five seeing indications of heavy squalls in the east
ward and right in our teeth , brought up with the small bower in 13 }
 PASSAGE FROM ANJER TO BATAVIA . 363

fathoms, the flagstaff at Anjer bearing south -east about one mile dis
tant . The instant the anchor was down , the dispatch - boat came along
side ; she brings off a large budget of letters, which are all started
upon the cuddy table , they are directed to every vessel expected to pass
that way, bound to Batavia, Singapore, or China, or, from thence to
Europe or India. Upon the skipper selecting his billets the letters are
again tossed into their receptacle ; and a book is produced in which
tonnage , men , armament, destination, loading, and all particulars about
the vessel are inserted . It is a very interesting album ,as a commander
sees therein recorded the movements of many of his “ brother chips,"
who may happen to be in those seas. There is a post from Anjer
overland to Batavia, the distance is about fifty - five miles.
Having transacted business with the postman , a busy scene presents
itself upon going on deck . Twenty or thirty boats and canoes are
round the ship , all laden with ducks, fowls, hogs, turtle, yams, sweet
potatoes, rice , joggry ( or sugar ) , and tropical fruit of nearly every
description ; in addition to all this is a complete menagerie of large
apes , demurely sitting upon the gunwales regarding with a melancholy
gravity the antics and depredations of a legion of small monkies of all
varieties, who are busily fighting, chattering, and stealing , and for the
latter accomplishment receiving monkey's allowance, in the shape of
sundry well -earned buffets from their owners, who ensconced amid piles
of cages containing racoons, jungle cats, the beautiful little mouse deer,
doves, lories, jungle cocks, cockatoos, parroquets, and the merry little
twittering Java sparrows, and which placed upon bags of paddy ,
heaps of pumpkins, baskets of shells , and other notions, endeavour to
tempt the tars to part with some of their “ go- ashore ” toggery in ex
change ; the Anjer merchants knowing by long experience that Jack
seldom possesses much of the circulating medium at any time .
The Javanese who board the ships passing Anjer are very sharp
shrewd fellows, and generally speak a little English, which is a very
bad sign, it being generally understood in the East, that the more
English a native speaks, the greater the probability is of his imposing
on you when he can . They are a very diminutive and ugly race, their
hair is long, coarse, and black, the complexion a dirty yellow, eyes
small and sunken , noses flat, and mouths of enormous width , and of a
most disgusting appearance, the lips being stained red , and the teeth
black by the areca or betel- nut , which they chew in large quantities.
Their dress is generally a short frock or jacket of some light material ,
and the lower garment is generally the Malay sarong , or sometimes a
pair of trousers. Some , however, affect the European nautical dandy ,
being tricked out in old braided jackets, and other portions of apparel
discarded from the wardrobes of the spruce young neophytes, who may
now be found swelling the ranks of our apprentices in the merchant
service . One of our young gentlemen made the notable discovery that
a new dress jacket of his had suddenly became too small for him , and
by the same convenient ballucination naturally inferred that a monkey
would be a fair equivalent. We, however, fortunately looking over the
side , saved the flitting garment , at the same time giving the owner a
hint that such a system of barter might eventually lead to a speedy
marriage with the " gunner's daughter," if persevered in .
364 STRAIT OF SUNDI, AND

Some few years back the current coin at Anjer consisted of old iron
hoops, nails, &c. This currency , however, has been most unhappily
superseded by hard Spanish dollars, Dutch guilders and quart guilders,
Company's rupees, English sovereigns, shillings, and sixpences, all of
which are highly prized , their respective values being well understood.
A Malay offered us a canoe and its entire cargo, consisting of six turtle,
several dozens of fowls and ducks, with fruit, vegetables, eggs, a great
number of birds, and a large monkey in exchange for a 25 lb. keg of
gunpowder. However, in consequence of our destination being Batavia
we declined this great bargain , not wishing to commit ourselves with .
the Dutch authorities, in event of their discovering the transaction ; it
being their policy to keep the natives in as defenceless a state as possi
ble, and consequently prohibit their being supplied with either arms or
ammunition . A large London ship , however, had been busily employed
during the preceding Sunday in driving a brisk trade for ready cash
at Rajah Bassa, on the Sumatra side of the Strait. The commander
informed us that he sold a large quantity of powder, muskets , cutlasses,
and pistols, at a long price to the Rajah and his dependants . This
supply was very apropos, it being the period of a partial revolt against 1
the Dutch authority in Sumatra, the forces of the Hollanders being
then hemmed in at Sunkool , and placed in a very unenviable posi 1
tion.
+
Next to the high mountain , called Anjer Peak , which hangs over
the village, and is very remarkable, the most conspicuous object is the
pretty monument erected to the memory of Colonel Cathcart , who died
in the Strait of Sunda in 1788 , being ihen on his passageto China, as
ambassador from the court of England to that of Pekin . This obelisk
is painted white , and contrasts well with the dark green foliage in
which it is embosomed .
With regard to the respective merits of the passages by Anjer or
Rajah Bassa, being bound either way through the Strait, from personal
observation and from conversations held with Commanders of ships on
the subject, the preference may be decidedly given to Anjer in conse
quence of the great rapidity and uncertainty of the tides in the neigh
bourhood of the Stroom Rock rendering its proximity very dangerous,
and unless in a strong breeze a ship is almost unmanageable . The
depth of water on the Stroom side is almost double that on the Anjer
shore except in a south -west line from the Button to Thwart-the- Way .
Instances have lately been known of ships which being drifted danger
ously close to the Stroom Rock , let go their anchors and ran their
cables out to the clinch ; they were of course still whirled on until by
a lucky chance they barely went past the rock and no more. The
consternation of those on board must have been great to have induced
them to endeavour to anchor in sixty or seventy fathoms.
The reef projecting from the southern end of Thwart -the -Way ex
tends a long way further out than is generally supposed ; at low water
The recent loss a very fine ship , the Copeland of Liverpool , since our arrival in
England , is a melancholy corroboration of the dangers of this passage ; this ill
fated vessel having struck upon the Stroom Rock , was run upon the beach at Thwart
the-Way, with a view of saving the cargo, &c. , she , however, on the ebb fell off into
deep water, and instantly went down,
 PASSAGE FROM ANJER TO BATAVIA . 365

the sea breaks for more than a mile from the island . The ebb tide run
ning out of the Strait of Sunda , seems on the Anjer side to split as it
were round the Button Island , one half setting violently upon Thwart
the- Way reef, and the other sweeping in a southerly direction with
diminished force through Anjer roads . A vessel getting under weigh
from Anjer with a westerly wind and flood tide should cast as quickly
as possible with her head off shore and shoot well into the Strait where
she will have room and time to pick her anchor up ; it being danger
ous to keep a ship drifting in the roads after her anchor is out of the
ground while heaving it close up, in consequence of a steep rocky
point projecting to leeward of the anchorage, called Leeming. A
large ship was totally lost upon it about three weeks before we passed ;
she drifted on while occupied in getting the anchor to the bows.
A light breeze from the westward having sprung up at 10 A.M.
( Wednesday ) we proceeded , our stay being about seventeen hours. As
the day advanced the breeze freshened, bearing upon its wings a large
Dutch Indiaman which rapidly overhauled us . This beautiful ship
mounted twenty guns and appeared to be in high kelter. She passed
Anjer under a crowd of sail, moonsails set and skysail studding -sails.
She did not stop but merely yawed while firing a salute in running
through the roads . She had a great number of troops on board . At
2 P.M. we passed point St. Nicholas, and were now fairly in the Java
Sea . While running along the land we had ample leisure to admire
the magnificent scenery which every where presented itself, particularly
in the vicinities of Panjoriang roads and Pulo Mesak. The country is
fertile in the extreme and well cultivated , plantations of sugar and
pepper well laid out and enclosed, groves of cocoa - nut trees, swelling
lawns and sunny slopes, with here and there the humble cabins of the
Javanese cultivators peeping with a kind of “ il faut me chercher " ex
pression , from their leafy hiding places, form attractive features of the
picture, which is farther heightened by the effect produced by waving
groups of the graceful and feathery bamboo and picturesque clumps of
trees placed by nature with almost the same precision with regard to
effect, as the same ornamental plantations of our most beautiful pleasure
grounds, and upon which so much care and experise are lavished .
When to these charms are added a back ground of woody mountains,
a fringe of sea beach of dazzling white sand, the Strait of Sunda dotted
by its numerous islands, together with the distant peaks in Sumatra
piercing the clouds, some faint idea may be formed of the beauties of
the sail , from Anjer roads to Point St. Nicholas.
At 6 P.M. the westerly breeze failed, and was succeeded by a faint
air from E.N.E. with hazy weather, we accordingly brought up for the
night with a kedge and hawser in fourteen fathoms mud , the east end
of Pulo Baby bearing N.N.W. four miles distant . At midnight we
tried the set of the current, and found it was running to the westward
two miles per hour. At noon next day the tide having turned , we got
underway with a light breeze from north -east, the weather being fine and
clear, while plying to windward the ship holding her own tack fo tack
with the Dutch Indiaman , and sometimes having the advantage. Hav
ing cleared the Pontangh Reef we made long stretches towards the Tan
ara Shoals . We observed a very large building near the mouth of the
 366 STRAIT OF SUNDA, ETC. 2

Tanara River, apparently appropriated to drying and curing coffee .

The coast in this neigbourhood is low, and contrasts strongly with Ban
tam peak and the high land to the south - west of Bantam Bay . At 1
7 P.m. brought up with the kedge in 92 fathoms soft mud , Maneaters 1
Island E.b.S. six miles distant.
Friday , March 12th , tripped our anchor at 5 A.M. and proceeded
with a light breeze from west accompanied by torrents of rain . During
the morning the weather was so very hazy that we had great difficulty
in keeping the beacon off Maneaters island in view . We passed it at
10 A.M. Between ten and eleven the Dutch ship which kept about a
mile ahead of us, was two or three times obliged to drop her anchor
under foot, being afraid to push on , the rain squalls being so very thick.
She was however an excellent mark, and thereby saved us the trouble
of anchoring . At noon the weather cleared up, we being then off the
west end of the Island of Middleburgh , and had the telegraph at On
rust in sight, as well as the shipping in Batavia Roads. We accord
dingly reported the ship by Marryai's code . The Dutch vessel in the
meantime was pushing in ihrough the Inner Channel to the southward
of the Islands of Middleburgh and Amsterdam , and to the northward
of Ontong Java Reef. This is the passage generally used by the Dutch
ships, and shortens the distance very materially ; we entered by the
Outer Channel which is to the northward of Middleburgh and Amster
dam , and to the eastward of Hoorn Islands. There is also another pas
sage called the Great Outer Channel, It is to the northward of the
Island of Great Cambays, and to the southward of Pulo Dapour.
At 3h . 30m. P.m. it fell calm, the island of Leyden bearing east,
Purmerent Island and Shoals west, and the city of Batavia south, seven
miles distant ; we immediately brought up with the small bower in
twelve fathoms mud . The beacons we observed upon the shoals scat
tered in the neighbourhood of the Outer Channel were, one bearing
E.N.E. from the northern point of Maneaters Island, one to the W.S.
W. of the Great Cambays, and bearing about N.b.E. from that off
Maneaters Island, one to theS.S.W. of the Little Cambays, and another
upon a patch bearing E.S.E. from the centre of Middleburgh , and
north -west from the Little Cambays being about equi-distant from the
two islands . This last beacon forms the starboard boundary of the
Outer Channel in running in . The continuation of this passage is
between several shoals on the northern side, and two large patches off
Middleburgh , one of which bears due north about two miles from the
west end of that island , and the other lies on the same bearing about
the same distance from the Sound , when open , between Middleburgh
and Amsterdam , and which is about three- quarters of a mile in
width . None of those shoals are perched (March 1841) and
which caused us a little uneasiness. The day , however, being clear,
we were enabled to make out their positions very accurately from the
topsail yard by the discolouration of the water. We observed several
beacons in the inner and middle channels by Onrust and Purmerent.
All the perches are small rude crosses, the upper part painted white and
the lower black . Fishermen are much in the habit of placing long
poles in deep water, lo denote the positions of their nets , pots, & c .,
these poles having large bunches of leaves or grass flying from their
 CORPORAL PUNISHMENT IN THE MERCANTILE MARINE. 367

ends are very liable to puzzle strangers when in the vicinity of known
dangers. The numerous islands scattered about the approaches to
Batavia roads are merely small sandy cays covered with trees, and I
believe wholly destitute of fresh water. The resemblance they bear to
each other is so very great, that one would imagine it to be almost im
possible to distinguish one from the other in bazy weather.
(We are compelled by a pressure of other matter to reserve the conclusion of
this interesting paper from the pen of the commander of a British merchant
man for our next number. In the meantime we recommend those who would
inform themselves on Batavia Roads, and its approaches, to refer to the Admi
ralty chart of those roads, along with our last volume, where they will find some
further importantinformation concerning them from the pen of Captain Drink
water Bethune, R.N.-Ed. N.M.]

CORPORAL PUNISHMENT IN THE MERCANTILE MARINE .

99
SIR. -In the remarks of your intelligent correspondent “ Mexicano,”
( Nautical for April, p . 229 , ) is the following passage. “ Any offence
occurring at sea, when it may be necessary , for example and safety of the
vessel , to be punished at once ; masters to do so only with consent of
at least one officer ; circumstances to be fully stated in the log -book ;
and seamen to have recourse (to the law-I suppose,] when on shore
if he considers himself aggrieved."
A man in authority , such as the Captain of a trading ship, with a
discreet mind and feelings attuned to the dictates of humanity, writing
on this subject, may perhaps, be excused for entertaining a desire to
hold the power of summarily punishing a mutinous seaman at sea ;
but, he should recollect that , unfortunately all Masters of ships, or other
vessels, are not possessed of that strict integrity of principle that would
control the fiery spirit of anger, dislike of a particular individual, or
any other unworthy passion of the heart. Every man , in whatever
station of life he may be, might just as well desire to be the executor
of the law, as a Judge, or as a Magistrate ; but, it would be incompatible
with reason and common sense to delegate such powerto those who, in
the ordinary way, have any body of persons under their authority .
The qualification required for the command of a Merchant vessel
does not necessarily constitute the possessor a good judge of the mode of
punishing subordinate men . Instruction, as well as character, would
seem to be necessary to qualify any individual as Arbiter of the law
embracing physical chastisement. And even among those who do qua
lify themselves, and are men of integrity, or - possess the reputation of
being such- we find instances of mal-administration. I believe that,
we may consistently with truth , contend that the education, the habits,
and the little check that there is upon the will of the particular class
alluded to, would disqualify very many of the ship- masters for exercis
ing , with that moral control which is absolutely necessary , a power of
such latitude .
Is it not notorious that men in command view impropriety of conduct
in their subordinates through a very different medium ? One will
363 TYPIIOON IN THE CIIINA SEL

think the transgression sufficiently punished by verbal correction , and

by serious warning - whilst another will fancy it deserving of severe
bodily punishment. It is true many persons may entertain opinions
very similar ; but assuredly all do not, in cases of this very nature ; and
we see instances every day of the inconsistency of human nature, of its
capriciousness , and above all, often , how slightly the passions of the
heart are held in due subjection by the dictates of reason or of con
science !
I would calmly ask of the disinterested , whether such a responsibility
would sit well upon a class in which the conduct of so many of its
members have met with deserved reprehension ? The voice is from
themselves — you cannot discriminate — the power must be general , if
allowed —and , if it were possible to find out those who are sober, steady,
and humane , in disposition and practice, and to delegate such authority
to them—would not such a law be a monstrous and anomalous absurdity ?
For my own part, if I was the Master of a ship, I should not feel
very comfortable with such a privilege in my possession ; because , as
such, unqualified in any way for the exercise of so grave a power, I
should mistrust my impartiality . Depend upon it, Sir, that the Mer
chant service would not be improved by such a concession being granted
to it.
At present the Captain of a Ship has the power of confining an out
rageous mutineer in irons, or “ bilboes," as the sailors term the anti
locomotive instrument ; and to bring him to punishment when he
arrives in harbour.* Besides if summary chastisement should , in any
case, prove to be absolutely necessary , by the testimony of creditable
witnesses, to check general mutiny , the law of the land will not desert
the Captain that inflicts it-- on that point nothing more seems to be
called for.
But I am of opinion that, few cases can arise when the necessity for
extreme coercion would supercede the good effect of a temperate but
firm determination , seasonably applied , to be obeyed in every lawful
command . Mutiny-such at least as would seem to require only +
corporal punishment, seldom displays itself, when the men are governed
correctly , and the Commander in every respect supports his station .
This is my belief; and I think, from all which has appeared in the
Nautical, it will be subscribed to by most of your readers.
A Cautious (and therefore a true ) FRIEND TO THE SEA - SERVICE .

TYPHOON IN THE CHINA SEA .

City of Dublin Steam Company's Vessel Liffey,

Liverpool, May 2nd , 1813.
Siri – Being restrained by diffidence from obtruding myself upon the
notice of the readers of the Nautical Magazine, I requested you to affix
merely my initials J. B. C. to the account of a typhoon which appeared
I think the expense of such a proceeding should be paid from the offender's
wages, and by the public, if he is condemned ; if not so, by the master,
# Comparatively with the last of punishments - Death .
 TYPHOON IN THE CUINA SEA 369

in the August number of your periodical for 1842 ; I however am now

reluctantly compelled to abandon my incognito in consequence of having
read in the Nautical for this month, an account of the same typhoon
written by Commander Hay , R.N., in which some discrepancy appears
between our respective registers as to the points from which the wind
blew at 4h. 8m . and 10h. to 11h . A.M.: for the information of Captain
Hay I heg to state that, the ship I commanded, the Bencoolen of Liver
pool, lay about half a mile from the battery on the main land , and in
which the Bengal volunteers and a party of the 18th regiment were at
different periods quartered , and bearing about E.B.S. from the ship ;
H.M.S. Druid being the only man -of-war anchored between the fort
and ourselves. All the rest of H.M. ships were to the westward and
south -westward of us. With regard to the accuracy of my barometer
I have to remark, that it always stood a tenth lower than many others
I have met with , but it is a glass upon which the utmost reliance can be
placed . I left it in the care ofMessrs. Steele , the opticians of Liverpool,
for some length of time after my arrival, and they have assured me that
a more correct instrument cannot be ; and during the late tempestuous
winter, I tested it severely upon my passages between Liverpool and
Dublin, and must say that its predictions were almost miraculous. The
perfect coincidence too between it and the sympiesometer, during the
height of the hurricane, and upon the breaking of the gale the steady
rise of the barometer, irrespective of the squalls which like the last
flashes of the expiring lamp, were the precursors of the stilling of the
tempest, and had the due effect of retarding the rise of the more sensi
tive instrument, are beautiful evidences of the correctness of the mercu
rial observation . The glasses on board of my ship began to rise at
precisely 11h . 42m . by the Commodore, I being very punctilions about
keeping my pocket-watch set by the time of one of H.M. ships, it being
a compliment which, in my opinion, is due from every merchant ship
(while in barbour) to the pendant, and my chief officer and I were most
attentive to the first rise of the mercury , on account of the crisis which
might be expected at the change, and consequently relieved each other
on deck, not leaving the instruments unobserved for one moment after
they were at the minimum .
Adverting to my notices of all the circumstances connected with the
hurricane of the 21st of July, I beg to say that I showed my slate,
having the original remarks on it, written during the height of the
gale, to several Naval officers, and Commanders of merchant vessels in
Hong -Kong, all of whom were perfectly satisfied of the correctness of
my observations. I also furnished copies to several persons, and among
them to the Naval instructor of one of the frigates, and throughout
made every endeavour to give a matter of fact account of the storm , with
the hope of furnishing a link in the advancement of our knowledge of
the theory of storms, by giving merely a statement of occurrences as I
observed them, leaving the mysteries to be developed by correspondents
possessing such scientific attainments as Captain Hay, and other con
tributors, it being my object as an humble collaborateur in the cause, to
search for the raw material, leaving the fashioning of it to persons more
" au fait” at the handling of a subject so abstruse as the laws regulating
the movements of hurricanes.
ENLARGED SERIES.NO . 6.-VOL. FOR 1843 . 3 B
370 TYPHOON IN THE CHINA SEA.

I regret that any differences should exist between the respective

accounts, and can duly appreciate the gallant officer's disinterested
anxiety to reconcile them, but still I must say that no occurrence during
my nautical carrer, engaged so much of my attention as this typhoon ,
io consequence of my mind being deeply pre occupied on the subject, by
the perusal of Colonel Reid's work on storms, and also of the articles
from the instructive pens of Stormy Jack and others, from time to time
appearing in the Nautical Magazine ; and also being under the thorough
conviction that a typhoon might be expected , I housed everything a
fortnight beforehand, and made every other preparation for encountering
it, and on the night of the 20th , securely griped the boats, sent the
awnings below , &c., and on the morning of the 21st, when the hurricane
commenced in earnest, ruled columns for wind and fluctuations of the
mercury, on the marble slate upon which I work my time , &c. , when
at sea , and remarked to my chief officer, a very intelligent man , and
now in command of the Bencoolen, that it behoved us to watch narrowly
all the phenomena that might occur during the progress of the meteor
with a view of sending a correct account of it to the editor of the N.M.
In conclusion I hope upon a review of my article on the typhoon ,
that the minuteness of my observations both before and during the
gale, as well as the opinion expressed by your valuable correspondent
“ Stormy Jack , ” in page 682 of your volume for 1842, of the perfect
coincidence of the observations, will substantiate my account of the gale ,
as I experienced it in that part of the harbour in which I lay. I also
beg to suggest to Capt. Hay that, the wind which the Bencoolen , lying
at the north side of the anchorage, experienced at N.W.b.N .; and at 8h .
A.M. at N.b.W. (the wind at 7h. 30m . A.m. being N.N.W. ,) might
after blowing across the harbour, and striking the high land of Hong
Kong with tremendous violence, be deflected , sweeping in a direction
eddying parallel to the beach of the island , and rush upon the Pylades I
in a direction from east to west, (that ship to the best of my recollection
being at a considerable distance to the south -west of us, and close to 1
Hong-Kong,) until at last the gale veering to east became a true wind 1
down the harbour from the Ly-e -Moon passage to both vessels. I
leave this to his consideration , and perhaps upon further investigation 1
it may be found we are both correct, and what are, perhaps only appa
rent discrepancies reconciled . However, being unshaken in the faith
of my observations made on the north side of the harbour, I will be
guilty of a plagiarism from Captain Hay, and using his words say :
“ But I will leave it in your hands as it cannot be in better, and will
be happy to attend to any suggestions you may make."
I am, &c.,
John B. CALDBECK ,
Late Commander Ship Bencoolen. I
P.S. I have to remark that the Bencoolen did not start her anchors in 1
the slightest degree whatever during the typhoon ; it is recorded in the
journal of the Pylades that all the merchant ships were driving.

We think that our correspondent, the late commander of the Ben

coolen, who has given satisfactory evidence of his attention to this im
 THE LIFE BOAT EXPERIMENT. 371

portant branch of his profession, has amply accounted for the difference
in the direction of the winds experienced by his ship and the Pylades.
No doubt the immediate presence of high lands must influence to a
certain extent the direction of the wind in their vicinity, and the island
of Hong -Kong , as well as the adjacent coast, is sufficiently high to do
so , as Caplain Hay admits.
With regard to the barometer there are so many causes operating to
produce a difference between the heights of all barometers, that it would
perhaps be difficult to find two always alike. Still the fact of its rising
or falling is a sufficient indication for the seaman , but this quality will
be vitiated if there should be the least particle of air in the mercury.
The difference of level or the absolute height of the mercurial column
will be affected by this fault, and also by the different relative capacities
between the cisterns and their tubes in different barometers . * We have
recently had under our own immediate inspection about 20 barometers of
the first makers, some of which shew the difference of a tenth of an inch
and more from the standard ; some provided with a correction for capa
city of the cistern , and some not, to compensate for the difference of
level of the mercury in it after any displacement or accumulation of it
in the tube . We, therefore, consider both the observations of Captain
Hay and Captain Caldbeck to have been correctly made, and in them
selves perfectly satisfactory , and we are glad to see officers of the two
services thus directing attention to a branch of their profession, to study
and acquire a knowledge of which should be the care of every one.
Indeed we consider that the captain of a ship without the theory of
hurricanes at his fingers' ends, has only half learnt the use of his baro
meter, for what concerns him more we should like to know, than a
knowledge of the changes of wind likely to follow each other in a gale ,
in order that he may know the best thing he can do while he is in it
so as to get soonest out of it, and perhaps save his ship from destruc
tion. It is not surrounded with the difficulties it is imagined to be,
and any one following the simple method of laying down the direction
of the focus at consecutive times , as we mentioned in our last number ,
from a point of vbservation will after a little practice, by a comparison
of his observations with others, not only soon master the subject, but
acquire an insight to it which will gradually induce a taste for it, that
may on some unexpected occasion be of the utmost service to him . We
hope both these gentlemen will enable us to record their future observa
tion on this important subject.-Ed. N.M.

The Life Boat Experiment .-- The Beach lately displayed a very anima
ted scene from the concourse of people, of all ranks, who assembled to witness
the Life Boat Experiment and Capt. Manby's Rockets. The evening unfor
tunately, however, was exceedingly wet, and it rained incessantly during the
whole of the time, -notwithstanding which the Rockets and Shells were tried
and found completely to answer the purpose.
* A paper on this subject by Capt. Milne, R.N. , will be found in our volume for
1835, p. 212.
372 M. CLEMENT'S NAUTICAL INVENTIONS .

Theobject of the experiment was to see whether, incase of a ship been wrecked
or driven ashore in the outer surf, arope could not be conveyed to it by means
of a shell and mortar, or a rocket, which the people on board might lay hold of,
and by means of which they might land with safety, which we are happy to
say answered the purpose to perfection. Each shell and rocket fired carried its
line to the Dhonyrepresenting the wreck, and afforded the most satisfactory
proofs that the invention is fully adapted to the purpose .
Nothing we are informed, could exceed the activity of the Assistant Master
Attendant in the preparations making during the whole of the day, while bis
management of the supposed wreck - of which he represented the Commander
during the experiment - was beyond all praise.
With respect to the Life boat we cannot say much . It appears to us that
the one tried on Saturday was in no way superior to those which were tried
before it. It does not carry power sufficient with it to answer the purpose,
having, we believe, but four seats for rowers, and those so confined that Natives
occupying then would lose much of their labour : six or eight would certainly
be required to enable the Life boat to beat up against the surf and get through
it, without which it could but look on and would be perfectly useless. Indeed
we think that if a Life boat is at all to be established, it must be manufactured
on the spot and its construction left to our own beach authorities - Captain
Biden and Captain MacKennie, who are, in our mind, far better qualified to
judge of whatwill suit the coast than any one at home is likely to be.-Madras
Paper.

M. CLEMENT'S NAUTICAL INVENTIONS .

On the Sillométre , Sub -Marine Thermometer, Steam Indicator, Derivo

métre , and External and Internal Thermometer . - Communicated by
CAPTAIN WASHINGTON, R.N ,

BEFORE proceeding to give a description of these instruments, and par

ticularly of the Sillomêtre of Mons. L. Clément of Rochefort, some
account of which appeared in the May number of the Nautical Maga
zine, it may be as well to state briefly what has been done in former
times as to finding a substitute for the common log, which , it must be
confessed , is a sufficiently primitive method of measuring the speed of
a ship.
1. It is said that as far back as the time of Augustus, it was pro
posed by Vitruvius to pass an axle or shaft through the side of a ship,
having a wheel at each extremity ; from the inner wheel a stone fell at
each revolution and the number of stones determined the rate of the
vessel's speed.
2. The Marquis De POLENI who gained a prize from the French
Academy for his invention , about the year 1720, proposed to tow a
globe at the end of a long line connected with a lever which raised a
weight at its other extremity and pointed out the speed on a gradu
ated arc.
3. M. Pitot proposed a machine composed of two glass tubes, the
lower end funnel shaped and bent towards the ship's head , in which
the water rose according to the rate of the vessel's going .
4. M. SAVERIEN proposed a globe about four feet below the surface
 M. CLEMENT'S NAUTICAL INVENTIONS . 373

of the water fixed at the end of a long lever, the upper end to raise
weights according to the degree of tension, and thus give the rate.
5. The Marine Surveyor of Henry DE SAUMEREZ of Guernsey , on
being towed astern of a ship acquired a rotatory motion which was com
municated to a machine of clock -work on board , whence the rate was
shewn on a dial .
6. Russel's Perpetual Log was a spiral machine towed astern much
on the same principle as that of De Saumarez
7. Foxon's Log , also perpetual, was very similar.
8. The Navivium by Joseph GILMORE was composed of a wheel and
pinion fixed to the keel of a ship ; its movement was communicated to
clock - work within by means of a metal rod.
9. GOTLIEB's Perpetual Log is an instrument nearly similar, with
the addition of a box to guard the exterior wheel-work .
10. The Nautical Dromometer of Benjamin Martin is an instru
ment of the same kind , only to be fixed to the side of a ship.
11. HOPKINSON of Philadelphia proposed a metal lever, with a circular
plate at the lower end , against which the water acted , and was regu
lated by a spring, an index shewing the rate of the ship in degrees on
a graduated arc.
12. BOUGUER, the companion of De la Condamine in his voyage to
Peru , proposed a globe of 6 or 7 inches diameter to be towed astern, the
other end of the towing line to be connected with a lever which should
raise weights according to the rate of sailing.
13. The Hydroscope of Count De Vaux, proposed in 1803 , consists of
one or more globes of six inches diameter sunk in the water, level with
the keel, passing through a vertical copper pipe, as near the centre
of gravity of a ship as may be ; the globe is connected by a brass chain
with the end of a horizontal lever, the other end of which communi
cates with a brass slide attached to a spiral spring ; this spring is in
tended to measure exactly the force of the resistance the globe meets
with in passing through the water, which is rendered into knots on a
dial , and thus shews the rate of a ship’s sailing, or the rate of current
when at anchor.
14. An addition to this instrument by the Count De Vaux, was to
shew the amount of distance run, by a comparison between two clocks,
or, as he preferred, a clepsydra or sand glass, which ran out once in
60 miles when it required to be refilled ; this machine would give the
whole distance run , as well as the rate of sailing.
( Captain Beaufort carried out the former of these two plans, we believe,
and had it fitted to his boat during his well known and admirable
survey of the Coast of Karamania in 1812.]
15. MASSEY's Patent Log, on the same principle as the Marine Sur
veyor of De Saumarez, is too well known to need a description, and as
far as our experience goes shews the distance run correctly.
16. The Marinodometer of Captain Arthur BINGHAM, R.N., which
in 1824 he fitted to the keel of the Tourist steamer, was somewhat
similar to the Navivium of Gilmore as far as we can learn .
17. A plan not unlike that of M. Pitot ( No. 3.) was fitted to the
Rhadamanthus steamer, Captain George Evans, R.N., in 1830, we
believe, but was not found to answer .
374 U. CLEMENT'S NAUTICAL INVENTIONS .

18. Mr. PURCELL of Hamburgh, in 1841 proposed a square plate or

vane to be fixed under water at the lower end of a metal rod , the upper
end connected with a spring ; the amount of torsion is shewn on a dial
by an index.
19. AYRE's Patent Log consists of a small pear- shaped ball towed
astern at the end of a line, the other end is carried over a heavy roller
which it turns according to the amount of tension, an index shewing the
resistance in knots.
Lastly. The Sillométre of M. CLEMENT, which we now propose to
describe in detail .
SILLOMETRE .
Fegs
C K Dial Dial

T
Figl

THERMOMETER
Elevation

Figt M- ARINE
.SUB

D
S

Q Compensation weight. S
* Box for Oil . riq2
Z Shield .
R

Dial.
Fig 4
Dial .
 M. CLEMENT'S NAUTICAL INVENTIONS. 375

The name Sillométre is composed of the two french words Sillage

( headway ), and métre (measure), and might be well rendered in English
Speed - gauge. This instrument consists of a hollow copper ball, fig 1 ,
about five inches in diameter, suspended under the ship's bottom , nearly
amidships, from the middle of a bent lever A C about five inches long ;
one end of this lever moves on a joint A , its fulcrum , attached to the
lower end of a metal rod which passes vertically through a copper tube
carried from the deck through the bottom of the ship near the keel ; at
the other end of the lever is attached a chain C which leads upwards
and acts upon a second horizontal lever E F on deck . This second
lever corresponding to the lower one, gives motion, by means of a spring,
to an index which marks on a dial the speed of the ship expressed in
knots and tenths of a knot.
Such is the whole of the apparatus of the simple Sillomêtre. It will
be readily understood that as the vessel moves through the water, the
Auid acts upon the ball , which being circular always presents the same
section , and causes it to move aft, thereby depressing the fore end of the
lever which by the chain communicates with the dial on deck . The
scale by which to graduate the knots on the dial was found by M.
Clément after numerous experiments. This instrument in its simple,
form shews the speed of the vessel, not the amount of distance run .
The Compound Sillomêtre consists of the same mechanism , with this
addition , that the power which moves the index is applied at the same
time to a watch , and accelerates its movements in proportion to the
intensity of the moving power, or as the vessel quickens her speed .
A second watch is placed by the side of the first, in order to shew
how much the former gains upon the latter ; and knowing that for every
6 seconds of gain the vessel will have made a mile, it is easy to know
the distance run .
It is evident that this compound instrument is very superior to the
simple one, but its accuracy depends upon the regular going of two good
watches, a result not very easily obtained at sea .

The Sub - Marine Thermometer is a very delicate instrument composed

of a ribband formed of two metals of unequal contraction and expansion ,
as platina and silver, and rolled in the form of a helix A, fig. 3 , round
an axis B , which turns as the temperature of the water varies. This
motion by a train of wheels and pinions is immediately communicated
to two pointers on a graduated dial on deck , and which may be read
off easily to hundredths of a degree .
The whole of this apparatus is enclosed in a metal tube, which passes
through the bottom well aft in the run of the ship. The helix or thermo
meter is therefore always at a certain depth in the water, say 10 feet
below the surface ; and it shews instantly every change in its tempera
ture.
As few observations have been regularly made on the temperature of
the water of the sea at a certain depth , this machine may lead some
novel results .

The Steam Indicator points out the temperature and consequent pres
sure of the steam in the boilers ; it is composed of a ribband or blade of
 1
376 M. CLEMENT'S NAUTICAL INVENTIONS .
i
two sensitive metals of unequal expansion , turned in a spiral form ; one
end is fixed to the tube or pipe in which it is contained , the other con.
nected with a spindle bearing the pointers which indicate the tempera
ture of the steam on a dial on deck, in degrees and tenths of a degree.
This instrument is connected by a small pipe with the boiler or steam 1
chest through which the steam reaches the spiral , which instantly
causes any variation in temperature to be shown by the dial on deck:
in high pressure engines this may be found useful.
The Derivometre is an instrument somewhat on the principle of the
Sillomêtre, and intended to measure the drift of a ship ; this is done by
a vane placed on the keel , connected by a rod with a dial-the vane of
course takes the opposite position to the drift of the vessel, which is
communicated by the turning of the rod to the pointers on the dial on
deck .
The Internal and External Thermometer, as its name indicates is a
highly sensitive thermometer, so placed against the wall of an observa
tory or house, as to shew the temperature of the air within and without .
The two pointers which mark this are on the face of the same dial .
We believe that Her Majesty has ordered such an instrument to be
placed in one of the apartments in Buckingham Palace.
We now proceed to the trial of the three first-named of these instru
ments, as filted on board H.M.S. Blazer in April last.

REPORT .
1
MONDAY, 3d April , 1843.-H.M. steam vessel Blazer, having been
fitted with three newly -invented instruments by M. Clément of Roche
fort, namely, a Sillomêtre, to measure the rate of speed , -a Steam Ther .
mometer, to indicate the temperature of steam in the boilers , —and a
Sub- marine Thermometer, to show the temperature of the sea at 10 feet
below the surface, was directed to proceed down the river on trial ,
having on board M. Clement the inventer, Mr. Cary who had con
structed the present set of instruments, and Mr. Large of Woolwich
Dockyard , who had superintended the fitting of them in the vessel.
Before starting, made a trial under the superintendence of Mr. Lloyd ,
chief engineer of Woolwich Dockyard , of the temperature of the steam
by the steam thermometer, as compared with the elasticity of the steam
as shewn by the steam gauge, at each lb. pressure ; making due allowance
for the height of the barometer, and using the temperature, as given in
Dalton's experiments, corresponding to the inches of mercury in the
steam gauge. The results obtained were as follows:
Steam Ther.
Centi. Inches.
At 5 lbs. 66pressure ist exp. 11004 Barometer 29.85
2nd do, 110.2 Height of steam gauge 0.25

Mean 110: 3
Temp. by Dalton's tables 108.7 40.10
Difference 1.6
 M. CLEMENT'S NAUTICAL INVENTIONS . 377

At 3lbs. pressure Ist exp. 107.0 Barometer 29.85

2nd do. 107.0 Height of steam gauge 6:0
Mean 107.0
Temp. by Dalton's tables 105.2 35.85
Difference 18

At ilb . pre Ist exp .

66 ssure 2nd do .
103.3
103.3
Barometer
Height of steam gauge
29.85
2 :0
Mean 103.3
Temp. by Dalton's tables 101.7 31.85
Difference 1.6

At 4lbs. pressure 1st exp . 108.4 Barometer 29 85

2nd do . 108.4 Height of steam gauge 8.0
Mean 108.4

37-86
Temp. by Dalton's tables 106.9 37.85
Difference 1.5

At 2lbs. pressure Ist exp . 105.4 Barometer 29.85

2nd do. 105•3 Height of steam gauge 4.0
Mean 105: 3
Temp. by Dalton's tables 103.4 33.85
Difference 1.9

At O pres. safety valve open 101.3 Barometer 29.85

Temp. due to height of barom , 99.7
Difference 1.6

Tested also the Sub - marine Thermometer by sinking one of New

man's Standard Thermometers 10 feet below the surface of the water,
and keeping it there half an hour. At high -water the temperature by
M. Clément's Sub -marine Thermometer was 45°.9 ; by Newman's Mer
curial Thermometer 46 ° .0 . Temperature of air 47° Fahrenheit.
Tried also on shore in the dockyard , by a quadrant, the angles at
which the centre of the ball of the Sillométre would stand when the
index marked different knots on the dial, and found as follows:
The ball left to hang, with the chain loose, being in the position taken in the
water when at rest .
The chain tight O deg. on quadrant. 0 knots on dial.
10 0
60 2: 2
15
20 4.5
25 6.6
30 8.6
35 10:3
40 11.5
45 12: 1
50 12.8
ENLARGED SERIES.- NO . 6.-VOL. FOR 1843. 30
378 M. CLEMENT'S NAUTICAL INVENTIONS.

Passage from Woolwich to the Nore.

ep
w.D1 tr
To.air em
Time Rate of Steam Sub -marine REMARKS, Monday, April 3, 1843.
going. Thermometer . Thermometr
P.M. Sillom log Centi.
O Fahren.
O Centi.
O Fahr.
O fmo
h. m .
3 45 5.8 110 5 230.90 9.40 18.92 53 59|At 3h . 45m . started from Woolwich ,
6.7 moderate breezes and fine ; wind
4 0 6:1 9 20 18.56 W.S.W.2 ; barometer 29.80.
6.4 6.2 110.0 230 00 9.25 18.65 6 High -water; draught of water for.
6 :2 ward 11 ft. 4 ins . , aft 11 ft, 8 ins,
6.6 109 6 229.28 Boilers filled with fresh water.
4 15 6.4 9:02 18:04 51 Sillometre put in action just abreast
8.2 110.1 230: 18 the Dockyard .
6.0 109 8 229 64 Adjusted the chain to the rate shown
5.5 by the common log.
8.85 62 Altered the helm continually to
4 30 6.8 110 : 1 230.18 17.93 avoid vessels in steaming down the
5.0 river; at each spoke of the wheel the
4 45 7.5 110.1 230.18 8.75 47.7571 Sillometre showed a decrease of
6.0 110.71 231.261 8.60 47.488 rate, when put hard over the speed
6.2 fell from 7 knots to 4 .
5 0 6-2 6-2 109.5 229.10 8:55 17:39 81 56 At 4h . 20m , the Sillometre shewed
6.6 109.8 229.64 a speed of 8.2 which is certainly be
5 15 5.9 109.0 228.20 8:48 47.25 71 yond the power of the vessel .
5 30 6.2 108.8 227.84 8:42 17:16 At 4h . 30m . put over Massey's Log.
6.8 7.0 8.30 46.94 At 5h . off Greenhithe. Variations of
6.9 speed as shewn by Sillometre 5.4
while heaving
66 the common log 5.6
58
6.0
CC 5.6
5.8
5 45 5.6 108.5 227.30 8.32 46.989
6.5 Mean 5.7
6 0 6.2 109.5 229.10 8.30 46.947 52
6 15 6.5 108.9 228.02 8.25 46.8561
6 30 6.0 5.8 109.7 229:46 8.20 46.767 At 5h . 45m . , in 9 fathoms, the Sub
5.8 marine Thermometer indicated no
6 45 6.8 109.4 228.92 8.22 46.8051 difference of depth. At 6b . off
7 0 6.3 109.5 229·10 8·13 16.64 5151 Shellness. In 24 hours Massey's
7 15 6.5 1097 229 46 8:10 16:58 Log shewed a distance of 21.6 which
6.4 8.08 46.56 exceeds that given by the Sillo
metre, or common log .
At 7h . 30m . anchored at the Nore.
Tried the temperature of water by
Mercurial Thermometer, and found
it to agree exactly with M. Cle .
ment's Sub-marine Thermometer,
namely 460.5.

The Sillomêtre throughout this passage was very sensitive, shewing

immediately the change of rate due to a single spoke of the wheel .
The Steam Thermometer varied regularly with the temperature of
the steam as shewn by the steam gauge, but generally stood 3 ° of Fahr.
in excess .
The Sub -marine Thermometer shewed a gradual decrease of tem
perature as we approached the sea , which was unexpected , but it agreed
exactly with the best mercurial Thermometers.
 M. CLEMENT'S NAUTICAL INVENTIONS. 379
Passage from the Nore to Sea and back.

Tem
vDep
a. ir
.t
Time . Rate of Steam Sub -marine REMARKS, Tuesday, April 4, 1843 .
Going. Thermometr Thermometr
AM. Sillom log Centi.
O Fahr.O Cent Fahr
O fms
h. m .
5 0 at an ch or at Nore 7.7 45.9 7 47 Moderate breezes and fine, wind
5 15 W.S.W. 3 ; barometer 29:50.
Temperature of water, at ebb, at
10 feet deep by Newman's Stand
ard Thermometer 46° Fahr.
M. Clement's Sub -marine
5 30 7.6 45.7 47 Thermometer 45.9 66
5 45 6.4 108.5227 :31 704 45.3 At 5h . 30m . weighed
Tried the Steam Thermometer at
each ilb. pressure , as shown by the
steam gauge as before, and found it
to agree nearly , the difference be
ing reduced to 0.8 cent .
6 0 6.2 6.6 108 822708 707 45.9 9 17 At 6h . 5m . Mouse light vessel N.N ,
6 15 6 :4 108.7 227.71 7.3 45:16 E. } a mile . Put Massey's Log
6 30 62 16.6 108.2 226.8 7.2 45.0 63 |17 } overboard , steered E.S.E.
6 45 5.6 108 0227• 1 7.3 45: 1 41 Running through the Queen's
7 0 6.0 107.6225.7 7.671 45.8 / 3 17 Channel.
7 15 6.5 107.3 225'1 8.3 46.91 5 N.E. Margate sand buoy S.E, } S.
Hook buoy W.b.S.
7 30 6 : 4 107.7 225 4 8.3 46.9 103 17 On approaching this deep hole the
7 45 60 108.0 227: 1 8.05 46-520 thermometer suddenly rose 1 ° cen
tigrade, or 1.8 Fahr.
8 0 62 108.5 227 :3 707 45.9 5 17 At 8h . 20. passed Margate East
Spit buoy
Moderate breezes and fine, wind
8 15 60 108.2 226.8 7.65 45.81 5 S.S.W.3, barometer 29:48 at El
8 301 6 : 3 108.0 227: 1 7075 45.9 73 18 bow buoy .
At 9h . 40m . at North Sand Head
8 45 6.0 108.5227.3 7.8 46:07 light vessel. Tested the Steam
9 0 5.8 107.2 225.0 7.2 45.0 6 49 Thermometer again .
Distance run by Massey's Log 23 : 1
Common do. 24.0
9 15 6.0 108 • 1 226.6 7.4 45:31 71 Sillometre 21.7
9 30 6 2 17.0 108.6 227.5) 7 3 45.1 10 ° 49 At 10h . variations ofspeed as shewn
9 45 6.2 107.6 225.7 7.45 45.4 11 by Sillometre while the log line was
running ont 6.2
6.3
6.4
10 0 6.2 7.1 108.7 227.7| 7.3 45 :1|1249 6.3
10 15 6.4 108 :1 226.6 7.1 44.816
10 301 5.9 109.5 229.11 7.2 45.02 ! 491 Speed by log 71 Mean 6 : 3
10 45 6.0 110.0 230.0 7.3 45-129
11 0 4.5 110.0 230.0 7.4 45.325 50 Order, “ Ease her ,” Sillometre fell
11 15 5 : 0 109.3 228.8 7.3 45 124 to 41. Steam Ther. rose to 230 Fhr.
11 301 4.4 7.5 45.520 501 From a depth of 30 fathoms crossed
11 45 5.0 7.6 45.7 9 the Fall's Bank in 7 fathoms, and
Noon 6: 1 108.8 227.8 7.4 45.3 / 15 51 stood on again to 25 fathoms ; the
151 6 : 3 7.6 45 :718 Sub -marine Thermometer shewed
301 6.6 109.1 228.5 707 45.920 511 no change.
45 3.0 109 •6 2291 7.8 46.023 Order “ Stop her,” Sillometre fell
1 0 1.0 110.0 230.0 7.8 46.022 52 from 4-2, tu 3.4, 3 : 0, 2 : 4 , 1:6 , 1.0 ,
1 45 0 : 0 109 2 228 : 6 7.8 46 :021 10.0. Tried the temperature of the
water by Cary's Standard Thermometer, by Newman's Standard , and by Jones
Self Registering Thermometer. All agreed with M. Clement's Sub-marine Ther
mometer shewing 46° Fahr. Blew off the steam stopping at each 1 lb pressure when
we found the temperature as shown by the Steam Thermometer to agree with the
elasticity of the steam as indicated by the Steam Gauge nearly , the difference being
only 0.6 Cent.
380 M. CLEMENT'S NAUTICAL INVENTIONS.
>
A strong breeze with heavy squalls from the S.W prevented any
further observations. Noticed that the Sillomêtre when steaming against
a strong head wind was much steadier than in light winds and smooth
water in the river Thames.
At 9 P.M. anchored off Broadstairs for the night.

Passage from off Broadstairs to Woolwich .

Tem
D. tiep
a. ir
wB
Time Rate of Steam Sub-marine REMARKS, Wednesday, April 5, 1843.
Going Thermometr Thermometr
A.M. Sillom log Centi.
O Fahr.o Centi.
O Fahr.
o fms O
b. m .
7 0 4.5 108.9228.0 7.34 +3.21 Fresh breezes and squally. Wind
3.9 W.N.W. 5. Barometer 29.
5.0 |Tried the Sub-marine Thermome
4.0 ter against the mercurial standard
6.0 thermometer and found it to agree.
8 05: 3 At 7h . weighed at j ebb, rounded
5: 1 the North Foreland and steered
40 through the Queen's Channel up
3.9 the Thames.
8 15 4.0
5.0
8 301 5.2
8 45 ] 4.0 108.0 226.0 8.401 47.18 Abreast of the Pan Patch Buoy.
9 0 4.0 16.2 109.0 228.2 8.20 46.75 At 9h , 20m . Pan Sand Beacon N.
9 15 40 108.7 227.6 7.701 45.843 W. Put over Massey's Log.
At 9h. 30m , found the chain of Sil.
9 30 108 :3 |226.91 7.55 45.63 lometre broken , owing to being|
9 45 108.71227.61 7.35 45.23 made of iron instead of copper or
10 o) 5.2 109.0 228.2 7.45| 45:37 brass, replaced it, probably the lat
10 15 5.0 108.6 227.4 7.50 45 54 ter indications by it are incorrect .
10 30 60 5.9|108.5227.3 7.55 45.66 At 10h . low water.
10 45 6.4 108.9 228.0 7.90 46273 At East Buoy of Oaze at 10h . 15m .
11 01 6 : 3 5.6 109 3228.7) 7.95 | 46:39 Sillometre very steady.
At Nore light vessel . Fresh breezes
11 15 6.5 109.0 228.2 8.03 ) 46.46 511and fine wind W.N.W , 6 .
11 301 5.2 16.1108 :3226.9 8.20 46.75
11 45 4.7 107 5 225.5 8.27 46.85 At noon abreast South End. At
12 0 5: 1 5: 4 108.2 226: 7| 8:30 46.95 12h. 7m . distance run by Massey's
12 15 404 108'2226.7| 8:30 46.96 Log 18 miles being rather more
12 30 5.8 7.0 108.9226.9 8:40 47.18$ than the rate run by Sillometre , or
12 45 6.6 108.7227.6 8.45 47.28 the common log. Owing to the
0 6.5 7.1108.9228.0 8.30 46.983 513 effect of tide we had no means of
1 151 6.0 108.7227.6 8.50 47.37 accurately testing the distance but
1 30 507 6.3 108.4227: 11 8.70 47.67 ) from long experience I have reason
1 45 5.9 107.6225.7 8.75 47.78 to think Massey's Log very correet.
2 0 5.5 109.5229.1 8.78 47.673 52 Strong breezes and fine. Wind W.
2 15) 5.4 107.9 |226-28.95 48.17 ) N.W.7. Barometer 29.28.
2 30 5.0 16.0 109:0228.2 9.00 48.2 3 } On the passage up the river the
2 45 5 5 9.25 48.64 Sub -marine was registered every
3 05 :5 108.7 227.6 9.43 48.95 52 minute for six hours, it variad at
3 15| 4.2 108.6227.4 9.93 49.841 times suddenly as much as 30 of
Fahr. without any assignable cause ;
with these exceptions it gradually
rose in temperature as we ascended
the river .
3.30 5.0 109.2 228.5 9.95 49.8 5 Arrived at Woolwich .

In all this trial I have derived great assistance from the presence of
 M. CLEMENT'S NAUTICAL INVENTIONS. 381

M. Clement the inventor, of Mr. Cary the maker of these instruments ,

and especially from Mr. Large, foreman of Woolwich Dockyard , who
fitted them to the ship, and is quite conversant with their use.

Remarks.
It will be seen from the above tables that the sillomêtre shewed
every variation in the speed of the vessel , even the alteration caused by
a single spoke of the helm was perceptible, and putting the helm hard
over caused the ship to lose half her way almost immediately ; as the
dial of the instrument is placed on deck , and the index or pointer very
conspicuous, the officer of the watch without any trouble may observe
it at every turn be takes on the quarter deck ; and it is obvious that
none but the most inattentive person can fail to have a much more
correct knowledge of the rate of the vessel's going than he can from
heaving the common log once or twice an hour. The Sillomêtre will also
enable an officer easily to ascertain the best trim of a vessel; the differ
ence caused by shaking out a reef or by making or shortening sail ;
and in a fleet would enable a ship to keep her station by night or by
day with great steadiness ; and lastly it impresses very strongly on the
observer the absolute necessity of good steering and giving very little
helm when in chase or on a trial of sailing, or at any other time when
speed is of importance,
The Steam Thermometer has also a dial placed on deck so that the
officer of the watch can tell at any moment whether there is a suffi
ciency of steam or the contrary, and can thus check the wasteful expen
diture of coal ; it would point out too the possible, but highly impro
bable occurrence of no water in the boilers, or an undue increase of the
temperature of steam from any other cause . Its chief value however
would be shewn in a high pressure engine when it would give imnie
diate warning of any approach to such a degree of temperature or
pressure as might be dangerous.
The Sub -marine Thermometer remains constantly at a depth of about
ten feet below the surface of the water, and owing to its being formed
of platina and silver is extremely sensitive, and thus every change in
the temperature of the sea will be shewn at once on the dial on deck .
As in the Atlantic Ocean and in other deep seas, the deep water is
said to be warmer than the shallow ; it probably would there shew , by
mere inspection , the approach to shoals, rocks, or land , and serve as an
excellent warning. At this season of the year however in the shallow
waters of the North Sea we observed no such effect, on the contrary the
temperature of the water gradually decreased from 50° Fahr. at Wool
wich to 444 at about twenty miles to the eastward of the North Fure
land, and as gradually increased on our return to the same point .
Possibly as the summer advances this may be different, and in order
to discover when the change of temperature takes place, I have directed
the instrument to be registered every two hours night and day . As the
Thermometer is highly sensitive and may be read off with ease to hun
dredths of a degree, and agrees perfectly with the best mercurial ther
mometers, it may possibly furnish some novel results of value to the
382 ON THE DEFECTIVE DISCIPLINE

philosopher as well as to the navigator, since I am not aware of the

existence of any continued series of observations on the temperature of
the sea at all seasons of the year.
I would venture to recommend that the instruments after coming
from the hands of the maker should be put to the severest test by com
petent persons before being finally placed in a ship .
The instruments fitted on board the Blazer appear to be carefully
made and well finished ; they are conveniently and securely placed in
the ship, nor does there seem to be any fear of their being deranged.
John WASHINGTON ,
Harwich, April 12th, 1843. Captain

SHIPWRECKS AND ROBBERIES FACILITATED BY DEFECTIVE LAWS AND

REGULATIONS ; with HINTS FOR AMENDMENT.

It has long been a cause of just complaint, with those interested in

British merchant ships, that the legislature should not have considered
it necessary to enact more clear and specific laws by which those em
ployed in such service are to be controlled. It is extraordinary that
a body of men , who have such immense charge of the property and
lives of British subjects, should yet remain , as to their relative duties ,
( upon a perfect understanding of which the safety of a ship so much
depends) so far without legal regulation , that neither the master nor
his officers have the necessary authority to conduct their ship with any
thing like order : nor are the common sailors much better situated ,
their treatment depending too much upon the caprice of those placed
in the equivocal situation of commanders over them . In the event of
misunderstanding on the subject of discipline , the consequences are ,
that the master is entirely at a loss to know the extent of his authority
over his crew ; and rather than take measures of responsibility upon
himself, he is obliged to submit to see his ship conducted in that
disorderly manner , that he well knows hazards every moment her safety ,
as well as being disgraceful and alarming to any passengers he may
haye on board ; a contrary course subjecting him , in nine cases out of
ten , to actions at law, which are readily promoted by a pack of low
attorneys, whose occupation has arisen out of the very defective and
undefined state of the law respecting the duties of British merchant
sailors ; the system of the Admiralty Court giving them at once the
means of seizing a ship, for the most frivolous complaint a sailor may
make on the score of wages. I by no means , however, wish to see a
seaman deprived of his lien upon a ship for his just claim to his
earnings ; but it is notorious, that the peremptory manner of proceeding
in this court is abused to an alarming extent, and is in its process so
oppressive upon owners, that it is on their part almost invariably
submitted to without defence ; though it is not too much to say , that
ninety - nine cases out of a hundred that are brought there by seamen
are unjust and vexatious,—the fair inference being , that a seaman's just
claims are rarely objected to, especially when it is considered that the
 OF THE MERCHANT SERVICE. 383

payees (owners) are not the parties who set up the defence or objection
to settle the seamen's claims,—these originating with the master, who, it
is but fair to presume , being a discontented party generally, must have
good and strong grounds to advise resistance to such claims. I may
appeal to the experience of all owners and commanders of ships for the
truth of this. No honest lawyer ever advising a resistance to a seaman's
claims, let his conduct have been ever so infamous, his wages are
paid , rather than encounter the expense and annoyance incident upon
a suit in Doctor's Commons,—an appeal to which is perfectly certain
to end in saddling the owners with heavy costs . This dread of appeal
ing to the laws is a sufficient proof of their inefficacy ; and the conse
quences are, not merely a laxity of the necessary order in a merchant
ship, but a direct inducement to oppose everything like order.
That some regulations are necessary to improve the situations of
commanders and officers of British merchant ships, is allowed by all
who have any experience of the subject. Unless some laws are enacted
for this purpose, the objection on the part of respectable persons to such
a service will continue. No man of education and proper feeling can
possibly command on board a merchant ship at present, without sub
mitting himself to situations hardly to be borne ; and if on no other
score , some regulations are desirable to induce such a class of men to
take charge of merchants ' ships— thus rendering the occupation more
respectable, and conducing to the safety of the property and persons
under their care. For my own part, I must say, that unless some
very strong and effectual laws are enacted , to keep in proper check a
set of men , of whom , however highly we may think in a national view
(and no one esteems their qualities professionally more than myself,) yet
it must be admitted they are, uncontrolled , a lawless set of fellows. I
say, that unless something like regulations are enforced on board
British merchant ships, no man who has had experience therein would
think of bringing up a tolerably educated boy in such a service, except
from necessity.
Laws that would prove effectual may , I apprehend, be framed to
ensure good order. The facility of punishing breaches of duty would,
in a short time , bring men to submit to such a reasonable and proper
control as is essential to the proper conducting of a ship ;-circum
stances will, however, necessarily arise, when no immediate correction
can be applied ; but simple enactments, which seamen are certain will
be enforced, will in most cases be sufficient to deter. Corporal punish
ments can rarely be had recourse to on board merchant ships, nor is it
any part of a system I would advocate; though in extreme cases I cer
tainly insist upon a strict right in all commanders of ships to have
recourse to this, or any other measure whatever, that may be requisite
to put down mutiny ; but all such cases must depend upon their own
merits.
I would have it clearly enacted as law, that a seaman should not be
allowed , under any pretence whatever, to refuse to do his duty , and a
prompt compliance with the orders of his superior :—that no equivoca
tion or excuse whatever is to justify him so doing, the penalty being a
forfeiture of his wages, and all he may have on board, and the inflic
tion of a punishment, upon conviction before any magistrate , consul , or
384 ON THE DEFECTIVE DISCIPLINE

commissioned British officer, of from one to three months' imprisonment

upon bread and water and hard labour ( or solitary) . It should be im
perative upon these authorities to interfere, upon the application of the
master, and to take the man out of the ship, and have no option beyond
the apportioning of the term of imprisonment, upon a conviction of a
mere refusal of duty, proved by two witnesses. The offender should
be then sent home , if no means of imprisoning him is afforded on the
spot, with his conviction about him, for punishment in England, and
the master released from his contract with him .
Such punishment, if it did not put a stop to knocking off work,
( which , however, I think it would soon do,) would , at all events, pre
vent the unpleasant situation in which commanders and officers of mer
chant ships are now placed , in witnessing a man , and often a gang of
them, and sometimes the whole crew, deliberately walking the decks,
and refusing all orders, and that without the law holding out any pro
mise of punishing them .
I am quite aware that at present magistrates have a power, upon
representation of a master that his crew refuse to proceed upon the
voyage, to commit them to hard labour for a month ; though I have
found their worships either very ignorant of such authority, or unwilling
to act upon it. I have, under such circumstances, applied upon one
occasion , I believe, to all the magistrates of Portsmouth , and experienced
a direct refusal from them all to interfere ; at length I was referred over
to Gosport, where I found a gentleman of information and determination
sufficient to commit the people of whom I complained . But when once
away from England, this salutary power is left behind : we are com
mitted to the deep, to navigate all over the world , without being able
to find another authority to which to appealfor help. Consuls say
their authority is too undefined to interfere ; nothing short of protesting
that actual danger exists, through the mutinous conduct of seamen , can
insure you their interference ; they usually decline assisting masters of
ships, and will continue to do so until some law clearly defines a line
of conduct to them . Ships of war are as unwilling to assist us : indeed
during peace, when you find them fully manned , and they do not want
any of your people, they take no interest whatever in a merchant ship,
and nothing short of downright mutiny ensures you any assistance from
them . Neither is your situation found to be much better in British
colonies ; a magistrate there must attend to the formal complaints of a
master of a ship, if he is ready to make affidavit of a breach of the
peace ; and this is about the extent of their interference: they imprison
the man on conviction , during which you are often put to very heavy
expenses in supporting him . But in all these cases the mischief remains ;
you are not released from the engagement with the offender ; and after
undergoing a slight imprisonment, you must take him on board again :
if a desperate bad character, rendered a most dangerous man for the
remainder of the voyage, under the master who has been the means of
inflicting it. But short of actual breaches of the peace, your whole
crew may be in a state of the most complete (and even bordering upon
dangerous) insubordination ; may abuse the master and his officers from
morning to night, work as little as they please, and you are left totally
without remedy. I have met with the most extraordinary instances of
 OF THE MERCHANT SERVICE . 385

ignorance of the laws respecting seamen , as they at present exist, on

the part of magistrates abroad, as well as naval officers; and consuls
are but little better informed sometimes, and especially as regards the
articles of agreement between the master and the seamen ; these latter
are treated with contempt generally, and are oftener declared to be
nothing better than waste paper," than to have any weight attached
to them . I believe, indeed, masters of ships very generally think them
little better.
The laws require, in fact, remodelling, simplifying, and to be ren
dered so plain, that even a magistrate can understand them ; and ,
above all , they require to be framed so as to insist upon the prompt and
effectual assistance of all the authorities I have suggested as proper to
interfere for the support of order on board British merchant ships.
Forfeiture of wages is at present so understood by seamen , as to
operate upon them with no dread whatever. I have already shown ,
indeed, how little in practice they have to fear on that score ; the fact
is, that they believe that all forfeitures go ultimately to Greenwich
Hospital , and , therefore, they rightly enough judge (under this impres
sion) that the owners of the ship have no interest in the matter. This
is a point that should be set at rest, and seamen made directly ac
quainted , through the articles of agreement, that if they break their
contracts with the master on any point whatever, their wages are for
feited to the owners' use, who would then have credit for a serious
intention of inflicting such forfeitures : this is an important point, upon
the efficacy of which I place great reliance . Common sense points out
that the proper and legitimate end of such forfeitures should be provid
ing the duty which the seaman forfeiting his wages refuses to do.
I think it clear that its supposed application prevents it controlling
seamen , and that this mistaken notion exists very generally ( as to its
application ) there is no doubt. The books of Greenwich Hospital , I
believe, will prove that the amount received under the head of “ sea
men's forfeitures ” is “ nil ,” or next to it ; thus showing the law, as to
any forfeitures whatever from merchant-ships being of value to that in
stitution, to be altogether abortive.
I therefore repeat that, I consider the greatest benefit may be ex
pected to follow a proper understanding in this respect, and that it
will effect a salutary control over seamen, beyond any other measures
that can be devised ; the punishment of imprisonment being added for
any refusal to comply with the orders of their superiors. It should be
clearly enacted that nothing whatever is to justify a seaman , having
once entered into an agreement with the master , fulfilling his duty and
obeying the orders he receives . If he is oppressed, he must resort to
his remedy at law on the conclusion of the voyage ; but away from a
British port, or not under an English consul abroad , nothing whatever
is to justify him refusing the orders of his superiors. Loss of wages
and all he has on board , as some compensation to the owners, and im
prisonment and hard labour, as due to the public for the consequences
it may suffer, being the certain consequence ; a commitment for such
offence being a bar to all proceedings in the Admiralty Court ; cancel
ling all engagements with him on the part of the master; wherever
there is a British consul , or magistrate , or a British nian - of -war, it
ENLARGED SERIES .— NO . 6.-VOL . FOR 1843 . 3 D
386 ON THE DEFECTIVE DISCIPLINE

being imperative upon all these authorities to take up the complaint of

the master, and no discretion left them as to awarding punishment, be
yond choosing between one, two, or three months ' imprisonment. The
present law which obliges a master to keep a seaman on board until
returned to a British port ( port of discharge, I believe,) is absurd . The
contract with such a man should be binding upon a master no longer
than the man does his duty ; and at an English colony or foreign port
where there is a British consul , or encountering a man -of-war, he should
be delivered up , and charge taken of him as an offender against the
laws, and treated accordingly. I believe a seaman thus treated would
not be guilty of a second offence; he would be taught to respect his
superiors, and the effect would be to train him as a better man , a better
member of civilized society , and likely to adapt himself more readily to
the discipline of a man - of -war when the public service requires him .
In cases of desertion abroad , the present articles of agreement very
properly provide that twenty -four hours' absence without leave shall be
considered a total desertion ; and the law says that forfeiture of wages,
clothes, & c. , shall be the consequence. This , although pretty explicit,
is not sufficient, as I believe that if a master was peremptorily to refuse
a man under such circumstances to return on board , he would run great
risk of an Admiralty prosecution, if he left him in a foreign port, sup
posing the man willing to resume his duties. This should be better
understood, as the penalty , upon a master leaving a man unprovided for
abroad , is very severe ; I do not know by what particular law made so,
but I believe it subjects him to six months' imprisonment, and a heavy
fine. The articles of agreement, as at present worded , leave a man at
liberty to absent himself as many times during a ship's stay in a foreign
port as he pleases, provided he returns on each occasion within twenty
four hours : it would be only reasonable, under such circumstances, to
allow a mulct of his wages, at all events, during such absence. I would
suggest, that whenever a man is not found at his duty on board at the
commencement of work in the morning, that his day's pay should be
forfeited to the owners, and as much more as may be paid for the lien
of a man in his stead , should the business of the ship induce the master
to hire a substitute . This abatement of a man's pay no doubt could
be made under existing laws, or without any law, is so reasonable, that
it could be effectually enforced ; and yet I doubt not, if attempted at
present, there are hundreds of alongshore attorneys who would readily
institute proceedings in the Admiralty Court , upon such deduction being
made . It should be specially provided for, as should likewise desertion,
namely, that twenty -four hours' absence without leave is sufficient justi
fication in a master refusing, under any circumstances, the man's return
on board .
The law should be extended to all voyages whatever, which now only
applies to the West India colonies, making all wages a seaman may
earn on board a ship he may choose to join abroad , the property of the
owners of the ship he deserts from , until his arrival in England ; no
master being at liberty to ship an English seaman in a foreign port ,
without he has a written certificate of the man's discharge : the pre
sumption being that, in the absence of such certificate he is a deserter,
therefore his wages recoverable from the master so receiving him , upon
application to any magistrate, no equivocation being allowed, Even
 OF THE MERCHANT SERVICE . 387

should the man have agreed to work his passage, the whole amount he
may have agreed for, or under any circumstances no less than the
current wages, must be refunded ; and provided such deserter can be
recovered by the master of the ship he leaves, all magistrates, consuls ,
&c . , to aid such recovery, should the master require it, and the interests
of the ship induce him to insist upon such man's return .
There remains to notice extreme cases of offence , and such as will
sometimes occur from turbulent characters, whom nothing but force can
effectually control: these men and their actions no rule can be laid
down for ; to quell their immediate mutiny and insubordination must
be left entirely to the discretion of the commander, to use such means
as circumstances place at his disposal , and the nature of the case and the
safety of the ship committed to his charge demand . However ineffectual
any measures that can be adopted too frequently will be , under the
unfortunate circumstances attending such troublesome characters forming
an influential portion of a crew , yet was there but certain punishment
defined to follow the conviction of violent conduct on the part of seamen
on board a merchant-ship , I believe few instances would occur. At
present a seaman may, short of personal violence, proceed to any extent
of insolence ; and let his conduct be ever so insulting and abusive, I do
not know that the law awards any punishment for it ; he may defy the
master and his officers, and use every species of indecent and abusive
language before passengers and crew, and I should like any one to
inform me how the master is to be compensated for such insults ? Nay ,
even proceeding to personal violence, to whatever extent (sbort of mur
der, or attempt thereat ) is , as far as I know, only to be met by action
for damages, or common indictment for assault ; no sufficient compensa
tion can , in fact, be awarded , but surely some certain punishment
should await upon such conduct.
I consider that every seaman on board British merchant -ship that
is proved before a magistrate, consul, or British officer, as having been
guilty of mutinous conduct, an assault upon the master, or upon any
superior officer (say of the rank of mate ) should be committed for trial
at the public expense, and if convicted, transported for life ; that upon
conviction of even personal abuse towards the master, or assaulting an
officer, he should be transported for seven years,—some minor punish
ment being attached to abuse towards any superior whatever,-and
upon conviction of refusal to defend a ship before an enemy , or under
circumstances of distress, he should suffer death ,-loss of wages, and all
he has on board of course to be added ; and evidence in all cases to be
immediately taken before the proper officer of the court, to prevent the
detention on shore of the master and witnesses, the fear of which tends at
present effectually to prevent prosecutions for offences committed at sea .
It is quite erroneous to suppose seamen so indifferent about money
that their forfeiture of wages (if they could be brought to believe such
forfeiture would be inflicted ) would be contemplated by them without
its affording some considerable check upon them : it is true that they
throw away quickly all they earn , when they get ashore, but I know
of no men who think more about being curtailed of their earnings ,
They notoriously delight in grog, pay , and prize -money ; though they
squander their hard -earned money in the most thoughtless manner of
388 ON THE DEFECTIVE DISCIPLINE

any people existing ; and as respects their clothes , and whatever they
may have on board , becoming forfeit — though this may appear an un
worthy retention of what can hardly be of any value - yet to them it
is a very material loss ; and when their derelictions of duty occur soon
after leaving port, often constitutes, in fact, all the hold you have upon
them : therefore this forfeiture should be insisted upon in addition to
loss of wages upon all occasions.
The laws by which they are to be ruled should be embodied in very
plain and simple language in the articles of agreement ; as short as
possible, divested of all technical terms, and under distinct heads. As
at present drawn up the articles are not easily read ,-and a copy thereof
should be invariably placed in some part of the 'twixt - decks , where
their attention is likely to be drawn towards it. Their ignorance of
the regulations under which they sail should upon no account be ad
mitted as any excuse ; they are bound to know the laws of the land ;
though it is no uncommon thing to find naval officers, and others , set
at nought the articles of agreement at present , if you answer to their
enquiries, that they have not been read over to the seamen before sign
ing, they must be supposed to know what they have agreed to. And
when upon this subject, it may be as well to observe the present fre
quent omission of a very necessary act to all mutual agreements , namely ,
the signature of both parties : it is not once in a hundred times that
the articles of agreement are executed at all by the master. This arises
from the form in which they are at present drawn up ; commanders of
ships not being always very conversant with legal instruments, fancying
that all they have to do is to fill up the blanks.
Whilst suggesting more strict laws for the controlling of seamen , I
am for giving them all reasonable protection , and wish to remove every
cause of which they can have pretence to complain ; and to this end I
think there should be some better regulation on the score of victualling,
on which I consider they are entitled to as clear an understanding, as
their officers are to their obedience. There can be no doubt that much
just cause of complaint exists on board merchant-ships in respect to
provisions: there is too much uncertainty, and too much left to indi
vidual caprice, on this important point. I would have this better
arranged , so that a seaman should know what he is entitled to ; and
that point established, he should have every facility afforded him , by
the proper authorities abroad, in obtaining his rations : a scale of vic
tualling should be inserted in the articles of agreement, and I would
suggest the following : -
Every man and boy to be allowed daily such quantity of bread as he
can consume ; but upon the option of the master to be limited to one
pound , if appearance of waste induces him to weigh it out ; two pounds
of beef, or one pound and a half of pork ; this allowance to be reduced
in the Tropics to one pound and a half of beef, and a pound and a
quarter of pork ; when beef is served out , each person to bave three
quarters of a pound of flour, and when pork , one third of a pint of split
peas . On long passages, when it is considered necessary io limit the
consumption of water , six pints per day ; if the owners choose to serve
out tea and sugar, the rations of meat to be diminished half a pound
per day : allowance of tea to be considered two ounces per week , and
 OF THE MERCHANT SERVICE . 389

of sugar , ten ounces. When in harbour fresh meat may be served ont
in the same proportion as salt at sea , but not reduced in quantity within
the Tropics, the quality of the meat generally not admitting of such
reduction ; and in lieu of flour and peas, half a pound of vegetables, (a
quarter of a pound of leeks and onions,) with sufficient quantity of
barley , rice , &c. , for the soup . Substitutes for any of the above provi
sions to be issued at the option of the commander, and on these occasions
the scale observed in H.M. ships to be adopted as the rule. Spirits to
be considered on all occasions " an indulgence ; " custom , however, ren
dering it almost necessary that a moderate quantity should be issued ;
but this should be entirely at the discretion of the master, having re
ference, in some measure, to the custom of different voyages, but never
to be demanded .
I consider every seaman, doing his duty, as fairly entitled to such
rations, of good quality ; and if, through neglect of the owners in not
providing a sufficiency of good provisions, or, if withheld by the master,
a seaman should not have served out to him his full and proper quan
tity , that upon proof thereof he should be entitled to be paid by the
owners double the value of all deficient. Should the quality be objec
tionable, the complaint to be investigated by consul, or magistrate, or
officer's order, and the people paid the full amount of the cost of all
such provisions of objectionable quality, even should they have had the
regular quantity issued to them , and, from necessity, have actually con
sumed the same ; and the master should be called upon for proofs of his
having replaced such defective provisions as he may have remaining on
board , before he obtains his clearances to go to sea again . These pay
ments to seamen , for defective or deficient provisions, I would have the
master called upon to make on arrival at the first port the ship comes
to . A good regulation on this head is of the first importance to the
good government of a ship, it being the chief cause of complaint, and
the foundation of ninety -nine disturbances out of one hundred .
It will perhaps be thought by some that the foregoing hints for
framing laws to govern seamen in the merchant service , by insisting
upon implicit obedience , savour too much of a military character. Ă
ship is however in no other way to be properly conducted. The person
in charge must be the sole judge of what is necessaryto be done . Owners
look to the master as the only one responsible for the conducting of the
ship on all occasions, and his order must be law. If his authority is
carried beyond proper bounds, and oppression ensues, let him be made
responsible for his conduct to the utmost ; but his authority must , not
withstanding, be submitted to for the time . Naval officers should not
complain upon their being obliged to support the masters' authority, as
already suggested ; they may depend upon it that the consequences
would be , the saving of themselves a great deal of trouble in the end ,
by preparing seamen, whilst in the merchant service , for the discipline
of H.M. ships. No ordinary laws can be sufficient to control men
totally out of the reach of the civil magistrate ; and this can only be
effected by dread of the punishments that await them on arrival in port,
or encountering a man -of-war. Through the fear of severe measures,
alone , are such a lawless set of beings to be controlled .
I have only , in conclusion, to add one word of advice to commanders
390 DEFECTIVE DISCIPLINE OF THE MERCUANT SERVICE .

and officers of merchant - ships, which is to consider those placed under

their authority as entitled to the treatment of rational beings, and to
avoid the too common practice of attempting to support their authority
by the use of language which is not borne by any other description of
men whatever. It may be depended upon that this habit is subversive
of all order, and the use of it lowers the commanders and officers to a
level with the people immediately. A slight consideration of the subject
ought to convince any one , that it is only to be attributed to the opinion
a body of ignorant people have of a man placed in authority over them
that obedience is to be looked for ; this enables the influence of the few
to control the many , and has upheld governments in all ages, much
more than physical force ;and there is, it may be relied upon, no such
effectual way to secure influence and complete command over a body of
seamen , as to impress them with the belief that their commander is really
their superior. I look upon seamen to be more especially under the
control of this influence than perhaps any other body of men , probably
from its being so seldom exercised over them . The most hardened and
lawless will rarely venture upon offensive language when addressing an
officer who has supported this character in a proper manner ; and in
cases even of mutiny, personal respect has been found on most occasions
to protect officers from outrage . It must, however, be admitted , that
an evenness of temper, and steady deportment, is most difficult to be
preserved, under the often irritating circumstances in which commanders
and officers of ships are placed ; but the value of it is unquestionable,
and the practice of the navy, according with it more than it did for
merly , is proving its effective influence daily, the same being brought
to perfection in the army long ago.
A Part OWNER, AND MASTER OF A British MERCHANT -SHIP.

THE MERCHANT SERVICE .

[ The following opinions from an officer recently returned from a high station
in our South American squadron, derive greater weight from the opportunities
which that situation gave him for forming those opinions. - Ed.]

May 3rd, 1843.

Sir.- As Captain FitzRoy's appointment will prevent his carrying the
“ Bill for the better regulation of the Merchant Service,” through the
House, I sincerely hope it will be taken up by the Ministry, as a better
code of laws for the government of our Merchant Service is greatly
needed .
I am glad to find the subject is taken up by masters ; viz., " Mexi
cano, " and others, in your Nautical, to the justice of whose remarks ,
upon many points, four years experience on the east and west coast of
South America enables me to bear testimony. The constant complaints ,
as well as loss of life, occasioned by the drunkenness and brutality of
many of the masters of our merchant ships to their men , is really dis
graceful to the character of Englishmen ; fortunately, there are excel
 MACASSAR STRAIT. 391

lent examples to the contrary , and I have every reason to believe the
number is on the increase .
During the time I was on the station, five lives were sacrificed through
the effects of cruelty ; two men were sent home to be tried for murder ;
one for killing the master, and the mate of the sameship for occasioning
the death of a man by excessive cruelty ; the former was found guilty of
manslaughter , the other acquitted through the absence of the principal
witness, who, I am sorry to say was a naval officer ; what was his
reason for keeping out of the way is an enigma to many.
If the Consuls at the different ports were to make returns of all com
plaints from the merchant ships, it would point out to our Government
the necessity of a new code of laws for the Merchant Service . The system
at present of all complaints being made to the consuls, does not work
well ; and I have known a Lieutenant, commanding a 10 -gun brig,
obliged to interfere because the vice consul declined , and order the master
of a brig's grog -case to be locked up, and the key placed in charge of
the mate, which brig was afterwards abandoned off Cape Horn , after
having shifted her crew three times, in the course of as many months .
Why not adopt the French system , viz. all complaints to be made to
the senior officer in port, who shall hold a court of enquiry, assisted, if
you please by the consul ; and if no other ship of war be in port, his
first- lieutenant and master, with power to remove masters or mates, upon
conviction of improper conduct, and to punish the men according to the
nature of their crimes, except murder, which should be tried by the
civil power .
It would tend greatly to the interest of shipowners if they were more
particular in employing none but men of respectability of character
and conduct, as masters and mates of their ships, which would be the
means of saving many ships as well as valuable lives every year. Some
thing ought to be done, and that very soon, as the ships of the north
of Europe, -Danes, Swades, and Hamburghers are chartered, in pre
ference to those of our country, more particularly with perishable
cargoes, as more care is taken in securing the hatches to keep out
wet .
Yours, &c. ,
J. B. SULLIVAN, Captain R.N.,
To the Editor, &c. Late Commodore on the South American Station.

MACASSAR STRAIT.

Salem , Mass., U.S.A., March 21st, 1813 .

SIR. —Having noticed in your valuable Magazine, No. 2 for February,
1843 , an account of breakers having been seen by the barque Countess
of Minto, in lat. 8° 10' W .,* (meaning north I presume,) and long. 154°
34' E. , and headed “ Minto Breakers, Macassar Straits,” I have to call
your attention to this error, as the position assigned to the Minto Shoal
places it far in the Pacific Ocean instead of Macassar Straits . Cape
Donda , the northern entrance of Macassar Straits being in lat. 0° 48'
See errata in our March number.- Ep .
392 LIEUT . RODGER'S ANCHORS .

N. , long. 119° 57' E.; and Cape Mandhar the southern entrance in
lat . 3° 35 ' S. , long. 119° 9' E.
In looking over a new chart of the southern part of the China Sea,
comprehending the Straits of Singapore, Durian , Banca, Sunda, Gaspar,
Carimata, & c., by John Walker, Geographer to the Hon . East India
Company , London , 1841 , in a note I find an error, which is apt to
mislead a new beginner ; he says, it is not advisable to attempt a pas
sage through Gaspar to the northward in the northerly monsoon from
April to September ; the north -west monsoon is from November to April,
and the season he advises not to make a passage to the northward
through Gaspar Straits, is the very time to make a passage up, having
the south - east monsoon in the Java Sea, and south -west monsoon in the
China Sea.
I send you an account of the Tryal Rocks should it have never
appeared in your Magazine, please give it publicity.
The Trial or Tryal Rocks so long considered a doubful danger, aud
said to have been seen by early navigators, were seen from on board
the Dutch ship Jacobus , on her passage from Europe to Java , they
were first seen very near in the night, when the ship was hauled off
and hove to for daylight, they were then seen again and passed .
The Captain of that ship gives the longitude by chronometer 107°
55 ' East of Greenwich , lat . 20 ° 35 ' South .
In a short run afterwards to Java Head it was found that the chro
nometer was eighteen miles too far to the eastward, allowing this error
would give the long. 107° 37 ' E.
This is too far east to be in the way of ships which are in the pro
per track for Java Head , but dangerous to those which are bound
through some of the passages east of Java.
I am , &c.,
To the Editor , fc. C. F. WILLIAMS .
[ The Extracts in our next.-Ed.]

Rodger's Anchors. It is satisfactory at all times to receive confirmation of

the opinions we have expressed occasionally on important Nautical subjects,
and we had therefore much pleasure in reading the following letter concerning
Lieutenant Rodger's anchor, from so good an authority as Mr. Driver, whose
experience in the Merchant Service, as well as in Her Majesty's ships, entitles
his opinion to more than ordinary consideration.
H.M. Steamer Dee, Woolwich, April 18th, 1843.
Dear Sir.—Since I last left Woolwich, your Small 'Palmed Anchor has
undergone very severe trials, but it gives me pleasure to inform you that it
did its duty , and I rode out a very heavy gale of wind with it at Falmouth,
which lasted from the 9th to the 17th of last November ; and again, in very
severe weather at Lisbon, from the 23rd November, to 3rd of December, the
Anchor held fast. I should observe that I always ride with a long scope of
chain, on the appearance of bad weather, and lighten the vessel aloft.
I certainly prefer your Anchors to any I have ever seen, or used,and having
tried them forseveral years, my opinion has not been formed with haste.
I am, Sir,
Your Obedient Servant,
Thomas Driver, Master, R.N. ,
Lieut. Rodger, R.N. Commander H.M. Steam - Vessel Dee,
 393

ON THE DAMAGE WHICH HAS OCCURRED IN THE British NAVY BY

LIGHTNING , with an account of the attendant phenomena, abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . — By W. S. Harris, F.R.S., doc.

In the Nautical Magazine for March, 1838 , will be found a list of

174 ships of the British Navy, which have suffered at various times from
the effects of lightning, since the commencement of the war in 1793 .
These cases were collected with a view of eventually obtaining an au
thentic history of the phenomena of electrical storms at sea. Such a
history would necessarily have great scientific value , whether it be re
garded in a theoretical or in a practical sense , since it would contain
important meteorological facts , connected with those great atmospheric
disturbances which give rise to explosions of Lightning , and would
lead to a better appreciation of the means we possess of guarding against
their destructive operation.
Although in a first attempt of this kind , it was scarcely possible to
avoid some inaccuracy of date, and of detail , still it seemed desirable to
give publicity to the list, as a useful approximation to a more perfect
history, in the full assurance of obtaining through the kindness of the
officers of H.M. Navy , and others interested in the subject, such correc
tions as might be found requisite. The result has not disappointed this
expectation ; not only have many errors been corrected , but the list of
cases has been considerably increased. In addition to the valuable in
formation derived from various sources, the greater number of these
instances have, by the kind permission of the Lords Commissioners of
the Admiralty, being lately verified, and elucidated , by a direct appeal
to the records of the Navy.
This corrected and extended list, may now claim to be considered in
the light of a history of the phenomena of electrical storms at sea, and
of their effects on ships, rather than as a mere dry and uninteresting
catalogue of vessels damaged by lightning. In the details of the
different cases, great care has been taken to adhere , so far as possible
to the form of expression used in the ship's logs, and such additions
only have been made, as were fully warranted by information derived
from equally authentic sources, viz., the statements or private journals
of the captains or other officers who were at sea in the ships.
In describing these cases, the following arrangement has been adopted ,
with the view of facilitating scientific and statistical deductions from
them . 1st. the place of the ship is given with the date . 2ndly , the
effects of the discharge. 3rdly, the meteorological phenomena. Lastly
such remarks as appeared necessary to complete the history of the
case .
We propose in a future communication , when the series is complete,
to enter upon a critical examination of the phenomena which it pre
sents .

An Authentic List of some of the ships of H.M. Navy , struck and

ENLARGED SERIES. - NO . 6 .-- VOL . FOR 1843 . 3 E
394 MR . SNOW HARRIS ON DAMAGE

damaged by Lightning at various times, with brief notices of the

attendant meteorological and other phenomena .
( The cases not derived immediately from the Official Journals are marked thus *)

ALBACORE, 20.
1798. Tuesday, August 7th , lat . 17 ° 47 ' N., Point Morant, Jamaica ,
N.W. five or six miles ; 4h. 20m . P.M., a discharge of lightning
damaged the main -top -gallant-mast, main -top -mast, and main -mast ;
and wounded the main-yard .
Wind variable ; moderate and cloudy with rain .
A.M. squally, with thunder and lightning.
The ship was obliged to proceed to the dockyard at Port Royal , and
have ber main -mast taken out ; she was not again ready for sea until
the 2nd of September.

ALBION, 74. *
1799. Off the east end of Jamaica , 4h . 30m . P.M. , during the hurri
cane season , weather dark and gloomy ; themain -top - gallant-mast and
top -masts, totally destroyed ; the main -mast shivered ; and the main
sail set on fire ; the main -mast was rent so far as the pump -winches,
just abaft it.-Capt. Thomas White, R.N.

ARAB , 22 .
1799. October 11th , cruizing about Nassau , West Indies ; 1 A.M.
the main - top - gallant-mast and top -masts were shivered in pieces by
lightning , and the main -mast severely damaged . Three men killed
and six men wounded ,
6th, wind E.S.E., squally with thunder and lightning, and torrents
of rain . The Log describes the electrical discharges as “ thunder
bolts flying about the ship, two or three of which fell in the water
within a cable's length of the ship," after which it dropped calm. The
next day, 7th, a breeze sprung up from the west with lightning and
increased to a gale ; the wind on the 10th south-east again , moderate
and fine ; on the 11th moderate and squally ; at 1 P.M. a heavy squall
with rain . In this squall the ship was struck by ' lightning ; after
this the wind flew in to the north - east.
The ship having repaired damages went to Port Royal , and had a
new main -mast ; she was detained for refit from the 18th of November
to the 29th of December.

ALEXANDER , 74.
1801. September 8th , Cape de La Mella , Mediterranean, N.N.E.
off Toulon twelve leagues; 11h. 40m . P.M. a flash of lightning struck
the main - top -mast and shivered it in pieces.
The wind on the previous days had been squally with fresh gales
from the east , after which it dropt calm .
On the 8th cloudy ,wind from west and moderate ; 8 A.M. on the 9th
moderale, with the wind at north-east and inclining to calm .
N.B.-Dragon struck the same day off Cape Furgons at 1 P.M.
 BY LIGHTNING IN THE BRITISH NAVY . 395

ACTIVE, 36.
1802. Sept. 19th , Gibraltar Bay ; 9h. 30m . main -top -mast below the
hounds shivered in pieces, the upper part of top -mast, top - gallant-mast,
and top -gallant-yard -arm fell on the main -top . The lightning passed
down the main -mast shivered the fishes and started the hoops; and
passing throngh the coat of the mast took a piece out of the bits ; one
man killed . The ship was supplied with new fore and main -masts, &c.
On the 18th calm , with occasional breezes from the east ; 191h east,
with strong breezes, thunder, and lightning : the lightning tore the
sail from the larboard top - gallant- yard -arm ; on the 20th variable
winds.

AMPHION , 36 .

1808. March 25th, lat. 36° 13 ' south -west end of the Island of
Goza, five leagues ; 12b . 30m . main - top -gallant-mast and top -mast
shattered , main -mast wounded and set on fire, the main - top -sail, royal,
top - gallant-studding -sails, nearly cut in pieces, also the mizen and
mizen -top-mast- stay - sails.
The wind N. to N.N.E., then W.N.W. The ship went to Malta ,
and had a new main -mast, detained until the end of April .
AGAMEMNON , 64 .
1808. November 28th , Isle of Lobos, W.N.W. , five miles ; Rio
de La Plata ; 4h . 20m . main -royal-mast and top -gallant-mast shivered ,
and starboard side of main -mast. Four men hurt .
27th moderate and cloudy, wind south - east ; 28th calm , after which
a breeze from the north . 3h . 30m . A.M. moderate and cloudy with
thunder and lightning. On the next day, the 29th , wind souih-east
again , fresh breezes and squally .
AUDACIOUS, 74 .
1810. August 4th , lat . 52 ° N. , long. 2 ° 50 ' E. , off Plushing. Ship
at anchor. 5h . 10m . A.m. main -mast struck by lightning ; at 5h. 15m .
again struck by a second discharge, the lightning was followed by a
tremendous peal of thunder, the hoops of the masts were broken , and
the mast shivered in several places, and set on fire . The top -gallant
mast and top-mast were also shivered ; several pieces rent out of them .
The wind on the previous day south-west moderate and fine, light
airs . 4th south -west, moderate with heavy rain , the succeeding day
W.S.W., fresh breezes and cloudy .
The ship was obliged to go to Spithead , and shift her main -mast.
ARMADA , 74 .
1811. February 24th , at anchor in Basque Roads, coast of France ;
A.M. strong gales with thunder and lightning ; a ball of fire struck the
foremast, started one of the hoops , and did other damage.
Wind on the 23d west, with strong gales ; 24th W.S.W., ditto
weather ; 25th the wind shifted to north - west, moderate , with rain ;
after which it went back again to W.S.W.
The ship went to Spithead to refit.
396 MR . SNOW HARRIS ON DAMAGE

AJAX, 74 .
1811. June 25th , Isle of Gorgona, four leagues, Mediterranean ;
6h . 30m . main - top -mast shivered in pieces ; main -mast much injured ;
wind 24th , light breezes W.N.W .; 25th A.M. , calm and E.N.E .; 6h .
25m . a heavy squall with thunder and lightning ; 26th, fresh breezes
and cloudy , with the wind at W.b.s. The Unite , in company , also
struck in the same squall.
The ship fished her main-mast ; had subsequently a new mast at
Plymouth.
ARETHUSA, 38 .
1811. July 4th , off Sierra Leone , coast of Africa ; 2h . 45m ., light
ning struck the head of the main - top-mast ; shivered the mast in pieces
and much damaged the main -mast; several men working at the pumps
knocked down .
Wind on the 3rd east, with heavy rain , moderate weather ; at mid
night it shifted to W.S.W. and blew fresh ; 4th variable all round the
compass with heavy rain ; the next day , 5th , the wind settled in to
the north .
The ship fished her mast, and went to Sierre Leone to refit ; had
subsequently a new mast at Plymouth .

ACHATES, 18 .
1812. February 26th, lat. 45° 39 ' N., long . 5 ° 38' W. , 12h . 10m .
P.M .; main -top -mast and main - top - gallant-masts shivered in pieces,
main-mast severely shattered , both pumps split , decks filled with a
sulphureous smoke ; main -top -mast rigging cut and lost overboard .
Wind on the 25th , W.S.W., moderate, A.M., after which a strong
breeze at noon , midnight strong gales and squalls ; 26th ditto, with
violent squalls ; on the 27th the weather became moderate, with the
wind at W.N.W.
The ship went to Plymouth and had a new mast.
ALBION , 74 .

1822. July 5th , Portsmouth harbour, 2 A.M .; main -top -mast shivered
and the main-mast much damaged .
The preceding day had been moderate and clear ; midnight, calm
with much rain ; on the 5th calm and variable, and north-west.
The main-mast was taken out on the 11th .
ATHOLL, 28.
1830 or 31. Bight of Biafra, coast of Africa ; midnight ; fore-top
gallant-mast shivered , head of fore -mast slightly damaged.
The ropes were drenched with rain ; the electrical discharge was
carried off by the chain top-sail- tye and sheets , by which the top -mast
and lower-mast were protected .
The ship had lightning conductors supplied to her, but they were
stowed away below in a box . — Report on shipwreck by lightning , p. 43 .
At the tiine the ship was struck it rained heavily ; light winds with
thick dense clouds, causing a pitchy darkness.
 BY LIGHTNING IN THE BRITISH NAVY . 397

The discharge was conducted by chain top-sail sheets to a bolt

driven through one of the forecastle beams, by which it was safely con
veyed to the chain cable, without damage to the beam .-See Nautical
Magazine, Feb. 1839.
BELLEROPHON , 74 .

1807 , Thursday , August 27th , at sea , Rochesbonnes north - west three

leagues, lat. 46° N., long. 2° W .; 6 P.m. main-top-gallant-mast shivered
in pieces, so that all of it disappeared except the heel, the rigging cut
and burned in pieces , main - top- mast shivered from head to heel into a
thousand pieces, main -mast much damaged, the fish on the fore part
ripped off, thirteen feet of it disappeared, mizen -top -gallant-mast
shivered in pieces, and top-mast and the mizen -mast damaged ; mizen
top-gallant and main -top -mast-studding -sail booms carried away by
the shock ; some parts of the quarter- deck perforated, all the glasses in
the ward- room smashed, and many persons knocked down ; a butt end
of a plank in the ship's side started by the violence of the concussion
below , the clamps of the main deck beam cut, and a rider underneath
the deck split open . One man killed , eight wounded .
The wind had been westerly , inclining to south , fresh breezes and
unsettled weather ; barometer 29.63 ; at 6 P.M. when the ship was
struck it was variable and squally with heavy rain, thunder and light
ning . It appears by the log that they endeavored to secure the pumps
and magazines against the lightning . The discharge divided before
striking the ship , into two streams, one fell on the main -mast, the other
on the mizen -mast. It traversed the mizen - mast in a spiral direction,
and divided again upon the hull , and found its way through the metal
lic fastenings to the sea , filling the ship below with thick smoke, and
a strong sulphureous smell , the hull was not damaged below the water.
The wind remained at W.S.W. In addition to the ship’s log an
account is given in an official letter from Captain Rotheram , to the
Hon. Michael De Courcy .
Blood HOUND, 10.
1812. August 2nd , lat. 40° N. , long . 63º W. , 5h . 30m . A.M., main
royal -mast shivered , and main -mast damaged, main-top-gallant- sail
torn in pieces, main-royal riddled like a net, a piece 6 feet long torn
out of main -mast, lead ripped off cistern before the main -mast, also
under cabin stove below, batch of the spirit-room burst open ; all the
watch on deck struck down .
The wind was south at 4 A.M., fresh breezes and clear; 4h . 30m .
strong breezes and squally , with thunder and lightning ; 5h . 30m . a
tremendous squall with ditto ; the main-top-gallant-sail was furled ,
the royal was stowed in the top- mast rigging so that the discharges
passed on the rigging also .
The ship went to Plymouth for refit, where she had a new mast.
Some of the particulars, from private log kept by the master.

BLAKE, 74 .
1812. March 2nd , lat . 40° N. , long . 30 W., at sea ; 5 P.M. , the ship
398 MR . SNOW HARRIS ON DAMAGE

was struck by lightning, the main - top- gallant-mast was rent open , and
some of the geer set on fire under the main - top . Two men on the deck
were slightly hurt.
Direction of wind ; on the previous day, variable from west to north
west ; on the 2nd fresh and squally ; 2 P.M. the wind shifted to the
eastward ; at 4h . cloudy variable weather ; on the succeeding day the
wind went back to N.N.W., and became variable again .
The flash of lightning was the only one which occurred between 4
and 6 PM . , and it fell immediately on the ship . The top -gallant-mast
had a good deal of green sap in it , which was thrown out by the shock
in long fibres, in all directions, so that the mast looked like a tree with
branches.

BUZZARD , 10.
1812. September 18th ; off the south point of Minorca ; 6h . 30m.
A.M. , main -mast shattered , flag at the mast- head distroyed , larboard
pump split open .
The wind on the 17th east, E.L.S. , and variable ; 18th variable from
north -west to E.N.E .; at th . squally with thunder and lightning ;
19th north - east and variable.
The vessel went to Mahon and got a new mast ; she was employed
at the time in charge of a convoy, and on this service was disabled .
BARFLEUR, 74 .
1813. October 21st, lat . 42° N., long . 5° E., cruising off Toulon ;
9h . 40m. P.M. fore- top - gallant-mast, topmast, and foremast very much
damaged by lightning, gunner's store - room and light-room below
damaged . The wind had been on the previous day from S.S.E. veer
ing to south ; on the 21st variable, from south to eastand E.S.E. , squally
with rain , and heavy lightning at 6 P.M .; the wind subsequently backed
to the east, where it remained on the 22nd .
The masts are said to have been much splintered ; five hoops were
struck off the foremast; the discharge passed through the gunner's
store- room, and forced open the door of the fore light- room close to the
magazine .
The ship went afterwards to Chatham , where she had new masts.
BADGER , 10. *
1822. August 1 , at Chatham , in the Ordinary ; foremast shattered
below the hounds, at opposite points, and at a few feet above the housing
severely fractured ; lead melted over bolts in the beams. The vessel
was housed over.
The mast being so much damaged as to be rendered unfit for service,
it was taken out.
The spire of a neighbouring church was ripped open in the same
storm from the top to the bottom .

BUZZARD, ( Brigantine,) 3 .
1838. February 27th , lat. 6° 40 ' N. , long . 13° W. , off west end of St.
Anne's shoals ; 7h . 50m . a flash of lightning struck the foremast,
 BY LIGHTNING IN THE BRITISH NAVY . 399

shivered the top - gallant-mast and top- mast , and wounded the lower
mast; top - gallant sail cut to pieces.
The weather 1 A.M. moderate and fine, with the wind atsouth -west ;
3h. 30m . dark and cloudy, with heavy rain , thunder and lightning;
4h. light winds with rain ; 6h . 15m. a heavy tornado from the north
east, with vivid lightning and heavy rain ; 7h . , after the ship had
been struck the wind veered toward the east ; and at 9h. became settled
and calm . The vessel was ont of soundings.
The lower mast was in great measure protected by the chain top -sail
tye ; the discharge in passing down the mast rent a strip two inches
wide out of the sleeve of the shirt of one of the sailors, without hurting
him , farther than leaving the impression of a slight bruise.See
Nautical Magazine for Feb. 1839.
BLAZER, ( steam - vessel.)
1839. March 20th , Mediterranean near Beyrout ; 7h . 50m . P.M., main
cap split open , chain peak and throat halliards cut through, and partly
fused , thirty feet of the planking of the sponsons on the larboard side
blown out, one of the deck planks on the same side split and shivered ;
a quarter-deck rail of 4 - inch African oak , shivered on the starboard
side for ten feet; all the iron stanchions started ; a large hole struck
through a boat hanging at the davits ; the after cabin filled with sul
phareous smoke. Two persons on the deck knocked down .
The vessel was rigged with chain rigging, and over this the discharge
passed on each side to the hull ; the pieces of the chain halliards strewed
the decks; the lightning broke a chain of half an inch in diameter on
each side the mast; the engine was going at the time, and the lightning
was seen to play about it in an extraordinary way ;
Direction of wind south - west, blowing fresh with very heavy rain.
From the log of Mr. J. Hele, acting -master, and communication from
Capt. Wakefield, R.N.
CAMBRIAN , 44 .
1799. February 22nd , English Channel ; 1 P.M. a ball of fire fell on
the main - top -mast, and passing by the wet ropes into the waist killed
two men, and hurt several. One of the hoops of the main -mast burst
open .
Direction of wind , south -west and squally ; the morning had been
fine; about 12h . 30m . a heavy black cloud came up from the westward
with lightning and a deluge of rain, when the ship was struck the
people were employed in clewing up the sails. All the men on one side
of the deck were struck down ; the lightning passed out through the
scuppers abreast the main -mast ; the number of men taken below was
about twenty . The explosion appeared tremendous, similar to that of
a 32-pounder.
Fisguard struck at the same time off the Eddystone, and all her sails
scorched . - Ship's log, and further communication from Admiral Sir B.
Martin , G.C.B., and Captain Haydon , R.N.
CUMBERLAND, 74 .
1810. August 27th ; at anchor near the Faro of Messina ; 11 P.M.
 400 MR . SNOW HARRIS ON DAMAGE

main - royal-mast, main -cap, and main - mast struck by lightning ; fore
top set on fire. The wind on the previous day had been westerly,
moderate and variable . 27th wind shifted to the east ; P.m. squally,
with thunder and lightning, and rain ; 11h . heavy claps of thunder,
with lightning and rain ; the next day , on the 28th, the wind veered
to the north , with moderate weather . The main -mast was surveyed
and condemned ; but as the ship's services could not be dispensed with,
it was fished .

CUMBERLAND, 74 .
1810. September 2nd , at anchor near the Faro of Messina ; 8h. 30m .
A.M. the main-top- gallant mast and main -mast struck with lightning ;
four hoops on the main -mast burst open .
Direction of wind , S.S.W. , fresh and cloudy ; 8h . 30m . heavy
thunder, with lightning and rain ; on the next day S.W. , moderate
and fine .
The main -mast by this second explosion was completely ruined , and
the ship was obliged to leave her station and proceed to Malta for refit.
Ship's log and further particulars by Lieutenant Brady , R .n . ( See
Nautical Magazine for December 1834.)

CALEDONIA , 120.
1811. February 24th , moored in Basque Roads ; 9h. 15m. fore-top
mast rent from the head to the heel , fore -mast damaged. The light
ning descended into the hull , and scattered some iron work about the
forge. Thirty of the crew on main deck were slightly affected by the
shock, one man seriously hurt.
Direction of wind , W.S.W ; 8h. A.M. fresh breezes with rain , the
wind on the previous day W.S.W. fresh breezes and cloudy ; on the
succeeding day W.S.W. , squally with rain .
The ship went to Portsmouth soon after, and had a new foremast.
CRESSY , 74.

1812. February 21st, Dunnose , Isle of Wight N.E. two or three miles,
8h . 10m. main -mast struck by lightning and much damaged .
Direction of the wind , south - west to west ; P.M. strong gales and
squally, with rain thunder and lightning ; on the preceding day vari
able from south to south -west, the succeeding day W.S.W. and variable.
The ship shifted the main-top- mast , and went to Spithead, where
the main - mast was taken out.
CUMBERLAND , 74 .

1812. February 25th , Bill ofPortland N.N.E., five leagues ; lh .

40m . main- mast set on fire by lightning ; lh . 55m . mast again struck
by lightning .
Direction of wind , 24th , A.M. strong gales N.N.W., midnight mode
rate and fine ; 25th south-west, fresh gales and squally ; P.M. strong
gales with heavy squalls, thunder, lightning, and rain ; 26th north
west moderate and fine.
The main -mast was rendered unserviceable, it was perforated in

L
 MR. SNOW HARRIS ON DAMAGE BY LIGHTNING . 401

several places , some of the iron hoops burst open. The ship was obliged
to go to Spithead for a new mast.
This was the second main -mast in this ship ruined by lightning
within a period of less than eighteen months . — See Nautical Mag. for
December, 1834 .

CLORINDE, 44 .
1813. March 11th ; Little Basses N.W.b.n. four miles, off Friars
Head , east coast of Ceylon ; 3h . 30m . main - top -mast cut by lightning
in two pieces, main -mast shivered from the mast -head to the deck .
Three men killed , five wounded .
Direction of wind, westerly and variable ; P.M. fresh breezes and
cloudy ; 2 P.m. squally appearance, a heavy dark cloud came toward
the ship from the windward side . It burst on the mast and shivered
it in pieces, only a wreck remained ; the lightning passed out of the
main-deck ports. The explosion seemed to those below as if all the
main-deck guns had been fired .
The shipwent to Trincomalee for refit, did not sail again until the
11th of April. Further particulars furnished by Admiral Briggs.

CHANTICLEER, 10.

1822. October 18, moored in Corfu ; 3h . 15m. main -mast struck by

lightning and rendered unserviceable .
Direction of the wind ; 17th E.S.E. to S.S.E.; weather variable ,
fine and squally by turns, with thunder, and lightning ; 18th, south
to south - east ; A.m. moderate and squally, with thunder, lightning,
and rain .

CLINKER , 12 .
1828. December 31st ; south - end of Fernando Po, 70 miles, Coast of
Africa ; 5h . 20m . brig struck by lightning, main -mast carried away
six feet above deck, the top fell over the gangway, and the mast across
the deck, top -mast and sails thrown overboard . One man killed. 7h .
30m . wore ship , found head of main -mast carried away 8 feet below the
cap, topmast splintered, and top -gallant-mast fairly split in shivers ;
jaws of main boom broken .
Direction of wind ; the wind had been W. to W.N.W. for some
days ; 31st A.M. moderate and cloudy; 4h . cloudy with distant thun
der; 4h . 30m. squalls from the north-west ; 5h . 30m. the ship was
taken aback by a heavy squall from the east with heavy rain, thunder
and lightning ; 5h. 15m . the lightning extremely vivid , the rain heavy.
After this the wind again went back to the north -west as before .
The brig went to Fernando Po for refit.

( To be continued . )

ENLARGED SERIES.- NO. 6.-VOL . FOR 1843 . 3 F

 402

A COLLECTION OF M.S. CHARTS AND PLANS RELATING TO HARWICA,

AND ITS IMMEDIATE NEIGHBOURHOOD, in the British Museum.
Communicated by CAPTAIN WASHINGTON, R.N.

At a time when the Admiralty are about to publish a plan of Harwich

harbour on a large scale, and the Eastern Counties Railroad is being
extended to that place as its terminus, and when from the value of its
port and its proximity to the continent, Harwich is likely to become
again shortly the station of our mail steamers, with all Northern
Europe, the following account of the former plans of this port may not
be without interest to the readers of the Nautical Magazine.
1. A coloured chart of the coast of Essex and Suffolk , from the Naze
to Bawdsey ; shewing the course of the rivers Stour, Orwell , and Deben ;
drawn on vellum, temp. Henry VIII . , 2 feet by 2 feet . — Cott. Aug. 1 .
1. 57.
2. A coloured chart of Orwell haven, or rather Harwich road , with
some projected fortifications at the entrance, it is inscribed “ This plott
made by Mr. Lee, anno 25 Henry 8 vi. ” On vellum, 3 feet by 2 feet
8 inches --- Cott. Aug. 11. 56 .
Observations. Asthe date of this plan is about 1536 it is perhaps the
oldest extant, -it is rudely drawn on a scale of about 10 inches to a
mile, -it shews the town of Harwich, walled, a small part of Shotley
Point, the entrance of Hanford Water, and a creek with vessels riding
about 1 } mile north of Landguard Point. On Beacon Hill and at
Landguard Point are square fortifications, but whether as projected only
or actually existing, there is nothing to prove further than that No. 3 is
a plan of a fort only ; shewing that a fort either was, or was about to be,
erected in the reign of Henry VIII.
There are no soundings in this plan. Landguard Point is a bold round of
nearly a quarter of a mile immediately to the south ward of the fort, (it
now extends 600 yards beyond) . There is an appearance of a double
circle of detached heaps of stones apparantly for a breakwater, both off
Beacon Cliff and Landguard Point ; but they may be meant to mark the
- low water line, which otherwise is not represented.
The land between the town of Harwich and Beacon Cliff forms a bight
nearly a quarter of a mile deep : the cliff projects very little to the east
ward of the face of the town.
Landguard Point is styled Langer Pointe.
3. A plan of a fort inscribed “ Harwich , " probably of a fort proposed
to be erected there ; it differs from the preceding. Drawn temp. Henry
VIII., 1 foot 4 inches by 1 foot 2 inches - Cott. Aug. 1. 1. 61 .
4. An outline plan of Harwich ; drawn about 1690, by a Dutch
artist, ( Sir Bernard de Gomme ? compare the plan of Sheerness, XVII.
12 ) on a scale of 150 feet to an incb, 1 foot 3 inches by I foot . - XIII.
15. 3 .
5. A coloured plan of the town and harbour of Harwich with the
soundings marked ; drawn in 1725, on a scale of 850 feet to an inch ;
with a separate plau of Landguard Fort, on a scale of 40 feet to an
inch ; 2 feet 3 inches by 1 foot 7 inches . - XXXIX . 61 .
6. A plan of the harbour of Harwich , with the rivers Stour and
Orwell that empty themselves into it, with the country up to Maningtree
 CHARTS AND PLANS RELATING TO HARWICH . 403

and Ipswich, and marking the precincts of the borough of Ipswich ; shew
ing also the course or run of water from the river Orwell or Ipswich ,
river towards Polleshed, according to the charter of the 10th of Henry
VIII . granted to Ipswich ; drawn about the year 1780, by the late
James Palham , Esq ., who died Mayor of Harwich in 1808 , on a scale
of 2 inches to a mile ; 2 feet 1 inch by 1 foot 7} inches,-add .
11,802 . a.
7. A plan of the harbour of Harwich, and the entrances of the rivers
Stour and Orwell, with the soundings of the harbour distinguishing
the depths of water found upon survey, about 1:57 , and the depths
taken in February 1777 ; shewing also the enlargement of the Sands ,
and the decay of the cliffs between those years, and the course of the
Orwell according to the charter of Ipswich, 10 Henry VIII., drawn by
the late James Pulham , Esq ., on a scale of 6 inches to a mile ; 2 feet
le 54 inches by 1 foot 81 inches ,-add. 11,802 6 .
Obs. Thisplan shews a depth of 30 feet water between the Altar Shoal
and Landguard Point : there appears a general decrease in depth of
water in the harbour but most probably this is not accurate ; the shoal
now called the Bone is termed the New Gristle . A small fortification
called the Guard is shewn on the north - eastern corner of the !Harwich
Shelf, with a dotted causeway connecting it with the land ; but it seems
be doubtful if such a building ever existed.
There is a duplicate of this plan on vellum in the British Museum .
21 8. A coloured plan , on vellum , of the harbour of Harwich , and the
entrances of the rivers Stour and Orwell ; drawn by the late James
Pulham , Esq. , on a scale of 64 inches to a mile ; 2 foot 84 inches by
1 foot 64 inches ,-add. 11,802 . c .
Oos.It is nearly a repetiton of the preceding and contains the same
f soundings.

! 9. A coloured plan of the town of Harwich , drawn about the year

1780, by the late James Pulham, Esq., on a scale of 130 yards to an
inch ; 1 foot 3 inches by 11 inches,-add. 11,802 e.
10. A coloured view of Harwich , and Landguard Fort, taken from
Harwich cliffs ; drawn by H. Gilder, in 1777 ; 5 feet 6 inches by 1
foot 1 inch . - XIII. 15. 4. e.
11. A tinted plan of the Royal Dock Yard and part of the town of
Harwich, with proposed alterations in the position of the Ships, placed
as breakwaters ; drawn about the year 1780, by the late James Pulham ,
Esq. , without a scale, but about 18 yards to an inch ; 2 foot 44 inches
by 1 foot 75 inches,-add . 11,802 f.
Obs.—This plan shews the Pool, Fireship, and Argyl as breakwaters.
12. An outline plan of the Royal Dockyard , and part of the town
of Harwich ; drawn about 1780, by the late James Pulbam, Esq .,
without a scale , but about 30 yards to an inch ; 1 feet 9 inches by 1
foot 3 inches ,-add . 11,802 g .
13. A coloured plan of Harwich Cliffs and Crown Lands ; drawn
about 1780, by the late James Pulham , Esq. , on a scale of 100 feet to
an inch ; 1 foot 10 inches by 1 foot 4 inches ,-add. 11,802 h .
14. A coloured plan of the river Orwell up to Ipswich, and part of
404 CHARTS AND PLANS RELATING TO HARWICH .

the river Stour ; drawn about 1780, by the late James Pulham, Esq .,
without a scale, one inch to a mile nearly ; 1 foot 6 inches by 111
inches --add. 11,802 i.
15. A coloured plan of Landgaard Fort, with the proposed alter
ations, by Thomas Hyde Page, Engineer, signed as “ approved 12th of
June, 1778, C, C , c.” (i.e. Sir Charles Cocks, Bart., then clerk of the
Ordnance, afterwards Lord Somers); drawn on a scale of 40 feet to an
inch ; with section, on a scale of 20 feet to an inch, 4 feet 4 inches by
24 inches.XXXIX
. . 62.
Obs. This plan is one of those which accompany a Report, xvi . 16. 6.,
to the Master -General and Board of Ordnance, on the state of the forti
fications, etc., in the Medway division ; viz. Sheerness, Gravesend, Til
bury, and Landguard , by Captain (afterwards Sir ) Thomas Hyde Page,
Engineer, dated 6th of June, 1788.

16. A coloured plan of the state of the new works at Landguard

Fort, in Jan. 1781 ; drawn on a scale of 200 feet to an inch ; with
sections of the redoubt and the lines, on a scale of 15 feet to an inch ;
2 feet 8 inches by 2 feet.-- XXXIX . 63 .
17. Coloured plaus of the Wellswhich supply water for the use of
the Dockyards, etc., of Sheerness, Harwich , and Landguard Fort, with
M.S. explanations, by Thos. Hyde Page, Engineer, 1783. — XII.
15. 4. g.
18. A coloured chart of the coast of Suffolk , from Orwell haven to
Gorleston, near Yarmouth , with the several Forts and Beacons erected
thereon ; drawn on vellum , temp. Henry VIII . on two sheets, measur
ing together 7 feet by 1 foot 1 inch . - Cott. Aug. 1. 1. 58 .
19. A coloured chart of the coast of Suffolk, from Bawdseye to
Thorpe, including Orford and Aldborough ; drawn, temp. Elizabeth ,
on twosheets, measuring together 5 feet 2 inches by 2 feet 2 inches.
Cott. Aug. 1. 1. 64.
20. A coloured fac -simile copy, on vellum, of a bird's-eye view or
chart of the coast of Suffolk from Alderton to Aldborough, including
Orfordness , “ made in Aldborough by Ananias Appleton , ar. dom .
1588 ;" 2 feet 4 inches by 1 foot 8 inches,-add. 11,802, n.
Obs. — This chart shews the Onion and Whiting Shoals ; the river Alde
flows into Hollesley bay , as at present. The original is in possession of
Mr. Lee Vernon , at Aldborough .

OTHER PLANS OF HARWICH, not in the British Museum .

21. Plan of Harwich harbour, on the scale of 400 feet to an inch, or

about 15 inches to a nautic mile ; surveyed by T. P. Desmaretz,
1732.
Obs. This plan is roughly drawn and coloured ; it shews all the shoals in
the harbour , but incorrect in their outline; it gives eight linesof sound
ings across the harbour, indicating roughly a western channel leading in
a north direction between the Altar and the Guard, as well as the main
channel close round Landguard Point; the land at this point ends
 CHARTS AND PLANS RELATING TO HARWICH.
405
abruptly just to the southward of the fort in a very round point a quarter
of a mile long from east to west. Ireton's ditch is marked as running
across the peninsula of Landguard just to the southward of Walton
marshes.
This plan is in possession of Mr. Sansum , at Harwich ; a tracing of it by
Lieutenant Wood, R.N., is in the Hydrographic Office at the Admiralty.
22. A survey of the cliff and town of Harwich in 1752, shewing the
encroachments made by the sea since the year 1709. Scale 100 feet
to an inch .
Obs. — This plan is valuable as enabling us to judge of the ravages of the
sea, for nearly a century and a half , when compared with the charts of
Græme Spence, in 1804, and the survey just completed in 1842. It is
in possession of the corporation of Harwich, which possesses also some
other plans of the town of minor importance.
23. A chart of the East Swin with the adjacent rivers on the coast
of Essex , and Suffolk , from Clackton Cliff to Orfordness; surveyed by
order of the Lord Commissioners of the Admiralty , by GRÆME SPENCE,
in 1804 ; scale 2 inches to a statute mile, in possession of the Hydro
graphic Office, Admiralty .
Obs . — This is an elaborate and accurate survey, and shews the soundings
throughout, with the rivers Stour, Orwell, and Deben, up to the bridges
of Maningtree, Ipswich, and Woodbridge.
24. Harwich harbour in 1780 ; scale 6 inches to a statute mile.
Obs.This plan is fairly drawn, it gives all the shoals, and a fair sprinkling
of soundings. The leading marks for clearing the shoals are well drawn
out, and the views, seven in number, are good. A proposed breakwater
is drawn along the north face of the town ; another runs 500 yards east
along the whole of the northedge of theGuard, and a third 100 yards in
a north -east direction from Beacon Cliff.
It is in possession of the Trinity Board.
25. A plan of Harwich harbour, surveyed in H.M.S. Shearwater ,
Captain Washington , by Mr. E. K. Calver, master and assistant-sur
veyor in 1841-2 ; scale 12 inches to a nautic mile.
Obs. — This plan extends from Ray Island and Dovercourt Church on the
west to the Cork Ledge Buoy on the east, giving the soundings through
out ; it shews a good western channel, carrying 12 feet water ; it also
points out the all but blocking up of the eastern channel by Landguard
Beach Point, with the extension of that point:600 yards to the south
ward, and the encroachments of the sea on Beacon Cliff, occasioned
by carrying away the cement stone from Felixstow Ledge, and from
the base of Beacon Cliff.

26. Harwich harbour, the same as above, engraved on the scale of 8

inches to a nautic mile.-- Hydrographic Office, Admiralty , May 1843 .
Obs.- This is the only engraved plan of Harwich harbour.

The public is indebted to the Trustees of the British Museum for

a valuable catalogue of the M.S. maps , charts, and plaus in that
406 BOTTLE PAPERS.

magnificent collection . The 1st volume of this catalogue is printed ,

and the second in course of compilation under the able superintendence
of Mr. John Holmes, of the M.S. Department, and it is to his kindness
that we are indebted for the first part of the above extracts.
Harwich, Rodney's Victory, 1843.

BOTTLE PAPERS.
( Continued from p. 370.)

We have received the following additions to our bottle chart, and

are only prevented by a pressure of other matter, from continuing the
accounts of the Bottle Papers in the order of the table in our March
number (p. 182) , but which we shall resume in our next.
( No. 131. - 5a ) R. W. Yacht Club -House, Mill Bay, Plymouth .
SIR .-In the March number of the Nautical Magazine, p. 181 , you invite your
readers to communicate any information they possess on the subject of Bottle
Papers. As brevity is the order of the day, allow me shortly to state that, on
the 16th July, 1838, I threw four bottles overboard from the Plymouth
schooner “ Corsair ,” (bound from Leghorn to Liverpool.) Our then lat.was
50° 0 O'N ., and long. 8 ° 30 0 ' W. The Morning Post, of October 22, 1838,
reported, on the authority of the French consulate at Lloyd's, one of the bottles
found at Guignac Island , near Ushant. The paper enclosed therein was signed
by Messrs. Webster, Cuming, Miller, and myself. The distance, in a straight
line, drifted by this bottle was about 250 miles in three months ; and the
several facts of the casecorrespond tolerably well with those of the “ Hope,”
( vide p. 182, No. 5, N.M. ).
Yours, &c.,
WM. KNIGHT.

( No. 132-106 c . )
A bottle was found on the shore of Abaco, in lat. 26° 40' about fourteen days
ago, which contained the following :
“Whoever picks up this bottle be pleased to take notice, and have it pub
lished, that the ship " Prince George, Capt. William Potts, is now in lat . 29°
30', long. 71° W., and this day got up their main -top -mast, having lost one in
a squall on the 30th of July, off St. Domingo. Passengers all well; Mr. and
Mrs. Vick , and three young children ; Mr. P. Simmonds, Mr. Anderson, and
our noble Captain. One seaman died this day, and three sick.
“ At sea, August 8th, 1827. Lat. 29° 30' N.,long. 71° 00 W.
(Signed ) “ Wm . Potts, Commander.
John SIMONDS, Passenger.
Wm. C. ANDERSON , do.
Nassau, N. P., Oct. 31 . William Vick, do.

( No. 133.)
About ten days ago, a bottle was picked up on the north side of Long Island,
in lat. 26° 15 ', and long .74 ° 52', containing a paper thrown overboard from
the United States ship , Natches,Capt. Budd, on the 6th of August last, in lat.
28° 13' ;—but the longitude is not mentioned, or, has been torn off, as some
part of the paper got wet andis destroyed, so as to prevent the whole from being
made out ; but the request of Midshipman B. J. Moeller to publish is thus far
complied with . Ibid .Dec. 15.

We record this latter No. 133, in the hopes that it may meet the
 THE BOTTLE CHART. 407

eye of Captain Budd , or that of Mr. Moeller, as either of them may be

able to supply the longitude of the place where it was thrown over,
which from the latitude given , would appear to give it more than ordi .
nary interest. The preceding one No. 106c affords another very inter
esting proof of the eddy current, setting to the southward from the
Eastern edge of the Gulf Stream .

THE BOTTLE CHART .

Sir . - I was surprised , if not sorry to find that, Sir John Ross, himself
distinguished in scientific research, should consider it to be his duty to
write condemnatory of the system of research proposed in your Bottle
Chart. I say research, for it conveyed to my mind but the idea of
challenging investigation into a large and extensively useful field of
ascertainable facts, though Sir John assumes that it asserts the currents
to have run from the point at which each bottle was thrown overboard
to where they were each picked up , and then proceeds “ to expose” as
he says, the “ bottle fallacy. " The fallacy, however, consists in his
having attempted, and attributed to any one that attempts, to deduce
a system from insufficient data ; finding this impracticable he pronounces
the facts contained in your chart to be fallacies, and then endeavours
to do away with them ; but facts have ever been stubborn things, and
will not be thus easily put aside .
This misuse of data was anticipated , and I had thought sufficiently
guarded against. So thought also the writer of that excellent letter
which follows that of Sir John , who says , as properly observed,” the
lines on the chart are merely intended to connect the places of depar
ture and termination of the bottles, and not to shew (as may be ima
gined , by those who are not seamen,) in every case the true direction
which the currents and drifts pursued. I had thought your proposed
system unquestionable, as the true inductive system , and still remain
convinced that it is to collect all ascertainable facts, from them collated
to deduce their law of action, and from thence ascertain their govern
ing law, thus “ tracing nature up to nature's God.” Sir John perhaps
having run the range of the sciences has but found all to be vanity ;
true indeed I such is the case as comparable to the eternally true, yet
are all truths of value in their just order and degree. Such then being
the case , I hope you will continue your highly interesting, and what
will prove to navigation , eminently useful investigation , and though
many may be found to cavil at it, none who have experienced the advan
tage of following certain routes because of the favourable winds and
currents which had obtained on them , but will duly appreciate the
advantages that will be obtained to navigation by your map being conti
nued and enlarged by the data which will flow in. These data will pre
sent difficulties to the captious , as a collection of isolated unmanageable
facts, partial in their action and inadequate to the discovery of anything
useful but to the philosophic spirit that will examine and generalize
the discrepancies, banish dis-similar things then seen to follow a similar
law, evidence of a mechanism, the character of which is universality, and
408 THE BOTTLE CHART .

the result of which is “ very good," and in turn becomes the proof of
the design of a law with which they had appeared to be at variance .
The several instances cited by Sir John , as contradictory of the facts,
contained in your map , and as falsifying the proposed scheme of inquiry
may be satisfactorily accounted for. Reconciled difficulties or dis-similar
facts shewn to conform to a similar law are additional proofs of the
truth of that law to which they conform .
The first instance cited by him , being in a tide, off Dover influenced
by local causes, and prevented from following the law in its general
aspect, is not a case pertinent to the argument. Yet, there does not
appear much difficulty even in this, as it is obvious that he himself was
in doubt whether the desired ebb had made or not. Our desires materi
ally modify the results which we receive, and the bottle was thrown over
to ascertain the fact. Therefore, though the log shewed two knots of ebb,
this was not the case at the surface, else why the doubt expressed in the
experiment ? And, as Sir John says, the bottle may have taken the di
rection of the Downs, impelled by the wind, as we know that a strong
wind will arrest even a surface tide. That it did not do so in this
case the log is no proof, as the log-ship sinks below the surface water
when not held up by the action produced by a somewhat tightened line
which will hardly have been the case in the instance alluded to.
The value of the second experiment, the loaded wood and bottle,
may be admitted, and the truth of the theory proposed remain entire.
The difference consists in the extent of action. The wood was accelerated
less than the bottle by the wind, but when the wind was adverse to the
current , was less retarded. Then if Sir John's wood experimenter were
equally good with the bottle, and set off at the same time and point of
departure, they would reach nearly the same destination .
The results of the bottle experiments prove that though there be
currents and counter currents in the water and atmosphere, the pre
vailing currents were such on the route of each bottle, as to bring them
to where picked up. Hence though they may have “ worked a traverse ”
the course and distance made good was from point of departure to point
of termination, and had a vessel passed over the route of any one of
these bottles she would have similarly, though not to the same amount
been influenced with that bottle .
The statement relative to the Defence's top -mast but argues that it
had got into one of those whirling eddies that are a consequent result
of the law of currents, the economy of which must also deserve investi
gation .
The experiment of the loaded bottle with an empty bottle, is similar
in principle to that of the second experiment, and open to the same
answer ; while it further illustrates what all admit, that a loaded bottle
being more immersed offers more resistance to motion in the water, and
offers less surface for the wind to act on than an empty bottle.
The fact relative to the icebergs is valuable testimony to the truth
of the proposed scheme of acertaining the direction of currents, as it
quite accords with what appears to be a likely effect of the governing
forces of the southerly motions, from a consideration of which it must
appear that the southerly currents spoken must be, in the absence of
other courses, greatest at the surface. Therefore, though the icebergs
 THE BOTTLE CHART . 409

were carried south ward , and though five - sixths immersed they must
have been so carried by a comparatively, if not actually, surface cur.
rent.
I doubt not, but that a strict examination will prove that a surface
current passes icebergs in the same direction in which they move, the
icebergs being retarded by being so immersed , and the lower water not
having equal rapidity of motion with the upper ; if so it may account
for the infrequency of collisions with them , and what beauty , what
design , what fitness to the weakness and wants of man !
Sir John's account of the icebergs going south may account for the
Alexander's bottles reaching Staffa and Donegal, by a current which is,
perhaps, referable to the earth's motion .
Then of the many reasons why Sir John's copper cylinders should
arrive at any destination, save that which a little reflection would
assign them , viz . the bottom , I shall select but one, as sufficient to account
for their not arriving in terra cognita. The galvanic action ( especially
between wind and water,) between the metals, would be to destroy their
junction, and thereby render the cylinders pervious to water, and this
long before the period necessary for their transit could expire .
The contrariety between the winds and currents instanced by Sir
John, obtains but partially, for it is undeniable that the currents
are constantly being caused , controlled , or modified by the action of
wind, suffice it to mention two instances, though hundreds will sug
gest themselves to those who observe such things. The current on
the Lagulhas Bank is altered and controlled by the wind till the gra
vitating force of the water overcomes the force of the wind , and the
stream bursts back with double rapidity into its former direction even
against a gale.
And on the Gold Coast the usual easterly current is arrested by the
the south -east winds, which blow home to the coast in June and July,
and gives place to a current running to the W.N.W. from Cape Palmas,
and continues during the months of June and July , sometimes for a
longer period depending on the winds. But while we admit the fact
that the winds influence the currents, and even considerably, we must
not fancy that they are the sole causes of currents. The similarity of
direction of each in general , may give rise to this idea ; but it is evi
dent that they are both due in the main to the same causes, which act
similarly, though not alike extensively , viz . the earth's motions. The
difference consists in that while the air is more mobile than water, its
inertia is comparatively nothing, and while air may be extensively
altered aad influenced by heat, or its absence, water remains apparently
unaffected ; one ceases to act, at least sensibly so, while this the other
goes forward .
I would then propose that you should continue to encourage the pro
secution of the enquiry , but would beg to suggest the advantage to be
derived from white bottles being used ( coloured white in the blowing
with an oxide of arsenic, ) because of their being more easily seen, in
order that they may be picked up on the route , their place, latitude,
and longitude registered ; and again started with the added informa
tion . I remain , &c .
To the Editor , fic . G. FISHBOURNE, Commander R.N. )
ENLARGED SERIES.NO . 6 .--- VOL . FOR 1843 . 36
 410

VARIATION OF THE COMPASS .

( Continued from p . 211. )

Royal Observatory Greenwich, May 15th, 1843 ,

Magnetical and Meteorological Department,
MEAN MAGNETIC DECLINATION FOR 1843.
January . 23° 11 ' 31 " | March . . 23° 7' 17"
February . 956 | April . . 23 4 48
23

Mean Magnetic Dip-1843 .

AT 9AM . AT 3 A.M.
January . 68° 59 68 ° 59 '
February 68 593 68 594
March 68 581 69
April 68 0 69 01
G. B. AIRY , Astronomer -Royal,

REPORT ON EAST INDIA ISLANDS .

(Concluded from 345. )

At the Arru Islands, Christianity was introduced many years past by the Dutch
at Amboyna, and nearly all the principal people there profess the Christian
religion. The Ki Islands, however, appear to have been neglected by the
Dutch missionaries, and the consequence is, that many of the natives have been
converted by the Mahomedans of Ceram, who have several priests on the
island.
The commerce of the Ki Islands is inconsiderable when compared with that
of the Arrus, attracting only about a dozen prahus annually from Celebes,
Butou, and Banda.
These obtain tortoise-shell and cocoa-nut oil. The last is the staple produce
of the group, and is of superior quality, in exchange for the foreign articles in
general useamongst the natives on theislands.
Refreshments in the form of yams, pigs, poultry, cocoa -nuts, Indian -corn and
fruit, are to be obtained here in greater quantities, and at a cheaper rate than
on any island in these seas that I have visited. Prahus and boats of all sizes,
built of the excellent timber with which the island abounds, form one of the
principal articles of export ; and the construction is the chief occupation of the
inhabitants when they are not employed in the cultivation of their plantations.
Vessels going to the Arru Islands touch here to obtain boats for trading among
the smaller islands, and a large portion of the prahus navigating these seas are
built here. The small boats especially are highly prized for their durability
and swiftness, and it is singular that these people have hit upon a model closely
resembling that adopted for fast-sailing vessels in England.
The Ki group is well situated for communication with Port Essington, as the
monsoons blow fair for making the passage either way. The harbour of Ki
dulan, on the north-west side of the Lesser Ki, in which we anchored , was sur
veyed by Captain Stanley; it is an excellent anchorage being sheltered to sea
ward by several islands of considerable extent, between which there are navi
gable channels.
The Britomart left the Ki Islands on the 29th of June, and arrived at Banda
* Just published , see notice of Charts ,
 NAVAL CHRONICLE. 411

on the following morning. The port of Banda is closed against foreign mer
chant vessels, and is rarely visited by those under the Dutch flag, with the
exception of two or three ships which arrive annually from Java, bringing rice
and European luxuries for the supply of the inhabitants, and taking away the
produce of the nutting plantations. The population consists of about 20 Euro
peans in the civil and military employ of the government, 250 soldiers, all of
whom are natives of Celebes and Amboyna, with the exception of about 30
Europeans, 50 Chinese, 3,000 or 4,000 convicts, about the same number of
slaves, perhaps, 1,500 free people or hurghers, many of whom are of Dutch
extraction, and 200 or 300 natives of Timor-laut and Baba. The aboriginal
inhabitants of Banda have totallydisappeared, in fact, have been exterminated .
The only European merchant in Banda is an agent of the Dutch Commercial
Society , who had lately arrived ; but the Chinese are all engaged in commerce,
are more wealthy than the others , possess two small vessels and severalprahus,
which are employed in trading with the natives of Timor -laut and New Guinea;
but owing to the amount of duties at Banda, the Chinese find it difficult to
compete at the places theyvisit with the traders from Singapore. During this
year, the voyage of one ofthe vesselsbelonging to the Chinese above mentioned,
had been rendered unprosperous by the arrival, in the same port of New Guinea,
of the Lullworth, an English merchant vessel, that has several times visited Port
Essington ; the goods brought by the latter being better suited to the tastes of
the natives, and , therefore,enabling her to buy up all the nutmegs, the most
valuable produce of that part of New Guinea. A few prahus from Ceram ,
New Guinea, and KiIslands annually visit Banda; but the trade on the whole
is inconsiderable.
Banda owes its chief and almost sole importance to the nutmegs produced
there. The parks (as they are ealled ) , in which the nutmeg trees are culti
vated, are in the cultivation of several planters, of Dutch extraction, who are
supplied with convicts by the government with the entire produce of the plan
tation at a very low price ( about three halfpence per pound ), and are strictly
watched , that they may not dispose of any nutmegs to the traders. The annual
produce is said to average between 300,000 and400,000 pounds of nutmegs,
and about one-fourth of that quantity of mace. Nutmegs are the only export
able produce of Banda, there being a great want of energy amongst the inhabi
tants, the cause of which , however, is sufficiently evident. The climate of
Banda proves very unhealthy both to Europeans and natives, especially during
the western monsoons, when the smoke from the neighbouring volcanoes rolls
down upon the town, and renders it scarcely habitable. The two last residents
lived only three months after their arrival at Banda. The secretary was acting
resident at the period of our visit.
The Britomart left Banda on the 6th of July, and at noon on the following
day entered the Bay of Amboyna ; but the wind being light and unfavourable,
she did not anchor off the town before the morning of the8th. We found here
a large Dutch frigate, and a brig -of -war, which were attached to the Malacca
station .
Amboyna is the capital of the Malaccas ; the governor resides here, but
makes occasional visits to the residencies under his control, which are asfollows :
-Banda , Ternata, Mandano, on the north - east end of Celebes,Coepang, on the
south end of Timor, Cajata Bay, on Buru ; and Wadhi, on the north coast of
Ceram.
The last is a settlement that was formed in 1838, after the abandonment of
Fort Du Bus, on the south -west coast of New Guinea. The island of Amboyna,
with Sapagua and Harouka, contains about 35,000 inhabitants, the greater
portion of whom are employed upon the clove plantations. Victoria is the
capital ; contains 4,000 inhabitants , about one -fourth of whom are of European
extraction . There are also many Chinese inhabitants, who are chiefly occupied
as traders, shopkeepers, and farmers of the revenue. Amboyna owes its import
ance entirely to the clove plantations, which are cultivated on the forced labour
412 NAVAL CHRONICLE .

system . The people of the villages (orang negri) are obliged each to maintain
à certain number of clove trees, and the chiefs of the villages are responsible
for the trees being kept in order. The produce is sold to the government at a
price so small, that, were not forced labour adopted , the natives would abandon
the culture. The soil and the climate of Amboyna, which is humid in the
extreme, are well adapted for the growth of all descriptions of tropical produce ;
but the restrictions on trade have had the effect of crushing all spirit of enter
prise on the part of the inhabitants, notwithstanding the exertions of the present
governor of the Malaccas, Colonel De Steurs. The supply of rice and sugar is
imported from Java ; the consequence is, that the former can only be purchased
by those in good circumstance, while the bulk of the people are obliged to be
contented with the insipid bread made from the sago palm .
The port of Amboyna is closed against foreign merchant vessels, but occa
sionally an English whale-ship in distress puts in there, when a guard of soldiers
remains on board until she goes to sea again . About half-a -dozen Java ships
( for Amboyna does not possess a single vessel larger than a prahu) visit the
place annually, and occasionally somesmall Spanish vessels from Manilla enter
the port. These take the precaution of calling at the Sulee Islands, on the way
to Amboyna, to obtain fresh papers and the Sulee flag ; for, according to treaty ,
whenever the Dutch shall admit vessels belonging to other than native powers,
the port of Amboyna shall be open to British also.
The imports by private ships consist almost entirely of supplies for the inhabi
tants, which are paid for in cash, there being a considerable circulation of the
latter, in consequence of all individuals in the employ of the government, even
the crews of the ships of war on the stations ( generally two), being paid
monthly.
The native population of Amboyna may be divided into four classes ; the
burghers, the orang negri or villagers, the árafuras, and the slaves.
The burghers are either of European extraction , or are descended from native
parents, who have become burghers by servitude in the army or civil depart
ment. They are a very intelligent race, and would be industrious also, were
there sufficient employment for them. Many employ themselves as carpenters,
cabinet-makers, and workers in metal; but the demand for the articles they
manufacture is so limited (not extending beyond the wants of the immediate
neighbourhood ) that their labours meet with little encouragement. Their
anxiety for employment is evinced by the number of candidates for the situation
of native schoolmaster in the Arru and Serwatty Islands, the salary of which
amounts to no more than six rupees, or ten shillings per month . Owing to
several applications from young men of this class for employment at Port
Essington, I was induced to ask the governor whether natives of the burgher
class would be allowed to emigrate, and found that it would in no way be con
trary to existing regulations. The orang negri , or, villagers, are genuine
natives of the island, and are a fine intelligent people, certainly superior to
every other in the Indian Archipelago. Like the burghers, they are all
Christians, and with very few exceptions can read and write. Being subjected
to the forced labour system , they are in a manner slaves to the soil. The
arafuras are the uncivilised inhabitants, who trade in the interior ; their num
bers are not great.
From Amboyna the Britomart proceeded to the Serwatty Islands,and touched
at Kissa and Letti ; the anchorage at both which places was surveyed by Capt.
Stanley. Kissa had for nearly three years been suffering from drought to such
an extent, that 300 of the poorer inhabitants had died , if not from absolute
starvation , from disease produced by the diet to which they were forced to re
sort to sustain life. Pigs and buffaloes were nevertheless to be purchased. Mr.
Bies, the missionary, had left for Amboyna about six months previous to our
visit, and did not intend to return. Two English merchant ships, one from
Bale, loaded with rice, the other from Sydney , had been trading here and at
Letti , within the last three months. Ai Kissa we learnt that the Portuguese of
 NAVAL CHRONICLE . 413

Dille had recently made a new settlement on the north coast of Timor, immedi
ately opposite to Kissa, and that then vessels frequently came across to trade.
In working to the eastward , the Britomart passed along the north side of the
Serwatty Islands, and communicated with Sermattans, where there is a very
good anchoring place during the south -east monsoon . Baba, the next island
to the eastward, had an appearance of great fertility ; we saw two large villages
on the south side, at one of which a Dutch flag was hoisted. As the provisions
were running short, Capt. Stanley was unable to survey the west coast of Timor
laut, which appeared worthy of examination . The island Serra is high , but
the main land opposite is very low ; and this appears to be its character to the
south extreme, differing in this particular from the east coast, where the land
is high and mountainous.
When atBandan we met with a Capt. Chasteaux, commanding a ship belong
ing to a Chinese who resided there ; he had lately returned from a voyage to
Timor-laut, during which he had found that the south- eastern part of Timor
laut consisted of an extensive island, on the north side of which was a bay,
which afforded excellent anchorage in eight to ten fathoms throughout the year.
He remained there two months, trading with the natives for tortoise-shell,
bees’-wax, trepang, &c. , and proposed going there again in the setting - in of the
north -west monsoon, as stock, yams, Indian corn , &c . , were abundant there.
This port, which is not 200 miles distant from Port Essington, may hereafter
be of importance .
I regret very much that we were unable to remain a few days at Timor-laut,
since, from the specimen of the natives of this island that I had seen during
this voyage, I should have been glad to have had a further acquaintance with
them . The young men are partial to emigration, with the view of acquiring
sufficient wealth, during the time they remain abroad, to enable them to live
in comfort at home, where the knowledge they have acquired during their
absence gives them a high standing amongst their countrymen. We met with
a few of these emigrants at the Ki and Arru Islands, but their favourite resort
is Banda. Here the greater portion enter into the service of the government
or of the residents, in the capacity of police and custom - house peons, night
watchmen , &c. ; while all the prahus sailing out of Banda are manned by them.
Others employ themselves in catching fish , cutting timbers and firewood, and
growing vegetables for sale. Indeed the markets are chiefly supplied by them .
They are generally good rough carpenters, and upon the whole would make a
very good description of labouring settler for Port Essington, when such may
be required, particularly as there would be little difficulty in obtaining any
number of them . They have lately come to Banda in such numbers, that the
government have refused to permit any more to settle there.
On the 6th of August we left the south end of Timor-laut, and on the follow
ing day made Melville Island, on the coast of Australia. Contrary winds
detained us until the 14th , when we entered Port Essington, having been absent
eight weeks. Having now given every particular of interest that came under
my observation during my late excursion .
I have, &c . ,
(Signed) George Windsor Earl,
Capt. M Arthur, R.M., Acting Commandant, Linguist, fc.
Victoria .

The Mermaid. It is now nearly three years since we first called the attention
of our readers to the performances of the Archimedes. The results were to
prove the superiority of vessels fitted out on the screw over the paddle -wheel
system in an eminent degree. The different voyages made by the Archimedes
across the channel, and round the whole coast of Great Britain , proved that up
414 NAVAL CHRONICLE.

to a speed of between 9 and 10 miles per hour, and working against strong head
winds, nothing could exceed that vessel. Although the experiments since made
with other vessels fitted out with the screw -propeller have not given such good
results, enough has been shown to justify stern -propellers in all sea-going
ships.
"The system is being now carried out, on a great scale, in the Rattler steam
frigate just launched, and a few months hence the Great Mammoth now ready
for launching, and fitted up with the screw -propeller ; also a vessel called the
Napoleon, destined for the Post-Office service of France, between Marseilles
and Corsica, has given results of ten miles per hour. We were not, however,
prepared for such a result as has recently been produced with the Mermaid ;
namely, a velocity of from 131 to 14 miles per hour.
This vessel which has just been completed for the Admiralty is of iron , and
of the following dimensions :
Length 130 feet.
Breadth 16 feet 6 inches.
Depth . 9
Burthen 164 tons.

She is propelled by two low pressure condensing engines each of 45 horses'

power, or 90 horses'- power collectively.
The propeller, which is on Mr. Rennie's coroidial principle, is 5 feet 6 inches
diameter is placed in the stern of the vessel as usual; and is driven up to its
velocity by toothed or friction wheels, of which it has a spare set.
The engines are placed on iron sleepers, fastened to the bottom of the vessel,
and are worked on the direct action principle, namely, with the crank shaft
immediately above the cylinders.
The engines are exceedingly compact, occupying only a space of 15 feet by
5 feet, which the total dimensions of the engine-room , including the boilers
and spaces are only 28 feet by 9. The weight also of the engine, boilers, water,
sleepers , and machinery, including the coal-boxes is only 47 tons. This is in a
measure owing to the compactness of the engines, and the almost exclusive use
of wrought iron. The workmanship is first- rate.
'The Mermaid has now had four trials on the river Thames. The result of
which have given in velocity of from 134 to 14 miles per hour. She steers
with great facility, and her performances have equalled some of the best boats
on the river. As proofs of her performances, she has made the voyage from
Blackwall to Gravesend distant 20 miles, with tide in 1 hour and 19 minutes,
which is about the average time of the Blackwall Railway and other first rate
boats, and she has gone from Deptford Dockyard to Erith Pier 121 miles
against wind and tide in 1 hour. – From a Correspondent.

Payne's MODE OF PRESERVING Wood, &c.

We have lately seen some specimens of timber which have undergone Mr.
Payne's process of preparation , and we are decidedly of opinion that his method
is a good one.
Some of these specimens were rery hard , and all of them when tested, were
proved to have been impregnated to the very centre. The durability of his
mode of preservation rests on the important fact that timber accidentally
brought into contact wi some the solutions he uses, has been known to
last for 50 or 100 years. Many of our readers have no doubt inspected the
timbers of the Royal George, and will have observed that the metallic bolts
have been destroyed, and the wood which has been in immediate contact with
 NAVAL CHIRONICLE . 415

them , preserved at their expense. Also in Cornwall and other mining districts
it is found that wheels that work in streams impregnated with iron , last for
ages, and the wood in the shoes of piles have been found perfect after a lapse
of some centuries. Mr. Payne has also tolerable proof that wood which has
undergone his process, will not be attacked by insects.
« A correspondent has forwarded to us the copy of a letter, detailing the
result of an experiment made at Calcutta, with some of his prepared wood.
He states that two pieces of Deal of the samesize (the one prepared, and the
other not) were placed in a room infested by the white ant, these pieces lying
about six inches asunder. On the second day the insects had made considerable
ravages on the unprepared piece, and on the eighth day had destroyed all of it
except a thin crust on the top. The prepared piece remained for three months
longer, in the original position in which it was placed, and although on taking
it up a great number of ants had located themselves beneath it, yet it remained
as sound as when first laid there. This is an important fact and goes a long
way to establish the validity of Mr. Payne's process for preserving timber from
the ravages of insects.

NAUTICAL NOTICES .

BUOYS OF THE HOLLEPOORT.-The Director-General of the Royal Netherlands

Marine has given notice, under date 8th of April, that in consequence of an
alteration in the position of the inlets between the Islands of Vlieland and
Terschelling, the buoys of the Hollepoort will be removed and placed at the
recently repaired channel called North East Gat, between Thomds Smit Gat
and the New Gat, of which the number of buoys and bearings will hereafter
be duly published .
It has also been notified, under date of the 11th of the samemonth, that on
the 20th of March a tjalk was wrecked on the North Shoal of the Vley, near
Rammekens, about eight ells within the black buoy, outward of the channel,
which since has been entirely buried in the sand, only the mast remaining
standing , its bearing being southward and northward, with the steeple of the
Abbey of Middleburgh and a group of trees on the late Villa of Newland .
And under the same date, that another vessel, with spritsails, lying at anchor
in the Vley of Rammekens, was run on board of, and sunk at the depth of two
ells at low water, in the direction of S. & N. of the steeple of the Abbey of
Middleburgh and the barn of the before -mentioned country seat, the mast of
the vessel also remaining standing.

Port DALRYMPLE . — Captain Stokes, of her Majesty's brig Beagle, employed

in surveying the Straits, & c., has recently placed a beacon on the shore in
Lagoon Bay, which, kept in one with the beacon on the Barrel Rock, forms a
good lead in through the West Channel into this port. The last house on the
western shore, the property of the Rev. Dr. Browne, kept in one with the
Shear Beacon, will take a ship through the East Channel — a channel that may
be used with safety by commanders of vessels making the port in heavy
weather, when the pilots are unable to get out.

EIDER CHANNEL, near the Koller Sand. — The Director-General of Customs and
Commerce has given notice, under date 25th ult. , that instead of the Eider
416 NAVAL CHRONICLE .

Channel, near the Koller Sand, which has been found to be inaccessible to large
vessels, another channel, through the so-called Peter Carstons Loch, is to be
substituted. The entrance of this channel is, coming from the South and North
Rock, near the Black Stiel Buoy No. 14, or the White Buoy No. 11. Besides
these two buoys there are also—as marks on the south sideof the Stiel Buoys
Nos . 15 and 16, as also along and between both the Buoys No. 14 and 15 ;
several beacons, and on the north side of the White Stiel Buoys Nos. 12 and 13 .
At the shallowest part between the Black Buoys Nos. 15 and 16 , the water at
an ordinary ebb time does not exceed six feet. The course along this channel
is N.E, and N.N.E..
Tonning Royal Pilot Inspectorate, May 11 , 1813 . C. F. Rathsch .

COLUMBIAN Pilot -Boat. - The master of the Bremen ship Adelgunde,

Kehrmann, arrived in the Weser from Angostura, reports that on his last
arrival off the Orinoco he found stationed there a pilot-boat, fitted out by the
Columbian government. The same is cruising either within or close to the
bar, or lying at anchor below Cape Barima, as the said master reports, in a
depth of water sufficient for ships to approach her without danger. The pilot
boat is a schooner under the Columbian flag at her main, and carried two guns
one a large swivel.

Lights Of The New Diep. — To facilitate ships entering the harbour of New
Diep, in case of need , in the evening or during night time, two lights have been
placed on the Wierhoofd (Wierhead ), which mark the north -west entrance of
the New Diep ; one nearly at the extremity of the Wierhoofd, showing a white
light, placed above the level of the sea 8 86 ells ; the other, a south -westerly
direction , 67 60 ells inside of the former, and 10 67 ells above the level of the
sea, shewing a red light; which lights since April 1st have been lighted every
evening at sunset. They have been placed thus conspicuouslythat they may
be seen by vessels coming from sea, as soon as they have passed the Westerhoop
and may also be clearly perceived from all points of the roadstead of the Texel
and the Texel stream , up to the Texel harbour, and to the Balg. As soon as the
red light bears a little to the south of the white light, the entrance to the New
Diep is open, and by steering S.W. by compass the “ Corps-morts," before
the New Diep, and the Oldhoofd along the Weirhoofd will be avoided, and
steering along the lights, New Diep may safely be entered .

ALTERATION IN The Lights Of Kullen, ON THE Swedish Coast . - The

Director-General of Marine has, under date of the 2nd May, given notice that,
according to a proclamation of the Royal Administration of Marine at Stock
holm , of the 17th March last, the Light Tower of Kullen , on the Swedish coast,
in lat. 56 ° 18 ' 12'' N. , long. 12 ° 27 ' 45 '' E., of Greenwich, will, in the course
of next summer, undergo an alteration , and the open coal fire on the same
be replaced by a revolving lamp light, which , in eight minutes, will turn round,
producing during its revolution four flashes, each of 30 seconds duration, and
be succeeded by eclipses lasting a minute. The light will consist of twelve
lamps, with parabolic reflectors, which will be placed on a quadrate frame
moved by machinery. During the alteration, an open coal fire will be shewn
at the foot of the Light Tower. This new revolving light cannot be mistaken
for that of the Island Anholt; as, according to the proclamation of the Danish
Marine administration of March 21, the revolutions of the latter light continues
only 3 } minutes, during which eight glares, each of six seconds, are pro
duced.
 NAVAL CHRONICLE . 417

HUNTER BANK, between Syang and Wyang, North -west of New Guinea.
Sunday, February 23rd, 1840, about 11 A.m. steering through the passage
between Syang and Wyang, with a fine breeze N.W.b.N. going about five
knots, and keeping rather nearer the Syang shore than the other, I happened
to look over the side and saw that the water was a very light colour, immedi
ately after could see the bottom distinctly , the masthead-man not having seen
it before . White sand and black coral rocks, got a cast of the lead as quickly
as possible, 11 fathoms, we soon after deepened too niuch for the hand lead,
and went into the dark blue water. Took the bearings immediately that we
were over Syang body of the island , west about 5 or 51 miles ; Wyang S.S.F.
about 7 miles, the breakers plainly visible from the deck on both islands . From
the masthead as soon after as I could get there, the green water was seen
extending considerably on each side, or about E.S.E. and W.N.W. of the part
we crossed, which I should estimate to be about 200 yards in breadth . We
were heading N.E.B.N.
I could not examine this bank more particularly as breakers were reported
ahead previous to our getting on it, which, perhaps, was the reason it was not
first seen from the masthead ; it seemed, however, pretty large, and to extend a
good way towards Wyang, also to reach very near or quite to Syang ; but of
this I can say nothing positively. It lies directly in the fairway of ships pass
ing between these islands; we got only one cast, through the lead line being
below, and the ship going quickly through the water. i do not think there was
less than ten fathoms on any part that passed under us.
The soundings which are generally inserted on the west side of Syang should
be continued to the south -east point, as the bottom can be plainly seen a full
mile from the shore ; except at thenorth -east part there are soundings a consi
derable distance from this island. I have landed on the south side for turtles,
of which, in April 1837, we procured nineteen very fine ones, in fact, the boats
had been ashore about two hours previously to our getting on the bank above
mentioned , but only obtained two.

Coral Rocks, in the Straits of Mindoro.- Cruizing to the westward of the

Appo Shoal, in the Straits of Mindoro, and standing to the north-east with a
light breeze and fine weather ; about 2h . 30m . P.M. a shoal was reported from
the masthead close to on the weather bow . From the rail I saw it distinctly by
the discoloured water, it being then about 100 yards distant, backed when under
the lee, and sent a boat to sound, in which was the chief mate . About 3h . 30.n.
P.M. , the boat returned , having examined it carefully, the result of which is
that on a rock, situated near the western verge were found only nine feet water,
and on another of similar description near the other extreme eleven feet. The
depths on the remaining parts varied from three to nine fathoms, extent of
soundings altogether not exceeding threehundred yards, and the size of these
very dangerous coral rocks about 16 feet by 10 or 12 feet.
At the time the tops of the highest trees on Appo large island were just visi
ble at an elevation of 50 feet, bearing E. 1 S. by compass, from which I estimate
the distance to be about 14 miles ; and from the shoal that lies W.N.W of Appo
Island, which we passed at 5b. P.m. of the same day. It bears about S.W.b.W.
distant about 5} miles. Therefore, taking the position assigned to Appo large
island in the Directory, which is 12° 39' N. and 120° 28' E., this dangerous
coral bank having only nine feet over one part, will be in 12 ° 40' N. and 120°
14' E. nearly, and the other shoal, which is about half a mile in extent will be
in 12° 43' N. and 120° 18' E.
I trust this notice may be of service until these dangers are critically sur
veyed . - March 15, 1842. R. L. HUNTER.

BENNET SANDBANK AND REEF, between Masbate and Sibuyan, Philippine

ENLARGED SERIES.NO . 6.VOL . FOR 1843 . 3
418 NAVAL CERONICLE .

Islands. While running to the south ward along the west side of the island
Masbate, contiguous to the straits of St. Bernardino, I discovered a dangerous
sandbank with surrounding shoal. It was first seen from the masthead, bearing
S.W.b.S. distant 6 or 7 miles, and we approached the west side in passing to
within a mile and a half. This bank bears W.S.W. from Gato Isle or Rock
distant about 7 or 8 miles, and 9 miles distant from the nearest part of Masbate,
small , the dry part not above 200 feet in length , including the shoal on each
side not more than half or three -quarters of a mile any way, clear blue water
between it and the main island , and elevated about the height of a boat,
therefore a ship without a lookout aloft, would pass very near without discern
ing it. S.b.W. from the sandbank and distant 9 or 7 miles we passed a patch
of shoal water, the depth on which I am unable to state, but from the colour
think it dangerous. From here we hauled off to the westward and then were
met by an extensive reef ahout ten miles from the Sibuyan shore, part of which
was breaking. I was not near enough to this reef to ascertain the size of it,
but within our masthead view the green water was seen extending considerably
to the south-west of that part on which the sea broke, this being the east end,
and bearing east from the body of Sibuyan, distant ten miles as stated.
Also observed a reef off the north -west side of Sibuyan, distant about a mile,
having blue water within it. Until seeing these unknown dangers I intended
to have passed by this route to the Mindoro Sea. With the exception of the
common track from the Straits of St. Bernardino to the Straits of Manila, these
seas are most imperfectly known.
The Island Gesta Del Gallo of Norie's Chart, omitted in Horsburgh's, has
existence.

MEROPE Shoal, Straits of Mindoro. - Cruising in the Straits of Mindoro, and

standing to the E.S.E. ( sun ahead ) got suddenly into shoal water, coral rocks
under the bottom , and evidently not far from the keel, wore immediately, got
two casts of the lead in five fathoms, then seven , and no bottom . Sent a boat
to examine it, returned, having found no less than seven fathoms, but they
overhauled it very imperfectly. As we did not pass over this shoal but stood
back in the direction we went on , I know not whether there may be less water
than the five fathoms. It lies W.N.W. from Appo large island, with the trees
on said island just visible at an elevation of 16 feet, estimating the island to be
25 feet, will give about ten miles distant, which from the appearance I should
consider to be near the truth .
This shoal must be small as I had previously passed many times between it
and the reef and did not observe it, quite steep to on the west side, when seven
fathoms were obtained in the gangway, no soundings under the bows.
[ This is the same shoal as that reported in our last volume, p. 286, and
alluded to in the preceding page ; and the Marshall Bennet is, perhaps, one of
the “ London Whalers” alluded to.-Ed. ]

Europa Light, Gibraltar. - An additional section of the range of light shewn

from this lighthouse has been opened from the 25th of April, which renders it
visible from Sandy Bay on the Algesiras coast to the mouth of the River Pal
mones . It is spoken of in high terms as to its brilliancy.
 NAVAL CHRONICLE , 419

UNDERWRITERS, SALVAGE, SHIP-MASTERS, AND SHIPWRECKS .

The annals of former times, not fifty years ago , will exhibit no such
heartrending scenes, as have recently in almost every day's recurrence,
blanched the cheeks of humanity, losses of life and property were then
comparatively few, they are now of daily occurrence ; yet the science
of navigation is infinitely better understood , and practical seamanship
more generally diffused , whilst the calamities at sea are fearfully in
creased, as if the advancement of skill and knowledge instead of a
blessing, had become an actual curse .
This anomaly can only be explained by examining into the causes
which have influenced and produced it ; amongst the first are the
malpractices of many Underwriters of the present day, who are no longer
the men of high honour and integrity which graced Lloyd's in former
times ; it is now well known that there is neither certainty or safety
in an insurance Lloyd's ( where each individual risk ranges from
£ 100 to £ 200 only ,) when a loss has accrued, too many of the Under
writers o longer feel themselves bound by the intent and equitable in
terpretation of the terms of their bonds ; often so many as 200 of them
are on one ship and cargo, and the insured is exposed to the whims,
objects, prejudices, delays, and interests of those Underwriters, who ,
influenced by any of these considerations, subscribe to a joint fund , for
the purpose of employing a lawyer to find or make a flaw in the policy,
or to raise legal quibbles and trust to the laws uncertainty, and its
delay . In the mean time the insured party is unjustly barrassed with
law proceedings, his character frequently assailed without cause, and
possibly ruined by the delays which have been interposed . The masters
and part the crew are often tampered with , and made witnesses
against their employers, when frequently they become initiated in
scenes of trickery , which render them selfish and dishonest men for the
residue of their lives ; so that in point of fact the practice of evasion
degrades the entire body of Underwriters, debases and demoralizes the
shipmasters, who ought to be, and formerly, were , the trusty guardians
of the Shipowners property , and of the public interests confided to
their charge.
In this manner crime begets crime, the dishonesty of the Under
writers frequently reacts against themselves, whilst the shipmasters
( with a few honourable exceptions) prey alike upon the Underwriters,
and their employers . The absence of the high character which once
distinguished Lloyd's, has recently given rise to some Joint Stock
Marine Insurance Companies, most of whom conduct their business upon
fair and equitable principles, there is however one of recent origin , the
N Marine Company, who in their constitution have adopted a
quibble worthy of imitation at Lloyd's ; it is carefully concealed from
the public , but ought to be generally known , for its principle is mani
festly unjust, and dangerous to the assured. By the constitution of
this Company , if a Broker or Agent effect an insurance in their office,
and after paying the amount of premium , indorses the same to his prin
cipal , declaring therein that the sole interest was and is for the Indorsee
who is the bona fide proprietor, and notwithstanding that the body of
the policy written by the office , expressly states the same to be effected
420 NAVAL CHRONICLE .

by Agent , yet this office will not pay under their own policy to the
principal, but compels the claimant to demand or sue through the
Agent or Broker , although it may happen that such Agent or Broker
is bankrupt or out of the kingdom , or positively refuse to do so, from
private interested motives, and in consequence of this private regulation
in the constitution of the Company , the principal on whose behalf the
Insurance was effected and whose money paid the premium , is left en
tirely at the mercy of the Agent, Broker, and Underwriters on the
policy, and cannot even put the parties under cross -examination , should
they or the Company's officer have mal-worded or varied the orders of
the Insured : for what equitable purpose I would ask , has such an
undue stipulation been introduced into the constitution of this Com
pany ?
I now proceed with illustrations to support my arguments, and for
the purpose of exemplifying my suggestions and reasons, why it is im
perative on the existing Committee to have an equivalent amount of
testimony from Shipowners and Merchants who are not underwriters,
and insurance-brokers, the motto of these gentlemen being, no losses no
premiums, viz. , without the occurrence of occasional losses, and which
bear no proportion in the aggregate, parties would not be incited to
insure, whilst the very object of parliamentary inquiry is to give free
dom and security to commerce, and by placing the maritime interests
of this country upon as secure and efficient a basis as that of the navy,
lo permit with equal safety those who so choose to run their own risks
of the sea.
That the evils and losses complained of should exist in the merchant
service, of this great maritime power, and beyond those of foreign
nations, and in fact to any further degree than in our own navy, is a
disgrace to the Legislature, and until they shall have remodelled and
simplified all the laws relating to shipping, and have given the owners
as much power, protection , and easy redress, &c., as in the naval service,
there is certain loss or ruin to all who (except the owner be also master)
shall own a vessel of less tonnage than 300.
In the January number of your Magazine, I took a review of the
Laws of Doctors Commons regarding salvage and shipping interests,
I advert thereto for the purpose of briefly shewing why the existing
Parliamentary Committee on Shipwrecks, should avail of their present
labours to frame a bill for Parliamentary revision of the jurisdiction of
that Court, in respect of marine matters.
1st. No seaman should be permitted to place the ship under arrest,
from that Court for wages claimed , until the owner had been summoned
before a magistrate , and if the latter do not think fit to decide it, he
shall have the power of sending the matter to the superior court. In
support of this reasoning I cite three cases , A , and I give transcription of
letter B , from one of the apprentices of another vessel, not dilated upon ,
the “ Susan . The expenses incurred by this master in Rio and char
ged upon his brig of 180 tons only, were £ 1050, whereof but £ 290
could be recovered from the Underwriters, to whom the sum of 200
guineas had been paid for their twelve months' insurance on the vessel .
2nd. For the reasons set forth in last January number , I urge that
not more than one half the net amount of any salvage shall go amongst
the entire ship's conspany, and that the owner shail have the right to
 NAVAL CHRONICLE . 421

apportion snch money, upon which if any dissatisfaction be felt, the

aggrieved may summon before a magistrate , who only , as in the case of
wages, shall have the power to send it to the superior court, and in
support of this, I will also cite a case C.
The Haidee with a valuable cargo, was stranded at the Cape de
Verds, and according to the evidence, from inattention somewhere, but
not of the master's that I am aware of, or will presume to say . Her
rudder was unshipped, and some other damage done to her bottom ;
the Mary Ann being at hand with a large crew and four boats, rendered
prompt aid in transhipping cargo , & c., and ultimately succeeded in
getting the Haidee off, ( during which period of 30 hours, the Mary Ann
was left a quarter of a mile distant, in an exposed bay, with one pas
senger and a boy only on board ,) pending the 10 days occupied in refit
ting, & c. of the Haidee, the cooper, carpenter, crew , boats, materials,
& c ., &c. , of the Mary Ann were freely employed , with the wages,
provisions, delay , danger, &c., all at the expense and loss of the owner
of the Mary Ann , several of the crew of which latter vessel on arriving
at Monte Video, deserted , contrary to their articles, thereby forfeiting
wages and claims .
On behalf of himself and such of the crew and apprentices as
returned in the Mary Ann to England , the owner entered proceedings
in the Court of Doctors Commons for salvage , the owners of the Haidee
having refused to offer any amount of compensation, but pending the
proceedings the owners of the Haidee or their proctor seek the Captain
of the Mary Ann (who had long been discharged from that vessel, and
out on bail, upon charge of felony, &c . ,) nevertheless the proctor for
the Haidee secretly obtains an affidavit from him , and sub rosa com
promises for £ 150, the claim of the parties under the pending suit ;
which subsequently came to the ears of the proctor of the Mary Ann,
who knowing it to be illegal, (and holding besides that master's letter,
and vouchers sent from the Cape de Verds, as well as the written autho
rity of the entitled crew and owner's apprentices) took no trouble to
prepare an affidavit relative to the conditions of the Ship’s Articles and
other facts.
Upon the case going into Court a mass of irrelevant and undue
matter was put in, sworn to by the late master (then having been tried
and sentenced to transportation ,) by one of the mates, ( who had been
discharged for participation , incompetency , fraud, perpetual drunken
ness , & c., and being in that state at the time of the salvage,) and by a
poor black seaman , all in diminution of salvage services and slander ;
though having given their evidence and authorities in writing to the
owner and proctor of the Mary Ann : the award of that court was that
the crew take three - fourths of the gross amount, (and entitling even
those to participate who were useless from drink, as well as those who
had deserted their ship and violated their articles, causing their owner
loss and expense for and by having to pay double wages, for bad sub
stitutes in a foreign port, leaving but one - fourth to pay ship's delay,
wages and keep, waste, wear and tear of boats, materials, risks, trouble
and expenses in port, and in and out of court ; and for the use and
danger of his vessel, and her insurance whilst so irrelevantly neglected ,
by and for the interests of the master and crew, to whom the court
 422 NAVAL CHRONICLE .

hold such preferential temptations to run risks and to do wrongs upon

their owner, and to set him and his equitable rights and power of con
trol , &c. , at defiance even when at home !
The owner has too little power, the master too much in such matters
as these . The master should no longer be omnipotent ashore, to the
injury of his owner or others ; but should be in the position to be
called by owner and crew, and subjected to cross-examination by both .
A more comprehensive and conclusive form for Ships' Articles should
be established to protect and aid the owner, and bind the master and
crew .
The case of the “ Galston , " wrecked in Valentine Bay , Terra del
Fuego, in 1841 , is a most remarkable one from first to last, and if fully
set forth and investigated would tend to corroborate my previous asser
tion, “ that the present system of awarding salvage is a premium for
shipwrecks,-for endangering more property , —for encouraging desertion
and insubordination of master and crew ; and my present declarations
that the interests of owners and underwriters are not reciprocal, that
masters are benefited by shipwreck, and can and do aid each other
therein and thereby ; and that the underwriters as a body are not in
terested in altering the law of salvage or of master ; nor in effecting
salvage at all , beyond seizing what may have been saved at the expense
of others ; nor in the general conduct of the master ; nor as to waste ,
or neglect, or his abominations in repairing of damages, or in raising
bottomries. The underwriters admit alone the most obvious necessaries
for the repair of the ship only , and then pay only for two- thirds
thereof ; thus , it will be found that in the owner, having to bear one
third of what repairs the underwriters will admit, of all that they will
not admit, and in addition thereto port charges , pay and keep of mas
ter and crew, with other incidentals and prodigalities, and the pre
mium paid to the underwriters on the total value of his insurance ;
that his said insurance is a delusion, unless the captain make a total
loss or a salvage case of it , for some friend . The underwriters, are not
interested in seeking into cause and effect, or results to owners, they
rely on the law, on the loose wording of the policies, the doubtful in
terpretation thereof, the deviations and vitiations by the masters, and
their neglects and irregularities from ignorance , &c . , or from believing
the owner insured , viz. when they do reflect at all !
I am satisfied that if the details of the Proposed Bill be not too
lenient , and Captain Fitzroy's proposed exemption clause be expunged ,
and the character, integrity, &c . , of the masters and mates constitute
equally a point in their qualifications, and my proposed log and journal
made legal proof, (not thereby to exclude vivâ voce evidence,) then
premiums will come down 25 per cent. and 50 per cent.
If these animadversions should be the means of enlightening some
who are not quite au courant , of aiding to secure ample powers to the
contemplated boards of examiners, of lessening the necessities for insur
ances , of promoting an inquiry into and simplication of Doctors' Com
mons law, and of removing the present powers from rapacious proctors
and needy alongshore attornies, I shall have obtained the object of my
labors .
Having in the above given but a faint ontline of some few only of
 NAVAL CHRONICLE . 423

the many facts and proofs in my possession , and that too done with the
view of serving the public, and promoting the best interests and pre
eminence of our country, by its mercantile marine, I would further de
sire to enlighten my countrymen upon an important point of law which
I feel convinced is too little known, and has hitherto been legally denied
and resisted , viz. , the liability of judges and other public functionaries
to be sued for erroneous judgments or injuries , caused by them in their
official capacities ; but the recent decision of the Privy Council in a
case of appeal , sets that point at rest ; it will be found in Fisher's Colo
nial Magazine, for April last, pages 430 to 436 ; and cannot fail to be
read with interest by all who will take the trouble to peruse attentively
and observe the very general bearing and applicability, as laid down in
the elaborate and able judgment delivered by Lord Brougham ; and in
consequence whereof, four other important cases of civil action are about
to be brought forward ; two being upon marine and two upon colonial
matters.
G. T. WHITINGTON .

Cases A.

Themaster of the “ Susan ," on arriving in port, was displaced for bare-faced
robberies of cargo, stores, passage-monies, and freights, suppressing papers,
and other bad conduct ; he leagued with six of the crew , signed a certificate
for wages double those for which the men had signed articles, and in an hour
six monitions for arrest, &c. , were issued against the ship, at an expense of £60,
though it appears the ship's husband had asked the long -shore attorney to
summon the owner before any magistrate he chose.
In the case of another ship, after Alderman Pirie had dismissed a summons
granted to two of the crew, they went to Doctors Coinmons and obtained cita
tions; the proctor for the owner advised payment to save greater loss by ex
pense ; the court besides holding it law that, if the crew deny or resist the
deductions from wages, for slops supplied at sea, such must be proceeded for by
action at law.
· In another case, the ship was heavily bottomreed , &c., and on her arrival
was seized by the court, and two officers put into possession for the bottomree
holders and crew ; the latter in conjunction with a Jew who had purchased
the wages of the crew at £5 per head ; the captain and the jew arranged matters,
and wages, for three times the real amount, decrees were obtained by default of
owner's pleading thereto, and the shipof 200 tons, A 1 for nineyears, coppered,
and copper fastened , &c. , was sold 'for 400 guineas ; not sufficient to pay the
wages and law expenses - the owner declining to interfere, because he would
thus become liable, in addition to the loss of his ship, &c., although he had
taken advice, and made private representations of the nefarious proceedings;
but was told nothing could be done, unless he came into court, paid all the
costs incurred , and appeared to the dozen different actions in the names of the
crews, who had actually no interest, and who had shipped and sailed else
where. The owner might then have indicted the master at the Old Bailey ;
but could not bring him before the court.
N.B.-As so many arrests are admitted against the Ship upon the exparte
statement of the seamen , without magisterial authority ; why should not 1500
weavers be permitted each to issue process of seizure against the manufactory
of their employer, and that without summons ?
 424 NAVAL CHRONICLE.

CASE B.
July 3rd, 1812 .
Sır. -In consideration of your kindness in allowing me to take my baggage,
and in not punishing me for the plunder of the ship's cargo, in which I was
concerned with others, I purpose and desire to tell you all I know , and like
wise to abandon, as against your ship “ Susan ” all claiins for wages and other
wise , which Capt. Alley agreed to allow me , notwithstanding I was under
articles to you .
Capt. Alley, whilst at Rio, never but once came on board the Susan, during
the many weeks she was there undergoing repairs; he resided with Capt.
Johns part of the time, (whom he brought home as cabin passenger ,) and
partly at Pharent's Hotel. When we left for England be had on board about
£ 100 in sovereigns and doubloons ; he had not a farthing when we went into
Rio. He also received from an English gentleman £ io for freight of plants,
and signed a bill oflading, which you are not likely to find, any more than the
sextant, quadrant,charts , and manyother things which were on board. Capt.
Alley likewise sold things in Rio to Mr. Grundy, which he had obtained in
barter at the Falklands ; he also sold, and brought home a quantity of merinoes,
silks, vel linen, broad cloth, &c., which he had obtained from the wreck of
the “ Galston ."
Your obedient servant,
(Signed) CHARLES Young.

Concussion SHELLS AND FIELD ARTILLERY . - Captain Norton has

made application to the Master -General and Board of Ordnance to be
permitted to adapt his Concussion Shell to Field Artillery, believing
that such shells may be used with good effect against an enemy posted
in block- houses, farm -houses, mills, &c . These shells have been already
tested from the eight and ten inch guns, otherwise called the 68 and
130 pounders, and the Select Committee of Artillery Officers at Wool.
wich in their official report to the Master-General, dated Oct. 15th,
1842, have pronounced them “ simple, safe, and efficacious .”

EURYDICE. — Portsmouth, May 20. — The Eurydice, 26 guns, built according

to the plan of Rear-Admiral the Hon. George Elliot, was launched on Tuesday.
The ceremony of naming her was performed by a daughter of the gallant
Admiral. A numerous assemblage of persons had collected, and a few minutes
before high water she left her semi-aërial position for a more natural and grace
ful one upon the surface of thatelement over which she is hereafter to move.
The following are her principal dimensions ;
Feet. Inches.
Length between the perpendiculars . . 141 2
Keel for tonnage 116 11
Breadth extreme 38 10
Breadth for tonnage 38 4
Depth in hold 8 9
908 tons.
She is to be taken forth with into dock to be coppered, and to be got ready
for the pendant; and it is expected she will be commissioned in a few days.
From her appearance there is every probability of her proving a fast sailer.

VICTORIA AND Albert Yacht: -Portsmouth has been selected as the future
 VOICE OF THE HURRICANE . 425

head -quarters of the Royal Yacht, and a depot will be established here for the
coals she will use. It is her Majesty's wish that the equipment and rigging
of the yacht should be completed as speedily as possible, so that she may be
brought round here by the end of June. It is, however, very doubtful whether
she can be got ready by that time. The is to be fitted with Smith's paddle
boxes, which are now being prepared for her at Chatham . Her figure-head
consists of a double shield surmounted by the crown , that on the starboard side
being the shield of the Queen , and the one on the port side the shield of his
Royal Highness Prince Albert .' The shields are surrounded by the rose, thistle,
and shamrock, and the motto “ Honi soit qui mal y pense.” Below the stem is
some handsome frieze work , and two splendid medallions of Her Majesty and
Prince Albert, the Queen on the starboard, and Prince Albert's on the port
side. — Hants. Advertiser.

ERRATA IN THE Practice of NAVIGATION ,

Continued from p. 279.
Page 244, 2nd note alter alt to lat .
268, line 8, alter P. P. 58' to H. P. 58'.
283 , alter ) app. alt. 29° 37' 30 ' to 29° 47' 30 ' .
362, Esplan. tab. 40, in the rule for computing a term, erase 21. before
Reduction .
461 , Col. lh . 12m . erase the 4 in 8.4 .
617. Col. (3 ) div. 3, Limerick, aller 52 35.0 to 52 40 .

The VOICE OF THE TROPICAL HURRICANE ,

I come ! I come ! with the gloom of night,
In terrors dark garb, mid the broad day-light; ( 1 )
In whirlwinds to sweep o'er the land and the sea ,
Wailing harshly the elements minstrelsy ! (2)
With varied pace in my destin'd roand , ( 3)
Like the bubble of childhood , I swell my bound ;
And the north wind's moan , and waves hollow roar,
Are heralds my advent sends to the shore !
I come in the black , the rainy blast, (4 )
With lightning flash o'er the reeling mast ;
The wild wind's screech , and the billows sound ,
And the thunder pealing its echoes around !
With force resistless o'er hill and dale
And boundless seas shall my might prevail ; (5)
The weak or the strong I embrace in death ,
When encircled within my revolving breath !
And I keep in the midst of my wrathful breast,
At the whirlpool's surface - a circle of rest, (6)
The heedless to Jure, as the winning wile
Which treachery lightens in beauty's smile.
But my calm like the lull of the tyrant's sway,
Or, baseless vision-soon hastens away,
For again I sweep on in mad career,
And the scattered wrecks of my wrath appear,
I tarry not long in the path of the sun ,
But hurry away from mischief I've done ; ( 7 )
From Equator to Pole my course I incline,
By laws never changed and acknowledged divine,
ENLARGED SERIES . — NO . 6.- VOL. For 1813 . 3 I
426 VOICE OF THE HURRICANE .

Tho’ frightful in aspect, as aspect can be , (8)

Searching throughout both the earth and the sea ;
Like the angel of death with the message of fate ,
I come first to chasten , and then renovate .
My purposes done , the sun comes with glee, (9)
As the riven clouds pass to the dusky lee ,
And the trade-wind returns, with its genial air,
But desolate scenes I leave in my rear !
Yet mourn not that havoc my visit hath dealt ,
For the chariot of health wheels round my belt; ( 10)
And the Voice which spoke awfully forth from the sky,
Doth balm , in the Seraph ofMercy, supply !

Notes .
( 1 ) Those who have experienced a tropical hurricane, though in the mid-day, are aware of
the extremely angry and wild appearance assumed by the clouds, so threatening, indeed , as
to make a sensible, though perhaps a silent impression, on the mind of the most firm and resolute .
It is scarcely possible to afford a sufficiently clear idea by using the term “ gloom " of the extra
ordinary and terrific appearance of the weather on the approach , and during the continuance
of a storm of this nature within the tropies : the severity of its character is much subdued in
temperate latitudes ; although , if cold be superadded to its other relieved features, the conse
quences of its effect may become equally dreadful.
(2) Equally impossible is it to describe in adequate terms the peculiar sounds which accom
pany the storm . “ There's music in its roar !" The word “ minstrelsy,” however, is scarcely
applicable but in a figurative sense --the impetuous rush ofthe acrlal current, as if issuing from
a tube, is so overpowering as during the squalls to absorb all other sounds; but it assumes at
times such a chorus of yells, screeches, and shrill whistles, probably from its action among the
cordage , as to be quite indescribable.
(3 ) The progressive rate of a storm varies ; the cause of which is unknown. Although conjec
tured, the cause of the remarkable regularity of their curves has not been clearly determined ;
that this is governed by a fixed law of nature may, however, be inferred, and hence the term
“ destined " may be admited. The “ soap bubble” is here alluded to. The analogy is not inappli
cable, as the meteor is known to swell its bound, or expand. The limit of a circle is continued
(its periphery) hence we use the singular. The precursor wind, if any, generally comes from the
north, and its melancholy moanings precedent to the coming or “ advent" of the storm has often
been described ; also the “ hollow roar" of the waves as if driving into caverns. These are the
“ heralds" to the d , the precursor swell, and fluctuating winds announce the approach of the
tempest at sea.
(4) If it were possible to see the entire meteor, it is highly probable that, it would appear as a
black mass of vapour cone shaped " Rainy blast,” this expression of course is mere poetic
licence. One of the remarkable features of the hurricane is the prodigious quantity of rain
which accompanies it, especially between the tropics. Tough generally unaccompanied with
thunder at sea, that phenomenon is extremely awful at times when the storm passes over land,
and this perhaps usually occurs when there is little or no rain falling.
(5) It must be evident upon the least reflection that on the open ocean the full force of the
gyrating current of air will be felt ; whilst on land the violence may be often modified by friction,
and the interception of elevated lands. “ The weak , & c.," the idea intended to be expressed here
is that, mere streugth or power does not always prevail against the might of the storm , the strong
man , and the sturdy giant of the forest, alike with the weak, and the mere shrub succumb to the
blast.
(6 ) The central calm is here alluded to, the similies may be allowed . The calm central space,
although passive, is borne along with the progressive mass, and the renewal of the “ mad career"
is certain, from the peculiar disposition of the meteor. Seriously dwelt upon , it is one of the most
curious of Nature's “ handy works”.
(7) “ The path of the sun ” westward : in less than a week the meteor passes to the point of
change, " a law of creation,” this is no doubt unquestionable.
(8 ) To the eye of the seaman, the appearance of the heavens on the approach, and during the
continuance of a hurricane is indeed " frightful,” perhaps more so than any other single pheno
menon . " Searching throuont, ” this is a licence, in allusion to the searching property of the wind
from its rotary motion , no part escapes.
(9) " My purposes done."Upon the presumption which none willdoubt, that a wise purpose is
intended in its presence, “ all partial evil is universal good ?" therefore however dreadful the imme
diato consequences may be, the visitation in its ulterior effects is good , the air is puritied, the
seeds of disease scattered , and the soil has a fair chance of renovation from the relief (fallow )
afforded to its continued efforts in production . The rest is intended as a poetic picture of that
which succeeds a storm .
( 10 ) The thunder has poetically been termed the “ voice of the Almighty" and the rarity of
death ensuing from the vast amount of the electric fluid in action during a storm of this nature
is surprising, and is to be rightly considered as emanating from the mercy of God . And whether
so or not it has been considered that electricity clears the atmosphere, and restores its balance.
Besides, it is well known that when the thunder is heard the danger has passed ; and the
hurricane's departure is the signal of reprieve to those who may be expecting momentary death.
The lines,upon the whole, are poor and uninspirited, but may serve to amuse. The subject
requires a master's hand .
 427

STATEMENTS of Life BoatS ON THE COASTS OF GREAT BRITAIN AND IRELAND .

charct
Depth

Boats
Brdth
Lngth

|O. ars
Вх WHOX PRO
COAST GUARD LIFE BOAT WHERE UNDER WHOSE VIDED AND
No.

'
STATION . KEPT. DIRECTION MAINTAINED .
ft. ft.in ft.in
1 Hastings, Sussex Rye CGT. 2%' W. CG . Com. officer RHS. and RNI . 25 5 10 2 5 6 IS
2 Rottendean Eastbourne 1.C.O. J. Fuller , Esq. 25,8 63 9:10, G
3 Brighton Chain Pier CG . Com . officer RHS. 28 6 427 G
4 Brighton beach Town Commisrs Town Commissrs. 226 62 7 6 G
5 Shoreham Shoreham pilots Pilots ofShoreham 3 10 7 4 0
6 Swanage, Dorset Studland Bay CG . Com . officer RNI. 120.6 102 4 IS
Weymouth Portland Watch -hse . ditto Ditto 206 82 6 D
8 Penzance St. Ives, CG boat-hse Mr. Short Local 30 5 102 2 8 G
9 Scilly Isles St. Marys, L. ditto CG . Com , officer RNI. 26 9 72 610 IS
Hawkers Cove.
10 Padstow , Cornw Bude Ditto 226 62 6 G
by Canal Committee Local 268 03 6 IS
12 Barnstaple Appledore l'frm Bar CG . Com . officer LocalSub. 266 22 4 6 IS
13 ditto 186 42 44
14 Bridgewater Bridgewater Trustees Sir G. P. Ackland 276 32 5 6 IS
15 Swansea Swansea 1 ' from sea Harbour -master Swan . Har. Trus. 266 02 7
16 Boulma boat -house Committee D. Northumberld. 203 02 210 G
17 Berwick -on - Td. Spittal boat- house Bwick LB. Com . Local Sub.[ & RHS 27/6 32 6 6
18 Holy Island, N.W.Harbour-master Ld. Carew & RNI 32 10 53 612 IS
end of S. Shields
19 Ross Links, Holy Id ditto Tr. H. Newcastle 218 92 6 8 IS
20 North Sunderland Pilot at N. Sunla RHS. & Tr . B.C.2716 12 71 IS
21 Sunderland Blyth haven None
22 Tynemouth low end Mr. Anderson Mr. Anderson 31 10 03 012 G
of South Shields
23 do. ditto Toll on shipping 32'11 02 814 G
24 N. Shields, low point Mr. Ray D. Northumberld 29 10 3 0,12 G
23 Whitburn Rev. T. Baker Rev. T. Baker 27 10 04 0
Sunderland h . N. side ) Harbour-master Shipowners
Sunderlandof
Ditto , ent. S. side ditto 27 10
27 10 04
04 00
Seaham harbour None
Hartlepool Seaton LB. Local Com. T. Backhse, Esq . 269 63 910 G
Ditto harbour N. side ditto Local 131 10 04 0 14
31 Ditto docks Har. & Dk . Mas. Ditto 3010 03 614 Is
32 Whitby, Yorksh . Redcar, No. 1 Committee Local & Stockton 30 10 2 3 10 10 G
33 Ditto No. 2 247 ditto ditto 30 10 23 410 G
Whitby h . N. side Local Com . Local & Lloyds 269 53 412 G
33 Ditto S. side ditto ditto 29 0.3 4 12 IS
0000000000220200
36 Robin Hood bay Skerry & Estell Local 2010 03 4 101 G
37 Bridllington Quy Scarbro ', CG . wth -hs Committee Ditto 2818 6 3 6 12 G
38 Filey boat -house Mr. J. Mosey Ditto 309 04 0101
39 Brilliugton Quay Committee RHS. & Local Sub 28 8 10 4 9 IS
40 Spurn Point Master & 10 men Hull Trin . House 31 10 73 8
41 Great Grimsby Skegness, nr CG . sta Committee Lincolnsh . Shpk A 248 0 2 6
42 Thiddlethorp boat-hs John Bell Do. LB. Associa . 227 0 2 6
43 Halltoft boat-house W. Loft, Esq. Local Sub . 227 7 3 0 8 G
Donna Nook Joseph Dobson Lincolnsh . Assoc. 238 53 0
45 Wells Wells harb . W. side G.Croft, Esq . Mar. Ass . Norweh |2518 72 8 D
46 Cromer, Norfolk Sheringham boat -hs Robert Long Mrs. Upcher 32 10 24 12 G
47 Cromer boat -house District Com . Cnty Norfolk Ass. 3110 43 610 D
18 Maudsley Mr. F. Wheatley ditto 26904 010
491 Bacton Mr. R. Cubitt ditto 32 10 65 0 10
50 N. Yarmouth Winterton CG. w -hs Winterton DC . Nrfik . & Norwich 32 11 0 2 11
51 N. Yarmouth Yarmouth Com . Shipwk Mar. Ass. 39 10 735
52 Lowestoft S. light Com . Suff. H.S. Sub . & Suff. HS. 40 11 03 0 G
53 Pakefield 34 S. of Suff. HS. Lowstft ditto 45 12 0 3 3
54 Southwold Lt. N. cliff Do. at Southwold ditto 40 11 04 0
|55 Aldborough Woodbridge haven Woodbridge SC . Suff. S. Ass. & Lo 24 8 12 6.10 IS
156 Sizewell Gap ditto ditto 248 12 610 IS
57 Dublin Sandy Cove, Dulkey Lt. Hutchinson Ballast Bd. Dubln 28 8 03 010 G
58 Wexford Mouth of harbour Licut. of Station RNI. 276 227 G
59 Youghal Entr. Youghal har. Agent for Lloyds Local Sub. 296 22 7 G
60 Newcastle, Irld . Tyrella CG . Com . officer Board 229 03 3
61 Swords nr Dubln Howth East Pier ditto Ballast Bd. Dubin 17 03 0 12 IS
62 Elie, Fifesbire St. Andrews N of Tay ditto Local 279 63 610 IS
63 Montrose Montrose Lt. ent. R. Lgt. Hse . keeper Ditto 278 64 0 8 G
Arbroath harbour Treas. Seam . Fra Local Seam . Fra . 26 9 63 4 IS
Dundee Lgt. Hse. keeper River Tay HS . 309 83 4 12 G
66 Aberdeen Aberdeen Pier Mr. Morrison Harbour Trustees 269 03 0 G

ABBREVIATIONS.—RHS. Royal Humane Society ; RNI . Royal National Institution for Saving
Lives from Shipwreck ; IS . Improvement in Boat suggested ; G. Boat of good character ;
D. Boat of doubtful character ; CG . Coast Guard ; PCO . Principal officer of Customs.
428 CHUSAN HARBOU'R .

SAILING DIRECTIONS FOR QUADRILLES,

LE PANTALON.Haul upon the starboard LA TRENISE.--Wear round as before against
tack , let the other craft pass, then bear up, and the sun twice, boxhaul the lady, range up along
get your head on the other tack, regain your side her, and make sail in company ; when
berth on the larboard tack , back and fill with half way across to the other shore drop astern
your partner, boxhaul her, wear round twice with the tide, shoot and cast off the tow ; now
against the sun in company with the opposite back and fill as before, and boxhaul her and
craft and your own , afterwards boxhaul her yourself into your berth , and bring up.
again , and bring up . LA PASTORALE.-- Shoot a -head alongside your
L'ETE . - Shoot a -head about two fathoms till partner, make a stern board , make all sail
you nearly come stern on to the other craft un over to the other coast, let go the hawser and
derway, then make a stern board to your berth pay off into your berth and take a turn ; the
side out for a bend, first to starboard and then to three crafts opposite range up abreast towards
port, make sail and pass the other craft, get you twice and back astern again ; now ma
your head round on the other tack, another nouvre any rig you like, only under easy sail,
side to starboard, and port, make sail to re as it is always a light wind ( zephyrs as they call
gain your berth, wear round, back and fill and it) in this passage : as soon as you see their
boxhaul your partner helms down, haul round in company with them
LA POULE.--Heave a-head and pass your ad on the larboard tack and make all sail with
versary, yard -arm and yard-arm, regain your your partner into your own berth , and bring
berth onthe other tack in the same order, take up.
your station in the line, with your partner, LA FINALE . - Wear round to starboard, pass
back and till, fall on your heel, and bring up ing under your partner's stern, sight the cat
with your partner ; she then manœuvres, heaves heads of the craft on your starboard bow, then
all aback ; shoots a-head again , and pays off make sail into your berth , your partner passing
alongside ; you then make sail in company with athwart your bows ; now proceed according to
her, till nearly stern with the other line, make thesecond order of sailing ; to complete the
a stern board , and cast her off to shift for her evolutions shoot ahead and back astern twice in
self ; regain your berth by the best means in company with the whole squadron in circular
your power , and let go your anchor. order of sailing.

LOCAL ATTRACTION . — The subject of Local Attraction carries with it always so

much interest to nautical readers, that we have made the following extract on it
from the remarks of H.M.S. Vestal , Mr, W. Forbes, master, —June, 1838.
In the Gulf and lower part of the river St. Lawrence, we experienced a great
deal of cold foggy weather, with a very strong refraction at times, so as to
greatly alter the appearance of any object seen at a distance . Thermometer
from 46° to 50° , barometer 29.75 to 29.96 . The sailing directions, and other
remarks by Captain Bayfield, with his charts of the river, as far as our careful
observations have gone, may be taken by a stranger as a perfectly safe guide in
navigating in those parts. One thing surprised us beyond what even Captain
Bayfield's remarks led us to expect, which was, the great deviation we found in
the compasses in the binnacles, being from 11 to 11 points increase upon the
amount of westerly variation allowed for the place, when the ship's head was
between N.W. and S.W.; this deviation decreasing gradually to none at all, as
the ship’s head went off to north or south. The deviation we found afterwards
in coming down the river to the same amount with the ship's head between the
N.E. and S.E., but the contrary way ; and with the wind at west working up
the river the ship appeared to be working within eight points, while on the con
trary in working across with the wind at east she appeared to be working
within fourteen points. On our arrival at Quebec we found that all the ships
of war experienced nearly the same thing. The pilot we had on board declared
that the compasses on board merchant vessels are not subject to any such devi.
ation .— [It would be desirable to know whether this is fact.—Ed. ]

Chinese HarbouR . - On her way down (from the northward ) the Nemesis
in 1842 and 43 , paid a visit to the Island of Hainan. She ran into the Bay of
Liensoy, and also into Galong Bay, and also into the beautiful harbour of
Tin -lin - Kan, all of which afford good anchorage during the north-east monsoon,
while Galong Bay which has the advantage of three entrances, is also sheltered
in part from the south -west. But the best of all is said to be Tin - lin - Kan ;
at one extremity of wbich a passage deep enough for large ships, leads into a
Lagoon sheltered from every wind . The whole extent of the Lagoon or rather
 NEW CHARTS. 429

Creek , was examined in boats, and a very pleasant river discovered at the
further end, leading up through a fine valley. " It was explored for the distance
of two miles, and then an excursion into the interior made on foot. The popu
lation was by no means dense, but the people were everywhere civil and good
humoured . The mountains were covered with wood , often to the very highest
points, and deer and pheasants seemed abundant. In every respect this har
bour would be a good place for a disabled ship to take refuge in . - Singapore
Free Press, 12th January, 1843 .

Chinese JUNK Trade . — We have pleasure in presenting our readers with a

few particulars respecting the Chinese coasting trade, which have been received
from a native correspondent; from whom we have also obtained a list of most
of the junks that have entered Macao roads, during the last six months.
To our readers in this country, and even to the majority of our readers
abroad, no description of a junk can be necessary . Any one who has seen such
a vessel, can never forget its appearance ; the broad cut-water, the high open
stern, piled up with mats, the glaring black and white eyes,*which enable her
to " walk the water like a thing of life , " the fine spars, which form her masts,
the immense mat sails and bag like top-sails, in short, the whole unweildy bulk
of a Chinese junk, must remain vividly impressed on the memory of all who
have passed the Ladrones. And to any one who has been on board, above all
one who has sailed in, a junk , her filth , her confusion, and the want of disci
pline of her men must be no less remarkable.
These vessels belong chiefly to the provinces of Fuh -keen and Kwang-tung ;
though there are many also in the northern provinces of Che- Keang and Keang
800. Among the islands in the neighhourhood of Macao, to which we are now
obliged to limit our remarks, they generally appear with specie or light cargoes ;
and take away opium , which they sell to the westward, at Chi -kan opposite the
island of Hai-nan . They return with white and brown sugar, bones and nut
shells for manure, dried li-chis, and long -ans, &c. , & c., which they either sell
at Canton, Macao, and Keang -mun ; or carry on to the northward to Ningpo
and Shang -hae, in the provinces of Che-keang and Keang-500. They usually
take back with them a larger or smaller quantity of opium, much of which is
consumed by the sailors themselves. From Shang-hae, and Ningpo they trade
in cotton to the southward .
A few junks leave Canton every year for Cochin China , Siam , Singapore,
and the Indian Archipelago. The majority, howevor, of these vessels are
from Fuh- keën , and the department of Chaou -chow -foo in Kwang -tung, bor
dering on Fuk -keën ; and of them many belong to persons residing in Siam
and Cochin China. The number of junks which leave Canton and Keang -mun
for the Indian Archipelago, &c. , is about twenty. The annual amount of their
trade varies from about 200,000 to 300,000 taels. Several of these vessels are
lost on their passage, every year, with often from 150 to 200, and even 300 men
on board . - Canton Register.

NEW CHARTS.

( Published by the Admiralty, and Sold by R. B. Bale, 21 , Poullry .)

Ports IN THE ARAFURA Sea, by Commander Owen Stanley, in H.M.S.
Britomart, 1839,-41 .
These ports consist of the following ; viz . Banda Harbour, Ki Doulan
Harbour, Dobbo Harbour, Anchorage of Oliliet, Dilhi Harbour, Anchorage
on west side of Kissa Islands, and Anchorage on north side of Letti Islands,
to many of which useful views are given .
* “ S'ppose no man can see , how can walkee ?” Is the invariable reply of a China
man to any question respecting the utility of these painted eyes.
430 MOVEMENTS OF THE NAVY .

Hong -Kong . – Surveyed by Capt. Sir Edward Belcher, in H.M.S. Sulphur, 1841 .
The scale of this very important chart is two inches and a quarter to the
mile, the channels are full of soundings, and the features of the land brought
out with that attention to minutiæ which we might anticipate from Sir Edward
Belcher.

PROMOTIONS, AND APPOINTMENTS.

APPOINTMENTS . SURGEONS — T. R , H. Thompson to
Racer - T . R. Dunn to Fisgard.
CAPTAINS- C . Graham ( 1838) to Cas MASTERS'-ASSISTANT - F . W. Jackson
tor - J. A. Duntze ( 1829 ) to Fisgard to St. Vincent.
C. H Freemantle to Inconstant - R . N. ASSISTANT- SURGEONS-L. J. Montelle
Fair ( 1837 ) to Conway . to St , Vincent for service at Haslar-J .
COMMANDERS - Houston to Imaum, Jeffcot to Rose - W.T. Kay to Tyne - J.
J. Paget ( 1837 ) to Pilot - A . Reed to F. Jenkins to Fisgard - W . Hamilton
Racer - W . S. Blount to Royal George to Racer.
for service in Victoria and Albert. MIDSHIPMEN - J . S. Darell to St. Vin
LIEUTENANTS — F. S. Tremlett (1843) cent - W . Adair and E. Scraggs to Tyne
to Alfred - J. Stephen ( 1811 ) 10 Dublin –R. B. Beale to Excellent.
-R .Williams( 1840) to Curacoa — R.H . VOLUNTEERS Ist Class-W . T , Gre
Bunce (1838) to Tyne- P . Parkhurst gory , G. J. Bartelot, J. Higman , and G.
( 1841 ) to Rose- E , D. Ashe ( 1842) to F. Paget to Tyne- H . Houghton to
Fisgard - J. Hancock ( 1842) to Pique Racer .
--W.H . Stewart, E. L. Strangways, G. PurserS- J Colville to Tyne - T. E
0. Popplewell, A. D. Jolly , A. R. Dun- Goulding to Albatross — J. Ward to Pilot
lop , J. Seacombe , and R. Roberts to J. Warwick to Pique - M . A. Feeley to
Illustrious - F . H. Stevens ( 1841) to Racer - C . W. Roone to Tweed - J.
Medea- Balfour to Geyser - S . Morrish Marks to Castor.
( 1841 ) to Avon - G . E. Clark to Ercel. NAVAL INSTRUCTORS- C , R. Arch
lent - J. H. Selwyn (1842) to Racer- deacon to Castor- G . F. Parker to Dub.
W. F. Rivers ( 1841 ) to Volage -- J, F. lin,
Warre ( 1841 ) and F. Godench ( 1809 ) to Clerks-B . P. Heather to Tyne - W .
Victory - D , M. L. M'Kensie ( 1841 ) to H. Harris and L. E. Beckett to Castor
Castor. F. H. Grey to Fisgard.
MASTERS - R , L. Burnard to Racer
W , Ellis ( add .) to Royal George for ser COAST GUARD .
vice in Victoria and Albert yacht,
Mates — E . Lacy to Cormorant - W . Appointments - Lieut. T. Edwards to
B. Willis to Camperdown - G . B. Roberts Staiths Station - Lieut. C. Dangerfield
to St. Vincent - E . A. Brice to Curacoa to Seaham Harbour - Mr. G. Hire to
- F. B. Quin , Hon .P. F. Pellew , and Fishersgate- Lieut. J. Houghton to
C. Rainer to Tyne - H . S. Jackson and Western Super Mere .
R. Patey to Excellent. Removals— Lieut: G , Harding to Bol
SECOND-MASTERS—T . Walker to Sea- derig, Sligo-Lieut , R. P. Littlewort to
flower - J. Mathews to Tyne - H . Hunter Westhaven, Montrose.
to Crocodile - H . F. Pryce to Dee.

MOVEMENTS OF HER MAJESTY's SHIPS IN COMMISION.

AT HOME . Druid , 44 , Captain H. Smith , April
i0th arr. at Plymouth, 29th paid off.
CURACOA , 24, Captain Sir Thomas FISGARD , 42 , commissioned at Ply
Paisley, May 9th leit Spithead for the mouth 16th of May by Captain John
Pacific. Alexander Duntze ,
Cyclops, (st. v .) Captain H. Austen , Herald , 26 , Captain J. Nias, April
April 29th arr. at Portsmouth from Me- 22nd paid off at Portsmouth.
diterranean May 2nd sailed for Woolwich
 BIRTHS, MARRIAGES, AND DEATHS . 431

Lyxx , 3 , Lieut , J. Burslem , April 19th Favorite, 18, Com . Sullivan, Nov,
arr, at Plymouth from Lisbon. 24th arr. at Sydney Dec. 11th sailed .
Pilot, 16. Commander Paget, April FORMIDABLE, Capt . Sir Charles Suli
25th arr, at Portsmouth , 27th sailed for van , April 20th at Gibraltar.
Plymouth. Gorgon, (st . v .) Capt. Hotham , 19th
Racer, 16, Commissioned at Ports. March arr. at Barbados on way to La
mouth for Commander Archibald Reed. Guayra and Rio,
PortsMOUTH . - In Harbour. – Victory, HAZARD , 18 , Com . Bell , Dec, 15, arr.
St. Vincent, Royal George, Excellent, at Sydney from China.
Tyne , Racer, Tenedos, Nautilus , Fear Hecla , (st. v . ) Lieut. - Com. J. B.
less and Gleaner steamers, and Cornwall Cragg , April 7th arr. at Gibralter from
transport, Portsmouth .
In Dock . - Britannia , Prince Regent , LILY, 16 , Com . J.J. Allen , Dec. 21st
Bellerophon, Eurydice , Fox , and Athol. off Mozambique,
LIZARD , (st. v ) Lieut. W. Estcourt ,
April 21th at Gibraltar.
ABROAD . RODNEY, 92 , Capt . R. Maunsell, 21st
April arr. at Madeira.
BelvidERA , 38 , Capt. Hon , G. Grey , SAVAGE, 10, Lieut. J. H , Bowker,
April 20th at Gibraltar. April 20th at Gibraltar .
CHAMPION , 16 , Capt. Sir G. Sortorius : Spiteful, (st , v .) Com . W. Maitland ,
Feb. 17th at Mazaden , West Coast of April 1st arr, at Madeira on way to
Mexico, China .
CLEOPATRA , 26, Capt. Wyvill , Dec. Tweep , 20 , Com . H. Douglas, March
21st at Mozambique, and sailed to south- 20th at Barbados.
ward . Wasp , 16 , Com . A. Drew , March
DevastaTION , (st . v . ) Commander 20th at Barbados.
Henry , April 15th left Smyrna for Con WATERWITCH , 10 , Com . H. Matson ,
stantinople. Feb. 28th at the Cape.
ENDYMION , 38, Capt. Hon. F. W. WINCHESTER , 50, Com , Kelly, Feb.
Grey, Feb. 9th arr, at Madras, 24th at Simons Bay,

Births, MARRIAGES , AND DEATHS.

Births. to Admiral Sir E Codrington , G.C.B.,
to Ellen daughter of the late T. Ball ,
At Catisfield, April 20th the lady of Esq .
Capt . Bruce, R.N. , of a daughter. Deatles.
At Chester, May 8th the lady of T. J.
Brooke , R.N. , of a son. At Eastwood, Canada , Vice -Admiral
At Thurso, the lady of Lieut. T. Smith , H.Vansittart,
R.N. , May 12th of a son. Lately Rear- Admiral Sir J. C. Coghill ,
Bart.
Marriages. Lately Capt . J. M. Gordon , R.N.
At the Cape, Nov. 27th Lieut . R. L.
At Charlton, April 25th, Com . Cheyne Boyan, R N.
R.N. , to Maria daughter of the late T.J. At Dunaw, April 23rd Mrs. Quarrier,
Young, Esq ., Southampton. and a few days afterwards Dr. Quarrier,
At St. George's Hanover Square, 27th R.M., of Stoks .
April, Capt . the Hon . P , Cary, R.N., to On his passage from the Brazils, Capt.
Mary Ann, only daughter of J. F. Mau Spurring , R.M.
bert, Esq., Norwood . At Greenwich , April 25th , Caroline ,
At St. Mary's, Bryanstone Square , wife of Lieut. Bowers, R.N.
April 27th W. Wilby, Esq ., to Harriet At Old Brompton, April 25th aged
daughter of the late Capt. W. Dowers, 19 years, Margaret Anne, daughter of
R.N. Lieut, J. F. Elliot , R.M.
At Edinburgh , April 25th Lieut. J. C. At Brompton , April 28th , Com . H. C.
Johnston, R.N., to Jane Dunlop , daugh- Pemberton , R.N.
ter of the late Capt. 1 , H of At Glasgow , April 23rd A. Blackwood
Dowan . son of Dr. Muirhead, R.N
At St. George's Hanover Square, J. At Amoy, China, Jan. 22nd, Lieut. E.
W. Nicholls, Esq . , R.N. , (late Secretary M. Noble , son of Rear-Admiral Noble.
 432

METEOROLOGICAL REGISTER .
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory.
From the 21st of April , to the 20th of May, 1843 .
.Day h
Mont
.Day k

FARENHEIT
Wee

WIND.
BAROMETER . THERMOMETER , WEATHER.
In the Shade . Qaa rter. Streng

Min
09
9 A.M.3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.
In.Dec In.Dec 0 0 0
21 F. 29.88 29.90 53 64 46 SW SW 2 3 b bc
52 54 48

WSBSWNsWE_BEENEWSWNEE
22 S. 29.84 29.94 56 SW SW 5 bep 1 ) qbopth (3
23 Su. 30-06 30.06 50 55 36 56 SE S bc bc
24 M. 30.02 30.04 49 60 35 61 NE E 2 bc bc
25 Tu . 29.78 29.58 46 52 34 53 S S qor 2) bc
26 W. 2962 29.68 38 50 35 51 NW NW ors 1 ) (2 bcp 4 )
27 Th . 29.78 29.88 43 54 37 55 N N bc
28 F. 29.80 29.70 51 38 S S qor (3)
29 S. 29.70 29.72 58 59 N NE 0
30 Su . 29.82 29.94 56 66 67 E E 2

IM . 30.09 30.15 57 67 48 68 E E b b
2 Tu . 30:16 30-12 55 67 68 E 3 b b
3 W. 29.90 29.86 46 65 66 E 2 0 b
4 Th . 29.78 29.75 63 53 64 SW SW 3 or 1 ) bc
5 F. 29.70 29.70 47 62 53 63 SW SW 2 or (2 bc
6 s. 29:37 29:57 52 45 39 52 S W 2 or ( 1 ) ( 2) or's (3
7 Su. 29.64 29.63 47 51 35 53 SW SW 3 bc bcphr (3)
8 M. 29:57 29.55 43 45 37 47 NW NE 2 or (2) or (3) (4 )
9 Tu . 29:58 29.72 47 41 NE NE 2 or ( 1 ) (2 bc
10 W. 30.00 30.10 51 56 41 57 NE NE 2 O
11 Th. 30 20 30.20 50 61 40 62 E 2 bc
12 F. 30:18 30.14 53 65 40 66 S SW 2 or ( 4
13 S. 29.93 29.95 54 65 51 66 W W 3 be
14 Su . 29.83 29.72 59 61 62 S S 1 bc or ( 4 )
15 M. 29.53 29.56 53 57 49 61 SW SW o bep (3) (4
16 Tu . 29.44 29.56 56 60 47 61 SE NE bep (2 bept (3
17 W , 29:50 29.56 52 49 57 SW NE or ( 2) or (3) (4)
13 Th . 29.80 29.84 47 48 43 49 NE N 0 0
19 F. 29-90 29.91 51 56 43 58 E E ber (2 0
20 S. 89.86 29.85 57 57 45 59 E 5 bc ber 4 )
APRIL - Mean height of the Barometer = 29-810 inches ; Mean temperature =48-5 degrees ;
depth of rain fallen-= 1.86 inches.
May 6th , The Northern Lights were very brilliant about 10h . P.M.

TO OUR FRIENDS AND CORRESPONDENTS .

A pressure of important matter has completely filled our pages to the exclusion
of all further notices of books. This we shall make up for in our next.
We have omitted to state that the drawings of the Sillometre were provided for
us by the accurate pencil of LIEUTENANT Cudlip, R.N. , of the Blazer.
The good intentions of A SAILOR we are obliged by, but the performance to
which he alludes will be found in Johu Hamilton Moore's oldest edition .
The “ Nautical Rambles,” will be continued , if possible , in our next .
We understand that accounts , dated in April last, have been received from Capt .
Ross , in the Erebus , on his way home from his expedition , having been prevented
from getting to the southward of his former discoveries by an accuniulation of
ice.
We perceive by an advertisement in this number, that we are to have a work ,
containing the “ Public Life and Adventures of Sir Francis Drake, ” from the pen
of John Barrow , Esq. , which we have no doubt will be full of interest.
Hunt, Printer, Carlisle -street Maida-hill.
 433

ON THE PASSAGE FROM MACAO TO CHUSAN ,

against the North-east Monsoon .
Having recently made the passage , with a good carrying ship, and
being under the impression that bulky goods may continue to be sent
up to this depôt at every period regardless of seasons, I beg to offer the
result of our own experience in coming up through the strength of the
N.E. monsoon, and request that you will kindly transfer the particulars
to your valuable columns, as they may be of some use to your nautical
readers.
Left Macao roads December 28th , but calms and adverse winds
prevailing , it was January 3rd before we left our last anchorage in
Harlem Bay. Continued working down the coast keeping it well aboard
to Breaker Point blowing strong N.N.E. to E.N.E., with a short high
sea carrying 2nd reef for the most part . On opening Formosa Straits,
wind more steadily prevailed from the northward, enabling us to make
the sonth point of Formosa on the 6th. The wind easting as we ar
proached the Bashees , worked through the north group of those islands on
the 7th , with strong gale at E.N.E. , and high sea. Wind increasing as
advance was made to S.E. , tacked to N.N.W. , and on the 9th passed the
island of Botel Tobago Xima . 10th , weathered Samasana island .
Ilth , Koumi island east of us ; on the 12th left the bold , rocky islands
Hoa-pin-sin and Tia- yu - su to the west of us, wind east, from whence
it quickly drew round by the south and west to N.N.E. and blew hard .
On 13th from lat. 27° 28 ' N. , long , 125° 6' E. tacked to N.W. , carry
ing a press of sail against a strong gale and heavy sea to obtain
anchorage under the islands . On the 15th weathered the Kwesans and
came to, with both anchors under Buffaloes Nose. Light weather
succeeding the gale prevented us from drifting into the inner harbour
before the 19th.
Winds prevail from E.N.E. chiefly until the Formosa Straits are
open , when they come down N.b.E. and N.N.E. , about the Bashees
N.E. and ' E.N.E. prevail with a very turbulent sea ; reaching to the
S.E. found an undeviating strong wind and heavy sea from N.E., but
stretching ont of this to the northward along the east coast of Formosa.
Wind easterly and variable until well to the north of that island , when
we had it heavy from N.N.E. It may be considered a general rule,
that when the wind creeps round to the south of east , it will speedily
fly round with the sun to the north, and blow with redoubled fury.
Heavy N.W. gales sometimes blow for several days together upon this
north coast reaching far into the offing.
Currents set strong from the east until the Formosa Straits are open
when they usually trend down the China Sea more southerly. On ap
proaching Formosa found little or no current under the lee of the
Pescadores . About Botel Tobago Xima the current divides, one stream
setting strongly to the west through the Bashees, the other branching off
to the north along the east side of Formosa. In the open sea to the north
of that island , they seem very mutable in direction and velocity , governed
by the prevailing wind , but setting fast to the south during the strong
northerly gales so often experienced in that locality .
ENLARGED SERIES. NO . 7 .-- VOL. FOR 1843 . 3 к
434 FROM THE CHUSAN GROUP

General Remarks. The passage up against the N.E. monsoon in

volves considerable wear and tear, very trying to sails and spars, as it is
one continued series of heavy weather . Almost a constant double reef
breeze with a very turbulent sea : after leaving the Bashees the chief
difficulties of the passage seem to be over.
On departing from the Lemas it is best to hold the coast close on
board , using every legitimate means of obtaining easting, and evading
the constant adverse current, which here prevails, by working up in the
smooth water of the safe bays by day, and if blowing hard coming to,
when anchorage is attainable, until the gale is over ; standing boldly to the
eastward when wind permits, and again seeking in shore when it becomes
adverse. This is the trying part of the passage, and requires a watchful
perseverence .
After passing the south point of Formosa the passage either to the
east or west of the Ty -pin - sin Group may be adopted according to wind .
The latter offers the advantage of a favorable current, which sets with
some velocity up to the north of Formosa head ; the most favorable
tack may be pursued, wind veering from north to east in the offing ,
with an occasional gale from the N.W .; it is best to avoid the land
until a lead in can be made to windward of the Kwesans, where a well
sheltered anchorage may be obtained under the islands.
The barometer fails to be of much use on this coast for ordinary
gales, rising very high with the prevalent northerly stormy weather.
After veering round southerly the wind generally comes down with
sudden violence from the north . Sail should be reduced in time ; the
gales are never of long continuance.
As an accompaniment to these scanty remarks annexed , is an abstract
of the Wanderer's passage.
Lat. Long .
Days . Winds. Direction current. Miles.
Wayed Harlem's
from Bay.
O
Jan. 3 E., E.N.E., N.E. N. E.
4 N., N.b.E. 22 17116 6 S. 30° W. 14
N.N.E , N. 21 55118 28 S. 350 W. 27
6 N. , N.E. 21 54 120 24 No current
7 N.E. 21 23 121 25 West 12
8 N.E., N.E.b.E. 20 20 122 46 West 21
9 N.E.b.E. 21 26 122 10 West 30
10 N.E. 22 31 122 0 North 21
11 | N.E. , E. 23 36 122 30 N. 21 ° E. 25
12 E.S.E., S.E. 26 5123 50 North 34
13 S.E., S., N.W. , N.N.E. 27 28 125 6 No
14 N.E. , N.E.B.N. 2825124 8 } No obs.
15 N.N.E. , N. , N.b.W. Anchored off Buffaloes Nose S. 40.
* The forty miles of southerly current was the result of the last three days.

(As an appropriate addition to the above useful information from the master
of the Wanderer, we annex the following extract from remarks of Mr. J. S.
Forster, master of H.M.S. Modeste.]
Chusan Group. - Working between Chusan, Sinkamoon , and Nim
 TO THE NORTHWARD . 435

rod's Sound the chart will be sufficient. The coast from Round -about
to Singlosan is quite clear ,
The bank at Singlosan is steep in some places, so you should not
look for too small water : a junk is sunk to the northward of
Gough's Passage, abreast of Singlosan ; the mast has been cut off a few
feet above high water. Gough's Passage is much the best, and should
always be used after leaving Singlosan . Anchorage may be got towards
Sinkamoon , or under the Ketow land, about half a mile from the shore,
in 17 fathoms. I have found anchorage in all the bays, from Ketow to
Tygosan , * and also under the islands at the entrance of the Tygosan
Passage; if caught with light baffling winds between Ketow and Chusan ,
prefer the Ketow side to the other, as you can anchor, and the tide sets
strongly through the Tea Island Archipelago.
Between Chusan and Ching -hae.-- You may anchor to northward of
Tygosan , with the end of Silver Island N.b.E. , but if coming towards
Chusan, bear in mind the ebb (the fair tide) sets strongly down towards
Ketow , rendering it requisite to keep further towards Silver Island .
The rock to the south of Just-in -the-way may be avoided by keeping the
Deadman open of Silver Island point. The outer rock dry at low
spring lies with Just-in -the-way on the highest peak of Silver Island ,
and the peak of Dumb Island, on the centre rock of the Silver Island
reef.
Silver Island reef.- Tygosan Islet on peak of Tower Hill leads clear
but close to the end of this reef.
Rock off Deadman.-Small islets on the edge of the main land , mud
bank , kept open till Passage Islet is on with the Inner Yew or Triangle,
clears this rock which is above water about flood tide.
Rock inside the Triangles. — This rock may be avoided by keeping the
highest building in Ching -hae (a red turret close to the wall ) open of
the low extreme of fort hill, taking care to keep the land astern, (in going
in ) , well open , to avoid the mud spit running off from the southern
entrance. Then keep well over to Fort hill, the northern shore, till in
the river, then mid channel up to the town of Ching - hae. The spit off
the southern point is more in the way coming out with an ebb tide, as
the ebb sets down the coast which causes a rather thwart set across
the river's mouth .
Ships from Chusan bound to the northward may use the passage through
Blackwall or that by Ching-hae, as may be most convenient for tide ; a
reference to the chart will point out the position of the shoal to the
southward of North Island . " In passing the Hangchow Gulf, great care
must be taken to avoid the indraft of the Hangchow river, the flood
setting much more up the river than the ebb does out, owing to the ebb
and flood along the coast; the strength of the tide 6 knots, and perhaps
more, renders it not advisable to move in the night or in thick weather,
until the set of the tides is much better known than at present.
Yang-tze -Kiang.- If bound to the Yang - tze, the best channel for ships
drawing not more than 18 feet is to go from Gutslaff, a distant island,
following the chart and directions of Capt. Bethune, t the bank to the
south may be approached by the lead, minding the tide. This track,
Nevertheless great caution is required , as the whole of this coast is unknown. Ed .
+ See p . 576, Vol . for 1840, for these directions. - Ed ,
436 THE CHUSAN GROUP.

though not quite the deepest water , keeps you clear of Ariadne rocks and
the banks to the northward , which are more dangerous than the mud flat
to the southward . Keep the southern shore on board , till within three miles
of Woosung, when you must not come nearer than one mile , or keep the
end of the fortification at Woosung W.N.W. ( not to northward of that
bearing) to avoid a hard shoal point,shoaling suddenly from 5 to 2 fathoms.
If going up the Woosung river to Shang -hae, anchor to westward of the
fortifications, as the shoal spits run well to westward (see chart, the
old one of Capt. Rees will do ,) to enter the river : the run to Shang- hae
had better not be attempted without the chart or a pilot, although the
fleet did succeed in going up the first time without any accident, but
the Clio grounding merely by taking the longest sweeps : at Shang - hae
anchor well abreast of the town ; the anchorage by the point at the com
mencement of the town is not so convenient.
Tides.- The flood or fair tide sets from Buffaloes Nose through
Goughs and Duffield passages, keeping the indraught of Nimrod
Sound round by Ketow, past Tower bill, and through the Blackwall
passage. From Kelow it enters Chusan harbour, strongly through the
Tea Island Archipelago round to the northward of Tower hill , and out
towards Silver Island. The flood also branches off between Silver Island
and the main , past the Deadman strongly between the Dumb, Deadman,
&c. , to the north . Leaving Chusan for Ching- hae ; remember you have to
cross the tide at first, and coming from Ching -hae to Chusan keep well
over to Silver Island , or the ebb will carry you on to the north point of
Tygosan or past Tower hill. If the wind is scant , get to windward
under Silver Island or you will not fetch . At anchor on the west side
of Silver Island , before you feel the Hangchow tide , you ride nearly
north and south ; at the Rugged Islands W.N.W. , and N.W.for the ebb
tide, and E.b.S. for the flood , the strength of the tide being as much as
six knots bigh springs . In the entrance of the Yang -tze, the whole rise
is in the first quarter flood , or nearly so . This should be attended to
if you ground, and endeavour to get off with the first of the tide : the
tides render it prudent not to use light anchors when bringing up for
a night , as they will certainly not hold , especially if in the influence
of the Hangchow tides.
Just -in -the-way . — The anchorage by Just -in - the - way will be found
much better than that by the Square . The ships at Just-in -the - way
do not feel the wind generally from north or N.W. , nearly so much as
those at the Square, and you have no sea which renders Just- in - the
way a safe anchorage although the water is deep .
The shoals about Chusan are all mud or rock . An acquaintance with
ships in a tide way and a consideration of the action of water on a
mud bank , will be of much service . Where the tide sets fair and strong
the bank is quite steep to. Where the force of the tide is checked , the
shoaling willbe more gradual. The tide generally cuts the bank smoothly
from point to point, so that by not going within the line of the points,
you might almost navigate the whole group.
The Modeste left with a strong wind from the northward , and to
avoid the Hesan Group steered well to the eastward . The weather conti
nued thick for two days ; then we made the Lamoch Islands, the weather
then clearing off, being 100 miles a head of our reckoning, we had nearly
 STRAIT OF SUNDA , ETC. 437

the first strong wind from the northward , for the season which would
account for this setabout 24 miles an hour. We were not drawn in , but
set right ahead or through the channel . This of course would prevent any
ship working up, indeed the outside passage has been repeatedly made
in a shorter time than the other ; so even from Amoy , unless you have a
good slant go outside Formosa . From Hong -Kong, followed Horsburgh's
directions, and made Cicer de Mer , which is not so correctly described
as his places generally are. We passed about five miles off, and in addi
tion to the single island with two peaks, we made another small one to
southward , too large to pass under the name of a rock , and nearly as
high as the larger island. As we passed to eastward their joining may be
on the other side, but we thought we saw the sea through the opening :
it inight mislead and should be pointed out.

STRAIT OF SUNDA ND PASSAGE FROM ANJER TO BATAVIA, with

Remarks upon the beacons, perches, & .c ., placed on the Shoals in the
Outer Channel leading to Batavia Roads. — March 1841 .
(Concluded from p. 367.)
The buildings connected with the arsenal at Onrust appear very con
spicuously in steering for the anchorage , but of the city of Batavia
nothing can be seen from the roads , except a few red roofs peeping over
the dense jungle which extends around the shores of the bay , in a belt
of several miles in breadth , and is the hot bed of those pestilential fevers
engendered by the exhalations from the putrid waters and decayed vege
tation of this noisome morass . A white cloud reeking with poisonous
steams, slowly rises about sunset and hangs over this region so fatal to
Europeans. All night the hoarse croak of the frog and the cries and
chirpings of various animals and insects , may be heard issuing from this
vast pall which as the sun grows high and not till then , rolls sluggishly
away in enormous waves, clinging in its progress to the sides of the
higher grounds, and lazily creeping up until finally lost in the purer
air. Passing through the roads en route to the city , the attention of
the stranger is drawn to the great number of large Dutch Indiamen all
lying dismantled and housed over, waiting for cargoes. These splendid
ships often experience great difficulty in procuring freights, in conse
quence of there being generally more tonnage in harbour than produce
to load with . This may be attributed to the policy of the Dutch , who,
in their over anxiety to possess a fleet of superior merchant vessels, have
encouraged those desirous of buildings ships by an ordonnance, which
provides a freight for each new ship until her outlay incurred by con
struction be defrayed ; although to the prejudice of efficient, yet, older
vessels, by perhaps a few months. However, the new ship is only
allowed a certain number of years to earn her prime cost in . This has
of course forced an unhealthy state of affairs, as far as the shipping
interest is concerned , it having induced private parties in Holland to
over-build , with the hope of recovering the outlay by the freights
guarranteed by the Netherlands East India Company.
The next conspicuous object is the Guard Ship, a dirty looking vessel,
about the size of one of our eight-and- twenties. She has a large tele
438 STRAIT OF SUNDA, AND

graph constructed on her main top, and which seems to be kept pretty
busy. The Dutch are strict disciplinarians, treating with great severity
all cases of insubordination occurring on board of any vessels whether
native or foreign, and wbich may be brought before their notice ; upon
complaint being made of the slightest misconduct, a lieutenant and
boats' crew take away the delinquents and put them in irons on board
the frigate, and if requested will bring them to the gangway. While
we were in Batavia some men belonging to a London barque were
flogged on board the guard ship, the commandant having first politely
given an invitation to their caplain to be present at the punishment,
which however he had the good taste to decline; these men had been
shipped in Sydney, and by all accounts richly deserved the infliction .
Among other objects worthy of attention, are several large white posts
driven into the mud in various parts of the anchorage ; they define the
limits of the port. Any vessel calling at Batavia merely requiring
water or supplies, can avoid the port charges by anchoring outside these
beacons, and only a quarter to half a mile outside the shipping ; many
persons for want of good information , bring up further out than there
is any necessity for. The approach to Batavia from the roads is by a
kind of canal, or more strictly speaking the embouchure, ( confined by
stone jetties of about two miles in length ), of the waters of the small
river, which diverted a little above the city into numerous canals
replete with mud and filth, lazily drains through the streets of Batavia,
and reuniting near the boom or custom - house, flows into the sea through
this embankment . T'he distance from the shipping to the landing place
being considerable, ( four or five miles) , it is customary to employ a
native crew in the captain's gig, it not being prudent to make use of
Europeans for boat service in so unhealthy a climate ; indeed it is advis
able to prevent the crews from going on shore at all , and therefore it
is not usual to grant that liberty which in other more favoured places
is generally accorded to sailors on Sundays, & c. The Malays generally
take good care of the boats, and are made responsible for oars and other
articles entrusted to their charge ; they always track the gigs up and
down the canal, it being more expeditious than pulling .
Protected from the fierce blaze of a Java sun by a well curtained
boat's awning, the stranger ascending the canal on his first visit to Bata
via, gazes with astonishment upon the endless variety of scenery which
in all its novelty everywhere assails his attention ; trading junks of the
Chinese moored to the banks of the river ; their greasy looking crews
rejoicing in well shorn polls and plenitude of tail, and of whom some
are busied in discharging their cargoes of iron pans, coarse ware,
Chinchew sugar candy, lacquered goods, ornaments, and junk tea ; others
chattering, squabbling, cooking, and praying, if burning joss sticks and
setting off little squibs and crackers, accompanied by a splittting noise
of gongs be entitled to that distinction ; and the remainder perched
upon the innumerable corners and projections of a junk's side, enjoying
the sunshine , staring with enviable self- complacency upon every person
or thing coming within their ken . This agreeable otium cum dignitate
is relieved from monotony , by now and then a cbase after a stray
pediculus humanus, and which, when caught is craunched with a most
Apician relish ; a game of cards, or odd and even for copper doits, is a
 PASSAGE FROM ANJER TO BATAVIA. 439

finale to their celestial employments. The trading prahus (vulgice

proahs) of the Malays with their low fore ends, projecting stern and
gallery, bamboo decks and mat sails, the Arabs dows with bowsprit and
bow consolidated in one, coir rigging and hair cables ; the odd looking
craft from Macassar, Celebes, and of the Bugis, all poop and beak of
most primitive build and uncouth rig, the upper part of the hull daubed
black, and beneath smeared with a white greasy con position crowd
the canal. Some articles of their lading are curious; the widely- famed
edible nests of the sea swallows, torn from the recesses of the slimy
caverns of Karang- Bolang on the Western coasts of Java, and destined
to form a luscious potage for Chinese sensualists, shark's fins and maws,
trepang a hideous sea slug gathered on the reefs of New Guinea and
Australia, and several other oriental delicacies are included in their
cargoes, and regularly quoted in .prices current with all other descrip
tions of merchandize. A few crazy gunboats pulling several oars, and
armed with a long well polished brass gan, may be seen lying quietly
among the reeds and sedges, awaiting their rôle of duty ; they are for
the suppression of the piratical Malay prahus which are very numerous
in those seas ; some piles of cannon balls, a turf rampart or two orna
mented by a rusty gun peeping from an embrasure, a ricketty wooden
guard house, and a dingy barefooted Javanese sentinal clad in a shabby
uniform with dirty yellow cross belts; together with a most indescribable
and overpowering smell, being a melange of the odours emanating from
decomposed animal and vegetable substances, mingled with the effluvia
of putrid swamps and the curious scent from the native craft, particularly
the Chinese, of burning firewood , joss stick and incense, complete the
sketch of the canal ; this taken too under a red hot sun, people, boats,
the whole canal blazing, and every pore in the body turned into an
Artesian well , our awning in all its pride and power of new snow white
duck, being unable to shield us successfully from the rays of a two
o'clock sun concentrated upon this muddy sink .
On our landing near the boom , a cadaverous looking Dutch official
in a straw hat, old blue frock and yellow slippers, walked out of a little
guard house and captured the letterbag. This worthy, although hardly
able to get up steam enough to puff his cigar, still resolutely maintained
possession, until at last on our getting into the carriage which was waiting
for us by order of our consignee, he so far relaxed as to permit the bag
to accompany us. It was, however, out of the frying pan into the fire,
in consequence of his sending an underling who, jumping up along side
of our breechless jarvey, made him drive to the custom - house where, in
a room upon the ground floor, furnished with a bamboo sofa bedstead ,
washing -stand, a Chinese mat or two, and a large table strewed with
books and papers, we were received by an attenuated young man , a
European, and a most miserable looking specimen of the attacks of this
villainous climate ; the dull glaze of his eye, the green anguish tinge
of his cheek, and languid movements of his body, almost warranted
the idea of his being an immediate scarecrow, placed by his Dutch
masters as an object in terrorem to all foreigners intruding upon
their territories. This modern representative of the god Priapus care
fully selected from the bag all the Dutch letters, then as carefully tying
it up, sent it off to the Governor's residence some distance in the interior ;
 440 STRAIT OF SUNDA, AND

the consequence of which was, that twenty hours elapsed before the
English letters were distributed. This we were told was illegal . The
Dutch , however, are notorious for the obstacles they throw in the way
of Englishmen when transacting business in any of the Netherlandish
possessions abroad , and particularly in Batavia, where commercial
rivalry is carried to a great extent.
The Hollanders in Java were described to us as being a sociable good
sort of people enough in private life, but decidedly unamiable as far as
political and commercial relations are concerned . There is much
difficulty in finding out the true state of affairs in Batavia, their news
paper, the Javanaasche Courant, being entirely under the control of
government. Besides, the Dutch mercantile community are naturally
anxious to give the foreign merchants as little information as possible.
However, at the period of our visit, the embarrassment both of the
government and trade could not be disguised. There was hardly a
guilder in the bank , and its credit was almost at as low an ebb. The
revolt in Sumatra had called away the greatest part of the naval and
military force from Java for the suppression of the emeute in the former
island , leaving a handful of raw , undisciplined , native troops, for the
protection of the supreme government ; and as a climax , the strongest
apprehensions were entertained of the native princes of Java taking
advantage of the difficulties into which their rulers were plunged , and
endeavouring to extricate themselves from that iron yoke under which
they , in common with their fellow sufferers of the other islands , have
so hopelessly groaned . The restoration of this most invaluable island
to the Dutch at the termination of the last war, can hardly be deemed
cause for self gratulation to our rulers of that day , whether received , in
the first instance, as evincing a want of philanthropic feeling towards
the multitudes who , under the mild and beneficent sway of the British ,
were now , for the first time, tasting the sweets of their improved con
dition , until the fatal stroke from the pen of the statesman severing the
thread of their happier destiny , consigned them , before yet the ink had
dried , to a deeper abyss of miserythan that from which they were snatched ;
or, in the second place , by the forfeiture of the immense advantages
which would have accrued to England by its retention , both on account
of the great value of its productions, vegetable and mineral , and its vast
importance as a key to the great East Indian Archipelago and to China ,
in consequence of its singularly harry local position as regards those
countries .
Glancing at a chart of the Eastern seas , we find the Strait of Sunda
dividing Sumatra and Java to be the Pointd'Appui at certain seasons of
the year of British ships from Australia and Europe, bound to Batavia ,
Singapore , or other ports ; indeed , at all times it is as convenient for
ships bound to China in the N.E. monsoon to pass Anjer, where news
may be obtained , and from thence through the Java sea , straits of
Salayer, Gilolo passage , and into the Pacific, as to steer through any
of theeastern entrances, such as Lombok , Allass , &c.; and it being com
pletely a matter of opinion as to the eligibility of either route as far as
wind , & c ., may be taken into consideration . It is clear that the strait
of Sunda , from its proximity to the capital of Java, as well as answering
as a portal in either monsoon to the Archipelago, must impart that
 PASSAGE FROM ANJER TO BATAVIA . 441

degree of importance to the north -western extremity of the island which

will always render its possession very desirable . On the other hand
should a vessel enter by one of the eastern passages en route to China,
it would be a desideratum for her commander and owners to feel in
passing the neighbourhood of the eastern end of Java, were it in our
hands ; that Her Majesty's ships having ports of their own to cruise from
and refit in , would afford a continuation of a chain of protection to our
commerce from Australia to Bengal, and which is at present incomplete,
by Java being in the possession of another power . British occupation
of Java would also be a death blow to the sinful practice of annually
sending Dutch ships of war to supervise the destruction of the gifts of a
bountiful Providence , namely the extirpation of the clove and other spice
trees in all islands , except those few in which spices are cultivated
merely as monopoly , and which by keeping up only a very moderate
supply, enables the Netherlanders to effect sales at prices which would
soon be reduced to a proper level , were so disgraceful a system abolished .
The hostility of the Dutch to onr thriving settlement of Singapore is
notorious. Take up at random almost any number of that well written
and spirited little journal the Singapore liree Press , and its pages will
be found to teem with accounts of the grossest infractions of con mercial
treaties , on the part of the Batavia Government - of the most exorbitant
and unreciprocal imposts being placed upon articles from Singapore
and most vexatious restraints and tyrannical regulations adopted towards
the British bottoms , compelled by their unlucky stars to enter Dutch
ports.
An exemplification of the paternal rule of the cabinet of the Hague,
may be inferred, from the circumstance of the poor Malay fishermen ,
Dutch subjects, being unwilling to push off to ships hoisting the flag of
that nation , in consequence of the maltreatment they generally receive
wheir endeavouring to dispose of their fish and other refreshments ;
thinking themselves fortunate in many instances if they get on shore
again with a whole skin , in addition to the forcible deprivation of their
little articles of barter . With regard to vessels showing the colours of
other nations, however, the inhabitants of the islands scattered through
the various straits seem to be upon the best possible terms, coming along
side without fear, being in the full dependance of being treated as they
ought to be.
Batavia is a large city and covers a great extent of ground ; the popu
lation is about 75,000, chiefly consisting of Javanese, Chinese, Malays,
Arabs, and the natives of nearly all the islands of the great Oriental
Archipelago. The Europeans are the Dutch lords of the soil with a few
English , French , and Germans : the city is built on a low swamp
hardly above the level of the sea ; a small river flows through the
streets, being diverted into canals , the banks of which are planted with
lofty trees with a foot path running beneath their shade , and a wide
carriage road extending thence in a parallel line to the houses; these
which are built of stone are very commodious and airy , and generally
have a large court in the centre ; formerly they were used as residences,
but since the new town has been built they are occupied by the mer
chants as offices and godowns (stores) . One part of Batavia is exclusively
ENLARGED SERIES . - NO , 7. -VOL FOR 1843 . 3L
442 STRAIT OF SUNDA , AND

a Chinese settlement, several thousands of the Celestials being there

located pursuing their various trades with great success. The fronts of
their shops being open , we had a good opportunity of inspecting the
labours of the hive while driving along. In this nest of chattering sons
of Han will be seen coach builders, wheelwrights, blacksmiths, braziers,
and tinmen, tailors and shoemakers, even artists ; in short, the pursuits
of almost every artisan under the sun may here be seen in full work ,
and exercised in a very tradesman -like style. There are several hand
some public builåings in Batavia , all profusely ornamented with the lion
of the Netherlands, which is sculptured on almost every projection of
these edifices ; the parade , and other government grounds, are kept in
good order, the walks being neatly trimmed and weeded , and the grass
closely cut. Several birds of the jay and sparrow species cheer them by
the beauty of their plumage and the liveliness of their motions . It is
singular, that in almost every part of the globe, Java included , the
common sparrow may be seen hopping about with the same mischievous
waggery in his demeanour, without regard to climate, as that which
characterizes the saucy little bird of our island home, clearly showing
that impudence is tolerated in all countries.
The immense crowds of vehicles and buffalo waggons, the numbers of
itinerant fruit and sweetmeat sellers, the troops of coolies, carrying
heavy loads of all that is costly, whether gold from Pontick , or the
spices of the Moluccas, and country people carrying long poles on their
shoulders , a basket pendant at each end containing ducks, geese, and
turkeys for sale , give the burning streets a very gay appearance . But
by sunset this town may be almost likened unto a huge cemetery, or a
plague stricken city, a few Malays may be seen here and there prowling
about, a solitary Javanese sentinel, or straggling Chinese, are the few
drops left of that human current, which but a brief space since was so
noisily flowing. The cause of this desertion is the malaria produced by
the exhalations arising from the stagnantcanals and fetid swamps of the
city , and which compels the native residents to retire early to their
homes, and forces the Europeans to retire to the New Town before the
unwholesome vapours spring from the ground. Driving through the
city one day at dusk we had the full benefit of this miasm . It seemed
to take the shape of some tangible substance crawling into the mouth
and nostrils ; the sensation of inhaling the vapour is indescribable, and
the effect of it is most overpowering .*
The new city of Batavia is merely a large assemblage of detached
bungalows bordering the great road running from Batavia to the inte
rior , as well as the various cross roads in the neighbourhood. These
houses commence about two miles from the suburbs of the old city, and
are very handsome residences. A description of the domicile of our late
lamented host, Mr. > who has since fallen a victim to the climateral
fever , will , with very few exceptions in general, suffice for all . His
house was a large handsome structure, built of stone and stuccoed white.
It consisted of only one floor, but was raised upon arches several feet
above the ground ; a wide verandah paved with variegated marbles
encircled it, and in which, at the front of the bungalow, were placed
ottomans, chairs, marble tables, book stands, and flower vases, forming
. Sec Dr. Armstrong's observation on this subject in our last volume , p. 381 .
 PASSAGE FROM ANJER TO BATAVIA . 443

with all these agreeables a most delightful place for the accurate enjoy
ment of a correct Manila and well cooled glass of Schiedam pawney.
At night the verandah is brilliantly lighted in front by a row of
numerous lamps, and all the bungalows being similarly illuminated,
presents a pleasing appearance from the road . The sitting rooms con
sisted of a suite of large apartments, very lofty , and communicating with
each other as well as opening to the verandah ; they were handsomely,
but rather scantily furnished, and a pretty Chinese matting supplied
the place of carpet, being more suited to the climate. The sleeping
apartments were not large, merely containing a bed furnished with a
mosquito curtain , dressing table, and a chair or two. The windows
and jalousies are carefully closed at night to exclude the air, which is
so very prejudicial to European constitutions. A glass, partly filled
with water and a surface of oil, contains a floating wick , which is
lighted at the hour of retiring and remains burning until gun-fire at
dawn .
The culinary branch is conducted in one of a range of outhouses
forming one side of the compound behind the bungalows; the stables,
coach houses, together with the dwellings of the Javanese servants and
their families are included in these buildings. As several horses are
kept by persons of opulence, a great number of grooms in addition to
carriage cleaners is indispensable , their families forming part of the es
tablishment; the allowance, however, which they receive from their mas
ters for the maintenance of those depending upon them being only a little
rice, which in Java is very cheap, renders the support of so large a
household less expensive than would be imagined .
The English residents in Batavia commence the day by mounting
their horses at gun - fire for the purpose of enjoying a cool ride at that
early hour, and which can only be appreciated by sojourners in hot
climates. As morning dawns and the sun rises, gilding the summits of
the higher grounds, the appearance of freshness which everthing assumes
is delightful , the trees and flowers loaded with heavy dew -drops scin
tillate as they catch the young rays, pleasant perfumes emanating from
them , which , at a later hour, would be imperceptible from the withering
effects of heat and dust. The little Malay pony even seems to participate
in the elastic feelings which the bright morning excites, and joyously
curvets along the damp road with apparently as great a sense of enjoy
ment as his master . The roads at this hour are thronged with Chinese
tradesmen and labourers going to work , their baskets containing tools,
&c., are slung at their backs, and they are all provided with chitterys
or umbrellas. Numbers of carriages containing ladies and gentlemen
are driving slowly along, squads of clumsy looking heavy sterned soldiers
are at drill; and an interesting procession comes in view — the children
of the Dutch female orphan school taking their usual walk. As they
filed quietly along before us, clad in pure white, their situation gave
rise to melancholy reflections, subdued , however, by the assurance of
their bereavements being assuaged as far as earthly means were concerned ,
by the care of a kind administration ; these children , we were given to
understand , were chiefly orphans, who having no relatives in Holland ,
were supported by the institution at Batavia. As the rider proceeds,
he sees Malays urging horses with loud shouts into the river , for the
444 STRAIT OF SUNDA , AND

purpose of washing them , and in the waters of which , at the same time ,
almost two-thirds of the coloured population are busily paddling about ;
parents at their morning ablutions and scrubbing their little ones, the
latter in puris naturalibus, their sires in merely a waist cloth , and the
mammas in a sarong ; servants scouring domestic vessels, pots, and pans ,
cleaning fish and washing clothes , and some carrying water away , as if
for home use, this muddy little stream seeming to be quite the fashion
able resort.
The morning being now somewhat advanced, a herd of hideous look
ing buffaloes may be seen wending along to a pool on the wayside, to
luxuriate in mud and water during the heat of the day . This laudable
precaution as well as the rapidly increasing strength of the sun's rays,
are good hints of the propriety of returning home. Upon arrival
which is generally about seven , a cup of coffee is taken , and preparation
made for bathing , by undressing and donning a Malay sarong, which
garment is simply a large piece of chequered stuff, the ground a reddish
brown with red and light coloured cross bars ; it is closely wrapped
round the body from the hips to the feet in a succession of folds, and
is curiously tucked about the waist without the aid of either button or
string. The knack of fastening it secundum artem is usually a puzzle
to the uninitiated. In walking across the compound to the bath we
afforded great fun to the servants, in consequence of our sarong slipping
off and leaving us completely sans culottes. Bathing over, an hour is
spent with a book, en fauteuil, after which dress for the day , and break
fast at nine. This meal is certainly a very well got up thing as far as
devilled drumsticks, first chop curries, fish , eggs, fruit, roasted plantains,
preserves, &c . , are concerned , and a bottle of cool claret to conclude with .
About ten the carriage is brought round , hood drawn well over, blinds
close down and every thing in order, driver and footman in laced coats ,
but as to continuations the less said about them the better. Upon arrival
in town the man of invoices repairs to his desk , and his skipper guest
( if he have one ) * goes off to the ship to see how things are getting on
there. At four or half- past, the road to the new city is again alive with
the commerciants homeward bound ; having discussed that luxury of
luxuries, a tropical dinner, rejoicing in the accessories of table linen
rivalling in whiteness the snows of the Himmalay, as a most tempting
cuisine , a desert not procurable in the latitude of Covent Garden , and
wines of an almost icy temperature. A drive is taken in the cool of
the evening, nearly all the European population being on the qui vive
at that pleasant hour, some sipping coffee either in the verandahs of
their cottages ornées, or on the smooth turf before the doors, the effect
produced by the appearance of groups of ladies and gentlemen all clad
in white, and gently flitting in the brief twilight amid statues, jets d'eau ,
and vases of beautiful shrubs and flowers, being very picturesque . Large
parties may be seen promenading on the roads and race course . The
general walking costume of the ladies seemed to resemble an English
evening dress, no bonnet being worn , merely a flower in the hair. We
should suppose the heat of the climate tolerates some easy habits, and
• The trite proverb of “ A fat kitchen makes a lean testament" seems to be the
order of the day with Eastern consignees now a days ; few poor devils of skippers,
particularly Liverpool ones, being thought worthy of a feed from such magnates.
Tempora mutantur since the golden morn of the first Free Traders dawned .
 PASSAGE FROM ANJER TO BATAVIA . 145

also eschews straightlacedness , as we observed several pale, very pale,

dark brown beauties, who certainly in Jack's phraseology required a
fresh pull upon their stay tackles.
In Batavia where the torture of sitting out a dinner in a camisole of
a dress coat, (Hibernia log ,) would nearly rival the pains caused by the
poisoned gift of Nessus ; the etiquette to be observed by gentlemen with
regard to dress is to wear a coat at church, attending the Governor's
levies, or at a dinner or ball at Government House ; but in private society
only when going to a dinner or evening party for the first time to any
place where there may be a lady of the house, and this with certain
modifications, which are to make the entrée and bows in a coat, and
then retire to put on a white jacket which your servant has in readiness ,
ever afterwards a jacket is selon les regles in that house.
Returning from our digression we must revert to the haut ton of the
evening driving parties, among whom the Governor in an open carriage
drawn by eight ponies, makes no inconsiderable display in consequence
of the footmen standing behind His Excellency , as well as the outriders
in attendance, wielding lighted torches when night has fallen . His
Excellency patronizes the Jockey Club established by some of the mem
bers of the English mercantile houses . However we believe it is confined
exclusively to themselves. They have a stand , weighing house , &c . , on
the race course, and come out very strong in racing toggery of the most
approved description , to the great wonderment of the Dutchmen , who
justly marvel at anybody , unless of doubtful sanity, having recourse to
so violent an amusement in this broiling part of the world .
There are two hotels in Batavia both in the new city, but in the old
town there is no place whatever of rest or refreshment for persons on
shore during the day , and which is very disagreeable in consequence of
the distance the vessels lie off. Having completed our business in
Batavia , we received on board water and supplies prior to our sailing
for Singapore and China . The water was bronght off in a floating tank ,
prahu rigged, and furnished with a hose and force pump, our own crew
going on board the craft and pumping, the Malays refusing to perform
that duty. We paid three rupees a leaguer. The price charged us for
negro head tobacco was 2 Rs. ( rupees) per lb. , sugar 16 Rs. per pecul ,
fowls 4 Rs. per dozen , ducks 7 Rs . per do. , paddy per bag 3 Rs., yams
31 Rs. per pecul, small hogs 7 Rs. each , and boat hire for conveying
off a large stock 8 Rs. We found much fault with the comprador (a
Chinese) for making what we thought exorbitant charges for every
thing, compared with the moderate prices at Anjer. However, upon
enquiry, we discovered that in consequence of the Dutch levying dues
upon all native supplies outwards, as well as the usual duty of 30 per
cent. upon foreign articles inwards, refreshments cost much more than
their intrinsic value . To show the relative difference of prices between
Batavia and Anjer, the following are the prices of stock purchased at
the latter place some twelve months after ;-eleven dozen fowls, 25
baskets sweet potatoes, 14 bags paddy , 14 dozen pompkins, some fruit,
birds, shells , & c., for £2. 10s., which was moderate enough . It being
dark when our supplies came off in Batavia roads, of coarse there was
much confusion in getting every thing safe on board , and unfortunately
the hogs being very savage and untractable , evincing a great desire to
 446 ON LONGITUDES .

escape from their baskets and attack all hands, our worthy chief officer
thought that he had better make them feel quite at home, by accus
toming them to the smell of tar without delay. He accordingly made
one of the youngsters attend with a bucket of tar and brush , with which
he laid a good coat upon each snout preparatory to its consignment to
the pig pen, at the same time gravely assuring us that it was an infal
lible remedy for keeping pigs from jumping overboard . However, the
grunters were hardly in the pen before they escaped, and two out of
four jumping through the main deck ports were never seen again ,
although two boats started in full chase, they must have been immedi
ately seized by sharks, as no time was lost in pursuing them .
J. B. CALDBECK .

ON THE LONGITUDES OF THE PRINCIPAL MARITIME POINTS OF THE GLOBE .

By Lieut. Raper , R. N.
(Continued from Vol. for 1841 , p . 764.)
In the last paper on this subject, pnblished in Nov. 1841 , -after which
period my time was entirely occupied in putting the second edition of
my Navigation through the press,-it was intended to proceed along the
coast to the eastward . But the surveys of Sir E. Belcher having
arrived in the mean time it has become necessary to combine his
chronometic measures with those of former authorities ; and , therefore, to
avoid further delay, we shall proceed now to Austrlia .
193. PARAMATTA- OBSERVATORY .
M. Wurm has given in the Astronomische Nachrichten , Nos. 135 ,
137, 143 , and 200, the results of twenty -three occultations observed
between Aug. 1812 and Oct. 1828, which will be found enumerated in
the Conn . des tems of 1836 , “ Sur la Table des positions géographiques , "
by M. Daussy . Of these M. Wurm rejects all such as differ 10s. from
the general mean , whereby he obtains twelve within 1s. of the mean .
The result of these is 9h. 54m . 43.1s. E. of Paris, that of the whole is 9h .
54m. 45.0s , M. Daussy has adopted the former. Applying to 9h . 54m .
13.1s. the D. Long. of Greenwich and Paris, or 9m . 21.5s. according to
Mr. Henderson ( Phil. Trans . 1827 ) , which bas been confirmed almost
exactly by Mr. Dent by means of chronometers, gives 10h . 4m . 4.6s.
The long . adopted in the Naut. Alm . is 10h . 4m . 6.28 . , or 151 ° 1'9' . As
it is convenient to omit seconds in a fundamental position , and as this
determination cannot be considered definitive weshall adopt 151° 1 ' 0 " .
194. Port Jackson. Fort Macquarrie ilag -staff.
As we have adopted Paramatta Observatory as the secondary meridian
of this district, we need not give here the numerous observations , con
sisting chiefly of lunars, taken at Port Jackson since those of Cook in
1770, and which range between 151 ° 20 ' 38 " (Lt. Bradley in 1788 )
and 151 ° 8 ' 17 " (M. Bougainville in 1825 ) . We shall therefore refer
Port Jackson to the observatory.
1822. D.L. Param . Obs. , by the transit of Mercury,
computed by M. Wurm 0 ° 12' 36 "
 ON LONGITUDES . 447

FitzR, D.L. Do. by 3 ch . to and from the Observ. by water,

the same day 0° 13 ' 0"
Adding 1.3% to 151° 1'gives 151 ° 14' 0" , which we adopt.
As this is an important station, it will be worth while to state, for the purposes
of comparison, that Espinosa adopted 151 ° 12 ' 41' ; M. Freycinet 151 ° 12 '
58"' ; Admiral Krusenstern 151 ° 12' (mem . 1824, p. 104 ) . Capt. King 151 °
12' 56 ; M. Duperry 151° 10' 31" ; M. D, Urville 151 ° 11' 4 " ; and M.
Daussy Wurm's deduction , or 151 ° 13' 56" , from which we differ only 4 " . The
lighthouse is 4 12 " E. of the fort, or 151 ° 18' 12" .
As Flinders in 1802 passed from C. Otway by Port Western, Wilson's
promontory, Kent's group and C. Howe, to Port Jackson in 5 or 6 days
we may consider the connection of these several places as satisfactory, and
therefore adopt his longitudes of these headlands diminished by about 3 ' .
195. с . Otway .
Flinders 143 ° 29', or 7 ° 42' W. of Sydney : Freycinet, 143 ° 39 or 70
34', W. of Sydney.
Wickh . D.L. Sydney 7 ° 40 38 " 143° 33' 22"
196. Kings Id.
Hill on N. Puint, Flind. 143 ° 54'.
Do. Wickh. D.L. Sydney 7 ° 20', 143 ° 54 '
Bay of Seals, S.W.Corner Wick. 'D. L. Syd. 7 ° 18' 12" 143 55 48
197. Black Pyramid , Summit .
Flinders 144 ° 21 '.
Wickh. D. L. Syd. 6° 52' 50", 144° 21 ' 10 " agreeing with Flind .
198 . Port Western . Philip Id . N. E. Point .
Wickh. D.L. Sydney 5° 55' 43 " 145 ° 18' 17 "
Which we adopt.
D. Urville gives C. Grant, (lat. 38 ° 31 ' 38" ) 145 ° 13' 52". He also place
C. Schanck in 144 ° 52' 20". This point Capt . Wickham places S. 4E,,
15.9 mil. of Pt. Nepean , or in 144 ° 57' 0 '.
199. Hobarton. Fort Mulgrave .
D'Entrecasteaux 147° 23' ; Flinders 147° 28' ; King 147° 27'
La Place, D.L. Port Jack . ( Pinchgut I. ) 2 ch. [3'] 3 ° 54' 14"
Pinch 1. 1'25'' E. of Fort Macq. gives 3 ° 52' 50" 147 ° 21 ' 10"
FitzRoy D.L. Fort Macq. 15ch . 11d . [ 13s.] 3 52 33 147 21 27
Wick. * 1836 D.L. Do. 3 52 30 147 21 30
1838 D.L. Do. 3 52 21 147 21 39
D. Beth Do. D.L. Do. 4ch . 14d [303.] 3 52 30 147 21 30
Blackw.f Oct. 1842 D.L. Syd. (Garden I.), and Capt. Ross' magnetic Obser
vatory 12ch. 14d. [9s.) 15m . 32-9s. 3° 53' 13 "
Garden I. is 3:43. E. of Fort Macq., and mag. obs. 4.63.E. of Fort Mulgr.
according to a plan in the Hydr. Off. with an approximate scale,” the differ.
ence is then 3° 51' 13'', wemust employ, however, in this uncertainty 3° 52' 30'',
and shall adopt 147 ° 21' 30 ' .
As Flinders places Hobarton in 147° 28 ':1, or 6 ': 5 E. of our position ,
we subtract 6.5 from his longitudes of places adjacent, and 51.5 from
those of Capt. King for the like reason .

I am indebted to Acting Commander J. L. Stokes, who succeeded Capt. Wick.

ham in the command of H.M.S. Beagle, for several important meridian distances on
these coasts,and also for remarks on the relative value of some of the measures .
+ Capt. F. P. Blackwood, H. M. S. Fly, now engaged on the survey of Torres
Straits,
 448 ON LONGITUDES .

200. S.W. Cape.

The lat. of this point is variously stated . D'Entrecasteaux , Jan. ,
1793 , made it 13° 33'. Flinders in 1798 , 43° 40 '. Horsburgh adopts
43 ° 39'. Capt. D. Bethune in 1838 made 43° 33 ', and observes that
M. Cecille of l'Heroine found 43° 39' too great by 6' or 7' ; and Acting
Commander Stokes in 1842, made it 43° 35', the latitude, therefore,
cannot be considered as determined . Long. Flind . 146° 12', deducting
6 ', gives 146° 6'.
201. Port Philip .' Pt . Nepean .
Pt. Gellibrand,Capt.D.Beth.D. L.Syd. 4ch . 9d . [4s.] 6° 19' 15 " 144° 54 ' 45 "
D.L. Hobart. 4ch . 14d. [53.] 2 26 30 144 55 40
Wickh . Pt. Nepean D.L. Sydney 6 31 8 144 42 52
We adopt the latter as Pt. Gellibrand is not marked on any plan I
have seen .

202. King George's Sound. Princess Harbour, New Government

Buildings .
FitzR. D.L. Hobart. 15ch . 20d.[ 37s. ] 29° 27' 52" 117° 53' 38"
Wickh . 1836 D.L. Do. 29 27 35 117 53 55
We adopt 117 ° 53' 48"
Bald head is 7' 35" E. of the buildings, or 118 ° 1 ' 23". Mt. Gardner, by
D'Entrecasteaux's chart, is 6' :5 E. of Bald head .
203. Glenelg. Flag Staff.
Wickh. 1840, D.L. King G.'s Sound 20° 35' 30 " (not good) 138 ° 29' 18"
Do. Do. D.L. Sydney 12 41 11 138 32 49
Which last we adopt.

204. Port Arthur. Semaphore.

D. Beth.June 1838, D.L. Hobart4ch.4d. [4s.] 0° 29' 15" 147° 50 ' 45 "
Do. Oct. Do. D.L. Sydney 3ch.13d . [6s.] 3 23 45
A former run 3° 23' 15 ' mean 3 23 30 147 50 30
D.L. King G.'s Sd. 3ch. 27d. [ 27s.] 29 55 30
Pt. Poss. being 1'8" E.ofGov. buildgs. gives 29 56 38 147 50 26
Blackw , Oct. 1842, D.L. Garden I. to commandant's jetty
12ch. 8d. [5s.] 3 ° 23' 3'', or 3° 22 12" from Fort Macq. 147 51 48
Do. D.L. Hobart. Capt. Ross' mag . obsvy. to
jetty, 12ch . 2 d. [3s.] 31 ' 4 " or from Fort Macq. 29' 58" 147 51 28
Being uncertain of the exact position of the magnetic observatory, and
the jetty above not being marked in the plans, we cannot, at present ,
combine the two results, and shall adopt 147° 50' 40".
205. Swan River. Scott's Jetty .
Wickh . 1836 D.L. King G.'s Sound 2 ° 8' 20 " (good) 115° 45' 28 "
1838 D.L. Hobarton 31 35 50 115 45 40
1840 D.L. King Gi's Sound 2 8 20 115 45 28
We shall adopt 115° 45' 28".
206. Red. Id .
King 124 ° 15' 45"
Wickh . 1836 D.L. Swan River 8° 33':6 124° 19 : 1
207. Adele Id .
 ON LONGITUDES . 449

King 123° 11 '

Wickh D.L. Swan River 7° 30 % : 1 123 ° 15': 6

208. C , Leveque.
King 122° 56'
Wickh. D.L. Swan River 7° 15'.8 123° 1 : 3
209. Caffarelli Id. Summit.
King 123 ° 18' 35"
Wickh. D.L, Swan River 7° 37'•2 123° 22': 7
Capt. Wickham thus confirms Capt . King's relative positions of the
four preceding places .

210. Port Essington . Governor's House .

h. m . S.
Capt. Stanley 1838. 10 sets ) culm. Stars 8 48 38 1320 9 30 "
Do. D. L. fort Macq. 19° 3' 30" 132 10 30
H. M.S. Alligator D. L. Do. 19 3 45 132 10 15
Wickh . 1839 D. L. Do. 19 3 37 132 10 23
Do. 1840 D. L. Swan R. 16 27 9 132 12 37
We adopt 132° 10 ' 35 . The diff. 16 ° 27 ' 9 " does not agree with
the others.
211. Lizard Id . Summit .
King 1450 23
North bay, W. side, Wickh. D. L. Port Essington 139 17' 40' 145 ° 28' 15 "
The Sum . is 40" E. of this, or 145 ° 28' 25 "
212. C. Tribulation , Finger Peak .
King 145 ° 22
Wickh. D. L. Port Essington 13 15 0 145 25 35
213 . C. Weymouth, Restoration 10 .
King 143° 213
Wickh . D. L. Port Essington 11 16 40 143 27 15

214. Mt. Adolphus.

East sum . King, 142 36 25
Wickh . D. L.'PortEssington 10 28 45 142 39 20
The N. W. part of the sum ., which is 500 feet high, is l ' 26 " E. of
this, or 142° 40 ' 46 ', the eastern sum . about 1. further east.
The above four positions give very nearly Capt . King's meridian dis
tances, a correction of about + 5' 30 '' being applied to his longitudes
215. Coupang, Fort Victoria.
Flinders 123° 35 ' 43"
Stanley 1839 D. L. Port Essing. 9d . 8° 34' 48 " 123° 35' 47'
Returning 8 35 3 123 35 32
Wickh. 1840 D. L. King G's Sound 5 41 55 123 35 43
Do. Do. D. L. Swan R. 2 meas ( 18 ''] 7 50 15 123 35 43
This close agreement among different places is very satisfactory. The
diff. long. between Port Essington and Swan R. cannot therefore be
far from the diff. of our positions or 16 ° 25' 7 " , and throws a doubt
over the diff. 16° 27' 9'. See No. 210 above .
216. Entrance to Victoria River . Point Pearce .
ENLARGED SERIES .- NO . 7 , -- VOL. FOR 1843 . 3 M
450 IMPROVEMENTS IN

Wickh. 1839 D. L. Port Essington 129° 21 ' 40 "

2° 48' 55"
Do. D. L. Swan River 13 38 15 ( not good ) 129 23 43
We adopt the former. The extreme pt. is 46 " W. or 129° 20'54 "

217. C. Upstart.
King 147° 44' 30 " . 15 ° 36' 30 " 147° 47' 5"
Wickh. D. L. Port Essington 4 17 7
D. L. Port Stephens 147 46 53
We adopt 147° 47' 0"
( To be continued .)

IMPROVEMENTS IN SHIPS AND STEAM - VESSELS. - By A. H.

Holdsworth , Esq ., of Dartmouth .
NAVIGATION by the means of Steam has increased , and improvements
in the vessels and in the various parts of the machinery by which they
are propelled , have grown up with a rapidity that has astonished those
persons who have watched its progress from its commencement .
Two, however, of the most essential points for consideration , con
nected with the subject, appear to have been hitherto little regarded ,
security against fire, and the health of the men .
If we were to search for the cause of this apparent want of attention
to the condition of the crew , we should probably find it in the fact, that
on few occasions connected with foreign adventures, whether public or
private, has the safety of human life been at all valued as a primary
consideration . We know that men are easily obtained , and replaced
by others if occasion require it ; that when an accident occurs, by
which a vessel is destroyed and a whole ship's company is lost, that
description of misfortune is, from long habit, so familiar to our minds,
that after the momentary excitement has passed away the circum
stances are soon forgotten. The same reasoning may probably be
applied to those casualties in steam vessels which arise upon the
voyage —they are regarded only as “ casualties. ” They may be more
in one voyage than in another, but they may occur to all , and are
passed over apparently unnoticed, because they do not demand a special
report to the owner or public office; they are set down as unavoidable
drawbacks, like the wear of the ship ; and as we have not the power
of knowing what is the real constitution of each person , we are ignorant
whether the heat of the stoke -hole, the climate, or natural infirmity of
body have been the cause of indisposition .
A vessel goes into the tropics, she has her complement of men for her
ship's company, and the proper establishment for her engineers' depart
ment ; they are but a short time actively employed in that climate
before a stoker may be taken ill ; one of the ship's company is ordered
to fill the vacancy ; but unaccustomed to this work , he soon becomes ill
also ; and thus the crew is not only lessened below its complement , but
the loss of each individual augments the duty of the whole crew, in a
climate where the health of all demands the greatest relaxation from
 SHIPS. AND STEAM VESSELS. 451

hard labour, whilst each invalid must still be maintained, although

unable to earn any thing for his employer .
Let any one picture to himself the position in which a man is placed
in the after stoke - hole of some of our large steamers — the space between
the fires and the bulk-head being nine feet, with a heated atmostphere
of twenty feet over his head . The bulk-head being of wood, gets gra
dually heated through, and the metal plates with which it is covered ,
to guard it against fire, from the frequency of opening the fire - doors
becomes heated to a degree one cannot venture to mention , the ther
mometer in the stoke-hole standing from 150° to 156º. Under such
circumstances, the stoker would naturally seek to guard himself from
the additional heat which the opening of the fire -doors throws upon
him ; but when he attempts to retire from it, the reflected heat from
the metal plates on the bulk- head is as bad as the fire itself, and after
repeated shifts of two hour watches at such work, if his constitution give
way, no one can wonder at it .
The best remedy which presented itself to my mind for this afflicting
evil , was to find a bulk -head which , being placed in the same situation,
or even nearer the fires, should absorb the violent heat that would be
cast upon it, and which could not reflect any into the room above the
temperature of the water in which the vessel was placed . This is
accomplished by constructing the bulk - head of metal plates, formed
into two walls or partitions, and so connected together as to be capable
of retaining water constantly circulating between them , as is more
fully described in the specification of my patent.
Where there is an ingress pipe connected with the bottom of any tank
or vessel capable of holding a fluid , and which pipe is in connection
with any body of water of a higher elevation than the tank or vessel ,
and there is another pipe leading from the top of the tank or vessel ;
as the specific gravity of the water so introduced into the tank or vessel
is changed by the application of heat , the lighter particles will rise to
the top and flow away through the upper pipe, the heavier or colder
particles flowing in at the bottom to supply their place ; consequently
the temperature of the vessel itself can only be perceptibly raised
by applying so strong a fire to it as to overpower it with heat
and cause it to boil, when the flowing through will be the more
rapid .
But in the stoke-hole the heat, although overpowering to the human
frame, is not enough to raise the temperature of a metal bulk -head ,
filled with water, perceptibly to those who are employed in the atmos
phere which imparts the heat to it ; on the contrary, as the communica
tion with the sea water will be free, and large in proportion to the con
tents of the bulk - head , the man in the stoke -hole retiring close to it,
or sitting down against it, will feel all the comfort which his reclin
ing against a substance at the temperature of the sea water would
naturally impart to him ; or, if it be supposed that the action arising
from the communication with the sea water would not be enough to
maintain the temperature required in the bulk- head , the supply -pipe
may be connected with a pump, driven by the engine, or the water to
feed the boilers may be drawn through the bulk -head bringing with it
whatever heat it may collect.
452 IMPROVEMENTS IN

An arrangement might be made for filling the bulk -heads through

a pipe from a cistern, which is supplied by the water thrown from the
floatboards against the side of the paddle box, to which the cistern is
attached. This cistern need be only two inches wide or even less, and
placed about two feet above the deck of the vessel ; the pipe will pass
through the side immediately under the deck , and descend to the bot
tom of the bulkhead , where it will enter it, having a stop cock upon
it to cut off the supply, if required .
There will be another pipe leading down from the top of the bulk
head through the ship's side immediately under the deck, into the other
paddlebox , which will complete the arrangement, and keep up a con
stant circulation .
When in harbour, or the engine is not at work , the bulk-heads may
be supplied once a watch , or as often as the officer in command may
require, by a deck pump in the paddle box , filling the cistern through
a hose, which will occasion little trouble and no expense in the outfit.
In either of which cases the current must be incessant , and the tem
perature never perceptibly altered . The principle upon which the
bulk - head is formed being established , a very little experience will
teach men the best mode of carrying it out, according to the circum
stances of the ship in which it is placed .
The same effect will be produced on the other side of the bulk -head,
where the heat cannot be raised above that temperature, forming the
best store -room for every kind of article which might be melted or
ignited by the heat of the fire , whether tallow , artificial fuel, or any
other inflammable material. If such bulk - head be placed between the
boilers and the habitable part of the ship, and be supplied with the
water required , either by a deck pump or one attached to the engine,
the cabins within one foot of the boilers will be the coolest in the ship
in the hottest climates . Let any one reflect on the inconvenience he
would feel in living in warm weather in a berth within two feet of the
boilers, with only a wooden bulk - head between them , ( which being
soon heated through, will remain at that temperature so long as the
boilers are at work , and will be the means of conveying the heat of the
boilers to the berths adjoining to it ,) aud contrast it with a berth in
which the temperature of the bulk- head can never be raised above that
of the water with which it is filled, and he will soon be convinced of
the value of the proposed alteration .
It may be made equally available for heat or for cold : it may be
kept at that of the sea water when in hot climates, or be raised , by a
communicating pipe with the boiler, to any temperature that may be
found most agreeable when in the colder latitudes in winter ; by place
ing it, therefore, between the boilers and the habitable part of the ship
it will be found most useful to the officers and crew, in whatever climate
they may be.
It has been said by some persons that the engine -room was the coldest
part of the ship. I may be allowed to express a doubt of this assertion ;
not only because the radiating heat from the boilers and fire- places
must affect the atmosphere which surrounds them , bu : because the most
attentive and experienced officers of the service have constantly spoken
of the difficulties of cooling those places , particularly in bad weather ;
 SILIPS AND STEAM VESSELS . 453

and the persons to whom I have alluded would not be angry with me
for doubting their account, if I asked the question whether they tried
with the thermometer the other parts of the ship through which the
current of air passed to effect their object ? And if their engine- room
appeared to be cooler than those of other vessels, I would enquire at
what expense was the advantage obtained ? I cannot help suspecting
that it was done at that of the health and comfort of the ship's com
pany, by keeping a communication open with the decks on which the
men are berthed, and by drawing a stream of air down the fore hatch
way ( to use the expression of a naval friend ) “ enough to blow the
men out of their hammocks."
The health and comfort of the ship's company, when engaged in
active operations, or on an enemy's coast, is as essential to the service
as that of the engineers and their men . The object , therefore, which
I have endeavoured to accomplish , is the health and comfort of all . I
would not allow any communication between the engine - room and the
ship's company : and I am satisfied that every steam - boat officer who
knows his duty , and has the good of the service at heart, will agree
with me in its importance. I would carefully guard the habitable part
of the ship from access to the engine - room by bulk -heads, so formed as
to prevent the possibility of a communication of heat to, or a current of
air from , the deck on which the ship's company live ; and I would
supply the stoke - hole and engine - room with air by a very different process .
With such comfort as those bulk -heads would afford, and by attention
to the ventilation of the stoke- hole and engine -room , properly under
stood and regulated , there is no reason why a steam -vessel should not
be as healthy, perhaps the most healthy , vessel that could be sent into
the tropics. Perhaps I may be told that attempts have been made to
prevent the heat from going into the other part of the vessel from the
engine -room by the double bulk - heads of wood , with a space for air
between them , but let any one consider what must be the situation of
the ship if the less accessible of these bulk -heads should take fire, with
such a channel for air to maintain it the commander would rather be
subject to the heat than the additional and difficult enemy he would
then have to contend with .
To many persons the history of steam- navigation , and the manage
ment of steam - vessels, is quite new ; and men may undertake to fit them
out, and others may be placed in command of them , who are not practi
cally acqnainted with the service. Such persons will necessarily en
deavour to ascertain what are the difficulties they may have to encounter,
and take advice from those officers who have had experience in them ,
or it may yet be some time before our vessels will arrive at that per
fection which is the aim of every man who is entrusted , publicly or
privately, with any branch of that service .
There is another matter connected with this subject of still greater
importance , in the estimation of some persons to whom I have pro
posed it , viz . , the fitting up of hospital ships , and the sick - bays in
other vessels, with bulk -heads of this description, particularly for hot
climates. It appears to them that if the bulk -beads be kept at the
temperature of the sea water in the tropics, and iron bedsteads be
attached to them , of wbich the two outer legs alone would touch the
451 IMPROVEMENTS IN SHIPS AND STEAM VESSELS .

decks, that those bedsteads may be always kept at about the same tempera
ture ; because all the heat above the temperature of the water will be
withdrawn from the bedstead , and conveyed away by the bulk - head .
Indeed , if greater advantage would be gained by it, those bedsteads
might be made of hollow tubes , and the water of the bulk - head be
allowed to circulate through them ; so that the sick man would be sur
rounded by a cool substance, for his bedding to rest on , which it is
said would tend greatly to the recovery of his health . I speak only of
the means within my power : the medical gentlemen must decide on its
value and importance.
These bulk - heads afford equal protection against fire as against the
ill effects of heat : one might as easily burn a kettle full of water as a
metal bulk - head of this description. The more violently the fire im
pinged against its side , the more rapidly would the water circulate ;
but it could not flow more rapidly out of the upper pipe, through the
action of the fire, without being as rapidly filled below , if the com
munication were properly arranged with the water from whence it is
supplied ; and as long as there is water in it the metal plates cannot be
destroyed. Let , then, this principle be carried into the floor and top,
as well as the sides of the room that is used as the magazine or shell .
room , either in men -of-war or in steam - vessels , and let its door or hatch
be constructed in the same way , and be hung on hinges made hollow,
and guarded from leaking by stuffing- boxes, so that the water may
flow into the door through one hinge and out through the other, and
the whole space within the room will be as safe from fire as water and
metal can make it . For it is obvious, from the position of every
magazine , that the sides and top are the only parts which can be
affected by fire, making it a very bad boiler, and proportionably a safe
magazine .
The account which was given in the Times newspaper of the 14th of
May , 1842 , of the loss of the Madagascar' steam - vessel, on the coast of
China , in which the first alarm arose from smoke being seen to issue
from below, when , after great labour in clearing the coal-boxes, the
vessel was found in flames, “the bulk-head immediately abaft the
boilers being on fire, " forms a melancholy instance of the precarious
state of those vessels when some time at sea .
This instance will at once show the value of metal bulk-heads filled
with water being fitted near the boilers, in place of those of wood . No
one will ever know the cause of that accident. The fire -places were on
the other side of the boilers ; but such was the state of the wood in the
bulk-head at the back of boilers, from the incessant heat, that it took
fire without any one knowing how, or having any suspicion where the
fire could be , until it had gained too much head from the inflammable
state of the materials, to be afterwards arrested , and the vessel was
burnt , and half her crew lost their lives . The narrator of this accident
displays the same feeling with regard to the dread of explosion , as he
immediately adds, after describing where the fire was discovered to be,
“ This was about forty -fire feet from the magazine.”
I will not go into the account of the narrow escape of H.M.S. "Sala
mander,' preserved from destruction by the good conduct of her officers
and ship's company , or other instances that could be adduced of fires on
 ON DAMAGE BY LIGHTNING. 455

board other steam- vessels : these cannot be necessary to convince those

who are acquainted with steamers of the critical position in which all
on board are now placed , with the bulk -heads composed of the most
inflammable materials, forming , with the decks and other wood - work ,
a train to their magazines and shell-rooms, and within so short a dis
lance from such fires as are necessarily kept up for the engines .
The condition , however, of the · Geyser,' at Gibraltar, on the 18th
of July , 1842, (since this palent was sealed ,) must not be passed over.
A correspondent of the Naval and Military Gazette, of the 6th of
August, states, that on the fires of H.M.S. Geyser ' being lighted , a
boiler became red hot, and ignited the wood -work that was near it .
After describing the position of the vessel near the wharf, and the means
resorted to to arrest the progress of the fire, he says , " everything com
bustible was passed quickly up the after batchway, the shell -room and
magazine at once directed to be opened , and the latter to be drowned ,
the order for which was, however, almost immediately countermanded .
The shell- room was, however , at once cleared of its contents, which were
put abaft the main- mast under tarpaulings, with hànds stationed to
heave them overboard at a moment's notice .” Whether this account be
accurate or not in its details , it shows the impression on the mind of the
writer, and is another instance added to the many already known of
the advantages which would be derived from making the shell- rooms
and magazines proof against fire.
With the bulk -heads which I have proposed to use to prevent the heat of
the fires from passing out of the engine department, and with the magazines
and shell -rooms made in the same way to give security from explosion ,
if the vessel be on fire from any cause, unconnected with her engines,
to which all ships are subject , the steam- vessel may be as healthy and
free from fatal accidents, by fire, as ships of any other description . To
the man employed to send the vessel to sea, this may not be of much
personal moment : but if the health , comfort, and safety of the crew
and passengers be of any importance to society ; if the expenses arising
either from the loss of health in the ship's company, or the loss of the
ship itself, be worthy of the consideration of those upon whom the ex.
penses will fall; the means proposed for preventing these evils, and
now offered to the public, demand their attention and most minute in
vestigation .

ON THE DAMAGE WHICH HAS OCCURRED IN THE BRITISH NAVY BY

LIGHTNING , with an account of the attendant phenomena , abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . — By W. S. Harris, F.R.S., fc.
(Continued from p. 401.)
CONQUESTADOR, 74 .
1814. May 12th , moored in Port Royal Harbour, 5h. 30m. A.M .;
the lightning struck the ship ; main - top -gallant-mast split in pieces,
main-mast and main - top - mast very much rent .
 456 MR . SNOW HARRIS ON DAMAGE

11th , wind S.E .; on the 12th , variable , and S.E., after which , on
the 13th , calms and light airs from S.E.
The ship was obliged to have her main -mast taken out.
COLUMBINE, 16 .
1837. June 25th , Coast of Africa , lat. 3 ° 41 ' N. , long . 9° E.
Standing off and on shore ; Bembia point N.E. 14 or 15 miles. 8h .
10m . P.M., fore -top -gallant-mast shivered in pieces ; fore -top -mast cap
split open ; one of the forecastle beams damaged .
The weather had been on previous days moderate and fine . 241h , wind
S.S.W. and W.S.W., light airs and cloudy at night , with thunder and
lightning . 25th , A.M. calm , with thunder and lightning; 7h . A.M.
wind easterly , northerly , and easterly ; at 2h . S.W .; 3h . 40m . squall
from the N.W .; 6h . moderate and cloudy ; 7h . 50m . squally , with
very heavy rain . When the ship was struck , rain and lightning
prevailed to an excessive degree . 12th P.M. heavy squall from the
west with rain , thunder, and lightning. This weather continued for
some time after ; southerly and westerly winds ; occasional squalls, with
rain .
The electrical discharge passed downthe chain-topsail- tye and sheets,
and split the sheet - block ; it went below decks , ripped the copper off
the galley floor, and filled the ship with a sulphureous odour; all the
lights were extinguished in the binnacles by the concussion. Ship’s
log and account by Capt. Henderson, R.N.
CEYLON (Receiving Ship) , 50.
1839. March 8th, Malta Harbour. Pole fore- top -mast and fore
mast shivered . The electrical discharge fell on the fire- engine, and
became dispersed on reaching some water in the bottom of it .
The storm spread over the town and harbour of Valetta. The
Bellorophon , Talavera , and Hastings, three line - of- battle ships, fully
rigged , and having conductors, and lying near the Ceylon , were not
damaged. (Report on shipwreck by lightning, p . 61 and 86.)
Wind on the 7th , S.E. , where it had been for several days ; moderate
and cloudy by turns. On the 8th calm and cloudy . 7 A.M., N.W.,
squally, with heavy rain, thunder, and lightning. 9th , N.W. and
W.N.W ; moderate and clear.— Log of Hastings .
CHICHESTER Cutter .

1840. February 7th, at anchor in Killerran Bay , coast of Galway ;

4 P.M. top- mast shivered in pieces ; 5 feet of the mainmast split out,
and the mast charred and damaged in several places ; mast - head com
pletely destroyed ; the bulk - heads and berths below all smashed ; cabin
sky - light shattered and thrown up ; all the dinner china , then on the
table broken in pieces ; part of the main - deck raised off the beams ,
and some of the bulwarks thrown out ; the hold filled with smoke , and
all the compasses rendered useless . The wind had blown a gale the
whole day from W. to N.W. with occasional showers of hail ; at four a
very heavy squall with hail ; a flash of lightning blazed over the ship ,
attended by a tremendous peal of thunder . I he electrical discharge
came obliquely down the mast and passed through the deck behind it.
 BY LIGHTNING IN THE BRITISH NAVY . 457

It is said to have then divided upon the hull into two streams, one ran
along the chain - cable into the lower hold ; the other passed through
the cabin .
On hauling the vessel onthe ground , it was discovered that the light
ning had passed by the copper bolt, right through the bottom into the
sea, without any damage to the timbers or planking ; the copper sheath
ing, however, was found to have been burst out over the ends of the
bolts in six places ; one of the bolts had a round drop hanging on the
end of it as if melted ; the hole in the sheathing in one place was seven
inches by five. Two other pieces a foot square were blown out nearly
in a line with the mast ; the sheathing was raised only over some of
the bolts, it bulged out, but was not broken ; the discharge burst upon
the copper from the bolts , through the substance of the intermediate
sheathing paper ; the planks were carefully examined , but all were found
quite firm and water tight .
The electrical discharge passed close to 25 persons, some few were
thrown down , but no one was in any degree hurt. Official report by
Captain J. Stewart to the Board of Excise.

DUKE, 90 .

1793. June 17 , Martinique , West Indies ; 10h. 30m . A.M .; ball of

lightning with a tremendous clap of thunder struck the main -top - gal
lant-mast- head ; top- gallant-mast and top -mast shivered into small
pieces ; main-mast severely damaged ; hoops and wouldings of the mast
burst open , and the centre piece split to within 14 feet of deck ; lar
board pump-case split ; main -topsail and top - gallant-sails much torn ;
also the mizen -topsail and stay-sail .
Wind on the 16th , from E.N.E. — 17th, easterly and variable, the
weather cloudy and calm ; much lightning ; 9 A.m. thunder and rain ;
10h . the rain increased and the thunder approached the ship ; at 11h . the
rain and thunder ceased , wind continued easterly .
The masts were so shivered that the pieces covered the decks, and
were found in the mizen- top and in the launch at the stern ; the chain
of the larboard pump was broken in several places, and the pump shi
vered in pieces ; the main-mast was so disabled , that they were obliged
to cut it down to a stump, and rig a jury -mast ; the ship arrived at
Plymouth in November, and had new masts .
This terrible damage occurred at the attack on Martinique; the ship
was disabled under one of the batteries, after an intermission of the firing.
The account in the log is written after the battle.

DICTATOR, 64 .

1794. October 8th , Fort Royal Bay , Martinique, at anchor 6h . 15m .

P.M .; main- top-gallant-mast and top -mast shivered in pieces ; main
mast seriously damaged in two places .
The wind on the 7th , the previous day , N.E. , and variable weather ,
moderate and fine ; on the 8th N.E. , moderate and cloudy with thunder
and lightning ; on the succeeding day 9th N.E. , moderate with rain .
A fire - ball is said to have entered the ward - room windows and strik
ing through the door to have ascended the main -mast. It is, however,
ENLARGED SERIES . - NO. 7.-VOL FOR 1843 . 3 N
458 MR. SNOW HARRIS ON DAMAGE

just as likely to have come down the mast and passed through the
ward -room . The cross-trees and cap of the top - mast were completely
struck off, together with top - gallant- rigging ; the stump of top-mast was
left standing , bat so split open, that the upper part spread out like a
pair of compasses . Two days after this smoke was seen to issue from
the figure -head, which was immediately cut down ; a large nest of fire
was discovered in the heart of it ; the wood was of elm and very solid.
A circumstance very similar to this occurred in 1799 , on board the
“ Principe Real, " a Portuguese ship of the line , struck by lightning in
company with H.M. ship Audacious, off Malta ; the ship went into St.
Pauls harbour in consequence, and had been at anchor for some hours,
when her main -mast burst out in flames. The fact of the subsequent
fire in the Dictator, is attested by Captain Couch , R.N., and by the late
Mr. Moore , Purser, R.N., both of whom were in the ship . The case of
the Portuguese ship is well known, and was furnished to the author by
the late Lieut. Jeans, R.N. who was present.
The Dictator was about to sail for England with a convoy, but was
so disabled as to be unable to proceed for a week .
DRAGON , 74 .

1801. September 8th , off Toulon ; Cape Furgons N.W. , 8 leagues ;

1 A.M. main -top - gallant-mast shivered, top -mast and main -mast sprung ,
main -topsail rent.
The wind on the previous days had been easterly , fresh gales and
squally , after which it dropped calm . On the 8th the wind came in
from the westward , weather moderate. On the following day it again
flew round to the N.E. , inclining to calm . The weather during the
autumn and winter was squally, with frequent lightning and thunder.
The ship fished her main -mast and shifted the top-mast.
DRAGON , 74.

1802. October 17th , off Mahon , Mediterranean ; 2h . 30m . P.M., main

top -mast shivered in pieces ; main -mast hurt. 16th calm, after which
W.S.W. and squally . 17th W.N.W., fresh and squally. 18th S.S.W.
to N.W., moderate and cloudy.
DESIREE, 36 .
1802. October 8th , anchored in West Harbour, Port Antonio ,
9 P.M., main-top-mast shivered in pieces ; main-mast rent from the head
down to the partners in quarter- deck . Wind on the 7th S.E .; squally ,
with rain . 8th S.E. , moderate and clear P.m ; at 9 P.M. a sudden shift
of wind to the north , with a heavy squall , and tremendous lightning
and thunder ; 12 P.M. the storm , abated . The next day, the 9th , wind
again S.E., and moderate .
The expansive effect of the shock on main - top -mast was so great,
that the pieces were dispersed in all directions to considerable distances
fr the ship ; two large masses in particular were thrown in opposite
directions ; one was found in a timber yard on one side of the harbour,
and the other sticking in the mud on the opposite side.
The storm bad not any considerable altitude ; it was witnessed by an
 BY LIGHTNING IN THE BRITISH NAVY. 459

observer, at his house on the hill , as taking place immediately under

him , whilst over head the sky was clear and tranquil .
The ship went to Port Royal for a new mast.
Ship's log, and additional information ,from Admiral Ross, R.N. , who
then commanded the ship.
DÆDALUS, 36 .
1809. October 13th , Port Royal, Jamaica ; at daylight found the star
board cheek and fish of the fore -mast very much splintered, and one of
the hoops burst out by lightning ; also the boats davits carried away .
Wind on the 12th variable, southerly and westerly, with light breezes.
13th A.M. , light airs, with small rain , after which squally from the
northward , with rain ; 2b . 30m. squally from the land, with heavy
rain , thunder, and vivid lightning ; 3 h. A.M. very heavy thunder and
lightning : about this time the ship was struck .
The vessel was refitting after having been disabled in a hurricane in
August. The fore -mast had just been got in ; the mizen -mast was in and
rigged , but not the mizen -top -mast; sheers ready for the main -mast.
The new fore -mast was, on survey, found quite unfit for service, and
was taken out ; the lightning first took the head of the mast, entered
the hounds, and passed through its centre down to the main-deck ;
all the mast hoops were burst ; the mast was quite ruined .
H.M. Ship Hebe , lying about two cables' length from the Dædalus,
was struck apparently by the same flash, and her masts destroyed .
Further particulars by Admiral Inglefield , who then commanded
the ship
DISPATCH, 18.
1832. January 4th , off Cape Roca 45 miles ; at sea, 2h . 15m ., P.M.
an explosion of lightning took place abreast of the main-hatchway,
which injured nearly twenty of the crew.
Wind N.W.and N.N.W ; P.M.strong breezes and squally ; 2h . 10m .
a heavy squall, with thunder , lightning, and rain .
ELEPHANT, 74.

1790. November 24th , Portsmouth harbour at night, main -top -mast

shivered in pieces ; main -mast shaken and splintered from the hounds
downward ; hoops of mast burst open , wouldings much burned , hand
pump broken , back casing of chain -pumps burned .
The shivers of the top -mast were forced from the heel , and in falling
one of them broke off the head of the mizen -top -mast lying on the
booms. The ship had a new main -mast.
The same discharge of lightning also fell on the Prince William
sheer hulk , and destroyed one of the sheers .
Extract of a letter to the Navy Board from the Portsmouth yard ,
Dated, November 25th, 1790.
EDGAR , 74 .
1798. October 30th , off Cadiz, P.M. 9h . 30m . , main - top - gallant -mast
and main - top -mast shattered by lightning , main -topsail -yard -arm car
ried away , main -mast damaged . Several of our men hurt.
460 MR. SNOW HARRIS ON DAMAGE

Wind on the 29th , S.W., fresh breezes and hazy ; 30th, S.W. and
W. , P.M. strong gales W.S.W .; 8 P.M. , heavy gales with lightning ;
31st A.m. more moderate wind W.S.W .; P.M. E.S.E.
“ The main-mast was found to have been sprong by the above acci
dent, signalized the Admiral. ” The mast was fished .
ENDYMION, 44.
1806. April 13th , off Cape St. Vincent 106 miles ; P.M. 6h . squally
with rain, thunder, and lightning, main-mast struck by the lightning,
which set the mainsail on fire ; mast much shaken and wounded, several
of the hoops burst open .
Wind N.W. inclining to north ; 14th strong gales N.W. and squally .

EOLUS, 36.
1808 . December 14th , latitude 29° 38 ' N. , longitude gº W.,
West Indies ; A.M. 10h . 30m . squally with heavy rain, thunder, and light
ning, fore-top - gallant shivered in pieces, fore -mast damaged ; the
weather on the previous days had been moderate and cloudy , with light
airs from the south and variable ; 13th P.M. a westerly swell , midnight
fresh breezes ; 14th S.S.W. , strong breezes with lightning ; 11h . A.M.
variable winds ; P.M.westerly strong gales, the wind continued from the
west, and on 15th fell calm .
It appears by the log that the fore- top -mast was also damaged , it was
shifted on the 16th .

EAGLE, 74 .
1811. January 22nd, in the Adriatie, Sassena, E.S.E. 10 miles A.M.,
strong breezes with heavy rain, thunder, and lightning ; the lightning
struck the fore -mast and wounded one man .
Wind 21st S.E. fresh gales ; 22nd S.S.E. fresh and cloudy ; 23rd
south with strong gales .
EAGLE, 74.

1812. January 141h, off Corfu , Antipaxo, N.E. 4 miles, P.m. 8h .

20m .; main -mast struck by lightning in a heavy squall, with thunder
and rain , one of the hoops of the mast was struck off, and the mast much
shaken , ten men severely hurt and one of them much burned .
Wind on the 13th S.E. and west, blowing fresh ; 14th A.M. , west
and moderate, after which squally ; 15th the succeeding day calm A.M. ,
then N.W. fresh gales.

EAGLE , 74 .

1812. January 21st, off Corfu, 13 miles ; 12h . 25m. noon , main
mast struck twice by lightning ; 12h . 40m . again struck and set on fire,
which continued for nearly 10 minutes.
Wind on the 20th variable and easterly ; 21st, east by south variable
all round the compass , 3h . 30m . strong breezes from the west and squally
with rain ; 22nd strong westerly gales and clear ; 23rd and 24th calm
and variable .
 BY LIGHTNING IN THE BRITISH NAVY. 461

Admiral Sir Charles Rowley who then commanded the ship, describes
these cases of lightning as having been extremely awful and distressing
he was himself knocked down by a bolt which was struck out of the
tops ; one man in a Guernsey shirt was scorched black all over, although
the shirt remained untouched : this is a curious instance of the conduct
ing power of the human frame in defending the woollen substance. The
sails, rigging , and spars, were all more or less damaged ; so many men
were struck down that the crew became terrified at the effects produced
by the electrical agency , so that it was only by great exertion on the
part of the officers that the fire was got under and order restored . The
ship was, for a short time, in great jeopardy, and likely to have been
turned .
Esk , 18 .
1827. November 1st , Coast of Africa, latitude 5° N. , longitude 5 ° E .;
at anchor River Bento 44 miles ; main -top - gallant-mast shivered ;
main -top -mast slightly splintered .
The weather had been fine and moderate, with southerly and west
erly winds . November 1st A.M. W. to W.N.W .; P.M. 3h . 30m . a heavy
tornado with thunder, lightning, and rain . 8 P.M. moderate and cloudy ;
midnight fine ; wind remained westerly .
A schooner Prize was struck by a terrific discharge of lightning at
sea, on her passage to Sierra Leone . The fore- top -mast was knocked in
pieces ; the fore-sail set on fire, as also the hull ; the deck was ripped up,
and all hands thrown down . Another Prize, a ship, was struck first
on the mizen -top- mast ; afterwards on the main - top- mast, and both ren
dered useless . One marine killed .
Report on shipwreck by lightning , p. 85 , and ship’s log .
ENDYMION , 44 .
1842. March 21st, at Calcutta , off the fort ; A.M. vivid lightning,
with heavy thunder ; daylight found the fore - top - gallant-mast and top
mast badly shattered by lightning , and the fore -mast damaged .
Wind W.N.W. , N.E. , S.E., S.W. , and variable.
The storm began in the evening, when a common conductor was got
up to the main -mast; about 4 A.M. an explosion of lightning took place
in the ship and struck on the main - deck , near the galley . After this,
the damage forward was discovered ; the fore -top- gallant-mast was shi
vered from the royal sheave to the cap ; top -mast from the catharpins
to the cap , nearly destroyed ; rubbing paunch of fore -mast started, and
pieces taken out of mast between the hoops ; lower end of the cheeks
splintered .
The fore -mast was fished , the ship being to sail for China, her services
could not be delayed ; the top . mast could not be replaced except by
peak top - mast ; the damage was found extremely inconvenient, as it
occurred just at the moment the ship was about to sail to join the
China expedition .
 462

WRECKS AT SEA .
Among the multitudes of ships that are continually traversing the
ocean , alas, how many break down by the way ? how many mariners
are annually consigned to the deep, or are cast naked and pennyless
upon the rocky shores of our continents and islands ? we can hardly take
up a single newspaper without finding passages detailing instances of
shipwrecks and loss of life. It has even been ascertained that on an
average about ten British merchant ships are wrecked weekly !
In a great maritime country like England , whose ships may be seen
on every sea, whose waves wash the shores of the civilized world , it
may be expected that accidents will happen among our numerous ships,
exposed as they are to collision at sea, changes of climate, and all the
varieties of atmospherical vicissitude, from calm to gale, from tempest
to hurricane between the arctic and antarctic circles.
The wearied and weather-beaten, worn-out mariner, whose ship ,
“tempest driven ” and dashed to atoms on the strands of this kingdom,
if he reach the shore alive, is received on the beach by a charitable,
sympathyzing, and friendly population ; or should the vital spark have
perished in the pitiless storm, the seaman's manly and mangled remains
are consigned to a silent and respectable, although an obscure tomb ;
and although no coroner and jury enquire into the cause of his death,
the stranger drops a silent tear among the long grass that waves upon
the sailor's grave .
In other lands and other climates, the shipwrecked mariner if he
reach the shore alive may be less fortunate ; he may be stripped by the
robber, murdered by a savage, or cast upon the shores of solitary barren
islands or coral reefs ! Such misfortunes excite our pity and awaken our
best sympathies, but there are other conditions of shipwrecks at sea ,
which entail the most melancholy conditions of human misery and suf
fering, to which human beings can be subjected : the stranded vessel
is soon destroyed , and her crew is either saved alive or launched into
another world ; a horrible crash takes place between ships on opposite
tacks . The swift, powerful, and splendid steam ship, darts with railroad
speed to the rocks and sinks to the bottom of the sea, without affording
even time to hoist out the boats ! In either case the sufferings of the men
are soon at an end . Not so with a leaky, worn - out and water- logged
timber ship ! her unfortunate crew are doomed to toil at her pumps so
long as she continues to swim on her bottom , but the water continues to
invade her hold through innumerable crevices in her crazy frame ; a
gale comes on, the waves mount her sides , they rock and strain her
worn -out and superannuated fabric , and the exhausted crew can no lon
ger prevent the hold from filling with water . The hold is at last filled .
The buoyant timber within the vessel, instead of serving as a weight to
preserve the ship in equilibrium , by its buoyancy exerts a force in a
vertical direction , which turns the ship over on her side . The sea now
makes a clean breach over her, tearing away booms , boats , and bulwarks ;
the “ deck load ” breaks adrift and gets entangled among the rigging ,
killing some of the men and battering the masts. Should the masts and
yards give way , the ship may resume a position of equivocal stability
and swim on her bottom , but now she is no longer manageable, she
 WRECKS AT SEA . 463

floats, but not by her own intrinsic buoyancy, but rather by that of
the cargo of timber. The timber in the hold may be regarded as
a huge raft, and the fabric of the ship to a bundle of water -sodden
boards suspended near the sea level by the more buoyant materials.
Let us now consider the condition of those unfortunate beings, that
may still be clinging to the ship and drenched by every wave, they
stretch and strain their eyes on every side, but see only a wide waste of
turbulent waters ; the floating wreck only serves to prolong and aug
ment their misery ; the huge waves have torn away every kind of
shelter, there is nothing left to satisfy the cravings of nature ! not even
a single drop of fresh water can be procured . It is true there may yet
remain in the hold casks of salt provisons, but the hold is every where
full of water, and the floating timber has broken down as well as broken
up everything, fore and aft. Day after day this melancholy picture
receives deeper shades of horror ; man after man is washed from the
wreck, drops from the rigging, or departs this life from starvation ,
insanity , or delirium . How then have those who are still alive sub
sisted ? Shall we inform the reader ?
The recital of such misery as we have been describing, and the fre
quency of its occurrence make one shudder with horror; its frequent
occurrence may tend to petrify our feelings and harden our hearts
against the sailors' appeal for legislative protection. Our honest indig
nation is raised against the inhuman feasts of the New Zealander, but,
can we look on with indifference to the horrible necessities to which the
crews of water-logged timber ships are reduced ?
The miserable survivors continue to cast lots who shall be sacrificed
to furnish food for the remainder, or else lash the body of a dying com
panion to the rigging, in order to prevent a worse alternative. The
loud piping wind rocks the poor seamen in the dripping shrouds, the
sea-mew skims the welkin and hovers about the wreck, whilst ever and
anon , the voracious shark may be seen prowling about the vessel .
When old or crazy merchant ships become leaky and unfit to receive
dry cargoes, they are sent into the timber trade.” Here they may run
for many years , but their end is almost always such as we have des
cribed . None but the ignorant or necessitous would take charge of such
vessels, for they are even sometimes too bad to be insured ! But why
should such ships be allowed to cross the Atlantic ? It is no doubt diffi
cult to get at the age of old maiden ladies as well as of old ships . Art
may assist to impose the appearance of both , but with regard to ships
of a certain age, none should be permitted to clear for a foreign voyage ,
but those pronounced sea -worthy, no not even for a cargo of timber.
It must, however, be acknowledged that all timber ships are not rotten
or superanouated, nor even all those which have foundered at sea ; many
a good ship has been lost through a want of skill in the crew, or a want
of qualification in the officers. A knowledge of practical seamanship
in a master or mate is indispensible, and at least a moderate amount of
practical navigation is necessary, in order to be a good sea officer in the
merchant service, much experience and attention is required ; the duties
of a master are of no ordinary kind , and cannot even be described in
narrow limits . We will just glance at the principles of stowing a
timber ship
46+ WRECKS AT SEA.

Ist. The cargo should be so disposed , that each separate section should
bear a weight proportional to its buoyancy, so that no part be either
over or under loaded.
2nd. Great care should be taken in placing the lower tiers, least an
undue weight be exerted on some parts, so as to force out a part of the
bottom and cause leaks.
3rd . The stowage should be such as to afford the ship a sufficient
stability for carrying sail . Now this is a point of great importance, and
requires much attention , for a ship laden with timber of a buoyant
nature may be sufficiently stiff so long as she is tight, but would turn
over if she prove leaky , as already alluded to . The timber of greatest
density should be stowed below , and the lightest materials aloft. If
ballast be retained , it should never be of a sandy or soluble kind , liable
to be pumped out of a leaky ship. Chain cables should be stowed in
lockers below , instead of being, as they frequently are , stowed on deck .
The cargo should be thoroughly secured from shifting , and so stowed
as to lie in a solid manner against the ship's side , and thereby prevent
undue strain on the top timbers.
4th . It should ever be borne in mind, that all solids specifically
heavier than water will sink in water, and all solids lighter than an
equal volume of water will swim in it ; and even the heaviest parts of
floating bodies descend deepest , and for these reasons the heaviest things
should be stowed lowest , in order to increase the stability and consequent
safety of timber-laden ships .
Every kind of cargo requires certain precaution in the tonnage , and
for a want of skill in this branch of a seaman's duty many ships shift
or damage their cargoes and become unmanageable, and get on shore or
founder .
The hiring of riggers, lumpers , stivadores, &c . , has tended of late
years to narrow the limits of nautical knowledge. Our masters, mates,
and men in the merchant service have not the opportunity of acquiring
so much skill in their profession as had their grandfathers; the art has
certainly retrograded by reason of docks , steam -tugs, railroads, lodging
houses, lumpers, crimps, & c ., and the time has arrived for some legis
lative interference in order to insure a certain amount of professional
skill in those who may be entrusted with the command of our ships ,
and the passengers and valuable cargoes they carry . Any blockhead,
with much money , whether he be fit or not , may get the command of a
ship , and may run heron shore without being liable in any way to anin
quiry into circumstances. The public are , therefore, never safe; every
bodyinsures, paying a high premium , ( for insurance offices never lose in
the end ), and thus all losses at sea come upon the nation : property
is lost or destroyed , and great numbers of seafaring men are annually
consigned to the deep.
WILLIAM WALKER .
Plymouth , 26th May, 1843.
 465

JEFFERY'S MARINE GLUE .

[ A recent invention, called Marine Glue has been produced by Mr. Jeffery,
of Limehouse, which demands our attention , as from its extraordinary qualities
it is likely to become hereafter of great importance in the various purposes of
ship -building. We have taken the following account of it for our readers, from
the inventor's description .-- Ed .]
MR . Jeffery the inventor of this substance , who was one of the early
producers of copper plates by galvanic action , considered that the manu
facture of copper sheathing for vessels might be improved by that
process . But finding that he could not diminish the cost of production
below that of plates made by the ordinary method , and also that the
waste by oxydation on the one hand , and on the other hand , the mis
chief of foul bottoms when oxydation was checked , formed insuperable
barriers to his success in the application of this process, he desisted from
the attempt. The idea also occurred to him of applying gums insoluble
in water, as a protection for the bottoms of ships ; and by combining
elastic gum with non -elastic, and charging the whole composition with
ingredients destructive both to animal and vegetable life ; that such a
coating would protect the timbers from the contact of the water, and
also prevent any adhesion or accumulation of animal or vegetable
matter, and resist the attack of the Teredo Navalis . Mr. Jeffery
accordingly made a series of experiments, and succeeded in producing a
composition likely to realize all his wishes and expectations. He then
deposited a sealed paper descriptive of his discovery in the Admiralty ,
with a statement as to the probable effect of the composition , and at the
same time several blocks of wood were experimentally sunk in Ports
mouth Harbour, to prove that the marine glue , possessed properties
most useful and important for ship-building, and other purposes.
Every one knows that the timbers which compose a ship are exposed to
constant strain from winds and waves, from the time the ship is launched
until she is broken up . One of the qualities required in a substance
used to join those timbers must be insolubility in water, or it would
be useless ; it must be impervious to water so as to prevent leakage ; it
must be elastic so as to contract and expand according to the strain on
the timber, or the vicissitudes of climate; it should be sufficiently solid
to fill up the joint and give strength ; it should be adhesive so as to
connect the timbers firmly together. These properties Mr. Jeffery has
combined , in an eminent degree, in the marine glue. One of the expe
riments made to test the power of this glue was the following :
Two blocks of African oak, eighteen inches long , by nine inches wide,
and four and a - half inches thick, were joined together longitudinally by
the marine glue, and a bolt of one and a quarter inch in diameter was
passed through each of them from end to end, and a chain attached to it .
On the next day attempts were made to draw the blocks asunder lon
gitudinally , by means of the hydraulic machine in Woolwich Dockyard
applied to the chain in the presence of Sir Francis A. Collier, and the
master shipwrights of the Royal Dockyards at Plymouth , Portsmouth ,
Sheerness, Chatham , and Woolwich . A strain , to the extent of nineteen
tons, broke one of the bolts, but the junction of the wood by the glue
remained perfect. Two bolts, of one and a half inch in dianieter, were
ENLARGED SERIES.-- NO. 7.- VOL . FOR 1843 . 30
466 JEFFERY'S MARINE GLUE.

inserted on the following day into the same block , and the strain was
again applied , until it reached twenty-one tons , when one of the bolts
was broken ; the junction of the wood still remaining perfect, and ap
parently not affected .
Two blocks of African oak , of similar dimensions, were glued together ,
with bolts at the opposite ends, so that the strain might be applied at
right angles, to the junction made with the glue . With thestrain of five
tons one of the blocks split asunder at a short space from the point, but
the joint remained perfect.
The result of these last experiments was deemed more extraordinary
by those assembled , inasmuch as African oak is a very difficult wood to
unite.
Numerous experiments have been made to ascertain the best propor
tions of the mixture constituting the marine glue for various sorts of
wood ; and in one case , where it was applied to elm , it resisted a strain
equal to 368 lbs. on the square inch . This trial was made whilst the
block was in a wet state , which state is considered most favourable for
the effect of the glue.
Several large pieces of timber glued together were precipitated from
the top of the shears in the Dockyard at Woolwich , a height of about
70 feet above the ground , on to the granite pavement below , in order to
test the effect of the concussion . The wood was shattered and split, but
the glue yielded only in one case, in which the joint was badly made ,
and after the third fall. This falling from a height on to a hard sub
stance, is a very severe test of the strength of a joint. The explosion
i
of a shell has greater power in rending wood , but does not produce so
great an amount of vibration .
From the elastic nature of the marine glue, it contracts when the
timbers to which it is applied are swollen by water, and expands when
the timbers shrink from heat, or any other cause.
A block of wood with a rend in it was taken, and the rend filled with
the glue. It was then immersed for a month in a mast-pond at
Chatham , at a temperature ranging between 30 ° and 40 ° Fahrenheit.
On taking it out of the pond , the glue from the pressure of the wood
was slightly squeezed out, so as to present a raised surface above the
rend , but after this block had been a month in the Chatham hoop -house,
at a temperature from 70° to 80 ° Fahrenheit, it assumed a concave figure
on the surface of the rend . This block experiment is still going on , and
it is intended to place the block in the hoop -house and mast- pond alter
nately for the space of a year, in order to ascertain whether the result
will be equally successful. But in preparing the glue , its elasticity
may be increased or diminished , as circumstances may require.
This quality renders the glue most valuable as a remedy to be ap
plied to the rends and fissures of timber ; and in fact it renders defects
of that nature of little consequence—a result, of which the practical
shipwright will perceive the immense importance. It is also available
with peculiar advantage for the seams of vessels, in lieu of pitch : seams
which were payed with it about a year since, and were exposed to the
heat of last summer, appear but little changed, and are quite free from
leakage , although they were executed under very unfavourable circum
stances, For the deck seams it will be found peculiarly suited ; and
 JEFFERY'S MARINE GLUE. 467

where it is used the crew will never have reason to complain of the glue
sticking to their feet. The surface of the seams after heavy rains, or
from a damp atmosphere, will become slightly convex, and under a
warm temperature will become slightly concave; but it will not liquefy
by solar heat, and it will , under all circumstances, adhere with its
original tenacity. All practical seamen will perceive the vast import .
ance, in point of economy, comfort, and security from leakage, which
these qualities ensure, especially in hot climates.
Another important experiment has been made with the glue in refer
ence to its being a substitute for copper sheathing. This composition
was applied without poison , to four surfaces of some nearly cubical
blocks of wood , and on the other two surfaces it was applied in combi
nation with poison, equally destructive to animal as to vegetable life.
After the lapse of twenty - three months these blocks were taken up, and
were found to present the following appearances :-small shell-fish were
adhering to the four unpoisoned sides, whilst the two sides charged with
the poison were perfectly clean . The whole of the composition was
slightly changed in colour, but was not deteriorated or affected in re
spect of its useful qualities.
Another most important use of the marine glue, is evidently in its
! application to the construction of masts. Its power of adhesion and
elasticity admirably fit it for the purpose of joining the spars of which
masts are composed . A great reduction of expense is likely to follow
its adoption for this purpose , as shorter and smaller timbers may be ren
dered available, and most , if not all , of the internal fastenings may be
dispensed with.
The following account of some experiments on this point are from
daily journals. The masts alluded to have been glued with such pro
portions of elasticity given to the glue, which deflect in about the same
ratio as the wood itself, or as if the wood were in one solid piece .
“ Experiments were carried on , January 4th and 5th , at Chatham ,
in the presence of Capt. W. H Sbirreff, Superintendent, and Mr. John
Fincham , master shipwright, at the Dockyard , with the marine glue,
invented by Mr. Jeffery. The experiments which were carried on last
year at Woolwich, with the view of improving its immense adhesive
power, and that it would be more difficult to separate the joinings made
with it than it would be to tear the solid wood in pieces by shots from
the large guns of the Ordnance, and the result of the trials so convinced
the master shipwrights then assembled to consider improvements which
might be brought forward for the benefit of the Royal Navy , that they
recommended its adoption , and its application to naval purposes was
approved of by the Lords Commissioners of the Admiralty. The main
masts of the following vessels have been joined with it, under the
instructions of Mr. Jeffery : —The main -mast of the Eagle, 50 - gun ship,
was first fitted with it , and it now stands exposed to all the changes of
our variable atmosphere : the main -mast of the Trafalgar, 120 -gun ship,
built at Woolwich, has been joined with marine glue, and appears to
be finished in a most substantial manner ; and some idea may be formed
of the number of joinings, when it is stated , the dimensions of the mast
is 125 feet in length , with a diameter of 40 inches. The main- mast of
the Curacoa, formerly a 32 - gun -ship, but at present being reduced to
468 JEFFERY'S MARINE GLUE .

24-gun vessel , is in progress of being joined with the composition. The

whole of the practical workmen speak highly of its merits, and bave
expressed an opinion that its general use will save a great amount of
labour in placing internal fastenings, which may now be nearly dispen
sed with . Mr. Jeffery had an officer from Pembroke Dockyard under
his instruction , who returned home with a quantity of the composition
to be used in laying the decks of the Victoria and Albert steam -vessel,
for the especial use of her Majesty and his Royal Highness Prince
Albert.
" The experiments formerly made and tested , were undertaken at a
period when a high degree of summer temperature existed , and it was
imagined by some that it would be difficult to use it in winter so as to
have equal adhesive and strengthening powers . In order to satisfy
himself on this point, the inventor had several pieces joined together
during the present cold weather, and the following is the result of the
trials of their qualities :
Eight pieces of wood 12 feet long , and 6 inches in diameter at one
end and 5 inches in the other, were each cut lengthways into four
pieces, and joined together with the marine glue, two of the pieces with
a new sample of the composition ,and the others in the usual manner,
only varying the proportions of shell lac of , and These pieces of
wood were alternately attached by strong bolts to the floor of the
mould loft; and an iron collar and chain having been placed in the
centre, the following weights were placed on a balance to shew the
deflection or strain .-No . 1, with the new sample, with a strain of 25
cwt . , bent 3 inches exactly , and on the withdrawal of the power,
returned to its former position with the greatest elasticity . No. 2, with
a strain of 27 cwt ., only yielded 24 inches . No. 3 , with a strain of
27 cwt., bent 2 inches. No. 4 , with a strain of 27 cwt . , yielded 3 !
inches, having been joined by the new sample . No. 5, with a strain
of 27 cwt ., showed a deflection of 24 inches . No. 6, with a strain of
27 cwt . , only yielded 2 inches. No. 7, with a strain of 27 cwt., bent
17 inches ; with 291 cwt . , 2 inches ; with 311 cwt., 24 inches. It
was then attempted to break this model mast, and additional weights
were put on , until it amounted to 45 cwt ., when the strain made it
yield 34 inches, and fractured the upper part of the wood , but did not
separate the joinings or thoroughly break the wood , and afforded those
present an opportunity of satisfying themselves that the joined pieces
were far stronger in every respect than solid wood of the same dimen
sions. No. 8 , was tested in a similar manner, and with a strain of 45
cwt. , yielded 34 inches , and at one end the joining opened a little in
one direction , which will afford the inventor an opportunity of judging
of the best degree of mixture of the various substances of which it is
composed . The experiments were carried on at a temperature of 40
degrees, and that was the height of the thermometer in the mould -loft
at the time they were completed , 4 o'clock P.m , on the 5th , it being
only 8 degrees above freezing point . The value of the materials and
invention has now been completely established, and its importance to
Her Majesty's Navy will be very great, as it has hitherto been found
very difficult to obtain trees of sufficient length and diameter , about 22
or 23 inches, for main - top- masts for first rates ; but they may now be
 THE BUOY OF THE HEAPS . 469

made from any number of pieces, and from the nature of the marine
glue, they will never be subject to the dry rot .
“ Another experiment was made by joining two pieces of wood 9
inches squareby 20 inches long, and placed in such a position that 21
cwt . of iron , forming a pile 6 feet high , about seven inches broad , and
20 inches long , and it bore the whole weight without yielding at the
time . — On the second day the wood gave way under the immense pres
sure , shewing the cement was more powerful and secure than the solid
timbers .” We shall in a future number enter into further details of the
value to the navy of this important discovery .
The extraordinary utility of the marine glue will not be fully appre
ciated , until vessels, in the construction of which it has been applied
throughout from the kelson to the main - top, shall have been exposed
to disasters in which ordinary vessels would go to pieces, or founder
from leakage . In many such cases the superiority of the marine glue
will hereafter be manifested , in the preservation of vessels, together with
the property and lives of the persons on board .
No attempt is here made to enumerate the various constructions, such
as dock gates, piers, aqueducts, floating bridges , & c . , &c . , to which the
marine glue may be applied with advantage; the present design being
simply to point out some of its principal qualities as shown by expe
riment.
March 25th , 1843 .

THE BUOY OF THE HEAPS .

Sir.- I am the “ Buoy of the Heaps," at your service. You will, per
haps, pardon my want of a better introduction than I give myself ; for,
although I am known very well to the masters of the great first naval
school , who are continually passing my locality , I cannot well impose
upon them the task of presenting me personally and formally to your
attention and notice , and from my guardiaus I may not presume to ask
so great a favor.
I am but a poor orphan, sir, as you may have heard - no father, no
mother ; and you will admit that I should do ill were I to leave my
situation to visit Tower Hill , on any mission of my own ; besides, sir,
to do my patrons justice, they do take care of me, so that I am in no
dread of becoming chargeable to the parish , or of being adrift, either in
summer or winter. In fact, one of my guardians promised something for
me as I am informed by a mariner who heard him say , that “ that ere
buoy shouldn't want for nuffin as long as he votches ;" and so I do watch,
and see, and hear a good deal more than some folks give me credit for.
But , with your good leave , sir, I'll come to the business I wish to
interest you in . Some time ago you were kind enough to listen to two
ladies, acquaintances of mine ; they are twin sisters,and addressed you
under their real signatures— " The Reculvers . ” They had matter to nar
rate about my good friends, the Elder Brethren of the Trinity of Deptford
on Strond . I shall have no occasion to repeat any part of their story,
which was quite of a Platonic nature ; albeit, my letter also relates to
the doings of the “ undivided ."
They are my proper guardians; but men will die,and I think I may
470 THE BUOY OF THE HEAPS .

be excused , if, while watching for other people, I look out for myself.
Men , as I say, sir, will die ; and I have lived to see an event which I
always believed never could happen — the resignation of an Elder Brother .
It is now proved that an Elder Brother can resign . This is a very
serious matter to me, and to others of my order, who, “ willi nilli,"
must remain bobbing about at our stations without as much as an attor
ney to look after our interests, when new guardians are appointed,
which we conceive to be very cruel, and the more so, because we see
country gentlemen , ropemakers, and some who should by rights wear
leather breeches, striving who shall be first to be sworn in. Never
theless, there are those who, I am bold enough to say , owe more to me
and my fellow buoys than to pilots or any body else. Those persons
always appear pleased to see us ; and I think that they , and their con
nexions on shore, are called upon to attend such affairs as may affect
us , and to speak out if everything is not managed fairly and for the
best.
Look you , sir, I wish my friends to understand, in the first place ,
that by the Trinity rules for electing Elder Brethren, lieutenants
in the navy are virtually excluded, through which the Board is obliged
to shut out from itself, perhaps, some of the highest talent that orna
ments the naval profession.
In the second place , it should be remarked , that the rule relating to
the avocations of candidates to be elected Elder Brethren should be
strictly conformed to. It will never do to have Trinity masters liable
to be called to other duties. It would be a fine thing for me to pretend
that I could do my own business, that of my checkered brother of the
Brake, and that of half- a -dozen other buoys into the bargain .
I know very well that the business of the Trinity Board cannot be
done as it should be, when the services of the members are divided be.
tween several establishments . The office is not only an onerous, but
an honourable one ; and while it is injurious to have the Trinity
functionaries boxing about, backing and filling, getting a cast here and
a cast there ; now running to see what is doing in Iudia, then to the
Bank ; next to look after the peltry from Hudson's Bay, and then again
to manage insurances, and to do or inquire about twenty other things
besides ,-the dignity and honour of the corporation are sacrificed,
The world may think the Trinity Corporation does not pay its direct
ors, and that they are obliged to look elsewhere to make up an income
large enough to be taxed ; but there is not a buoy about the coast that
is not better informed than to believe that. What ! do we buoys lie in
a “ half nothing ? ” Can we neither see nor hear , nor remember ? “ Oh !
what a pity we're buoys as votches ! ”
I would it were observed , that there is no rule laid down with respect
to the age of candidates. The Board is competent to propose one ; it
should do so, and adhere to it.—Too young a seaman should not be ac
cepted , nor one too old .
Some five -and -twenty years past a commander of great respectability
and unexceptionable acquirements, an East India commander , who
fought a French frigate very gallantly, paid his fee as a younger
brother, and tendered himself for election as an elder ; but his age , ( he
was under fifty ,) was held to be quite a disqualification, while a crop of
 CAPT . ROSS ON DEEP SOUNDING . 471

grey hairs was completely overlooked on the poll of the unsuccessful

candidate, who happened to be several years his senior.
It may be justifiable to allow a man to enjoy something like a sine
cure after fifteen or twenty years of close application ; but not every
man is active after sixty -five, and therefore an elder should not be too
elderly ; he should not be more than fifty at his election .
The corporation has altered its rules, let them be amended again , by
addition and otherwise, for there is ample room for it. Let the elders
exercise this privilege , and with regard to age , they may refer to the
case of the deputy-master ; he went to sea in 1791 , underwent his pro
bationary service, and was appointed commander of a ship in the East
India Company's employ, which post he held five years and retired .
He was elected an Elder Brother in 1823, so allowing him to have been
of the usual age ( fourteen ) when he was shaved in latitude nothing,
and used to caulk o' nights under the lee of a hen - coop , he was fory
six when admitted a member of the corporation ; a period at which a
seaman may reasonably be expected to have attained a thorough know
ledge of his profession ; a period at which most mariners begin to be
sensible that it is time they should lay it aside .
Then , Sir, a more satisfactory order should be established than that
which enjoins the proposer of a new member to be prepared to do
what ? why to assert that, as far as he is acquainted with the man he
proposes, he believes him to be a very clever fellow , and a most qualified
man to attend to us buoys, and the families of the lights and the bea
cons . See, Sir, there are several sailors who are looking out for the
berth now vacant. Some of them wear the Queen's uniform , but not one
of the whole batch would like to pay me a visit in a dark night.
Will you be so good as to let me know who passes his word for the
ability of the new man ? I can read and write , as you have evidence ;
and if you will let me know , I'll tell you why that Elder Brother did
not volunteer to pilot Her Majesty round to Scotland, and will not put
himself in the way of obtaining the honour of showing her , on her pas
sage to Ireland , some of the truest, though veriestwooden- headed buoys
that float swimmingly in her seas, under the sunshine of her favor .
Mr. Docking Dowsing, will perhaps trouble you next ; and I am to
ask your indulgence for him , as I do for myself.
Yours, ever- nodding, always watching,
BUOY OF THE HEAPS .
To the Editor, 8c.

Account of an attempt at Soundings, in Lat 68° 34 ' S. , and Long. 12 °

49' W. , made in the boats of H.M. Ships Erebus and Terror ,
on the 3rd March , 1843 .

The wind continued light from the southward until 11 A.M. When
it fell quite calm , I seized the opportunity of ascertaining the tempera
ture of the ocean at 750, 600, 300, and 150 fathoms, and in the after .
noon , the sea having become perfectly smooth , and the calm still pre
 472 ON HEALTH IN TROPICAL CLIMATES.

vailing, our boats were lowered down, and the experiment of deep
sounding attempted . I regret that, owing to our having always found
soundings in less than 2000 fathoms in other parts of the Antarctic sea ,
I had not prepared more than 4000 fathoms of line for this occa
sion .
The whole ran off the reel without striking ground . The experi
ment was most satisfactory and perfect, under the management of Com
mander Bird in the sounding-boat.
The experiment was conducted in the manner I have already
described , and the time of each hundred fathoms passing out was ob
served by me, and recorded by Capt. Crozier . A copy of the original
paper is annexed . The weight employed was 340 lbs.
The first 250 fathoms of line was 12 yarns, the rest ( 3750 fathoms) of
9 yarns, and the whole was prepared in equal proportion by the crews
of the Erebus and Terror.
The current was found to be setting to the southward at the rate of
0 : 3 per hour , which almost inappreciable quantity may be fairly
ascribed to the influence of the light north -easterly wind that had
sprung up.
Deep Sounding, 3rd March, 1843.

Fms. Mark . h. m. s. m. s. Fms. Mark . h. m. S. m. S.

Let go 11 21 32 2100 Green 11 59 11 2 25
100 Green 22 11 0 39 2200 Black 0 1 38 2 27
200 Black 23 1 050 2300 Flannel 4 16 2 38
300 Flannel 24 9 1 8 2400 Canvas 6 56 2 48
400 Canvas 25 23 1 14 2500 Cheque 9 58 3 2
500 Cheque 26 50 1 27 2600 Duck 13 28 3 20
600 Duck 28 22 1 32 2700 Red 16 58 3 30
700 Red 29 59 1 37 2800 Grey 20 48 3 50
800 Grey 31 38 1 39 2900 Blue 24 58 4 10
900 Blue 33 21 1 43 3000 Red Ribbon 295 4 7
1000 Red Ribbon 35 11 1 50 3100 Green 33 20 4 15
1100 Green 37 8 1 57 3200 Black 37 44 4 24
1200 Black 38 57 1 49 3300 Flannel 42 11 4 27
1300 Flannel 41 2 3 3400 Canvas 46 31 4 21
1400 Canvas 43 7 2 7 3500 Cheque 50 50 4 19
1500 Cheque 45 15 2 8 3600 Duck 55 16 4 26
1600 Duck 47 27 2 12 3700 Red 59 50 4 34
1700 Red 49 45 2 18 3800 Grey 1 4 22 4 32
1800 Grey 52 3 2 18 3900 Blue 8 52 4 30
1900 Blue 54 23 2 20 4000 Red Ribbon 13 21 4 29
2000 Red Ribbon 56 46 2 23

J. Ross , Captain .

SALUTARY REFLECTIONS FOR RESIDENTS IN TROPICAL CLIMATES .

Letter of Captain Murray, R.N. to Doctor A. Combe.
CAPT . M. is of opinion , that most of the bad effects of the climate of
the West Indies might be avoided by care and attention to clothing.
The measures which he adopted , and their effects, are delailed in the
following letter.
 ON HEALTH IN TROPICAL CLIMATES. 473

My dear Sir.-I attribute the good health enjoyed by the crew of

His Majesty's ship Valorous when on the West India station, during
the period I had the honour of commanding her, to the following causes,
-keeping the ship perfectly dry and clean ,-habituating the men to
wearing flannel next the skin ,—the precaution I adopted of giving
each man a proportion of his allowance of cocoa before he left the ship
in a morning, either for the purpose of watering or any other duty ,
and to the cheerfulness of the crew, The Valorous sailed from
Plymouth , December 24th, 1823 , having just returned from the coast
of Labrador and Newfoundland, where she had been stationed two
years ; the crew, including officers, amounted to 150 men. I had
ordered the purser to draw two pairs of flannel drawers and two shirts
extra for each man , as soon as I knew that our destination was the
West Indies. On our sailing , I issued two of each to every man and
boy in the ship, making the officers of each division responsible for the
men wearing these flannels during the day and night ; and at the
regular morning nine o'clock muster, I inspected the crew personally,
for you can hardly conceive the difficulty I have had in forcing some
of the men to use flannel at first, though I never knew one who did
not, from choice, adhere to it, when once fairly adopted . The only
precaution after this was to see that, in bad weather, the watch, when
relieved , did not turn in, in their wet clothes, which the young hands
were apt to do, if not looked after. Their flannels where changed
every Sunday.
Whenever fresh beef and vegetables could be obtained at the contract
price, they were always issued in preference to salt provisions. Lime
juice was issued whenever the men had been fourteen days on ship’s
provisions ; and the crew took all their meals on the main deck , except
in very bad weather . The quarter and main decks were scrubbed with
sand and water , and wet holy stones , every morning at daylight . The
lower deck , cockpit, and store -rooms, were scrubbed every day after
breakfast, with dry holy stones and hot sand , until quite clean ,—the
sand being carefully swept up and thrown overboard . The pump -well
was also swabbed out dry, and then scrubbed .
Here, and in every part of the ship which was liable to damp,
Brodie stoves were constantly used until every appearance of humidity
vanished . The lower deck and cockpit were washed once every week
in dry weather; but Brodie stoves were constantly kept burning in
them , until they were dry again . The hammocks were piped up and
in the nettings from seven A.M. until dusk, when the men of each watch
took them down alternately ; by which means only one half of the
hạmmocks being down at a time, the 'tween decks were not so much
crowded , and the watch relieved , was sure of turning into a dry bed on
going below . The bedding was aired at least once a week. The men
were not permitted to go on shore in the heat of the sun, or where there
was a probability of their getting spirituous liquors; but all hands were
indulged with a run on shore, when out of the reach of temptation . I
was employed on the coast of Caraccas, the West India ends, and Gulf
of Mexico ; and in service, I visited Trinidad , Margarita , Cocha,
Cumana, Nueva , Barcelona, Laguaira, Porto Cabello, and Maracaibo ;
all the West India Islands, from Tobago to Cuba, both inclusive ; as
ENLARGED SERIES . - NO . 7. -VOL FOR 1843 . 3 P
474 NAVAL CHRONICLE .

also Curacoa and Aruba , and several of these places repeatedly ; also
Vera Cruz and Tampico, in the Gulf ofMexico, which must have given
a trial to the constitution of my men , after being two years among the
icebergs of Labrador, without an intervening summer. Yet I arrived
in England, June 24, without having buried a single man or officer, or
indeed having a sick man on the list ! I am satisfied that a dry ship
may be expected to be a healthy one in any climate. When in com
mand of the Recruit, of 18 guns, in the year 1809, I was sent to Vera
Cruz, where I found 46 , the - 42 , 18 , and gun brig ;
we were joined by - 36 , and - 18. During the period we remained
at anchor, ( from 8 to 10 weeks) the three frigates lost from 30 to 50
men each ; the brigs 16 to 18 ; the most of her crew, with two dif
ferent commanders ! Yet the Recruit, although moored in the middle
of the squadron , and constant intercourse held with the other ships, did
not lose a man and had none sick . As some of these ships had been as
long in the West Indies as the Recruit, we cannot attribute her singu
Jarly healthful state to seasonings ; nor can I to superior cleanliness,
because even the breeches of the carronades were polished bright in both
and which was not the case in the Recruit . Perhaps her
healthy state may be attributed to the cheerfulness of the men ; to my
never allowing them to go on shore in the morning on an empty stomach ;
to the use of dry sand and holy stones for the ship ; to never working
them in the sun . Cheerfulness contributes more to keeping a ship's
company healthy , than any precaution that can be adopted ; and with
this attainment combined with the precautions I have mentioned, I
should sail for the West Indies with as little anxiety as for any other
station .
Assynt, April 22nd, 1827.

THE BOTTLE PAPERS.

SIR – Your patient perseverance in collecting and recording the " Bottle
Papers,” has awakened attention to a subject that, will ultimately tend
to advance the progress of practical navigation.
By these papers , recording the latitude and longitude of ships at sea,
being sealed up water - tight in bottles and thrown overboard , to be
wafted by the winds, waves, and currents of the ocean till picked up ,
either at sea, or upon the coasts, where they may arrive “ safe and
sound," we obtain their points of departure and places of arrival.
Now, it is the winds that raise the waves at sea, and the winds and
waves together give rise to surface currents . The trade winds produce
the great equatorial currents, and the monsoons are the cause of those
periodical currents that are found to accompany the changing monsoons ;
and when a sufficient number of “ Bottle Papers” shall have been picked
op and recorded in a collective form , they will enable us to trace out
the mean curved directions they may have taken, along with the surface
currents of the ocean , influenced , as they necessarily must be, by the
earth's rotatation on its axis . Commander Becher's “ Bottle Chart, "
 NAVAL CHRONICLE 475

is a work begun on sound principles, and when complete , will be per

manently useful to navigators .
It was with some pain that I perused in a recent number of the
Nautical Magazine, a letter by Sir John Ross, on the “ Bottle Chart, "
in which he pronounced the chart a “ bottle fallacy ,” likely to lead
navigators into error. The labours and discoveries of Sir John are
before the public ; his contributions to magnetical and meteorological
science, and his geographical discoveries in the Polar Seas entitle him
to our respect ! but I may be permitted to differ in opinion with bim
on the merits of the “ Bottle Chart," and the conclusion he draws, even
from his own observations and experience.
The bottles thrown overboard by Captain Ross were observed to drift
in the direction of the wind , and more rapidly than the other machines
he set adrift loaded with lead and less exposed to the wind . Had he
thrown overboard an inflated bladder, the bladder would have outstripped
the bottle in its leeward course . These experiments prove nothing : the
results were precisely what might have been expected .
But, an interesting circumstance is mentioned in the letter to which
I refer. Captain Ross tells us, that in the year 1793 , and in the month
of November, H.M.S. “ Defence ” being in chace of a French fleet, carried
away her top -masts somewhere near the 49th degree of north lati
tude, and 20th degree of west longitude; that in the year 1815 , being
in command of H.M.S. “ Actæon , ” and cruising in the above latitude and
longitude, he picked up a top-mast, with part of the top-mast rigging
upon it , which , “ by hanging down about four fathoms effectually kept
the after part of the mast above water, on which the name · Defence
was perfectly legible ; " and hence he inferred , that the mast must have
remained stationary for a period of more than twenty- one years. Now,
it is worthy of remark , that in the Royal Dockyards generally, the
names of H.M. ships are usually cut in the heels of the top -masts ; and
when top -masts are carried away by a press of sail at sea , that they
generally go about or above the cap, on the head of the lower mast,
the heel part remaining on the fid till it is sent down on deck by a
rope rove for the purpose. The upper broken part, when cleared of the
rigging , may go overboard ; but surely a ship in chace of a flying
enemy would try to save the top -mast rigging for the spare mast !
Therefore putting all these circumstances together, I am slow to
believe that the top -mast picked up by the “ Actæon ” in 1815 , was lost
by the “Defence” in 1793 ! We are not told that it had a broad arrow on
it, as well as the word “ Defence." We are not informed that the rig
ging remaining on the mast had the rogue's yarn in it, nor have its
dimensions been recorded . Had these circumstances substantiated the
identity of the mast , or even had a “ bottle ” been found containing a
paper under the hand and seal of the Captain of the top, and attached
to the remains of the rigging recording the circumstances of losing the
mast in the year 1793 , still I would be slow to believe that this spar
would have remained stationary 214 years ! The little I know about
currents generally, induces me to believe that such a top- mast, with its
rigging attached, (if it could remain so long as 214 years as a floating
body in the sea) , would have made several trips to the West Indies and
back into the North Atlautic.
476 NAVAL CHRONICLE .

When naval men put their pens to paper and appear in print, it is
generally with a view to improve their profession , and as such , their
production is received by their brethren ; when doubts arise about old
opinions, or when facts present themselves in a new form , the sooner
they are discussed and established the better ! Let, therefore, the bottle
experiments go on , for if they only shew the general direction of the
wind, we should gain something. Let the author of the “ Bottle Chart "
continue to prick off the track of new arrivals, to obtain a sufficient
number of cases for the purpose of finally shewing the curve, which in
all probability each bottle took between the point where it was thrown
overboard , to the place where it was picked up, and we may then rea
son upon the possibility of these curvilinear voyages being made without
the aid of oceanic currents.
WILLIAM WALKER, Master R.N.
To the Editor, &c.

We do not anticipate that the bottle experiments will cease in consequence of

Sir John Ross's letter. Many are, no doubt, floating on their course towards
that destination in which we shall hereafter record them . The various objec
tions he has advanced against these experiments we shall fairly consider in a
future number, bearing in mind the difference in bulk between a ship and a
bottle; and, consequently, the relative effects of wind and current on each .
One of the proofs of their fallacy , advanced in it has been specially adverted
10 by our correspondent, Mr. Walker, who requires the fact of the Defences
top-mast being lost to be established, before he can receive it as proof. With
a view of helping him to this sine qua non , we referred to the ship’s log, a copy
of which we annex, but in which it does not appear that a top-mast was lost,
although “ both went over the side ;" while, at the same time, “ a main -top
gallant-mast, yard, and sail" appear entered as lost. It is well known to naval
men , that an entry is always made in the ship's log of stores lost overboard, 1
therefore, the entry of a top -gallant-mast, yard, and sail being lost, and the 1
the absence of any entry concerning the loss of the top -masts on this occasion ,
will serve only to increase the doubts of our correspondent, as to their really
being lost. Again, had they been lost, they would, most probably, have taken
the top -gallant-masts with them ; and the fact of not more than twelve hours
and twenty minutes intervening before another fore -top -mast was got up, and
another hour and forty minutes before the main -top -mast was got up, looks as
if the rigging was saved for the new top -masts, which, if it were, the broken
spars, would be also. With this kind of negative proof we shall leave it for the
the present. The log appears in the old style of reckoning, from noon to noon,
long since abolished in the navy, but preserved by our merchantmen for the
confusion of dates, and those who have anything to do with them . We trust
the Shipwreck Committee will do away with this absurd remnant of antiquity.
-ED
Date, Wds. / Course, Dist. Lat. in . Long . in . Beargs, & dist.
at noon .
Nov. 1793 East Usbnt. S.83 ° E.
Mond . 18th dist. 83 lgs.
Scilly N. 28° E.
S.E. S. 23 ° W. 19 ms. 48 ° 44' N. 7 ° 39' W. dist. 27 lgs.
Lizard N. 5° E.
Calm dist . 40 lgs.
P.M.,Moderate breezes and cloudy ; *** at 6 h . little wind and cloudy ; admiral and
fleet in company ; at 8h , light airs and cloudy ; at 12h , moderate and cloudy ; admiral
 NAVAL CHRONICLE . 477

SW.H.S.3 miles ; at 8h . fresh breezes and fair wr.; at half-past 8 A.m. saw several
strange ships in the S.E , quarter ; the admiral made the signal to reconnoitre them ;
at ]0h. tacked per signal ; the admiral made the signal for an enemy in sight ; cleared
the ship for action ; 13 sail in sight in the S.E. , the nearest of them distant about 6
miles ; the admiral made the signal to engage the enemy , as arriving up with thenı ;
at twenty minutes past 10 , when in chace of the enemy, the fore -top -mast went
over the side, and carried away the main top- mast with it, being under courses double
reefed top -sails, top - gallant-sails, jib, main and fore- top -mast stay -sails, most of
the fleet carrying nearly the same sail ; at noon , employed clearing the wreck, the
Heet still in chace, and coming up with the enemy ; fresh breezes and cloudy.
Tuesday 19th , S.S.E.
E.S.E.
P.M., at half past 12 , fresh breezes and squally, with rain ; saw one of our head
most frigates firing at the enemy ; at 1 h. the admiral made our signal to proceed to
the nearest port ; at 2h . wore ship , employed clearing the wreck; at 4h. fresh
breezes and cloudy, the fleet still chasing to windward ; at half-past 4 heard several
guns fired ; lost overboard the main -top -gallant-mast, yard, and sail ; at 8h . set the
courses, employed getting up the fore top mast ; at loh. got up the fore top mast ;
at 12 got up the main top mast .

TROPICAL COSTUME OF MEN-OF - WAR SEAMEN .

Sir .—Everything which relates to the preservation of health among

seamen , must be worthy of attention. In the proposal I have the
honour to submit, there is nothing new , or which has not long since
been practised in the merchant service ; but as it has not been so in the
navy , I think I shall be performing a duty in particularly adverting to
it here , and respectfully urging the propriety of its adoption in the
Queen's service.
It has become an established fact, that flannel worn next to the body
of a person in tropical climates assists in the preservation of health.
The seamen employed in the mercantile marine have found this out,
and of their own accord , wear dark blue flannel shirts, the stuff of which
they are made being called serge. The effect produced from their use ,
is the absorption of moisture exuded from the body, and the prevention
of colds,* and probably fevers, which , if the men wore linen frocks,
would be likely to ensue from the sudden checking of the perspiration
when the sea-breeze or land-wind begins to blow.
It has been the custom, in vessels of war, for the men to be dressed in
linen frocks and trousers, which, unless flannel be worn next to the
body, is detrimental to health . A woollen garment in contact with the
skin preserves a due temperature, and prevents those sudden chills which
happen when a single shirt or frock made of flax is worn .
As neatness of dress is a point properly attended to in our vessels of
war, particularly in those employed within the tropics, a stuff might be
manufactured for the especial purpose, say, with alternate broad blue
and white stripes, which being made into shirts and worn by a whole
ship's company , would have a very neat, and even tasty appearance ,
at the same time accomplishing the desired end .
The manufacturers would soon be at work, when informed that such
a stuff would be in great and regular demand .
Particularly when exposed to showers of rain .
 478 NAVAL CHRONICLE .
4
An objection may be made to the white stripe , as undyed flannel is
apt to assume a yellowish tint after repeated washing ; a very light- blue
stripe might be substituted for the white one, and the alternate one be
of a dark indigo colour , these can be permanently fixed ; but some
other tint may be found agreeable, but the blue of one must remain , or
Jack would not relish it .
Another objection may be raised . It would be necessary to change
these frocks or shirts twice, at least , every week ; and they should
not be washed in sea-water.
Where is Sir James Stirling's apparatus for converting salt- water
into fresh ? *
I must leave these objections, ( if they should turn out to be such ,) to
be settled by others. One thing, however , (and I think I should be
backed by the doctors,) I am pretty certain of, the health of our seamen ,
generally, would be protected, by the use of flannel worn next to the
body. If a waistcoat were under the duck frock, it would require also to
be washed in fresh water, for reasons too obvious to require mentioning.
The objection to the Guernsey frock is, that it fits too tightly , incom
modes free action , and is apt to run into “ Jacob's - ladders . ” The
flannel shirts of our merchant tars are of dark blue shades, and from
some cause soon become “ dingy .' The Americans wear red flannel,
and the Spaniards brown .
I would , sir, also beg leave to say a word or two on the dress of the
Marines whilst in à tropical climate. It seems obvious, that the broad
cloth cotee which is supplied to the “ Jollies , ” when buttoned up close
to their throat, is altogether too warm and oppressive, and the common
undress flannel jacket not very becoming. In a frigate, I served in, the
captain of her perceiving these objections, directed cotees to be made,
by the ship's tailor, of a white duck , and tastily braided with blue
worsted , which being of one pattern , had a very neat appearance.
A white peaked cap was also made, with a front similar to that on
the caps worn by soldiers and others, and ornamented with blue twisted
or plaited bauds and tassels, and a narrow strip of fur round the base
of the cap ; all which contributed to the comfort, and flattered the laud
able pride of the individual wearers.
An Aid to Salus .
To the Editor, fc.
P.S. It is the custom of our sailors to paint their water-proof hats
black ; in a cold climate this would be of no consequence, but under a
vertical sun it is highly improper : the colour should be white, and to
prevent the paint from turning yellowish , it should be mixed with
boiled linseed oil . Strange as they would appear, all our ships within
the tropics, should be painted entirely white outside !
* I recollect reading a promising letter (I believe in the pages of theNautical)
on the subject of converting sea-water into fresh , signed by Captain Middleton . Í
car but express a hope that he has not hoisted the Egyptian "dark lantern ” at his
peak (see the Spectator ), or that he has become a disciple of Rosicrusius who founded
the sect that pretended to new discoveries, which it resolved never to communicate
to the rest of mankind ,
[It is quite true the account of this invention appeared in the Nautical, but the
principal inventor, a well informed and highly talented seaman , whose memory we
we revere , is dead . Sir James Stirling can , perhaps, tell the rest.- Ed . ]
 NAUTICAL NOTICES. 479

VOYAGES FROM THE UNITED STATES TO ENGLAND .

Average duration of voyages performed from the chief ports of the
United States of America to England , in 1841 , compiled from the Cus
tom House return and shipping lists.

Ports in United Averg

Pass . No. of Short-
est
Long
est
States. To Ports in England ,
Days, Voy . Pass. Pass.

New Orleans 13 74 28 60 Liverpool & London .

Mobile 45 21 28 61 Liverpool
Charleston 31 27 22 53 Do.
New York 23 44 15 35 Do.
Do. 29 12 22 45 London
Philedelphia 28 6 21 42 Liverpool
Savana 31 14 21 41 Do.

W. S. BROWN , Registrar.
General Register Office of Merchant Seamen ,
9th March, 1842.
Steam - Vessels are not included , but the Sailing Packets, called
Liners, are included in the number of voyages, as these ships carry
cargo as well as passengers.

NAUTICAL Notices.

Promontore Light, Adriatic. – Vice Adıniral Sir Edward Owen , has reported
to the Lords Commissioners of the Admiralty , the establishment of a temporary
light on the Porer rock, offCape Promontore, in the Gulf of Venice. It appears
that Lieut. Lunn commanding the Locust steam - vessel, to whom we areindebted
forthe annexed sketch of it, forwarded through the admiral,on proceeding from
Ragusa to Venice, having arrived off Cape Promontore, (the southern point of
Istria), at 8 P.m. on the 13th of May, perceived a light, which appeared to be
a light-vessel close to the land, ashe could distinctly see a mast with a light on
it : the weather was very clear, with a goodmoonlight, the lightdid not appear
particularly bright, butstill it remained visible at the distance of ten or twelve
miles when it was lost sight of. As this light is not mentioned in the Admiralty
Sailing Directory for the Gulf of Venice, but on the contrary it is there stated
that nothing of the sort exists, Lieut. Lunn sought for the best information he
could obtain respecting it on his arrival at Venice, and received from a most
intelligent Austrian Officer , Captain Fumanelli of the Marine Artillery, who is
the second in command of the Arsenal at Venice, the following description :
The Light-House of Promontore, is situated on a small round rock called the
Porer rock, off the southernmost point of Istria, and distant from the Cape
three- quarters of a mile, the rock is about twenty -six feet above the level of the
sea , apole of the height of fifty French feet is fixed on it, at the top of which
there is a light of sixty oil burners, ( fixedlight ), visible according to the state
of the atmosphere from eight to twelve miles off, and it is sometimes seen in
very clear weather, even at fifteen miles. The pole is painted black , -- and at a
distance of onemile and three- quarters S.S.E. from the light, there is the dan
gerous shoal of Promontore with only nine feet of water on it : at the foot ofthe
480 NAUTICAL NOTICES .

Pole is a house for the Guardian , of which there are two, who have a boat, and
davits fixed to hoist her up with , and are relieved every twenty -four hours .
It is intended to build a permanent stone Light-House with the dues of one
dollar for each vessel .
Appearance by Daylight ,

CROOKHAVEN Light-House, South Coast of Ireland.— The Corporation for

Preserving and Improving the Port of Dublin, &c ., hereby give Notice, that a
Light-house has been erected at the entrance to Crookhaven , from which a light
will beshewn at sun -set, on the 1st August, 1843, and which will thereafter be
exhibited every night from sun - set to sun - rise.
Specifications given of the position of the Tower and appearance of the light,
by Mr. Halpin, the Inspector of Light-houses.
The light- house is erected on Rock Island point, at the northern side of the en
trance to Crookhaven , in lat. 51 ° 28' 35" N. and long. 9 ° 42' 31" W. and bears
from Cape Clear Light- house N.W. } N. distant 8} sea miles.
Cape Clear Island, (S.W. end) N.N.W. & W. 8 do.
Alderman Rocks, (outer point) N.W. I N. 3 do.
Fastnet Rock N. 1 E. 6 do.
The light will be a fixed white light. The lantern is open to sea -ward and to
the haven, from E.b.S. to W.by.N., and is elevated 67 feet above the level of
the sea .
The bearings stated are magnetic.
(By Order.) H. VEREKER, Sec.
Belfast Office, Dublin, 30th March, 1843.

EQUATORIAL CURRENT EXPERIENCED BY H.M.S. WINCHESTER — Extract.

On the 9th of July, we had strong westerly winds, with squally and very
unsettled weather, torrents of rain, wind round the compass from nurth to west
On the 10th, we found the currenthad set us 130 miles in forty -eight hours
to the eastward, wind southerly ; this is the strongest current I ever met with .
Weather continued unsettled until the 15th. in lat. 2° 13' N., long. 24° 53' W.
when we felt the first of the S. E, trade.
The Winchester was in about 7 ° N. and 26° W. at the time. In our volume
for 1841 , we have recorded an account of H.M.S. Pearl, having been set to the
westward above a hundred miles in one day.

Hydrographic - Office, Admiralty, June 19th, 1843.

Naples Light. The Light-house on the elbow of the Southern Mole at
Napleshas been considerably raised, and a revolving light (of gas) has super
seded the former fixed light.
 NAUTICAL NOTICES . 481

The period of revolution is two minutes, during the first of which the full
strength of the light is continued, and during the second minute, its brilliancy
rapidly decreases. The height of the light is 161 feet above the sea , and it is
visible at the distance of 18 or 20 miles.
At the eastern extremity of the Mole there is a low fixed light, in order to
guide vessels round the Mole Head .

REEP BETWEEN TOBAGO AND TRINIDAD. - The following important information

to vessels passing between Tobago and Trinidad, is extracted from a letter trans
mitted to the Lords Commissioners of the Admiralty, by Vice -Admiral Sir
Charles Adam , K.C.B.
H.M. Sloop Wasp, Demerara , 4th May, 1843.
Sir.-I beg leave to bring to your notice, the position of a shoal, which is laid
down in the general chart of the West Indies, about midway between the
islands of Tobago and Trinidad, which is stated to have not less than six fathoms
water upon it, and is thought to be an isolated rock ; whereas, in our passage
from Trinidad, we had an opportunity of exploring it, and found it to be a con
tinuous reef, extending from Brown's point, in thesouthern part of the island
of Tobago, about nine or ten miles in a S.S.W. direction, with not more than
fifteen fathomswater on any part of it ; but the greater partbeing from five to
eight fathoms, the deepest water close in with the island, and upon one part of
it, we found only twenty -seven feet; Brown's point bearing N.N.E., about seven
or eight miles ; and from the even nature of the bottom , which was plainly
visible, I have reason to suppose there may be less water than twenty -seven feet.
It appears to me to be a coral reef growing up, and which, in time, may become
extremely dangerous for vessels of a larger draught of water, navigating the
channel between Tobago and Trinidad .
I have, &c.,
( Signed ) Andrew Drew , Commander.
To Vice Admiral Sir Charles Adam , de.

DIFFERENCE OF TIME BETWEEN Port-ROYAL AND Kingston. Many com

plaints having of late been made respecting the difference of time between the
observations made by the Naval Yard at Port-Royal and that marked by the
clock in this city, a distance across, perhaps of only three or four miles, the
Commodore has been pleased to forward to the Hon. the Mayor, the following
communication for the guidance of those interested therein. As the time
kept by Her Majesty's vessels of war in Port-Royal harbour is generally con
sidered the best, it being kept from observations of the sun taken, we hope the
keeper of our town clock will not fail to attend every Monday to the notice
which the Commodore has promised to give us here. — The irregular manner in
which time has lately been kept by the keeper of our clock, has made plenty of
work for the watchmakers. The inhabitants set their watches by the town
clock one morning, and the next they are sure to find it either half an hour too
slow or too fast, so that they are continually turning and twisting the hands of
the same, till at last they become injured , and are obliged to be sent to the
watchmakers for relief.
The following communication has been sent to his honor the Mayor, and
posted at the commercial rooms, for general information :
H. M. Ship Imaum , Port Royal, Jamaica, April 24, 1843.
Sir.-I am desired by the Commodore to forward, for the information of the
cominercial community of the city of Kingston , the enclosed notice of a Ball
being hoisted on board Her Majesty's ship Imaum every Monday, at noon, to
denote the exact time.
I have the honour, to he, Sir, &c ., &c.
H. W. Hunt, Commodore's Sec.
To the Hon . H. Mitchel, Mayor of Kingston .
INLARGED SERIES.No . 7.-VOL . FOR 1843 . 3Q
482 NAVAL CHRONICLE.

A Black Ball will be hoisted at the fore -royal mast -head of Her Majesty's
ship Imaum, on Monday next, 14th May, at five minutes to 12 o'clock ,andwill
be hauled down at the instant of twelve o'clock of mean time, at the Flag - Staff
of Port Royal Dock - Yard, by which means all vessels at Port Royal and King
ston will have an opportunity of rating their chronometers, as the Ball will be
continued in the same manner every Monday hereafter.
By order of Commodore Hon H . .D. Ryng,
George BIDDLECOMBE, Master ,
N.B. The longitude of the Flag- Staff, as determined by Capt. Owen , R.N.
being 76 ° 51 ' 10' west of Greenwich. ( A True Copy – H . W. H. )

IMPORTANT TO SEAmen. Wehave been favoured with the following extract

from the log -book of the Frolic, whaler : — “ October 29th , 1841 , A.M.,moderate
breezes and fine throughout ; all requisite sail set ; all hands employed breaking
out the run, tarring and rattling the rigging. At 2 P.M., saw a shoal, soundings
at nine fathomswater,bottom - sand and coral rock, deepening to forty fathoms,
in lat. 19° 15' S., long. 1739 40 W., the south-east end of Vavao bearing N.W. ,
distant 45 miles.” Captain Disney is of opinion that the water on some parts
of the shoal where he passed over before taking soundings was much less than
nine fathoms. – Sydney Herald .

MALABAR BANK.-Extract of a letter from Capt. Sartorius. In lat. 38 ° 57'

from the observation at noon, and long . 26° 4' by chronometer, and from the
supposed most correct bearing of the land, the north -east end of Terceira, taken
at 8 A.M., gives lat. 38 ° 57', long. 25 ° 57', the ship grazed over apparently a
shoal of about her own length. There was no sudden shock, no appearance
of discolored water, or any other indication of the vicinity ofrocks or shoals;
and at the time the motion was felt, the ship was going eight knots, wind aft
and studding sails set.
I immediately shortened sail and sounded with 180 fathoms, no bottom.
There was too much swell and sea to risk a boat for examination . My own
individual opinion is, that, it is likely to have been the shock of an earthquake
as passing over a shoal .

EARTHQUAKES. On the subject of Earthquakes felt at sea , we understand

that one of H.M. Ships, on her passage from Smyrua to Malta, experienced two
smart shocksof earthquake,thirty-five miles in a westerly direction from the west
end of Candia, twice in nearly the same position , but accompanied by a “ loud
rumbling sound,' coming from the S.E. quarter, and apparently immediately
under the ship. o bottom was found at the time with 160 fathoms.

PROTECTING EFFECT OF MR . HARRIS'S CONDUCTORS IN H.M.S. DAPANE.

By an official communication from Capt . Onslow , R.N. , it appears that
on the 9th of February last, a shock of lightning burst on H.M. Ship
Daphne, under his command whilst at anchor at Monte Video . The dis
charge was instantly dispersed by Mr. Snow Harris's conductors,
without the slightest damage or inconvenience, and was heard to pass
along one of the auxiliary branches leading through the ship's side.
In the Nautical Magazine for November, 1842 , we have given an
account of a series of interesting experiments, instituted by Mr. Harris
at Chatham , in the course of which powerful accumulations of artificial
1
1
 NAVAL CHRONICLE . 483

electricity were passed upon this same ship whilst floating in the Med
way, with a view of exemplifying to Lord Haddington and the Lords
Commissioners of the Admiralty, the nature and operation of the con .
ductor . Although , from the repeated protection afforded by Mr. Harris's
system in storms of lightning, this recent result might have been pre
dicted , yet it is still an interesting and most important confirmation of
the identity of the agency of lightning with that of ordinary electricity ;
and that whether it operate on the more awful and sublime scale of
nature , or through the medium of artificial electrical accumulation
by the common electrical machine, still the result is the same. The
lightning conductors fixed on this vessel's masts and placed in uninter
rupted communication with the water, through the masses of the metals
about the hull , appear to have received and dispersed this heavy shock
of lightning, just as readily and with as little disturbance , as, in the
case of the dispersion of the charge of the electrical battery, in the
Medway at Chatham .
To place the navy of this country beyond the reach of damage from
so destructive an element, it must be allowed is a matter of great moment,
and one having the most powerful claims on our calm and serious con
sideration .
Capt. Onslow's notice of the protecting effect of Mr. Harris's conductor
in H.M ship Daphne , was lately transmitted through the Commodore
at Monte Video , to the Lords Commissioners of the Admiralty .

THE SANDWICH ISLANDS .

The principal islands in the South Pacific, commonly called Poly

nesia, and which have so recently been brought into notice by Admiral
DupetitThouars having taken possession of the Marquesas, and induced
Queen Pomare to place Otaheite and the Society Isles under the pro
tection of his Majesty Louis Phillippe, the King of the French , are the
Friendly Isles , so named by Captain Cook in 1774 , in consequence of
the apparent friendship which subsisted among the natives, and their
courteousness to strangers. Tonga is the capital, and is fifty -five miles
in circumference, and eighty feet above the level of the sea . To the
N.W. are the Fegee Isles, and the Navigator's Islands, discovered by
the French navigator M. de Bougainville, and explored by the unfor
tunate La Perouse in 1786, when he and all his crew were lost off the
island of Manicolo . They are ten in number.
Otaheite, called also King George's Island , to the N.W.b.N. is the
capital of the Society Isles, and was discovered by Captain Wallis in
1767. It consists of two peninsulas, of a form nearly circular, joined
by a narrow isthmus in the middle, surrounded by a reef of coral rocks,
which form several excellent bays and harbours, offering a secure an
chorage to shipping. These islands have been nearly civilized by
the English, and the inhabitants have, through the operations of the
missionaries, who have settled here for upwards of the last half century,
become converted to the protestant religion, as well as their Queen
( Pomare ) and their chiefs. A number of chapels and schools havebeen
484 NAVAL CHRONICLE .

constructed by the missionaries, and the aborigines taught different

European trades . The greater part of them speak English with facility,
and look upon the British residents as their protectors and benefactors.
The Marquesas Islands, which have also been adopted in the name
of the Citizen King, and to which Captain Brust has been appointed
Governor, ( now on his passage out on board the Uranie frigate, with the
first expedition of troops and catholic missionaries), are situate to the
north - east of the Society Isles . They were discovered by the Spaniards
in 1567, and visited by Cook in 1774, 1777, and 1779, as well as by
Perouse in 1786, and Vancouver in 1792 .
The Sandwich Islands.- Passing to the north latitude twenty degrees
is Owhyee, or Hawai, 275 miles in circumference, whicb , with ten
others, form a group, and so named by Captain Cook in 1774, in honour
of the Earl of Sandwich , then at the head of affairs. They are less
sultry than the West Indies, and there are no hurricanes that prevail
at certain seasons, as in the Atlantic. The natives, both male and
female, are similar to those of Otaheite, a fine race, and extremely in
dustrious and friendly towards the English, who were also the first to
civilize them and propagate christianity among them. The seat of
Government is at Kenarurie, in the island of Oahu, where are deposited
in a magnificent mausoleum the mortal remains of the late King Tame
hameha II., and his Queen, who died in London with the measles, in
1825 , when on a visit to his late majesty George IV., whom they called
father, to offer to place the islands under his protection. These, as well
as nearly all those in the Pacific, are mountainous, but most productive
in everything required for man. There are numerous springs of the
purest water. Cattle, sheep, pigs, poultry, fish , &c., are plentiful.
Corn , fruit, and vegetables of every description , can be grown in abun
dance , the soil being most prolific. The sugar- cane, coffee, cotton , rice ,
maize, bananas, cocoa-tree, the olive, vine, orange, citron , pomegranate,
pines, and other fruits, grow spontaneously. The mulberry -tree, for
the propagating of the silk-worm, is very abundant, and wood and gums
of different descriptions, abound in these islands. There are no reptiles
nor beasts of prey, as in South America, Africa, and Asia. The coral
and pearl fisheries, and the sperm whale, are of most importance to the
natives , who are very expert in making canoes and their different
implements, and carry on a great traffic with the adjacent islands.
Besides the English settlers, there are a great many missionaries here,
particularly from the United States of America , who have erected
churches, cha pels, schools of industry and agriculture, and introduced
the art of printing. The aborigines are now much civilized , and gene
rally profess the christian religion, as their King, Tamehameha III.,
who is an enlightned man, calls himself the chief disciple. Their
government is monarchical, the sovereign having the right of imposing
taxes for the maintenance of the royal household , and the support of
its dignity . He has also the power of punishment, but not that of tak
ing away the life of any of his subjects for a supposed offence, without
the concurrence of twelve of the chiefs. He is not allowed to deprive
the chiefs or the gentry, at his discretion , of their lands, which are
inherited by their legitimate offspring when they die . The people are
free , and not bound to the service of any particular chief or person .
 NAVAL CHRONICLE . 485

The great circumnavigator Cook , was unfortunately killed in the

bay of Karakakoa in 1799, in a conflict with the natives, then can
nibals. The acquisition of these islands by Great Britain , and the
Marquesas and Otaheite, under the protection of France, will , in a few
years hence, completely civilize and christianize the whole of Polynesia,
and be the means of conferring the greatest benefits on the natives, and
extending their commerce . - Hants Paper.

EXCURSION To Foo- Chow- Foo.-Mr . Coverley, an officer of the

Phlegethon, had been sent in a cutter to Foo -chow -foo, with a letter
from the admiral to the authorities there. Nothing could be more
friendly than the reception which they had from the authorities and
population , whose curiosity was much excited by their arrival . On the
passage up, they were hailed by a junk, the bearer of invitation cards
from the admiral of the station they were then passing, who wished
them to land and partake of a feast. Desirous of proceeding without
delay to the city , the invitation was respectfully declined . Foo-Chow
appears a bustling, thriving place, of considerable commerce, but the
excessive curiosity of the natives was a grievous impediment to any
attempts at exploration or even locomotion . Nothing was apparent on
the part of the populace , but an eager, yet respectful curiosity ; and
there was not evinced the slightest aversion to the foreigner who had
coerced the emperor into a peace, and whom they then saw for the first
time. The river is not dangerous, or at lea: its rocks and dan ers
can be easily avoided when it is accurately surveyed . The famed
bridge mentioned by Du Halde did not excite any surprise in the
minds of European beholders. It is not arched , but erected on a series
of granite pillars across the river, at the point where there is an island ;
thus there are thirty-six openings, or rather waterways, on one side and
nine on the other.

PORTSMOUTH, JUNE 3rd .— Her Majesty's first class steam frigate

Cyclops was lying totally dismantled on Saturday last at Woolwich,
and the engineers of the dock-yard had disconnected part of her
machinery for the purpose of effectually repairing her. On Sunday
morning , at four o'clock , she was commissioned by Captain Austin , C.B.
and on the following day ( Monday ) by four o'clock p.M. she was com
pletely rigged , had got her large guns on board , with ammunition and
stores, from the Royal Arsenal , her provisions and tanks of water from
Deptford , including 300 tons of coals, and was in every respect ready
for sea, within the short space of thirty - six hours. This shews what
may be effected by the immense resources of this country in the time of
need, as the vessel might then have sailed , but was delayed until two
o'clock Tuesday morning. Lieutenant-Colonel Burton, of the Wool
wich division , Royal Marines, embarked at a late hour on Monday
evening, and the Cyclops sailed at the above early hour to Sheerness,
there to receive on board a large detachment of Royal Marines from
486 THE ROYAL NAVAL SCHOOL .

Chatham . The crew of the Cyclops is to consist of 175 men . The

promptness with which the whole of the movements have been effected
shews that Government is resolved to be prepared for the protection of
Her Majesty's loyal subjects in Ireland , and that ample means are at
its disposal on the shortest notice .

LAUNCH OF A STEAM FRIGATE.-The beautiful first class steam

frigate Infernal, built on the same slip in Woolwich dock - yard as her
sister, the Devastation , was launched on the 31st of May , in the
presence of Capt. Sir Francis A. Collier, Knt. C.B. and K.H. , Captain
Meredith , Captain Smith , inventor of the paddle- box boats , and a great
number of naval and military officers. The following are her dimen
sions :
Feet. Inches.
Length between the perpendiculars 180 0
Length of keel for tonnage 156 41
Breadth extreme 36 0
Breadth for tonnage 35 8
Breadth moulded 35 0
Depth in engine-room 21 0
Burden in tons, old plan 1,058 , 20-94
Burden in tons, new plan, 1,027 1,142-3,500.

THE ROYAL NAVAL SCHOOL.

The great importance to this country of an establishment for the

education of the sons of naval officers, induces us to record at some
length the proceedings which took place on the first of June, (a day
most judiciously chosen ,) on laying the foundation stone of a building
for the above purpose at Counter Hill , Deptford. The ceremony was
performed by his Royal Highness Prince Albert, attended by the Earl
of Haddington, and the several Lords of the Admiralty ; Admiral Sir
C. Ogle, the President of the Council of the School , Admiral Sir E.
Codrington , ( late President, ) Rear - Admiral Sir C. Malcolm , Rear
Admiral Sykes , Admiral Sir W. T. Lake, Sir R. Dobson , Vice -Pre
sident, Admiral Dundas, M.P., Admiral Sir E. Brace, Lord Bloomfield ,
the Bishop of Rochester, the Rev. Mr. Sketchley , Rev. T. Chambers,
(Head -Master of the School) , Captain J. Jones, Vice - President, and
many other gentlemen . Signal guns announced the arrival of his
Royal Highness Prince Albert, amidst the cheers of the company ; and
having been received by the President and the members of the Council ,
the Prince was escorted by them to the place where the stone was to be
laid , in presence of the building committee, the clergy, the architect,
and the builders.
The national anthem having been played by the marine band, the
Prince standing near the stone, the council and the head - master of the
school were presented to his Royal Highness . The Bishop of Rochester
then offered up a prayer, on the conclusion of which his Royal High
ness received the vase with the scroll, and coins, which his Royal
Highness then placed in the aperture of the stone.
 THE ROYAL NAVAL SCHOOL . 487

The architect, Mr. John Shaw, having closed the vase, the silver
trowel was presented to his Royal Highness by the chairman of the
building committee ; and his Royal Highness having adjusted the mortar,
the stone was lowered to its place . The mallet, which is constructed
of the relics of the celebrated Victory, in which Lord Nelson fell in the
year 1805 , was then presented to the Prince, who completed the work
by giving the stone half a dozen blows, upon which the stone was
declared to be “ completely and properly laid ."
A salute was then fired , and the band played “ Rule Britannia,"
amidst hearty cheers. The Bishop of Rochester afterwards implored
the blessings of Divine Providence on the institution, the scholars res
ponding " Amen .”
Prince Albert having signed a copy of the scroll, six of the scholars
advanced to present the following aadress to his Royal Highness, which
was read by Master Drew, son of Lieutenant Drew, R.N.

MAY IT PLEASE Your Royal HIGHNESS,

Deeply sensible of the honour, which your Royal Highness has conferred upon
us, by graciously consenting to lay the foundation of our new building, we, the
scholars of the Royal Naval School, humbly beg leave to express our gratitude
to your Royal Highness, for this act of kindness and condescension .
We trust we may be permitted to cherish a hope, that our school , which was
founded in the year 1833, has grown up, under the fostering patronage of our
most gracious Sovereign, into an object of national interest ; but we are fully
persuaded, that the mark of high distinction now bestowed upon it by a Prince,
who is justly dear to the British nation, will effectually promote its future
prosperity.
! We rejoice, also, that your Royal Highness should have selected the anni
versary of a great naval victory, for the commencement of a work which cannot
fail to provea lasting benefit to the Naval profession.
That her most gracious Majesty and your Royal Highness, together with your
illustrious family, may long be preserved in the enjoyment of all happiness, is
the earnest prayer of
Your Royal Highness's
Most humble and devoted Servants,
The ScaOLARS OF THE ROYAL NAVAL SCHOOL .

The Prince listened very graciously to this address, on the conclusion

of which the President, Sir C. Ogle, addressed His Royal Highness in
a short speech , thanking him for the condescension which he had dis
played in honouring the ceremony with his presence on the occasion .
His Royal Highness having replied in a short but most gracious
address, retired to his carriage, accompanied by the Council and the
other dignitaries in attendance , the band again playing the National
Anthem .
The design of the intended school is by Mr. Shaw, the architect, of
Christ Hospital, and Messis . Locke and Nesham are intrusted with its
erection . It is to be built in the Elizabethan style , and will be capable of
accommodating upwards of 200 scholars ; the frontage of the edifice will be
120 feet long, and the depth 280 feet. The architect has principally
taken his idea from the design of Chelsea Hospital. A play-ground , of
from four to five acres, will be attached ; and the dormitories are to be
constructed in such a manner as to secure every comfort and afford every
 488 THE ROYAL NAVAL SCHOOL .

convenience to the scholars. The elevation of the sleeping rooms will

be about 14 or 15 feet, and thus the most complete ventilation will be
readily obtained ,
The Council has, very properly , taken this opportunity of making an
appeal to the naval service, and to the country generally , for assistance
in carrying out the great object which they have in view .
We will, first, congratulate both the service and the country generally,
in having so efficient a council of administration, to whom , we can assure
them, they are more indebted than they are aware of, for their personal
exertions, so unremittingly devoted in securing the present stability and
future permanency of the important work they have in hand ; and then
with the view of forwarding those exertions, we will take a brief
glance at this appeal .
The object of the establishment as our readers are aware, is, “ to
enable the less affluent naval and marine officers to give their sons a
sound general education, at the least possible expense,” with a - fur
ther object of affording the same advantages gratuitously , or at a very
reduced charge, to a limited number in necessitous circumstances,
giving a preferenceto those who have fallen in the service of their coun
try.” Through all its disadvantages it has succeeded under the able
management of its council, and has sent forth many of its scholars into
the royal navy to emulate their fathers' deeds . Two annual nominations
of volunteers of the first class have been granted to it by the Admiralty ,
and the council express themselves as “ sanguine in believing that as
the royal naval school is the only establishment in this great maritime
country , for the education of the sons of officers in the navy and
marines, this appeal will be productive of such pecuniary assistance
as will enable them to complete the undertaking .
In pointing out the necessity of such an institution, the following strong
language is adopted in the appeal :- " The merchants of this wealthy
country can bear testimony to the bravery of the British navy, who
kept the door fast locked against the enemy, while their ships covered
the seas. Many of those gallant officers, who returned at the close of
the war, are 'now numbered with the dead , having left their helpless
orphans in abject misery : in confirmation of these assertions, it is only
necessary to select -a few cases, indiscriminately , from the crowded list
of applicants waiting for admission on the gratuitous, or reduced foun
dation. Many cases of orphans, equally distressing, have already received
the advantage of an education at the school ; but until the erection of
a suitable building, there is no hope of admitting those unfortunate
claimants whose cases merit the warmest sympathy of the public. ”
Many of those cases are given with the appeal , and an idea may be
formed of them from the first, which is this : “ Nine orphans, without
either father or mother, and the whole on £ 70 per annum . Father was
engaged in the battles of Copenhagen and Trafalgar. The elder girls
take in needle work .” Here is another taken at random . " A widow,
with six children, and nothing but a pension of £50 a year. Appli
cant's husband was eight years a French prisoner of war.
These are the kind of cases for the relief of which, by giving the
boys a gratuitous education, the Council address themselves to their
countrymen ; and we trust that the exertions of these worthy men
 THE ROYAL NAVAL SCHOOL . 489

in the cause of their unfortunate brother officers, and in the great cause
of their country's good , will not be left unheeded .
The words “ Copenhagen,” “ Trafalgar," and many more, are grateful
to our ears from the recollections of victories which belong to them . But
these are the bright sides of the picture , and we would remind our
readers that the appeal from the Committee places before us the other
side, too deeply shaded with such features as they have pointed ont.
That such things ever must be on all such occasions no one will deny ;
but being pointed out , it is the duty of us all , while exulting in
these recollections not to forget those by whom the victories were achieved .
“ And here they are before you ,” says the Council ! Her most gra
cious Majesty and her Royal Consort, Prince Albert, have well responded
to this appeal , by a present of a hundred pounds from each , besides an
annual donation of the same amount from the Queen .
We shall , therefore, adopt the words of the Council , and “urgently
solicit the benevolent attention of all for the sake of the Wooden
Walls of Old England ; and trust, that with the gratifying exam
ples of the liberality of civilians, the navy will be true to itself,
and come forward to aid in this national work ; bearing in mind , that
one day's half -pay from all ranks in the service, would realize a sum
sufficient for the erection of the building . But, as from their limited
means, the majority are unable to spare even this small amount, we
shall confidently look to all patriotic individuals unconnected with
the navy , to assist in making up the deficiency .
We cannot conclude this appeal, without earnestly entreating all
who are connected or not with the navy , and who must be desirous
of promoting the object in view, and whose avocations will permit them ,
to form lists of subscribers to the building fund in their own immediate
vicinity ; feeling fully convinced that, in the aggregate , a large sum
would by these means be collected , however small the amount of each
subscription."

Subscriptions, which will be published from time to time, are received by

Barclay & Co. , Messrs., 54 , Lombard St. Prescott, Grote , & Co. , Messrs ., 62 ,
Barnet, Hoare, & Co. , Messrs. 62, Lom Threadneedle Street,
bard Street. Puget & Co., Messrs., 12, St. Paul's
Bosarquet & Co. , Messrs ., 73, Lombard Church Yard .
Street. Ransom & Co.. Messrs. , 1 , Pall Mall East.
Call, Sir W.P. & Co. , 25 , Old Bond St. Robarts, Curtis, & Co., Messrs. , 15,
Cocks & Co. ,Messrs ., 43,Charing Cross. Lombard Street.
Cockburn & Co., Messrs ., 4 , Whitehall. Rogers & Co. , Messrs. 29,Clement's Lane
Coutts & Co. , Messrs . , 59 , Strand . Rothschild & Co. , Messrs ., New Court,
Drummond & Co. , Messrs . , 49, Charing St. Swithin's Lane.
Cross . Scott, Sir Claude , & Co. , Cavendish Sq.
Fullers & Co. , Messrs., Moorgate St. Snow & Co. , Messrs., 217 , Strand .
Glynn & Co., Messrs., 67,Lombard St. Stevenson & Co. , Messrs , 20, Lombard
Hallett & Co., Messrs , 14 , Great George Street .
Street, Westminster. Stone Co. , Messrs . , 68, Lombard St.
Herries & Co. , Messrs ., 16, St. James's Vere, Sapte , & Co. , Messrs ., 77 , Lom
Street. bard Street.
Hoare & Co. , Messrs., 37 , Fleet St. By all the Navy Agents , and by Mr.
London & Country Joint Stock Bank , 71 , Hope, the Secretary of the Royal Naval
Lombard St. , and their several branches . School, Camberwell.
London & Westminster Bank , Lothbary .
ENLARGED SERIES . -NO . 7. -VOL . FOR 1843 . 3R
490 THE ROYAL NAVAL SCHOOL .

Donations and subscriptions are also received by Thomas Willey, Esq. , R.N. ,
Coast Guard Office, Custom -House ; by D. Foggo, Esq., R.N. , Secretary of the
Royal Naval Club ; by the Secretary ; and by the following gentlemen ,who are
Honorary Agents at the outports, & c. Messrs. Coutts and Co., of the
Strand, have consented to receive donations in aid of the Building Fund :
Andover .by Lieutenant William Poore ,
Bath Lieutenant C. Brand ,
Bridport Captain W. P. Stanley,
Brighton Lieutenant E. Franklin , (Coast Guard .)
Caermarthen Commander J , G. Phillips.
Chester Lieutenant B. Thelwall.
Deptford G. F. Morice , Esq., R.N. , (Royal Dock YJ .)
Devonport Thomas Shanks , Esq ., R.N.
Drumsna, County Leitrim , Ireland Lieutenant R. R, Achmuty,
Dublin : ŞLieut , William Hutchinson ; Lieut . W , P.
Newnham ; and W. Thompson , Esq ., R.N.
Exeter ŞRev.J. Baker ; and Messrs , Milford, Snow,
and Co. , Bankers.
Exmouth Sir D , Forrest, RN ,
Gloucester and Cheltenham Lieutenant J , G , Francillon ,
Guernsey and Jersey Lieutenant John Treeve , Gronville .
Hastings Captain M , H , Sweney.
Langport, Somerset Lieutenant James Tilley, Fivehead .
Leicester Captain James Jones , R.M.
Leith Lieutenant J. R. Forrest ,
Long Stratton, Norfolk Lieutenant William Gynn , Tasburgh.
Lyme Regis Lieutenant Thomas Mallock ,
Manchester Commander H , J. Clarke ,
Portsmouth Messrs. Grant and Co. , bankers,
Ryde, Isle of Wight Lieutenant J. H , Helby.
Shetland Islands Lieutenant W , H. Brand .
Southampton Commander Robert Forder ,
Topsham Captain George Hewson ,
Wells , Somerset R. Davies, Esq . , Town Clerk .
Weymouth Captain C. F , Payne ,
SUBSCRIPTIONS ALREADY NOTIFIED £2700,
Received since January , 1842:
s. d. £ $, d,
Her Most Gracious Majesty Mrs. S. Sheppard (2nd don .) 50 0 0
The QUEEN . 105 0 0 His Grace the Archbishop of
Besides annually 100 0 0 Canterbury (2nd don .) 50 0 0
Her Majesty QUEEN ADELAIDE 100 0 0 James Bentley , Esq. 50 0 0
Officers, & c. ofthe Coast Guard Lord Middleton • 50 0 0
Service ( 1st remittance ) 105 46 Lady Admiral Thornborough 50 00
(2nd remittance) 75 13 0 Messrs. Drummond & Co. (2nd
Admiral Sir Charles Ogle , Bt. don ) 25 00
(2nd donation) 100 0 0 The Earl of Dartmouth 25 0 0
Do. Do. (3rd don .) . 20 0 0 Admiral Sir W. T. Lake
Earl of Egmont 100 0 0 K.C.B. ( 3rd don .) 25 0 0
Alderman Lucas (6th don .) . 100 0 0 Lord Bridport 25 0 0
T. Helps , Esq . (since dec .) 100 0 0 James Goding , Esq . 25 0 0
J , Alexander , Esq . ( 3rd don .) 100 0 0 Commander A. B. Valpy 25 0 0
The Earl of Haddington , First Lt. B. J. Walker (2nd don .) . 25 0 0
Lord of the Admiralty 50 00 D. B. Chapman , Esq 21 0 0
Admiral Sir R. W. Otway , H. Kemble Esq . M.P.(2nd do .) 21 0 0
Bart. , K. C. B. 50 0 0 Jeremiah Olive , Esq . 20 0 0
Rear Admiral Sykes 50 0 0 Rear Admiral Hon , Sir A.
Messrs . Hoare & Co. , (2nd don .) 50 0 0 Maitland 20 0 0
Admiral Stephens 50 0 0 Rr. Adml. Christian (4th don . ) 20 0 0
Ld . F. Egerton,M.P.(2nd don.) 50 0 0 Admiral Sir John West 20 0 0
Marquis of Tweeddale 50 0 0 T. Smith , Esq . (2nd don . ) 20 0 0
 THE ROYAL NAVAL SCHOOL . 491

£ s, d, £ s. d.
Baron Rothschild 20 0 0 R. C. Sconce , Esq. , R.N. 10 100
Sir R. S. Ainslie Bart. 20 00 Edmund Molyneux , Esq ., 10 10 0
J. S. Gould , Esq . 20 0 0 Vice Adm . Sir W. H Gage 10 10 0
Vice -Admiral Hollis 20 00 Capt. Hon , F. Spencer, (4th
Do. (2nd donation ) 25 00 donation ) 10 00
Vice- Admiral Granger 20 00 Capt. J. A. Murry 10 00
The Rev. Dr. Warneford . 20 00 Capt. Hon . A. Duncombe 10 00
Captain Beaufort (2nd don .) 20 0 0 Admiral Gosselin . . 10 0
John Shaw , Esq . 15 15 0 Harvey Combe , Esq ., 10
J. D. Rolt , Esq . 15 10 0 Adm . Sir C. Ekins , ( 2nd don . 10
W. Dixon , Esq. (2nd don .) 10 10 0 Com . Sir E. F , S. Stanhope,
John Curteis, Esq . 10 10 0 Bart. 10 0 0
Rr. Admiral Hon. F. P. Irby, Henry Stainton , Esq . , 10 0 0
( 2nd donation ) 10 10 0 Adm . Sir C.Rowley,(2nd don .) 10 0 0
G. B. Hart , Esq. 10 10 0 John Pavin , Esq ., 10 00
Sir J. H. Pelly, Bt . (2nd don .) JO 100 Charles Goding , Esq. . 10 00
C. Baldwin , Esq . 10 10 0 Rear Adm . Mangin (2nd don .) 10 0
P. Hardwick, Esq . . 10 10 0 Adm . Sir G. Moore, (2nd don . ) 10 0
Mathew Clark , Esq. 10 10 0 Capt . Jones Parry 10 0 0
- Atkinson , Esq. 10 10 0 Bennett Gosling , Esq. 10 0
Alderman Kelly 10 10 0 Rear Admiral Hon . M. J. Hen
Alderman Sir W. Heygate 10 10 0 niker (2nd donation ) 10 00
Lieut. J. S. Douglas, M.P. Do. (3rd donation ) 10 10 0
(2nd donation) 10 JO O Rear Adm . Sir C. Malcolm,
Alexander Rainy, Esq ., 10 10 0 (2nd donation) 10 0 0
Alderman Copeland, M. P. Sir R. Dobson ,M.D.(3rd don . ) 10 0 0
(2nd donation ) 10 10 0 Capt. Thos. Dilke 10 0 0
Messrs.Robarts, Curtis, & Co. 10 10 0

We have now placed the subject before our readers, the nature and
objects of which are so well set forth by the Council: we have added
the names of parties who receive subscriptions, and some of those who have
just set so noble an example for imitation , and we have only to add a part
ing word for the present. We all know that our countrymen can do any
thing of this kind that they choose to take in hand . At their bidding, stately
edifices appear , costly monuments arise, and proud statues are erected,
for what ? all to celebrate the honour and glory of this great country.
Here is an edifice worthy of their adoption ;-one , which far surpassing
the grandeur of the noblest statue,will remain as a worthy monument to
celebrate and perpetuate indeed the glory of their country ; for it is to
foster and cherish the sons of those gallant men who bave achieved that
glory in times gone by ; it is to nourish their living representatives,
who will add to it in times to come ! Not to the naval service only then ,
at home and abroad , do we address ourselves, but to our countrymen
generally , far and near, in the words of Nelson :- " England expects every
man will do his duty. " Let every man, then , do it ! It is not so difficult
to -day as in the day when he made his signal . But that day may come
again. Therefore, let each and every one of us at home and abroad, pre
pare for it, by laying aside now a sum proportionate to our means, to for
ward the excellent objects of the Royal Naval School ; thereby to
strengthen the “ right arm ” of our country's power, the royal navy; and to
perpetuate for ages hereafter, the honour and glory of our native land .

Total Loss of THE IRON SHIP “ GUIDE .” — Intelligence was on Mon

day last received at the East India House of the total shipwreck of the
492 THE ROYAL NAVAL SCHOOL.

Hon . Company's elegant iron brig , the Guide , commanded by Capt .

Sercombe , while on her passage to Calcutta, unattended with loss of
human life. The vessel was entirely constructed of iron, and this was
her maiden voyage, having only been launched in the early part of the
present year ai Liverpool. She was built expressly for the Company's
pilot establishment in India , whither she was proceeding. She left
Liverpool on 14th February last, under orders to sail direct to Calcutta ,
and appears to have been wrecked on the 7th of March, on a dangerous
reef of rocks situate on the north side of Bona Vista, one of the Cape
de Verd islands; but the circumstances under which it happened are
not precisely known, in consequence of the official despatches not having
yet been received at the India House . The following particulars are
extracted from a letter : - “ The instant she struck efforts were used to
float her off, but she remained a fixture, notwithstanding the immense
mass of articles, &c ., thrown overboard to lighten her. The ship
remained in a perfect state on the reef until 20ih March , when , in con
sequence of a heavy sea setting in , she broke into three pieces, becoming
a total wreck . It was confidently anticipated she would have been
preserved . Capt . Foote , of H.M. frigate Madagascar , offered his valua
ble assistance , but the sea setting in , as above mentioned , prevented
Capt . Sercombe availing himself of the offer. To Capt . Foote , his
officers, and crew , great praise is due for their readiness in coming for
ward ; and had it not been for the above unfortunate state of the wea
ther, there can be no doubt but that they would have rendered great
assistance in saving the ship . The conduct of Captain Sercombe , his
officers and crew , was beyond all commendation , and I regret that so
sad a disaster should have befallen so brave a set of men .' The ship's
company consisted of twenty -seven persons , but there were others on
board , passengers , all of whom escaped injury . Most of them were after
wards conveyed on board the Madagascar, where they would remain
until the arrival of the next vessel going out to India . Several of the
officers are on their return to England , to be tried by Court- Martial .
The rocks on which the vessel was lost are called Hartwell Reef, and
she is the second of the Company's ships that has been wrecked on the
same spot . The vessel is reported to have been laden with copper and
suudry stores, intended for the Company's works in India . She is not
insured . — Naval and Military Gazette, June 17.

THE LATE Mr. Tuomas BROCKLEBANK.

No event that has occurred in the borough of Greenwich, during the last
20 years, has occasioned such general and deep regret among all classes of the
inhabitants, as the decease of Thomas Brocklebank, Esq ., who lately departed
this life at his residence, West Coombe Park. The loss of such a man is a
public calainity to any district in which it may occur ; and a very large portion
of the labouring population of Greenwich and Deptford feel, most sensibly, that
they have lost a sincere friend and protector. The extensive influence of Mr.
Brocklebank , as managing director of the General Steam Navigation Company,
enabled him in some way or other, to render service to hundreds of persons in
the two towns ; and his assistance was never sought in vain by those who had
the slightest claim to his friendship, or favour.
Although the contriver and worker out of his own fortune, he avoided the
mistakes into which parties so situated are prone to fall - he was not so far
 NEW BOOKS . 493

intoxicated with the possession of wealth as to to treat with contumely those who
were not equally fortunate in its acquirement, nor did he abstain from its due
enjoyments from inordinate desire for its unhealthy accumulation. Retaining
the primitive habits and manners with which he had fought his way through
the world , he seemed indifferent to the ease and state which his energies had
enabled those around him to enjoy ; and up to the last week of his existence,
if it had been asked who was the most active and indefatigable man in Green
wich, the answer would have been-Mr. Brocklebank. When a public purpose
was to be accomplished , in which his own views and feelings were engaged, no
sacrifice of time or money appeared too great for him .
It would scarcely be reasonable to assert that a man , so constantly mingling
in the stirring scenes of life, never made an enemy; but it may, with confidence
be stated, that he never lost a friend. Of the most sterling independence him
self, he knew how to appreciate that quality in others. In the city his name
was so highly respected it will be long remembered; and his business trans
actions were always conducted in a way that gave force and respectability to
his character as a British Merchant . He was gigantic in his conceptions of an
undertaking ; and he possessed all the energy and perseverance requisite for
the execution of whatever measure he had the boldness to contrive. The Ge
neral Steam Navigation Company, of which he was the projector, and to the
successful establishment of which he devoted a considerable portion of his life,
remains a splendid monument to his zeal, and an honour to his country. The
name of Brocklebank, indeed, appears as intimately interwoven with the pro
gress of this important branch of our national power, as the names of Watt and
Arkwright with the elements of industry with which they are associated. In
the fullest sense of the word his has been a life of usefulness ; and he has left
a large and excellent family to enjoy his fortune and reap the honours of his
reputation .

New Books .

PLANE AND SPHERICAL TRIGONOMETRY Part I, containing rules, examples, and

problems :-By H. W. Jeans, F.R.A.S., Royal Naval College, Portsmouth ;
formerly Mathematical Master in the Royal Military Academy, Woolwich.
Woodward, Portsea . - Longman, 1842.
This small volume is much better adapted to beginners in trigonometry and
its kindred subjects than a mere formal treatise would be, and it contains also
an introduction to nautical astronomy, with a slight account of the principles of
a trigonometrical survey. The first section contains practical rules for the ma ma
nagement of logarithms, with numerous examples of the reduction of numerical
quantities, and also of algebraical expressions by their means, with others of a
miscellaneous kind, in which logarithms may be used with advantage. The
rules are all given in words as adapted to the case proposed. The collections
of examples in trigonometry and in nautical astronomy are very copious, and
contain a vast variety of cases. A further part is added, containing the solu
tions of the problems in part 1 , and also a list of fundamental formulas in plane
and spherical trigonometry. The author has adopted the plan (which is
gradually obtaining more general and unqualified recognition ) of giving the
rules and examples before he enters upon the deinonstrations. He supposes,
indeed, the reader to be acquainted with vulgar and decimal fractions, and with
algebra, sufficiently to work an easy equation . This knowledge, however, is
not at all necessary in working by therules. At the same time, we think, the au
thor would have advanced his design better by adding the few pages into which
this preliminary information might be condensed. This , however, he will, per
haps give in the promised continuation . From what has been said, it is evident
that the work will be found generally useful, and , from the plainness of the rules
and the number and great variety of examples, particularly adapted to learners.
494 NEW BOOKS.

It has also the convenience of being of a pocket size. In his next edition , the
author will do well to adapt certain of his rules to the common tables as well as
to the versed sines,for the latter are not contained in every collection , and in
none of the tables of a more portable form . We also suggest that it would be use
ful in impressing vividly the mind of the pupil with matter of fact, if the author
were to describe here and there how a problem may be worked, or at least
illustrated, by means of a globe. When the student can bring home to his mind
the true conditions of a question , experimentally, he is secured against the
danger of mistifying himself by an imperfectly understood analysis; and the
student could nowhere look for an intelligible and satisfactory method of verify
ing his calculation better than in a work which he employs as containing ready
prepared rules for all his cases.
ON THE NATURE OF THUNDERSTORMS, and on the means of protecting buildings
and shipping against the destructive effects of Lightning.- By W. Snow
Harris, F.R.S. London , Parker, 1843 .
We do not know a subject that should come more immediately home to the
minds of seamen , or one of more interesting research to them especially, than
that of the nature of thunderstorms, and the means of guarding against their
destructive effects. Of these effects our recent numbers teem with instances, and
in a former volume we have recorded many, collected by the indefatigable exer
tions of the author of the work before us. Mr. Harris, whose labours for the
protection of our ships, claim the grateful thanks of all seamen, has here rendered
them another service by describing in a condensed and popularform the nature of
that destructive agent called electricity, which , whether on the immense scale
of nature, or in the imitating miniature representation of the electrician is so
grand and imposing to our senses. We cordially recommend our naval readers
to consult this work . They will find in it the true principles on which all the
mischievous effects of lightning take place, and thereby see why Mr. Harris's
conductors now fitting to all H.M. ships as they are commissioned are so efficient
in protecting them therefrom . St. Elmo's fires to them will be no longer a mys
tery , and the harmless character of the luminous appearances on lightning rods
they will at once account for. Indeed, whether in a professional, or a generally
interesting point of view , we have not for a long time seen a work that has more
claims on their attention than this of Mr. Harris.
The Pastor Chief, or , the Escape of the Vaudois ; a Tale of the Seventeenth
Century ; 3 vols. - Cunningham and Mortimer, Trafalgar Square.
Thestory was first suggested says the authoress, for we presume it to be
from the pen of a lady, by reading Mr. Gilly's interesting narrative of the
Waldenses, and the pleasure I derived from perusing it, was continued on
meeting with Mr. Acland's account of the glorious recovery of the valleys,
by their Pastor Henri Arnand, a man whom every biographer agrees in desig
nating as alike remarkable for “ his piety in the things of God , and his judg
ment in those of earth " .
This beautiful little romance (if we may so call a work which is almost
wholly founded on fact), will make an agreeable variety in a seaman's library,
and, we therefore , strongly recommend it to the notice of our readers. The
history itself she says " seemed to me replete with useful tendency, proving
the power of faith and perseverance, and holding out an example to incite the
exercise of those energies which were bestowed for great and noble pur
poses.”
The whole history of this interesting sect is cleverly told in a few lines in the
preface, with which, from want of space, we must unwillingly limit our notice,
although we would otherwise have gladly extracted a portion of the many
striking passages which adorn its pages.
They profess,” ( she continues) * to have first received the tenet of their
faith from the inspired lips of Saint Paul hinself, who is supposed to have
 NEW BOOKS . 495

visited Spain from Italy, and going thither by land, must have passed through
the Piedmontese villages. From the earliest dawn of Christianity they have kept
free from the corruptions of every other sect. To this day they have preserved
a sort of catechism in the vulgar tongue, dated 1100, called the Holy Lesson ,
which is even now studied by them as articles of faith , and treatises are extant
among them , dated the 9th century, in which their divines disown the errors of
the church of Rome. This firm adherence to their original form of worship in
a later age, drew upon them repeated and violent persecution.
" These poor people endured thirty -three different wars, and yet maintained
their position in the inheritance of their forefathers, till the year 1686, when they
were formally expelled by the orders of Victor Amadeus, on pretence of noncom
pliance with his laws. It is this period of their history that I have chosen for
the subject of my tale; and if the hair-breadth escapes and miraculous deliver
ances it delineates border too much on the improbable, I would entreat my
readers to refer to the notes at the end of these volumes, or to the works I have
mentioned, and there see that fiction has not exaggerated the record of history ;
and then consider whether, with the proofs we have there of the vast power of
religious excitement to nerve the mind to the most surprising efforts, it is ex
traordinary, that the enthusiastic devotion and belief of these peasants should
have enabled them to perform the glorious enterprise by which they regained
possession of their valleys, and triumphing over every obstacle by their energy,
obtained the right and concessions granted to their forefathers.
A Voyage or Discovery TOWARDS THE North Pole , performed in H.M. ships
Dorothea and Trent, under the command of Captain David Buchan, R.N.,
1818. To which is added a summary of all the early attempts to reach the
Pacific by way of the Pole . — By Captain F. W. Beechey, R.N. , ( one of the
Lieutenants of the Expedition . ) - R. Bentley.
In our last number we gave a brief outline of Captain Beechey's agreeable
narrative of this interesting voyage of discovery towards the North Pole,
performed under the command of Captain Buchan , in the Dorothea and Trent.
We then promised ourselves the pleasure of recurring to his book in our present
number, in the hope of being able to impart to our readers some portion at
least of the gratification we haveourselves experienced in the perusal of the work ,
and at the same time with the view of calling their attention to Captain
Beechey's important remarks as to the comparative facilities now afforded of
reaching the Pole, by means of the auxiliary power of the screw -propeller, an
instrument as little dreamt of in former days as the Aerial carriage of the
present time, which may, perhaps, one of these days proceed on a voyage of
discovery to the Northern Regions . But, we must proceed to lay before our
readers some extracts from Captain Beechey's narrative.
The following scene of an attack of walrusses upon the boats of the Trent,
is well described, and the drawing which Captain Beechey has given of the
somewhat critical position of the boat is full of character.
“ One of these animals having been wounded , they rose in great numbers,
snorting with rage, and rushing at the boats, and it was with the utmost diffi
culty they were prevented upsetting or staving them , by placing their tusks
upon the gunwales, or by striking at them with their heads. It was the
opinion of our people that in this assault the walrusses were led on by one
animal in particular, a much larger and more formidable beast than any of
the other, and they directed their efforts more particularly towards him , but
he withstood all the blows of the tomahawks without flinching, and his tough
hide resisted the entry of the whale lances, which were unfortunately not very
sharp, and some bent double.
“ The herd was so numerous and the attacks so incessant that there was not
time to load a musket, which indeed was the only effectual mode of seriously
injuring them. The purser fortunately had his gun loaded, and the whole now
being nearly exhausted with chopping and striking at their assailants, he
 496 NEW BOOKS .

snatched it up, and thrusting the muzzle down the throat of the leader fired
into his bowels.
“ The wound proved mortal, and the animal fell back amongst his companions,
who immediately desisted from the attack, assembled round him , and in a
moment quitted the boat, swimniing away as hard as they could with their
leader, whom they actually bore up with their tusks, and assiduously preserved
from sinking. Whether this singular and compassionate conduct which in all
probability was done to prevent suffocation, arose from the sagacity of the
animals, it is difficult to say, but there is every probability of it, and the fact
must form an interesting trait in the history of the habits of the species.”
" In the year 1608,” says Captain Beechey, “ one of these animals was brought
to England alive, and exhibited at the Court, where the King and many
honourable personages beheld it with admiration , for the strangeness of the
same, the like whereof had never before beene seene alive in England . ”
We think we may safely add that it has never since been seen alive in
England, and are somewhat surprised that the Zoological Society do not
commission one of the whale ship's to endeavour to obtain one. This
might not be impracticable, “ as the beast in shape is very strange, so is it of
strange docilitie and apt to be taught, as by good experience we often proved ;"
says Purchas . Dead or alive it would be an object of much interest to the
public, who have no opportunity of seeing the walrus, at any other place in
England (that we are aware of ) than at Newcastle, where to the cređit of the
inhabitants, they have obtained a fine specimen which is well stuffed , and
placed in their Museum . There are one or two bad specimens of the head
of the walrus in the British Museum. They ought, we think, to procure a per
fect specimen of what may truly be termed one of the most extraordinary ani
mals in the Creation .
To convey to our readers a fair notion of Captain Beechey's power of descrip
tion, we give the following extract, of a summer day in Magdalena Bay, which
is to us a charming picture
“ In cloudy or misty weather, when the hills are clothed with newly fallen
snow, nothing can be more dreary than the appearance of the shores of Spitz
bergen ; whereas, on the contrary, it is scarcely possible to conceive a more
brilliant and lively effect than that which occurs on a fine day when the sun
shines forth, and blends its rays with that peculiarly soft bright atmosphere
which overhangs a country deeply bedded in snow ; and with a pure sky, whose
azure hue is so intense as to find no parallel in nature. On such an occasion,
the winds near the land at least are very light, or entirely hushed, and the shores
teem with living objects. All nature seems to acknowledge the glorious sun
shine, and the animated part of creation to set no bounds to its delight.
“ Such a day was the 4th of June, and we felt most sensibly the change from
the gloomy atmosphere of the open sea, to the cheerful glow that overhung
the hills and placid surface of Magdalena Bay .
“ Although surrounded by beds ofsnow and glaciers, with the thermometer
scarcely above the freezing point, there was no sensation of cold. The various
amphibious animals, and myriads of birds which had resorted to the place,
seemed to enjoy, in the highest degree, the transition thus occasioned by a few
bright hours of sunshine. From an early hour in the morning until the period
of rest returned , the shores around us reverberated with the merry cry of the
little auk, willocks, divers, cormorants, gulls, and other aquatic birds ; and
wherever we went groups of walrusses basking in the sun mingled their playful
roar with the husky bark of the seal .
“ There wascertainly no harmony in this strange din ; but it was, atthe least,
gratifying to know that it arose from a demonstration of happy feelings. It
was a pleasure ofthe same character as that which must have been experienced
by every traveller who, on some fine bright evening in a tropical climate, has
• Purchas .
 NEW BOOKS . 497

listened to the merry buz of thousands of winged insects which immediately

succeeds the setting of the sun. And here we cannot fail to notice the manner
in which the great Author of nature has varied His dispensations. In the burn
ing region of the torrid zone, the descent of the sun calls into action myriads
of little beings which could not exist under the fierce glare of his meridian
ray; whereas here, on the contrary, it is the signal for universal repose .
“ This period of the day had no sooner arrived in Magdalena Bay, than there
was a stillness which bordered on the sublime—a stillness which was interrupted
only by the bursting of an iceburg, or the report of some fragment of rock
loosened from its hold. These sounds, indeed , which came booming over the
placid surface of the bay, could hardly be considered interruptions to the general
silence, for, speedily dying away in the distance, they left behind a stillness
even more profound than before.
“ In the day-time the presence of our expedition was not disregarded. The
birds shunned us in their flight, and every noise which was occasionally made,
sounding strange to the place, sent to a greater distance the sea-gulls that were
fishing among the rocks, and kept on the alert whole herds of animals, many
of which would otherwise have been lost in sleer ; causing them to raise their
heads when any thing fell upon our deck , and to cast a searching look over the
bay, as if to inquire whence so unusual a disturbance proceeded. These little
alarms, which would have passed unheeded in situations frequented by man,
proved, more than any other incident, how great a stranger he was in these
regions; a feeling which , I must confess carried with it an agreeable sensation,
arising, no doubt from the conviction that we were treading a ground which
had been but rarely visited before."
Captain Beechey has given an interesting and instructive account of the for
mation and movements of the vast glaciers and icebergs, which abound in
these regions, and of the tremendous avalanches which are constantly occurring.
" In consequence of the immense pieces of ice,” he says, “ which occasionally
break off these glaciers, it is very dangerous for a boat to approach them . On
two occasions we witnessed avalanches on the most magnificent scale. The first
was occasioned by the discharge of a musket at about half a mile distance from
the glacier. Immediately after the report of the gun a noise resembling thun
der was heard in the direction of the iceberg, and in a few seconds more an
immense piece broke away and fell headlong into the sea. The crew of the
launch, supposing themselves beyond the reach of its influence quietly looked
upon the scene, when , presently, a sea rose and rolled towards the shore with
such rapidity that the crew had not time to take any precautions, and the boat
was in consequence washed upon the beach, and completely filled by the suc
ceeding wave . As soon as their astonishment had subsided they examined the
boat and found her so badly stove that it became necessary to repair her in
order to return to the ship. They had also the curiosity to measure the distance
the boat had been carried by the wave and found it ninety-six feet.
“ On another occasion we were viewing the same glacier and had approached
tolerably near when a similar avalanche occurred, but, fortunately we were not
near the shore, and, by attending to the direction of the boat's head, we rode
over the wave it occasioned without any accident.
“ This occurred on a remarkably fine day, when the quietness of thebay was
first interrupted by the noise of the falling body. Lieutenant Franklin and
myself had approached one of these stupendous walls of ice and were endea
vouring to search into the innermost recess of a deep cavern that was near the
foot of the glacier, when we heard a report asif of a cannon, and, turning to
the quarter whence it proceeded we perceived an immense piece of the front
of the berg sliding down from a height of two hundred feet at least into the sea,
and dispersing the water in every direction, accompanied by a loud grinding
noise, and followed by a quantity of water, which being previously lodged in
the fissures now made its escape in numberless small cataracts over the front of
the glacier.
ENLARGED SERIES.- NO. 7.-VOL FOR 1843. 3 s
498 NEW CHARTS .

“ We kept the boat's head in the direction of the sea, and thus escaped the
disaster which had befallen the other boat ; for the disturbance occasioned by
the plunge of this enormous fragment caused a succession of rollers which
swept over the surface of the bay, making its shores resound as it travelled
along it, and at a distance of four miles was so considerable that it became
necessary to aright the Dorothea, which was then careening by immediately
releasing the tackles which confined her.
“ The piece that had been disengaged at first wholly disappeared under water,
and nothing was seen but a violentboiling of the sea, and a shooting up of clouds
of spray, like that which occurs at thefoot of a great cataract. After a short
time it re-appeared, raising its head full a hundred feet above the surface, with
water pouring down from all parts of it; and then labouring, as if doubtful which
way it should fall , it rolled over, and, after rocking about some minutes, at
length became settled.
“ We now approached it, and found it nearly a quarter of a mile in circum
ference ,and sixty feet out of the water. Knowing its specific gravity, and making
a fair allowance for its inequalities, we computed its weight at 421,660 tons.
A stream of salt water was still pouring down its sides, and there was a con
tinual cracking noise, as loud as that of a cart -whip, occasioned, I suppose, by
the escape of fixed air.
“Some of the icebergs on the western coast of Spitzbergen are of enormous
dimensions. Mr. Scoresby has described one which is situated a little to the
northward of Horn Sound, as being eleven miles in length , and presenting a front
to the sea of four hundred and two feet, perpendicular height by his own measure
ment ; and states that it extends back to the summits of the mountains to about
sixteen hundred feet in height.”
We had hoped to have been able to have given a long extract from Capt.
Beechey's concluding remarks on any future attempts; but want of space must
compel usto limit our notice to the following passage in respect to the screw
propeller, in the whole ofwhich we fully and cordially agree.
" As the propeller is only intended to be used as an auxiliary power, a small
high -pressure engine would be all that would be required, and consequently it
would take up but little of the steerage of the vessel.
" In short, it seems as if this invention had appeared about the time to stimu
late us to further exertion, and the auspicious return of Capt. James Ross from
the Antarctic Seas, with officers and seamen already accustomed to the ice, and
with two vessels already strengthened, to which the propellers could be applied
at a moderate expense , appears to mark the present as a period at which Arctic
research might be most advantageously resumed .”.
That it may so prove must be the earnest wish of every Englishman who
feels a pride in seeing the names of his countrymen added (as Byron says)
-" To the glorious roll
Of those who seek the storm - surrounded Pole ."

NEW CHARTS.
(Published by the Admiralty, and sold by R. Bate, Poultry .)
CAERNARVON Bar, on the South entrance of the Menai Strait :- By Commander
W. L. Sheringham , R.N.
A clear plan of the entrance, extending from Park Point to Dinas Dinlle
with the Menai, up to Caernarvon , and with which any vessel may enter without
a pilot. Scale, 4 inches to the mile.

• From Captain Buchan's letter.

 BIOGRAPHICAL MEMOIR . 499

Racoon Cut, Bahamas :-By Commander R. Owen, 1834.

A perfectly safe channel, to the south of Racoon cay, for entering on the Ba
hama Bank , for a vessel not drawing more than 12 feet. The plan includes also
Maycock cay. Scale, 4 inches to the mile
RAGGED ISLANDS ANCHORAGE :-By Commander R. Owen, 1834.
Off the south -east end of the island . Scale 3 inches to the mile.
The Gulf of Cattaro :-By Captain W. H. Smyth, R.N., 1818.
This belongs to that extensive series of surveys performed in the Mediter
ranean, by Captain Smyth, R.N., of which we took occasion to speak in high
terms in a former volume . The scale is about an inch to a mile, and the plan
includes the port of Buda, to the southward of the entrance. The following
important plans have also just been published, resulting from the labours of the
same talented officer.
1. Porto Fino, Sestri a Levante.
2. Gallinera Islet, Finale, Port Maurizio.
3. Savona , Vado, Bersezzi and Spotorno, Noli.
4. Salou Road, Port Fingal.
5. Genoa .
6. Grao de Valencia, Cape Cullera anchorage, Port Denia.
The last (No. 6), from Spanish surveys, and all exceedingly neat and highly
useful plans to vessels on the coast.
Ragged Island Harbour :-Surveyed by Commander R. Owen, R.N., 1834.
A very neat little plan, on the scale of about 7 inches to the mile.
Douglas Road, or the New Anchorage East of New Providence.
This extends from Hanover Sound to Douglas Passage, with the road on the
south side of Rose Island.

BIOGRAPHICAL MEMOIR.
ADMIRAL SIR ROBERT BARLOW, K.C.B. , (see obituary), was the eldest son of the
late Mr. William Barlow, of Bath, was born in 1757 , and was consequently in the
86th year of his age , He entered the navy at an early age, and,married, in 1785,
Miss Garrett, second daughter of Mr. William Garrett, of Worthing, Hants, Sir
Robert was lieutenant of the Couragehux at the relief of Gibraltar in 1782 , and ably
distinguished himself on the 18th of September, in that year, when the Spaniards
were defeated in their grand attack on that fortress. In 1794 he commanded the
Pegasus, which was repeating frigate at Lord Howe's glorious victory over the
French fleet on the ! st of June. He was subsequently appointed to the command
of the Phæbe (36) , in which , after a severe action , he captured the French frigate
Nereide, in 1797 ; and in the same ship , in 1801 , he succeeded, after a most
determined and gallant resistance, in capturing L'Africaine, 44, having on board,
beyond her crew , 400 troops, under the command of General Desfourneaux, which
were destined to join the French army in Egypt. It was one of the sharpest
coutests recorded in our naval history , as both vessels were within pistol shot, the
action lasting two hours. In consideration of the bravery and gallantry of Sir Robert
(then Captain) Barlow , he received the honour of knighthood. In 1806 he was
appointed Deputy Controller of the Navy, and in 1808, Commissioner of Chatham
Dockyard. In 1823 he resigned with the rank of retired Rear Admiral, but in 1840
was recalled to active duty, and made Admiral of the White. On the 20th of May ,
1820, he was appointed a Knight Commander of the Most Honorable Order of the
Bath . His commission was dated as annexed - Lieutenant, November 6th , 1778 ;
Commander, November 22nd, 1780 ; Captain , May 24th , 1793 ; Rear Admiral,
January 24th , 1823 : Admiral of the White 1840 ; and Admiral of the Red (bý
Brevet), November 23rd , 1841 .
 500

TABLE LXXI .

For reducing Amsterdam Ells to English yards , and English yards

to Amsterdam Ells.

I Amsterdam Ell 0.7549348982 English yards

I English yard 1.4570792562 Amsterdam ells.

Amtrdm
Amtrdm
Amtrdm

. dsg 8

ells
ells
ells

Eng
yEng

ds
62
.ords

.yor
En
yor

English Amsterdm English Amsterdm English Amsterdm

yards and ells and yards and ells and yards and ells and
Dec. parts. Dec. parts. Dec. parts . Dec. parts. Dec. parts.Dec. parts .

0.755 1.325 40 30 : 197 52.985 79 59.640 104.645

1.510 2.649 41 30.952 54.309 80 60.395 105.969
2 265 3.974 42 31.707 55.634 81 61.150 107.294
3.020 5.298 43 32 :462 56.959 82 61.905 108.619
5 3.775 6.623 44 33.217 58.283 831 62-660 109.943
4.530 7.948 45 33.972 59.608 84 63.415 111'268
5.285 9.272 46 34.727 60.932 85 64.169 112.592
8 6.039 10:597 47 35.482 62.257 86 64.924 113.917
6.794 11.922 48 36.237 63.582 871 650679 115.242
10 7.549 13.246 49 36.992 64.906 88 66.434 116.566
11 8.304 14.571 50 37.747 66.231 89 67.189 117.891
12 9.059 15.895 51 38.502 67.555 90 67.944 119.216
13 9.814 17.220 52 39.257 68.880 91 68699 120.540
14 10.569 18 : 545 53 40.012 70-205 92 69 : 454 121.865
15 11.324 19.869 54 40.766 71.529 93 70.209 123.189
16 12.079 21.194 55 41.521 72854 94 70.964 124.514
17 12.834 22 : 518 56 42.276 74.179 95 71.719 125.839
18 13.589 23.843 57 43.031 75.503 96 72 : 474 127.163
19 14.344 25.168 58 43.786 76.828 97 73.229 128.488
20 15.099 26.492 59 44.541 78.152 98 73.984 129.812
21 15.854 27.817 60 45.296 79.477 99 74.739 131 : 137
22 16.609 29.142 61 46.051 80.801 100 75.493 132.462
23 17.364 30.466 62 46.806 82.126 150 113.240 198.693
24 18.118 31.791 63 47.561 83.451 200 150.987 264.924
25 18.873 33: 115 64 48.316 84.776 250 188.734 331 • 154
26 19.628 34.440 65 49.071 86.100 300 226.480 397.385
27 20.383 35.765 66 49.826 87.425 350 264.227 463.616
28 21.138 37.089 67 50.581 88.749 400 301.974 529.847
29 21.893 38.414 68 51.336 90.074 450 339.721 596.078
30 22.648 39.739 69 52 : 091 91.399 500 377.467 662 309
31 23.403 41.063 70 52.845 92.723 550. 415-214 728.540
32 24.158 42.388 71 53.600 94.048 600 452.961 794.771
33 24.913 43.712 72 54.355 95.372 650 490.708 861.001
34 25.668 45.037 73 55-110 96.697 700 528.454 927.232
35 26.423 46: 362 74 55.865 98.022 750 566.201 993.463
36 27.178 47.686 75 56.620 99.346 800 603.948 1059.694
37 27.933 49 :011 76 47.375 100 671 850 641.695 , 1125.925
38 28.688 50.335 77 58 : 130 101.996 900 679.441 ( 1192 : 156
39 29.442 51.660 78 58.885 103.320 1000 754.935 1324.618
 PROMOTIONS AND APPOINTMENTS . 501

The NAUTICAL MAGAZINE. — The following letters on the practice of Naval

Officers in Commission addressing communications to this journal, will be read with
interest by our friends and constituents of the blue cloth .
Admiralty, 13th June, 1843.
Sir .-- I have received the enclosed useful and highly creditable communication * from an officer
of Her Majesty's ship Belvidera, on the Mediterranean station , for publication in the NAUTICAL
MAGAZINE ; a work which is conducted by me with the sanction of the Lords Commissioners of
Admiralty,
theBut havingbeen told by an officer of rank that, it is contrary to the etiquette of the service to
encourage communications of any description , for such a purpose, from officers of Her Majesty's
ships in Commission ; I request that you will lay the above paper before their Lordships, in order
to ascertain whether similar communications, on subjects unconnected with the discipline and
operations of the ship, for insertion in the NAUTICAL MAGAZINE, meet with the disproval of their
Lordships or not.
I have the honor to be, &c. ,
To Capt. Beaufort, R.N. A. B. BECHER, Commander R.N.
Admiralty, 16th June, 1843.
Sir .-- In order to give you an answer from the highest authority, I submitted your letter of the
4th inst. to the Lords Commissioners of the Admiralty, and their Lordships command me to inform
you , that as long as officers in commission keep within the limits expressed in your letter, there
can be no impropriety in their sending communications on professional subjectsto that very use
ful work, your NAUTICAL MAGAZINE.
I am , & c.
To Commander Becher, R.N. F. BEAUFORT, Hydrographer.
* This will appear in a future number.

PROMOTIONS AND APPOINTMENTS.

(From the Naval and Military Gazette .]
PROMOTIONS. coin mand Avon - G . Raymond ( 1815) to
command Snipe - H . St. J. Georges ( 1833
COMMANDER–G . E. W. Hamond.. to Racer - R , H. Dalton ( 1843) to Con .
LIEUTENANTS - H . King, J.B. Cator , way- W . H. Symons (1841) and T. B.
P. A , Halkett, John Irving, Thomas J. Christopher ( 1841 ) to Tyne-F.R . Cogh
R. Barrow , Robert G. Campbell , Charles lin ( 1814) to Astrea - H . P. Dicken (1815 )
W. Bonbam . to Linnet packet.-A . J. Burton ( 1841 )
MASTER- F , H. Niblett, to Excellent—John J. Kennedy (acting)
to Conway .
MASTERS - H . G. Raynes to Conway
APPOINTMENTS . E, P. Cole to Fisgard-G. O. Dowers to
Inconstant – T . Ř . Russell to Cyclops —
CAPTAINS— H . T. Austin (1838) to Cy- G. R. Franklin to Espoir - W.H . Thomp
clops - C.C. Frankland to be Secretary to son to Impregnable - J. Chambers to
Rear -Admiral Bowles. Modeste . - J. T. Davies to Virago.
COMMANDERS-G . G. Otway ( 1841 ) to Mates-W , Wilbraham to Illustrious
Virago - A . Morell (1823) to Espoir — T. C. G. Glinn to Cyclops - W . B. Willis
Baillie ( 1841 ) to Modeste. to Malabar - Hon . P. F. Pellew to Con
Lieutenants - E. P. B. Von Donop way-C. W. Bonham to Dolphin - C .
(1838) and H. T.Ryves(1841) to Conway Atkins and J , O. Johnson to Inconstant
-H . Hannant (1842 ) to Racer - G . J. -Leighton P. Pigot to St. Vincent - G ,
Paterson (1841), E. W. Lang (1842 ), C. Bellis to Camperdown .
Dyke, and A. Grant to Fisgard - R . Ot SECOND MASTERS - H . B. Price to Dee
way (1828) to Castor - G . Popplewell –J. Imrie to Seaflower - J. Dillon to
( 1842) and C. J. Hoffmeister ( 1841) to Dolphin - J. Thomas to Raven - J.Welch
Excellent - W.S.Cooper ( 1834), G. Blane to Hermes - J. Matthews to Snipe - J.
( 1838) , W. Rushbrooke ( 1841 ) , and A. C. Pyper to St. Vincent.
Gordon (1842) to Inconstant - G . S. SURGEONS – J. O. McWilliam ,M.D., to
Bourne (1812) and J. Nicholas (1815) to be Surgeon -Superintendent of the For
San Josef - R , Jesse ( 1841 ) to Caldonia farshire convict ship -J . Taylor to Con
-W , 0 . B. Hoare ( 1828) to command way -F. W. Le Grand to Cyclops - J.H .
Dolphin - W . C. Aldham ( 1832) to Bit Carruthers to Virago - B . Verling to In
tern - C . F. Schomberg (1838 ), J. A. constant - J.Watson to Imaum - J. Corn
Hodgskin , and W. A. Pearce to Cyclops- thwaite to Espoir
E. K. Barnard ( 1841 ) to Virago - A. Far ASSISTANT- SURGEONS - E . Groves to
quhar ( 1840) 10 Malabar — J. Secombe Inconstant – T. Somerville to Conway
(1842) and W. K. 0. Price ( 1840) to T. Domville to Blossom - J . F. Henry,
Espoir - W . Carr (1821 ) to command M.D., to Dolphin- J . Henderson , M.D. ,
Hermes- D . R. B. Mapleton ( 1837 ) to and C. Coffey to Malabar - D . Russell to
502 MOVEMENTS OF THE NAVY.

St. Vincent - R . Grigor to Cyclops_D. to Dolphin - F . Bowman to Rose - G .

Booth, W.M'Kinley,and F. B. Pritchard Kent to Fisgard - E.B.Robins (in charge)
to Caledonia – J. O. Goodridge to Her to Hermes-G . H. Jewell to St. Vincent
mes - George Ball to Snipe. -J. Penberthy to Victory ,
Midshipmen – J. Berkeley to Spartan Secretary's CLERK — C . Fegan to
-Bullock toTartarus-King to Stromboli Malabar.
-M . F. 0. Reilly to Excellent. - J.
Gwynne to St. Vincent - Hon . J. Wal. Coast GUARD .
pole to Excellent - J. C. Cholmeley , L.
J. More, and F. W. Bishop to Fisgard . Appointments -Lieut. H , A. Bates to
VOLUNTEERS 1st Class - L . E. H. So Mannin Boy -Lieut, G. Morris to com
merset, Hon . L. G. Ellis , G. Eden , and mand Skylark - Lieut, W. Dawson to
C. T. Evelyn to Inconstant - A . Owen to be Inspecting Chief officer at Keel,West
Tyne - T. Smith , and M. R. Garland to port - Lieut,G.S. Penfold to be Inspect
Conway - R. B. Foster to Fisgard - C . ing officer at Guidore - Lieut. J. Stewart,
Robson to Racer - J. J. Groves to Siren Lieut. D. Rymer, and Lieut J. J. Keeling
-C . A. B. Pococks to St. Vincent - A . to Coast Guard-Lieut. J. N. Pritchard
Morrell to Espoir - A . Owen to Fisgard. to Pitts Deep .
PurserS - T. Dobbin and J. M. Hobbs Removals - Mr. J. Peake to Cron
to Modeste - W . Pinhorn to Cyclops— Haven - Lieut. W. H. Lloyd to Lydd
W. Bell additional to Royal George yacht Lieut, G. P. Trounsell to Hurst Castle
for service in Victoria and Albert - C.L. -Mr. J. Stirling to Torr Head - Mr. J.
Inch to Espoir. G , S. Moore to Torquay-Lieut. E. T.
CHAPLAINS-- Rev. E, Cooper to Cale . Morris to Treagh Point - Lieut. G. T.
donia — Rev. R. Thompson to Fisgard— Smith to Clackton Wash-Mr. J. C.
W. M. H. Elwyn to Inconstant. Jones to Carrickfergus- Mr. J. P. Blun
NAVAL INSTRUCTOR-R. M. Inskip to dell to be chief-mate of Nimble --Mr, J.
Fisgard–The Rev. Henry Jones . Quested to be chief mate of Sprightley
Clerks - C . H. Elkins to Espoir - C . Com . Gilbert to Malahide ,-Com . R. S.
Saunders and J. Lewis to Conway - H . Hay to Berwick - Lieut. J. M'Gladery
Cooper and W. Remphrey to Inconstant to Rethmullen - Lieutenant J. Baker to
-F . G. Balgin to Racer - G . Andrews Falmouth .

MOVEMENTS OF HER MAJESTY'S SHIPS IN COMMISSION.

AT HOME . PORTSMOUTH . -In Port - St. Vincent,
Victory, Excellent, Royal George yacht,
Conway , 26, Commissioned at Ports- Inconstant, Conway, Dolphin , Seaflower,
mouth by Capt. R. Fair. Partridge . Nautilus, Cornwall, Fairlie,
CURACOA, 24 , Capt. Sir T. Paisley, Echo steamer.
23rd May , left Plymouth for Pacific . PLYMOUTH . — In Harbour_Caledonia,
Cyclops, (st. v .) Commissioned at San Josef, Fisgard , Espoir, Snipe , Con.
Woolwich , by Capt. Austin , C.B. , Cork. fiance steamer, Adventure transport.
Espoir , 10, Commissioned at Plymouth
27th May, by Com . A. Morrell . ABROAD .
FAVORITE , 18 ,Com , Sullivan , 8th June ,
arr. at Portsmouth from Rio, 12th at Ply Alfred, 50, Com. J. W. Purvis , 22nd
month to pay off. March , at Monte Video.
IMPREGNABLE , 110, Capt. T. Forrest, Beacon, (sur. v. ) Com.T. Graves, 27th
C.B., 20th May, arr. at Plymouth from May, at Suda in Candia.
Gibraltar. Belvidera , 38, Capt. Hon. G. Grey,
MALABAR, 74, Capt. G. Sartorius, 11th May , left Malta for Barcelona.
26th May, arr. at Plymouth from Rio, Daphne, 20, Capt. J. J. Onslow , 22nd
Minden , 18,Re-commissioned atSheer- March , at Monte Video.
ness by Com . Baillie . DevastATION, (st. v .) Com . Henry,
Orestes, Com. Hon . T. S. Carnegie, 15th May , at Constantinople.
2nd June, arr. at Portsmouth from South ELECTRA, 18, Com , Darley, 5th May.
America , 4th sailed for Ireland . arr . at Bermuda from Jamaica.
STROMBOLI, ( st. v .) Com . Louis, 10th Erebus, Capt. J. Ross, 4th April, at
Jnne, arr . at Plymouth . False Bay, Cape Good Hope.
Virago,(st, v.) Commissioned at Ports FANTOME, 16 , Capt, Butterfield, 22nd
mouth 27th May , by Com , G , Otway . March , at Monte Video.
 BIRTHS, MARRIAGES, AND DEATHS. 503

FORMIDABLE, Capt. Sir Charles Sulli PARTRIDGE , 10, Lieut. Com . J.T.Nott,
van , 27th May, at Gibraltar. 22nd March , at Monte Video.
Geyser, ( st, v.) Com , Carpenter , 27th Queen , 110 , Capt. G. F. Rich , 27th
May , at Alexandria. May, at Malta.
Hecate, (st. v. ) Com. H. Ward , 15th RAPID, 10, Lieut. Earle , 2nd April , at
May, at Barcelona . St. Helena,
Hecla, (st . v .) Lieut. Com.J. B. Cragg, Scout, Com. J. Larcom , 27th May, at
15th May, at Malta. Corfu .
Howe, 120, Capt. R. Smart, 15th May, SNAKE , 16 , Com , Hon . W. Devereux ,
left Malta, 1st June , at Gibraltar, on way 15th May, at the Piræus of Athens.
to England . Terror,Com. F. Crozier, 4thApril ,
INDUS, 84, Capt. Sir James Stirling, at False Bay , Cape Good Hope .
27th May, at Malta. VERNON, 50 , Capt. W. Walpole , 27th
MagicieNNE, 24 , Capt. Warren , 27th May, at Beyrout,
May , at Smyrna. Vesuvius , Lieut.Com.Ommaney , 27th
MAGPIE, ( sur. v.) Lieut. Com . S. J. May, at Constantinople.
Brock , 15th May, at Suda in Candia . Viper , 6 , Lieut. J. Curtis, March 22nd ,
Medea, (st, v .) Com . F.Warden , 27th at Monte Video,
May , at Barcelona , VOLCANO, (st. v .) Lieut. C. Smith , 23rd
MONARCH, 84, Capt. S. Chambers, April, left Madeira, for River Gambia .
27th May, at Malta .

BIRTHS, MARRIAGES, AND DEATHS .

Births. Admiral Sir R. Barlow, K.C.B. , aged 86
years.
At Saltash, May 10th , the lady of C. At his seat Sussex , the Hon , M. J.
Meheux , Esq. , R.N. , of a daughter. Henniker, Rear Admiral of the White .
At Kingsgate , Thanet , April 30th , the On the 18th June , in Abingdon -street,
lady of Lieut. E. F. Wells, R.N. , of a son . Westminster, aged 63 , Rear Admiral
At Stoke, May 27th , the lady of Lieut. Wm . Maude.
R. Watts, R.N., of a daughter. On board H.M.S. Impregnable , May
June 8th , the lady of Captain Jay, 6th, Mr. D. Keys, son of Com . Keys, R.N.
Admiralty, of a son . At Bengal, April 6th , Mr. J. C.
At Strabane, the lady of J. Moody, Aldridge, Midshipman of the Lord
Esq ., Surgeon , R.N. , of a son . Hungerford , aged 16 .
At Jersey, June 6th , the wife of Capt.
Marriages. G. Haye, R.N.
At Malta, May 6th, Lieut. Bennett,
At Gibraltar, the Rev. P. P. Smith , of R.N , of H.M.S. Člio.
H.M.S. Belvidera, to Mary, daughter of At Trinity , near Edinburgh, June 6th ,
the late J. Hallett, Esq ., R.N. Dr. R. S. Boyd , R.N.
At St. James, Piccadilly , June 6th , At the Cape of Good Hope, March
Capt. Sir. W. H.Dillon , R N., K.C.H., tó 28th, Dr. C. Alison , Surgeon of H.M.S.
Elizabeth , daughter of J. Pettigrew , Esq ., Endymion .
of Saville row . At Ditching, Sussex, Lieut. T. Cruse ,
At Bedele , June 12th , the Rev. A. R.M., aged 73,
Hammond , to Harriet Charlotte, eldest Lately Lieut . William Brooking Dol.
daughter of Admiral Sir J. P. Beresford, ling, R.N.
Bart., K.C.B. In September last, on board H.M.S.
At St. Margarets, Westminster, Capt. Victor, (which unfortunate vessel was
Anson , R.N. , to Sarah ,daughter of the wrecked in the Gulf of Mexico, and all
late R. Potter, Esq., of Manchester. hands perished) Frederick MarkWilliams
On the 29th ult, at St. George's Han. surgeon , only son of Mr. M , Williams
over -square, John Ward Nicholls, Esq ., surgeon , of Soley Terrace, Pentonville.
R.N., (late secretary to Admiral Sir On the 21st ult., at Bognor , Sussex,
Edward Codrington , G.C.B. , at Ports- aged 59, Captain Sir Bentick C. Doyle,
mouth ) to Ellen, daughter of the late R.N.
Thomas Ball, Esq . In June, Mrs. Vidal , wife of Capt. A.
Deaths. T. E. Vidal surveying the Azores,
On the 17th June, at Canterbury,
 504

EDWARDS' PRESERVED POTATO .--We are glad to call our readers attention to this further
testimony in favour of Messrs. Edwards' Preserved Potato .
Extract of letter from John Simpson, Esq ., B.N., Assist.- Surgeon H.M.S. " Blonde ” .
Gentlemen .-- I have great pleasure in informing you, that during my services in China, I have
witnessed the most beneficial results from the use of your Preserved Potato ; and would earnestly
recommend it as a most valuable article of diet in Ships going long Voyages, especially in those
carrying Invalids.
May 30th , 1843. ( Signed ) Joux SIMPSON, R.N.

METEOROLOGICAL REGISTER,
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson, of the Royal Observatory.
From the 21st of May, to the 20th of June, 1843.
Month
. k
.Day

FAHRENITEIT WIND .
Wee
Day

BAROMETER . THERMOMETER, WEATHER

In the Shade. Quarter. Streng
Min
Max
9AM
3PM

9 A.M. 3 P.M. A.N. P.M. A.M.P.M. A.M. P.M.

.

In.Dec In.Dec
21 Su . 29.66 29.66 56 63 64 S S 4 ber ( 1 bcp 3)
22 M. 29.70 29.70 56 58 44 62 S SW 4 bcp (2) bep ( 3)
23 Tu . 29-73 29.73 57 61 47 63 SE E 2 bc otlp (3 (4
24 W. 29:51 29:56 53 63 51 65 SE 8 2 or 1 ) (2 bc
25 Th. 29.64 29.68 57 65 47 66 8 SW 3 bc bcp (3
26 F. 29.72 29.68 56 57 47 61 SW SW bc qor (3
27 S. 29:58 29.50 57 59 48 62 SW SW 4 op (2) bcp ( 3)
28 Su . 29.52 29.60 55 53 63 SW 1 NE 3 bcp ( 2) otlrh (3)
29 M. 29.92 29.96 49 49 53 NE E 2 or (2) ber (3
30 Tu. 30.12 30:10 53 60 37 62 SE SW 2 bc or 4)
31 W. 29.90 29.88 60 66 47 67 SW SW 3 o bcr 4 )
1 Th .] 29-70 29.68 63 65 52 68 SW SW 3 od (2) bc
58 65 50 66 SW
‫هنر‬
‫ا‬
‫نا‬
‫شهجبتدسههھ‬.

2 F. 29.36 29:35 SE 6 od (2) qber 4)

3 s. 29.45 29.51 60 66 50 68 SW SW 5 bc bc
4 Su . 29.66 29.70 61 65 46 66 S S bc be
5 M. 29.81 29.84 57 61 42 64 S S 4 bc bcp 3)
6 Tu . 29.80 29.84 54 57 42 58 NE NW 3 0 op (3)
7 W. 29.94 29.88 53 59 61 W SW or 4)
8 Th . 29.45 29:43 55 61 48 63 SW SW qber ( 1 ) qbc
9 F. 29.40 29.54 57 61 50 62 SW SW qbcp 2) qbe
10 S. 29.78 29.88 57 56 48 62 W NW qphr 2) op ( 3 )
11 Su. 30.06 30.04 54 59 47 60 N N o bcp 3)
12 M. 30.04 30.00 53 56 47 57 NE NE O op (4
13 Tu . 29.88 29.82 48 52 47 53 N N 3 or ( 1 ) (2) gor (3) (4
14 W 29.94 29.98 59 66 50 68 NE E 1 or 2) op 3)
15 Th. 30.01 30.03 64 67 54 68 E NE ber ( 1 bc
16 F. 29.97 30.00 62 70 50 72 NE NE 4 b b
17 S. 30.01 30.04 56 73 47 74 NE E 3 bc b
18 Su . 29.97 29.91 56 70 50 72 NE NE 3 bc
19 M. 29.85 29.89 55 62 49 63 N N 4
20 Tu . 30-06 30.18 51 57 48 58 NE NE 4 o
MAY - Mean height of the Barometer = 29.871 inches ; Mean temperature = 52 : 7 degrees ;
depth of rain fallen == 4 : 14 inches .-- A very wet month .
Note .-- On the 30th about sun - rise a hoar frost on the grass in Greenwich Park.

TO OUR FRIENDS AND CORRESPONDENTS .

The voyage of the Unicorn in our next. A pressure of other matter prevented its appearance
in this number.
We have received LIEUTENANT CHURCH's useful proposals, and shall insert them in an early
number.
Mr. “ Dowsing Docking” will be attended to .

Hunt, Printer, Carlisle -street, Maida-hill.

 505

VOYAGE OF SHIP UNICORN .

Tue following journal of a voyage from Boston to Manila and back ,

contains some remarks important to seamen ; -particularly in the intri
cate navigation among the islands of the Eastern Seas ; which, although
much frequented, are beset with dangers, of which little or nothing is
known with certainty .

November 18th, 1841. Made sail from Boston for Manila ; eleven a.m. pilot
left us, Boston light bearing N.N.W. one mile and half distant, strong gales
from north -west to west and snow squalls.
21st. A heavy south -east gale, ship lying to under close reef main - topsail,
sharp squalls and a large sea ; noon wind veered to W.S.W. , strong breezes
under double reefs : noon 37 ° 49' north, long. 59 ° 51' west. We have expe
rienced in crossing the gulf stream sixty miles easterly, and twenty -two miles
northerly current, or E.N.E. E. sixty-four miles.
22nd. A severe gale from north -west all day, with a tremendous sea scud
ding under close reef fore-topsail and reefed fore-sail ; noon 35 ° 49' north , 57 °
11' west, barometer 29.42.
27th . Light variable airs from E.N.E. to west, large fields of gulf-weed round
us, sea literally covered with it; noon 31 ° 12 ' north, long. 42 " 10' west ;
barometer 30:10, current east sixty miles .
December 7th . Light baffling airs from north -east to north-west ; noon 22°
3' north, long. 28° 35' west ; current south-west thirty-one miles.
8th. Light N.N.E.winds, current S.W.b.W. twenty - nine miles : lat. 20 ° 6'
north , long. 28 ° 18' west.
9th . Strong E.S.E. breezes, clear weather, current west twenty-one miles,
16° 40' north, long. 27 ° 57' west.
10th . Do. currenteast thirty-five miles : lat. 14 ° 24' north, long. 26 ° 7' west.
11th and 12th . Stiff E.N.E. trades and hazy, a current on 11th S.S.E. sixteen
miles ; noon 12th , 9 ° 28' north , long. 23° west, current south- east thirty-nine
miles ; variation observed 14° westerly.
14th . Noon lost the north -east trades in lat. 5° 15' north , long 23° 40'
west , no current.
18th. Took south-east trades, strong in 3° 4 ' north, long. 23 ° 58' west.
19th. Squally rainy weather, trades moderate : lat. noon 1 ° 02' north, long.
26 ° 26' west, current W.b.N. sixty-one miles.
20th . Light trades from S.S.E. : lat. noon 0° 24' south, long. 27 ° 3 ' west,
current W. I N. thirty -two miles.
22nd. Noon 4° 5' south , long. 29 ° 35' west, current west thirty-two miles ;
we find the current strong about the equator.
29th . Saw the island of Trinidad, bearing per compass S.E. - S. thirty -five
miles distant ; noon lat. 22° 19' south, long . 27° 42' west.
January 11th. Stiff N.N.W. breezes, beautiful clear weather, crossed the
meridian of Greenwich ; noon 36° 48' south, long. 0° 19' east.
18th . Strong N.N.W. winds fine weather up with and passed east of the Cape
of Good Hope ; noon lat. 39 ° 29' south, long. 20° 28' east, current S.S.E.
thirty -two miles; variation observed 23 ° 3' west.
19th. Strong N.N.W. , barometer very low, down to 29:40, prepared for a
gale ; noon lat. 39 ° 47' south , long. 24 ° 26 ' east, current sixty miles east.
21st. Wind changed suddenly from N.b.W. to south -west ; barometer soon
rose to 29.80 , after being down to 29:40 , for forty -eight hours with strong
northerly winds, but the cold southerly air from the frozen regions soon rose it
again ; noon 399 1l' south , long. 30° 37' east, current E.N.E. twenty -five
miles.
24th. Stiff south -east breezes and foggy, many snow petrel and albatrosses
ENLARGED SERIES.-- NO . 8.-VOL . FOR 1843 . 3T
506 VOYAGE OF THE UNICORN

round ; noon 38° 49' south, long. 39º 10 east, current E.N.E. forty- five
miles.
25th . Strong easterly winds : lat. 40 ° 22 ' south , long. 42° 17' east, current
S.S.W. thirty -two miles.
26th . Do. 40 29 46 50
south- east forty -one miles.
27th. Strong N.N.E. winds and foggy : lat. 39 ° 27 ' south , long, 51 ° 9' east,
current east sixty-two miles.
February 3rd. Strong W.S.W. gales, 6h. 30m . A.M. saw the island of St. Paul's
bearing N.E.b. E. thirty-miles distant, 10h. island bore true north ; long. by chrono
meter 77 ° 27 ' east ; St. Paul's is laid down by Horsburgh in 77° 52', and by
Admiral Bligh in 77 ° 17' east. I think it is laid down too far east by twenty
five miles, and as I have made it in three different and successive voyages by
good chronometers about 77 ° 27', I must think it is not far from the true lon
gitude.
4th. Strong westerly winds and fogey , a long swell from south - west ; noon
38° 26' south, long. 82° 9' east, current E.S.E. thirty -six miles.
5th. winds W.N.W .: lat. 37° 58' south, long. 85 ° 16' east, current east
thirty -eight miles ; variation observed 16° 58' west.
7th . W.S.W. wind : lat. 36° 5 ' south, long 93° 13' east, current E.N.E.
forty miles.
8th . Do. lat. 35 4 long. 96 9 do. E.N.E. | E.
forty - eight miles. 66
10th . Gentle N.N.E. wind 33 29 " I 100 56 do. E. 47 do.
11th Do. 32 56 16 103 21 do. E. 35 do.
14th . Took the trades in a hard squall from south -west; noon 30 ° 31 ' south ,
dong. 104° 3' east.
22nd. Lost the trades this day, and wind veered to N.N.W. and N.N.E. , the
trade hung steady at south and S.S.W. all the way up by the west coast of New
Holland, with clear weather; and after taken the north -west Monsoon wind was
bafiling, but mostly from the N.N.W. with an abundance of rain, and at times
severe squalls ; noon 14 ° 18' south, long: 114° 3' east.
March 2nd . Light easterly airs and a current to the westward, but weak.
6 A.M.saw Sandalwood island bearing from north to N.E. 1 E.: lat. 10° 40 '
south, 119° 56 ' east ; east end of the island makes off in a long low point,
having breakers at a considerable distance off.
13th. We havebeen eleven days getting from Sandalwood island to the island
of Pantar, having had light northerly and easterly, and an abundance of calm and
westerly currents ; 5 P.M. Pantar Peak N.N.W .; Ombay from N. 1 E. to N.E.;
noon, east end Ombay bore N.E. } E. : lat. 8° 37' south, long. 124° 54'
east.
14th . Variable airs from west to north -east, and calms; rapid tide-rips ;
noon, in the middle of the Ombay Passage ; Ombay and Pulo Cambeling
bearing E. and W. S. : lat. 8° 9 ' south, long. 125° 28' east.
15th. Strong north -west winds, and severe squalls ; 5 P.m. saw Wetter bear
ing E : 1 S .: noon , lat. 6° 1 ' south , long. 126° 28 ' east ; current N.E.W.E. ,
fifty miles. We are in the Banda Sea, and in crossing it had N.N.W. winds ,
severe squalls, and a large short head sea, with a current daily of twenty to
forty miles to the eastward.
21st. At noon , Dome on the island of Booro bore E. I N.
22nd. Gentle north -west wind and clear ; current twenty -four miles south
west : sea full of sperm whales ; island of Xulla Bessey in sight, bearing N.N.E.,
appearing high, and of an even appearance ; all the land in the Pitt's Passage,
on both sides, is high : lat. 2 ° 55 ' south, long . 125 ° 26 ' east.
27th . Passed into the Molucca from the Pitt's Passage ; noon , ten miles
south of the equator ; Latta Latta bearing E. : S. , Tawally E.b.S. , S., thirty
miles ; winds variable from south -west to north -east ; lat. 0° 10' south, long
126° 20' east.
 FROM BOSTON TO MANILA . 507

29th. Light N.N.W. winds and clear weather, rapid tide-rips, a great deal of
drift logs, and a floating isle alongside ; Tyfore isle just in sight from aloft,
bearing N.b.W. } W. , thirty-four miles; thirty-two miles off it appears quite
small , and like low land, the trees heaving up from the horizon ; it is highest
in the centre, and the hill will be seen from the deck only, while the whole
island will be seen from the top-sail yard. Tyfore island bearing N.N.W., twenty
four miles ; Meyon island will be just seen half way up the mizen rigging
thirty-eight miles off, appearing like low land : lat. noon , 0 ° 41 ' north, long.
126° 15' east.
31st. Passed from the Molucca Passage into Sooloo Sea ; passed between the
islands of Bejarem and Banca ; the channel is ten or twelve miles wide, and
clear of danger ; had a strong rush of current, setting west, through the
islands.
April 2nd . Baffing winds from north to south -west, and squally ; noon .
island of Siao bore E.b.N. $ N., forty -eight miles, and Roan E. : S., forty-six
miles ; both islands are high , and can be seen in clear weather twenty or twenty
three leagues; we are fifty miles off and can see them , with a cloudy horizon :
lat. 2° 29' north, long. 124 ° 45' east.
3rd. Noon, Siao Peak in sight, bearing E. & S. , fifty six miles : lat. 2° 59'
north , long. 124° 35' east ; current north -east, thirty -four miles.
5th. Calm , and very warm all day ; noon , thermometer 10° 8' ; current W.S.
W., forty-seven miles ; lost fifty miles ground to-day : lat. 49north, long. 122°
47' east.
6th . Calm part of the day, and light airs from south to west; noon ther.
mometer 108°, intensely hot; current W. 1 S. , fifty- five miles : lat. 4° 9'
north , long. 122° 33' east.
7th. Do.; current W.b.S. , fifty -six miles ; we have been set in by the cur
rent four days.W.b.S. , 177 miles to leeward ; the currents are very strong to
W.S.W. , between 39 and 4° north : lat. 4° 31' north, long. 122° 31' east.
13th. Light westerly airs and calms ; we have been eight days getting sixty
miles ahead ; calms and rapid currents against us ; noon , the two Peaks of
Basilan bore N.W., and N.W.b.W., forty-five miles distant : lat. 6° 11 ' north ,
long . 123 ° 45 ' east.
15th. Beating into Basilan Straits ; wind S.S.W. to S.W .; 5 P.m. nearly
calm ; came to with the stream in thirty -six fathoms gravel and shells ; veered
out ninety fathoms cable ; the west end of western Sibago S.b.E ; eastern
Sibago shut in with low lands of western one, S.S.E. } E.; Basilan Peak
S.b. W., two miles off shore. Both Sibagos have low land projecting from their
hills. Off Manalipa, and also off the Cocos islands are two small round islets,
not noticed in the charts ; while at anchor tide ran E.N.E. , two hours, three
knots, then E.S.E. the same rate ; 5 A.21 . wayed with the tide to W.N.W., and
at noon came to anchor at Samboangan ,* in 17 fathoms, Mud Fort bearing
north . This is a good place for ships bound up the Eastern Passage to recruit,
good water. Wood, poultry, fruit, yams, potatoes, bullocks, & c., are to be pro
cured here, and at a fair rate ; this place is protected by a fort, regularly built,
and well mounted with ordnance; there are also seven gun-boats stationed here,
to prevent the depredations of the Moors, and to assist vessels in distress, bound
through the straits, particularly if they get on shore. There is a Governor and
Commandant, and a very few Europeans here.
16th. Having got a supply of water, got underway, and worked to the
westward with the tide ; noon, Sangboys S.W. } S.: lat. 7 ° 8' north, long.
121 ° 50 ' east.
22nd. Off the island of Panay, progressing slowly ; winds from north and
north - east, and by keeping the land well on board, I got a light breeze off the
land at night. Noon, Point bore north : lat. 9° 52' north, long. 122° 4' east.

• See p. 219 , of our April number for further information on this place ; also vol .
for 1842 , - ED .
508 VOYAGE OF THE UNICORN

25th . Passing the islands of Ambolon and Ylinn, half to one mile off, saw
three rocks about as large as a pinnace, close in to the west end of Ylinn
the shore was bold with sandy beaches in some places ; saw a large village on
thenorth end of Ylinn . Horsburgh says these islands should not be approached
under fifteen miles, until their bodies bear E.S.E. } E. , on account of a reef said
to extend from them to the westward ; but I took the precaution to sound all
along, and kept a good look out, but got no ground at forty fathonis, neither
was any danger visible ; but I think there may be coral patches farther west,
detached from the islands, as Captain Wells, of ship Saracen, who arrived at
Manila day before me, passed over a coral shoal, and plainly saw the rocks
under the ship's quarter, both sides. The Captain stated ihat he did not sound,
as the ship was going quick through the water, and soon passed over it ; it was
of small extent, and when on it island of Ylinn bore E.b.S. , and the Peak of
Busvagon W.b.S., and Apo shoal N. 1 E. : lat. 12° 16' N. , long . 120 ° 39' E.
27th, Off the island Amul ; 8 A.M, felt a violent shock of an earthquake, lasted
about two minutes ; much thunder, and lightning, and rain , after it : noon,
Goat Island E. } S., ten miles: lat . 13° 51 ' north , long. 119° 56 ' east.
28th . Passed Corregidor, working up Manila Bay during the night, and at
noon anchored in the roads, ( 162 days passage,) in seven fathoms mud, M
Head bearing north -east, two miles. The Spanish government hasplaced a
coppered floating buoy on the St. Nicholas 'shoal , in Manila Bay, having a
white flag on it, with the number of feet of water on the shoal, in the centre of
the flag, in black figures 6 feet. *

On the 18th June, 1842, we sailed from Manila, with a light land breeze from
east ; sunrise passed the Corregidor, nearly calm and a strong tide running out
of the bay to the westward ; noon baffling airs all round the compass, with a
long swell from W.S.W .: lat. 14° 17' N., long. 120° 33' east.
19th. Squally rainy weather, calm at intervals, a large swell from south -west,
wind baffling from south to west; noon Goat island in sight bearing S.S.W.4W. ,
a long reef off the north end of this island breaking heavily : lat. 14° 4 ' N.,
long. 120 ° 09' E.
20th. Still squally and rainy, variable airs from S.S.E. to W.5.W., at times
raining torrents ; noon Mount Calavite on Mindoro, bore S.E. } E., very high
land of a round form : lat. 14° 5' N. , long. 119° 40' E.
21st to 24th . Dark gloomy rainy weather, wind light and baffling from S.W.
to W.b.s. , hard squalls ; noon Mount Calavite bore E.b.S .: lat. 13° 25' N.,
long. 119° 43'. Similar weather, rain in torrents part of the time deal of
thunder and lightning ; noon Mount Calavite still in sight bearing N. 1 W., a
long swell from south -west : lat. 12° 59' N., long. 120° 27' E.
25th . Pleasant breezes from N.E. , and increasing, weather clearing up. 6 P.M.
quite clear, a smooth sea. 9. A.M., saw the Panacatan reef on which the English
ships Frances Charlotte and Marquis of Camden were wrecked in 1840, and
until then considered as an unknown danger ; but in reading over Horsburgh's
directions, I find he speaks of the Semerara islands having a long sand project
ing a great way out from them , with two islets on its centre covered with trees,
and when passing this sand atthree miles distance it bore from E.S.E. to N.N.
W., and the eastern of the Buffalos E.b.S.- think this must be the same reef
he alludes to . I found the reef was seven miles in extent east and west, and
four or five miles north and south , it has two small low isles on it partly covered
with trees , and parts appear to be white sand. The westernmost island is the
largest and highest, both of which are surrounded to a great distance with

• As this does not yet appear in any chart , we shall be thankful to any of our
readers who will send us marks for its position . In the meantime this notice will
be useful to seamen .-Ed.
 FROM MANILA TO BOSTON . 509

reef, projecting one mile and half north -west of the western island , having many
black rocks above water. The water was of a light green on the reef. Saw five
boats at anchor on the reef, one of which made sail and stood for the island of
Panay. I think the island of Semerara is laid down too far east by thirteen
miles. I make its long. by two good chronometers 121 ° 22' E .; this reef is
much in the way of ships going up and down the Philippines, and it is necessary
to keep nearer Quiniluban, and not to borrow on the eastern side of the passage;
noon centre of the reef bore east : lat. by mer. alt. of the sun was 11 ° 52' N.,
long. from 121 ° 17' to 121 24' E., when the centre of the shoal bore north,
island of Semerara bore N.b.E. * E., island of Ylinn of the south -west end of
Mindoro bore N.N.W. s W.
26th . Light airs from south-east to north -west, and fine weather first part ;
latter part heavy clouds in south -west ; noon point Potol the north end of
Panay bore E.N.E., saw a long low isle highest at its east, and not laid down in
Horsburgh's latest charts, but is laid down in Norie's chart and also the Spanish
surveys. It bears from point Potol south - east , fourteen miles distant, is in lat .
11 ° 35' 30" N., long. 121 ° 40' 30 " east of Greenwich ; noon 12° 16 ' N. , long.
120° 51 ' E.
27th . Light southerly airs and rainy ; noon calm : lat. 11 ° 28' N. , long.
121 ° 29' E.
28th. Calm andsultry first part ; a drift island in sight ; five P.m . ; , point
Potol bore N.E. , N. , one of the Cuyo islands S.W. I S.; 5h . 30m . saw the dry
sand - bank 7 miles distant, formed of white sand, having only one cluster of
trees on its north end ; noon rainy, sun obscure.
29th and 30th. Squally rainy weather ; noon 30th , point Nasog bore E.N.E. ;
Negres island just in sight from the deck bearing E.S.E. : lat . 10° 20' N., long.
121 ° 54 ' E. , we have experienced no current as yet..
1st to 5th July. Squally and rainy, wind from south to west, blowing hard
in squalls, at intervals calm , a short head sea.
5th to 8th . Similar weather, winds veering from S.S.E. to S.S.W., working to
the southward along the west coast of Mindanao.
9th . Light E.S.E. winds and clear weather, entering Basilan straits , with a
rapid tide to the eastward ; 1 P.M. exchanged signals with the Spanish fort at
Caldera. lh . 15m . struck on a coral shoal not noticed in the charts, the north end
of the westernmost Santa Cruz isles bearing E.b.S. 1 S. seven miles distance fort
of Caldera N. E .; fort at Samboangan N.E.b.E. 1 E.; grounded forward in
21 fathoms; ship being afloat aft got out the boats, sounded round and found
a ship’s length off'the bow to the west 3 } fathoms, deepening to 6 fathoms; a
cable's length off amidships had 4 fathoms ; under the stern, 5} fathons ; a ship's
length from the stern to south -west, 7 fathoms; and a cable's length in that direc
tion, 10 fathoms : carried out stream anchor and cable, and hove a heavy strain,
continued heaving during the night, and at 3 A.m. she floated, made sail, and
soon after it fell calm , and we drifted out of the straits to the west again. While
on the reef the tide ran E.S.E. and W.N.W. six hours each way four knots : the
reef extends to the west of these islands seven miles, and it was on the outer
end of this reef on which we grounded . We received no injury whatever, and
escaped with the loss of our stream anchor and cable.
It is a singular fact, that within ten days four ships should have struck at or
about the same place ; eight days before me two English vessels from Canton for
London , one received no injury , the other struck with a S.W. wind and a con
siderable sea on , and got off very leaky, and was obliged to proceed to Sourabaya
for repairs ; the other was the whaling barque Marquis of Allsborough, of Lon
don , nine months out, no oil , she received no injury. It is necessary to approach
these islands, particularly in the night with great caution, for the tides are very
rapid, and in light winds and calms are liable to carry a ship on to the reef pro
jecting far to the west of these isles, and as yet but little known . Horsburgh
in his directions states, that to the west of these islands the strait is clear from
side to side, but a reef projects to the south - westward of these isles.
510 VOYAGE OF THE UNICORN

10th and 11th . At anchor off Samboangan Fort N.b.E. half mile, ten fathoms
sand , tide four knots E.S.E. and W.N.W., six hours each way.
12th . Wayed with a light W.S.W. wind and a tide to east, six P.m. clear of
the sand in the Soolo or Celebes sea ; noon east end Basilan south -west :
lat. 6° 38 ' N. , long. 122° 38' E.
13th to 15th. Heavy squalls, hard rain and calms, winds west to south .
16th . Similar weather, winds S.S.W. and south -west, a confused sea, current
east 60'.
17th. Squally from S.S.W and south -west, two P.M. a violent squall, lasted on,
hour, in all sail but foresail ; noon calm, current west sixteen miles : lat. 3º
43 ' north , long. 122° 32' east.
19th . Southerly winds and rainy : lat. 3° 21 ' north , long . 120° 52 ' east,
current sixteen miles west.
20ch , Squally wild looking weather : lat. 3° 11 ' north, long. 119° 50 ' east,
current south - east 23 '.
21st. Strong S.S.W , winds and clear : noon 2° 58 ' north, long. 119° 43 ' east,
current north 67 ° east , twenty -eight miles.
22nd, do. noon 2° 41 ' N. , long. 119 ° 43 ' E. , cur. N. 56°, E. 19 miles.
23rd . do. 2 16 120 10 22 26 do.
24th . do. gale, saw Cape Donda on Celebes, prodigous highland bearing
from south to south - east, and tacked westward a heavy head sea ; noon lat.
2° 2 ! north , long. 120 ° 00 ' east, current north-east, twenty -two miles.
26th . do. gales and a head sea : lat. 2° 5 ' north, long. 120° 10 ' east, cur
rent north 17° east, thirty -four miles.
27th . do. gales under double reefs 2° 9 ' north ; long. 119° 41 ' east, cuir
rent north 22° west, thirty -one miles.
28th . do. gales, Cape Donda in sight bearing S.b.E. 58 miles distant.
29th . Strong south -west winds and clear ; noon saw the Harings islands
bearing W. N., twenty miles distance, they are two small isles, I make them in
lat. 1° 44' north, long. 118 ° 58' east, they are placed on the charts thirteen miles
too far south . Horsburgh say the Harings islands are but little known , said to
lie north, a little easterly from point Kannecoongan, they bear from that point
N.b.W. ( W. , these islands are seldom seen by ships.
30th . Fresh S.S.W. winds, a vast quantity of drift wood; noon Cape Donda
bearing S.S.E. } £.; point Kannecoongan S.W.b.S.: lat. 1 ° 23 ' north, long.
119° 41 ' east, current north seventeen miles.
31st. Light S.S.W. airs and clear ; noon Cape Donda S.E. I E ; point Kan
necoongan W. I S., both very high land : lat. 1 ° 31 ' north, long. 119° 39 '
east, current north eighteen miles.
August 1st. Light southerly airs and calms, very sultry ; noon Cape Donda
E.S.E. forty -two miles ; lat. 1° 7 ' north, long. 119° 39 ! east, current north
15° east, eighteen miles.
2nd to 6th . Hot and sultry, light airs from south and south -west ; current
fifteen to twenty miles daily to the north , Celebes in sight; noon 6th , lat 0° 16'
south , long. 118° 55' east, find the current changed to south since crossing the
equator.
7th, 8th, and 9th , Light airs from south to south -west and squally, Celebes
in sight thirty miles distant,
10th. Calms, light south -west airs and sultry, Celebes in siglit thirty miles
noon , lat . 2° 14 ' south, long. 118° 35 ' east, current eighteen miles south 45 °
east.
11th. Light winds from south -east to south-west, strong tide, ripples resem
bling breakers; noon Cape William bearing east: lat. by mer. alt. is 2° 48 '
south, long: 118° 34' east, Cape twenty-four miles distant, current south
eighteen miles. Cape William is laid down in Horsburgh's charts in 20 34 '
south , and Norie places it further north, it is 14 miles further south or 2° 48'.
12th . Calm all day, Celebes in sight : lat. 3° 8 ' south, long. 118° 34 ', current
20 miles south .
 FROM MANILA TO BOSTON . 511

13th. Took the trades strong from east, 11. A.m. sounded in thirty-five fathoms
water, green mud ; noon Laurels shoal bears south sixteen miles : lat, 4° 16'
south , long 117 ° 15 ' east , just entered on the edge of soundings in the Java
sea, fifty -seven days out, and have beat every mile of the way.
14th, Fine S.S.E. trades, all studding -sails set; 4 A.m. lay by for daylight,
dawn saw little Pulo Leat isles, bearing W.1 S. to north- west seventeen iniles ;
noon 5° 15 ' south, long. 116° 2' east, current sixteen miles west.
15th . Fine trades ; noon Salombo in sight, bearing N. 1 E. twenty-three miles
distant, making in Square Hill and high : lat 5° 59' south, long. 114° 21 ' east,
current west eleven miles.
16th and 17th. Strong trades drawing from south off the Java shore at night,
and veering to E.N.E. at mid-day, twenty-six fishing boats in sight, saw Lassem
Hill on Java bearing S. } E. twenty- six miles.
18th. Saw Carimon Java Peak , bearing north nineteen miles, very high.
19th. Passed Sedary shoal two miles off, soundings eight, ten , and fifteen
fathoms.
20th . At six P.x., sea breeze failing, hauled in shore and anchored with
Carawang point, south-west six miles distant in seventeen fathoms ; at four
A.M. , wayed and stood to the westward ; noon calm and tide setting us to the
eastward, let go anchor in ten fathoms mud, Edam island bearing W.b.N. one
mile.
21st. A strong breeze from N.N.W., passed between Edam and Alhaman ; lh .
30m . P.M. saw the shipping in Batavia roads,port Appty full of them ; 2h . P.M.
passed between Ontong Java reef, and the island of Middleburgh and Amster
dam ; 4h, passed Maneaters isle and the Great Cambuys ; 7h. P.M. came to
an anchor off St. Nicholas point in twenty fathoms, the point bearing W.b.S.
six miles, in company with six Dutch ships ; 4h. A.M. wayed and stood down
straits, passed the Button quarter mile off; 10h. tide running strong to north -east
and calm, and finding we were drifting on to the Cape let go anchor in eighteen
fathoms water Rocky Bottom Cape bearing N.N.E., one mile and half distant.
22nd. Eight A.M. , wayed anchorwith a light land breeze and a W.S.W. tide,
and stood towards Anjer, nine, anchored with the flag - staff S.b.E. half mile off
shore in ten fathoms sand.
24th. Wayed anchor and made sail from Anjer roads and beat down the
straits of Sunda, wind strong from south -west off Crockatoa, took the trades
strong from south and stood to the south -west.
25th. Clear of the land, after threading our way for sixty -nine days among
islands, reefs, &c. , with rainy squally weather, adverse winds most of the tiine,
and very strong currents against us, to get into the Indian ocean .
25th to 28th. Strong trades from S.S.E.; three p.a., a sudden shift of wind
to north , blowing furiously ; noon 28th, a gale from north under close reefs :
lat. 10 ° 5' south , long. 96 ° 48' east, barometor 29-75 , air 75 °.
29th to Sep. 9th . It has been blowing a gale from S.S.E. and S.E. , all the
time wild rainy thick squally weather ; squalls very violent; wind twice has
veered round the compass, shifted suddenly in a hard squall to N.N.E., and
then veered round gradually until it came to S.E. There has been a heavy swell
from S. and S.S.W., with a large tumbling sea from S,E.; ship rolling heavily,
and shipping much water ; ship under double reef and close reefs ; the baro
meter has been up to 29.90 and 30:20 and yet there has been no change in
the weather ; noon , 9th, Roderigue bears west 450 miles : lat. 19° 34' S. long.
71 ° 25' E.; barometer 30'20, thermometer 72° .
10th . Strong S.E. gales, violent squalls ; the sharp squalls appear to raise the
sea ; noon , under double reefs ; a wild squally and windy look : lat. 20° 23' S. ,
long. 68° 23 ' E.; barometer 30:20, thermometer 72°, current N. 67° W. , 16
miles,
11th . Strong gales 1 p.m .; gale increasing, with violent squalls,and a furious
sea breaking over the ship ; took in close reefs and reefed the foresail; 6 P.M.
more moderate ; let out close reefs, set whole courses ; noon, strong gales, sharp
512 VOYAGE OF THE UNICORN

squalls, and a large cross sea : lat. 21° 28' S. , long. 66 ° 10' E.; barometer
30:19, thermometer 72° , current N. 56° W. , 21 miles ,
12th. Strong S. E. gales at commencementofthis day, and squalls less violent ;
6 P.M. sea and wind subsiding, weather clearing up, out all reefs, set light sails ;
6 A.m. shut over thick and rainy, wind veering from E. to S.E.; noon, thick
and passing squalls of rain , moderate breezes from E.S.E. , and a regular sea
running ; saw three Cape pigeons. I think this is far north of their usual
limits ; three of our crew down sick, and others complaining ; made them wear
cloth clothing ; I cannot account for their illness , unless it is the cold damp
moist weather we have had of late following the intense heat we experienced
before : noon, lat. 22° 16' S., long. 63° 51' E.; barometer 30 · 18 , ther
mometer 73º . Roderique N. 11 ° W. , 159 miles : distance this last week 1138
miles.
13th . First part squalls passing frequently and rainy ; latter parta brisk trade
and clear weather ; wind's. E., and steady: lat. 23 ° 16' S., long. 61 ° 15' E .;
barometer 30:15 , thermometer 74º. A sail astern steering west ; noon , Port
Louis N. 50° W. , 290 miles distant.
14th. Brisk trades and clear weather, with little swell on all day ; noon, island
of Bourbon bearing N. 40 ° W. , 238 miles distant; isle of France N. 15° W. ,
234 miles : lat. 21° 35' S. , long. 58° 35' E.; variation observed 16 ° 28' westerly ;
barometer 30:17, thermometer 73º.
15th . Remarkably open and clear weather, and a smooth sea, being the only
clear day since leaving Java Head : noon , wind light and baffling from north to
south -west : lat. 25° 22' S. , long, 56° 40' E .; barometer 30:05, thermometer
76° ; current south west, 16 miles.
17th. Fine clear weather, lightbaffling airs from N.N.W. to W.S.W.; noon ,
wind south and freshening ; nearest part of Madagascar N. 78º W., 390 miles
distant : lat. 26° 3' S., long. 54 ° 17' E. ; barometer 30:12, thermometer 72 ° .
18th. Strong breezes all day from E.S.E. , and very pleasant , with passing
clouds ; noon shut over thick clouds, coming rapidly from west : lat. 26 ° 28' S.,
long. 51 ° 40' E .; barometer 30:10, thermometer 70° : variation observed 20°
38' W .; current N. 45 ° E. , 16 miles.
25th . Light variable airs, mostly from E.S.E. , and very clear warm weather,
with a smooth sea ; the weather has been very pleasant for the last week ; winds
from N. to E.S.E., and a confused swell from W.S.W .; have experienced no
westerly current as yet ; noon, Cape Natal bears W.b.N. 1 N., distant 320
miles : lat. 31° 11 ' S., long. 37 ° 28' E.; barometer 30:08, thermometer 75° ;
current N. 33° E. , 21 miles.
28th . Light variable winds from S.W. to W.N.W. , and remarkable clear
weather; a very large swell from W.S.W .; noon, Cape Natal bears N.W. I N.,
220 miles distant; current 27 miles due west : lat. 32° 44 S., long. 33° 14 E.;
barometer 30:12 ; air 70° .
29th . Light winds from S.S.W. to E., and pleasant, with a large swell from
S.W .; 2h . 30m. P.M. water of a milk white appearance; hove to and sounded ;
no bottom, with 120 fathoms straight line ; water contiuued of that appearance
for one hour ; ship heading west by compass, and going three knots ; tried the
therinometer; air 60° , water 69° , barometer 30:15. Had I not sounded and
tried the temperature of the water I should certainly have thought I passed
over a bank of shoal water ; 8 A.M. air 60° , water 69° ; noon , air 66° , water
68° ; barometer 30 :5; lat. 32° 50' south , long. 32 ° 6 'east ; current these twenty
four hours N. 40° W. 38 miles. Middle point of Natal , nearest part of Africa ,
bears N. 56° W. , 140 miles distant.
30th. First part, light air, increasing breeze from E.S.E., and cloudy weather ;
2 Am . a sudden shift of wind to N.E., increasing to a gale, with dark gloomy
weather, brought us down to close reefs ; noon , a gale from north , with a large
confused sea ; clear weather ; barometer at 2 a.m. 29.90, noon, 29.80 ; air
74 °, water 70° ; current N.67° 30' E. , 37 miles : lat, 33° 52'S., long. 30° 44' E.
Cape Recif bears W. S. , 265 miles,
 FROM BOSTON TO MANILA . 513

Oct. 1st. Comes in light N.N.W. winds, veering to west,with a smooth sea ;
7 P.M. calm ; 8 P.M. a breeze sprung up from E.N.E., and freshened until 8
A.M. , when it changed to north ; 10 P.m. barometer fell to 29:35 ; sent down
royal and top -gallant yards, and prepared for a gale ; noon, thick dark gloomy
weather, a light N.N.W. wind ; barometer 29:35 ; noon, lat. 34° 50' south, long.
30° 6' east ; currentS.S.W. , 28 miles.
2nd. An increasing breeze from W.N.W., until 5 P.M. , when it set in a tre
mendous gale from W.N.W., with violent squalls, and a mountainous sea ;
hove to under close reef main-top-sail, and continued so all day; noon , wind
veered to W.S.W. , blowing strong ; barometer 29.80 ; lat. 35° south, long.
29 ° 33' east ; current S.W. * W. , 70 miles.
3rd . Strong breezes, and a large sea from S.W. to W., with fiery hard squalls,
with dark squally appearance in westward ; hard squalls passing over inces -
santly ; very cold weather; noon, barometer 30· 10 ; lat. 35° 05' south, long.
28° 40' east; current W.S.W., 40 miles.
4th . Strong S.W.gales and hard squalls ; 8 P.M.again hove to ; 5 A.M. mode
rate wind, baffling from W. to S.W., at times violent squalls, and then calm ;
very squally appearance to westward ; ship under close reefs ; barometer up to
30:40, still the weather is very dark and squally. I think this weather cannot
last long, as the barometer is so high, and has continued so during the day, but
at present no appearances of a change; noon, dark squally weather ; baffling
winds from W. to S.S.W.; no current to day : lat. 34° 51' S. , long 28° 10' E.;
barometer 30.40.
5th. Comes in moderate breezes, veering from W. to S.S.W .., with severe
squalls ; after the squall passes over, dying away calm ; wild dark heavy ap
pearance in S.W.,continuing until 10 P.M., when it cleared up very pleasant;
wind S.S.W .; pleasant during the night; set sails again ; noon , clear and
pleasant; wind S.S.W .; barometer all day 30-40 ;noon, 5thOct., Cape Recif
bears north, 69° west, distant 176 miles ; Cape of Good Hope N. 86 ° W. , dis
ant 520 miles; current this day due west, 27 miles : lat. 35° 8' S. , long. 27°,
7' E.; air 63° , water 68º.
6th. Beautiful weather ; first part of the day wind south, latter part strong
east gales ; Cape Lagulhas bears at noon W.N.W. W., 286 miles ; Cape of
Good Hope N.W.b.W., 380 miles : lat. 36 ° 1' S., long. 24° 33' E. ; air,68 °,
water 680 ; barometer 30:15.
7th. Strong N.E. gales all day, and a large sea ; 8 A.M. sounded, no bottom ,
190 fathoms line ; current 39 miles, S.W. W .: lat. 36° 24' S. , long. 22° 15'
E.; air 71 °, water 66° ; barometer 29.90.
8th. Light winds from N.E. to W , and S.S.W., and hazy ; 4 P.m. sounded
on Laghulhas bank, in lat. 36° 21 ' S. , long. 22° 9' E. , 118 fathoms, coral and
yellow sand ; 8 P.m. sounded, in lat. 36° 16' S., long. 20° 51 ' E. , 80 fathoms,
yellow sand and shells; currentW.N.W., 27 miles : noon, lat. 36° 7' south , long.
20° 40' east ; air 66°, water 64° ; barometer 29.85.
9th. Light N.N.W. winds first part ; 11 P.M. a gale from W.N.W .; hove to
under close reef main -top -sail; 8 P.M.sounded, in lat. 36° 7' S., long . 20 ° 30' E. ,
90 fathoms, green sand and mud ; 7h. 30m . A.M. sounded, lat. 36 ° 12' S. , long.
20° 28 ' E., 85 fathoms, green sand and mud ; 8 A.M. more moderate, made sail,
wind veered to S.W ; noon sounded , 90 fathoms, green sand and mud lat. 360
15' S. , long. 20° 27 ' E.; current S.W.b.W. W., 23 miles ; air 62° , water 64 ° ;
barometer 30:18 .
10th . Fine S.S.W. wind, clear weather all day ; 4 P.M. sounded ; lat. 36° 13 '
S. , long. 20 ° 17'E ., 90 fathoms, green sand ; 8 P.M.sounded ,lat. 36° 12' S., long.
20° 10° E., 100 fathoms, green sand and mud ; 7h . 30m . A.M. sounded, got no
ground , 170 fathoms, lines in ; lat. 35 ° 59' S., long. 19° 2 ' E., having gone off
the bank to the westward ; current N.W. \ N. , 23 miles ; noon, lat, 35 ° 50' S. ,
long. 18° 30' E.; air 62°, water 59° ; barometer 30-20. Passed a French
barque, bound eastward .
lith. Strong breezes from S.S.W., veering at noon to S.S.E. ; clear weather.
ENLARGED SERIES. NO . 8 , - VOL . FOR 1843 , 3U
514 THE MILKY SEA .

Saw a Cape pigeon, with a pine tally attached to 'its leg ; noon , lat. 35 ° 5 ' S. ,
long. 150' 171 E .; barometer 30 ·25 ; current N.W.b.W. I W. , twenty miles.
12th Strong S.S.E. gales, and clear weather, first part ; latter part dark
cloudy weather ; current west, ten miles ; noon, lat. 33° 46' south , long. 12,
30 ' east ; barometer 30:25.
14th . Moderate S.S.E. winds, dark cloudy weather a smooth sea winds,
baffling at noon from S.S.E. to S.W .: lat. 31 ° 7' south, long. 8° 2' east ; baro
meter 30 :5 .
15th to 16th. Light baffling winds from north -west to south -west, and dark
cloudy weather ; all the Cape birds have left us : noon , 16th , lat. 21 ° 40' south ,
long. 5 ° 30 ' east : barometer 30:10 ; current W.S.W. , twenty- four miles.
18th. Took the trades quite strong from S.E.b.s. , after three days' adverse
winds from western quarter : lat. 25 ° 29' south , long. 1 ° 59' east; current
suuth -west half south , twenty- six miles ; barometer 30:19.
19th . Brisk trades veering froin S.S. E. to S.E.b.E. , and passing rain squalls ;
crossed the Tropic of Capricorn this day:
20th to 23rd." Brisk trades ; passing rain squalls.
24th. Saw the island of St. Helena, and passed close to the shipping at James
Pown .
C. F. WILLIAMS.

The Milky Sea spoken of in the journal has already been a subject
of remark in this work . In our volume for 1839 are some pa pers upon
it, in which it is considered to be produced by the infinite quantity of
animalculæ in salt water, in an irritated state . But it is a subject
which will always be interesting to seamen , some of whom may have
occasion to remember the alarm which the phenomenon has produced
in their minds while passing through a sea affected by it . And as all
information respecting it, cannot be otherwise than acceptable , we
transfer the following experiments from the transactions of the Royal
Society , in which it will be seen that , the same effect has been produced
by fish in a state of putrescence. We need have no recourse to the
nature of the bottom , submarine volcanic eruptions, or other conditions,
but simply consider a mass of dead matter in a certain stage of putre
faction , and the milky sea is at once accounted for.

Experiments to prove that the luminousness of the Sea arises from the
Putrefaction of its Animal Substances. - By John Canton , M.A., F.R.S.
Exper. 1.- Into a gallon of sea-water, in a pan about 14 inches in
diameter, Mr. C. put a small fresh whiting , June 14 , 1768, in the
evening ; and took notice that neither the whiting , nor the water when
agitated , gave any light. A Fahrenheit's thermometer in the cellar,
where the pan was placed, stood at 54 degrees. The 15th , at night,
that part of the fish which was even with the surface of the water was
luminous, but the water itself was dark. Mr. C. drew the end of a
stick through the water, from one side of the pan to the other, and the
water appeared luminous behind the stick all the way, but gave light
only where it was disturbed . When all the water was stirred, the
whole became luminous, and appeared like milk ; giving a consider.
able degree of light to the sides of the pan that contained it ; and con
tinued to do so for some time after it was at rest. The water was most
luminous when the fish had been in it about twenty-eight hours, but
would not give any light by being stirred , after it had been in it three
days .
 THE MILKY SEA . 615

Exper. 2.—Mr. C. put a gallon of fresh water in one pan, and a

gallon of sea - water into another, and also into each a fresh herring of
about three ounces. The next night the whole surface of the sea- water
was luminous without being stirred, but much more so when put in
motion ; and the upper part of the herring, which lay considerably
below the surface of the water was very bright. The fresh water was
quite dark , as was also the fish that was in it. There were several
very bright luminous spots on different parts of the surface of the sea
water ; and the whole, when viewed by the light of a candle, seemed
covered with a greasy scum . The third night , the light of the sea
water while at rest was very little, if at all, less than before; and when
stirred , its light was so great, as to discover the time by a watch ; and
the fish in it appeared as a dark substance . After this, its light was
evidently decreasing, but was not quite gone before the seventh night.
The fresh water, and fish in it , were perfectly dark during the whole
time . The thermometer was generally above 60°.
Exper. 3.-Into a gallon of fresh water Mr. C. put common or sea -salt,
till he found by an hydrometer it was of the same specific gravity with
the sea -water. In another gallon of fresh water he dissolved 2lbs. of
salt : and into each of these waters he put a small fresh herring. The
next evening the whole surface of the artificial sea- water was luminous
without being stirred , but gave much more light when it was disturbed .
It appeared exactly like the real sea- water in the preceding experi
ment, and its light lasted about the same time, and went off in the same
manner. The other water, which was almost as salt as it could be
made, never gave any light . The herring, which was taken out of it
the seventh night, and washed from its salt, was found firm and sweet ;
but the other herring was very soft and putrid ; much more so than that
which had been kept as long in the fresh water of the last experiment .
If a herring , in warm weather, be putinto ten gallons of artificial sea
water, instead of one , the water will still become luminous, but its light
will not be so strong.*
The artificial sea - water may be made without the use of an hydro
meter, by the proportion of 4 oz : avoirdupois of salt, to seven pints of
water, wine- measure.
From the second and third experiments it is evident, that the quan
tity of salt contained in sea -water bastens putrefaction ; as thefish that
had been kept in water of that degree of saltness was found to be much
more putrid than that which had been kept the same time in fresh
water. This unexpected property of sea-salt was discovered by Sir
John Pringle, in the year 1750, and published in the 46th vol. of the
Phil . Trans. , with many curious and useful experiments on substances
resisting putrefaction ; but the greatest quantity of salt there mentioned ,
is less than what is found in sea - water : it is probable , therefore, that
if the sea were less salt, it would be more luminous. And here it may
be worth remarking, that though the greatest summer heat is well
known to promote putrefaction, yet 20 degrees more than that of the

Several river fish , as the bleak , the dace , the carp , the tench , and the eel, were
kept in artificial sea-water to putrefy, without producing any light that could be
perceived, but a piece of a carp made the water very luminous, though the outside,
or scaly part of it, did not shine at all .-Orig .
516 MR . WALKER , R.N. , ON

human blood seem to hinder it : for, putting a very small piece of a

luminous fish into a thin glass ball, the water of the heat of 118 degrees
destroyed its luminousness in less than half a minute ; which , on taking
it out of the water, it would begin to recover in about 10 seconds, but
was never after so bright as before.
Mr. C. then adds to these experiments the two most circumstantial
accounts he could find of the sea's luminous appearance. Mr. Boyle,
in the third volume and 91st page, of Birch's edition of his work, says,
“ When I remember how many questions I have asked navigators about
the luminousness of the sea ; and how in some places the sea is wont to
shine in the night as far as the eye can reach ; at other times and
places, only when the waves dash against the vessel, or the oars strike
and cleave the water ; how some seas shine often , and others have not
been observed to shine ; how in some places the sea has been taken
notice of, to shine when such and such winds blow, whereas in other
seas the observation holds not ; and in the same tract of sea , within a
narrow compass, one part of the water will be luminous, whilst the
other shines not at all : when , I say , I remember how many of these
odd phenomena, belonging to those great masses of liquor, I have been
told of by very creditable eye -witnesses, I am tempted to suspect that
some cosmical law or custom of the terrestial globe, or, at least, of the
planetary vortex , may have a considerable agency in the production of
these effects ."

ON THE MARINERS' Compass . - By Mr. W. Walker, Master R.N.

If our knowledge of the properties of the loadstone had still been con
fined to its power of attracting iron , we must have remained ignorant
of the form and magnitude of the earth ; of its proportions of land and
water, and of the various races of men and other animals that inhabit
it. The mariner must still have continued to row or sail slowly along
the land , during fine weather,with a fair wind, and a clear sky ; and
if he ventured beyond the ordinary limits of his knowledge, it would
have behoved him to look out for a place where he might “ beach his
boat," or, secure her in some sheltered creek, before darkness or foggy
weather should overtake him ! But the magnetic properties of the
loadstone were ordained for an useful purpose ; for although the dis
coveries of these properties were made but slowly, and even although
they yet remain covered as it were , by a semi-transparent veil, their
practical utility has been very great .
The introduction of the mariners' compass, even in its primitive and
rude state brought about a complete revolution in the theory and prac
tice of naval architecture and seamanship. It extended our geographi
cal knowledge, opened a social and commercial intercourse between
different nations of the earth . By it, countries previously unknown to
Europeans were discovered , and colonized ; and The ends of the earth
were aclually joined together by circumnavigation .
Practical magnetism has already done much for the increase, as well
as comfort of mankind. It has stimulated scientific research , and done
 THE MARINERS' COMPASS. 517 .

more for the advancement of the physical sciences than any other branch
of human knowledge .
The mariners' compass is held in veneration by a thorough sailor !
In a dark and cloudy night, or during a thick fog, he steals softly aft,
under pretence of putting something to rights ; but, his real object is to
take a glance at the compass to see how the ship's “ head lies .” Sea
men know but little of the doctrines of magnetism , but they know full
well that the compass is their only guide at sea, and that by it the
ship’s course is shaped . If a sailor discover an iron nail , or a marline
spike, left by some " lubber," near the binnacle, be slily consigns it to
“ Davy Jones's locker," * without any qualms of conscience, for he
knows intuitively that iron has no business there.
To those seamen who are navigators, it is considered that a brief
essay on the mariners' compass will not only be amusing, but really
useful in their profession. It is my opinion as an experienced seaman,
that if more were known by navigators of practical magnetism ( as for
example, how the stowage of a ship's cargo, or the arrangement of
the iron within a ship, might affect her compass,) fewer ships would
be lost ; for all those ships that actually run on shore with a fair wind,
when steering a compass course, intended to lead the ships clear of all
danger, are without doubt wrecked, through a want of skill in the
navigator.
It is, therefore, my intention to present the reader with a condensed
account of the mariners' compass , and of the very slow progress that practi
cal magnetism has made , and how this knowledge has been applied
to purposes on land as well as at sea. I shall give a short notice
of the theoretical views that have been from time to time, entertained
by philosophers of magnetism, and shall conclude by shewing the
practical application of what is really known of the principles of mag
netism , and in what way a ship's reckoning is liable to be influenced
by the local magnetism of the ship and her contents.
Although the Greeks, Egyptians, Phænicians, Carthagenians, and
Romans, had ships fitted for coast navigation, and generally capable of
entering shallow waters, or , of being hauled on shore. They have
left us no historical record of any thing like a compass being used in
their vessels. They knew so very little of the magnet and its proper
ties that their priests had not attempted to impose the mysteries of mag
netism on the credulity of the people ; all they knew of the magnet
was, that iron was attracted by it. From the days of Homer to the
time of the Crusades in the 12th century , there are good grounds for
believing that the magnet was not in any way applied to purposes of
navigation in Europe .
The Chinese are without doubt a very ancient people ; and although
I am not disposed to believe all that has been translated to us from
their history , yet a good deal of the Chinese history has been connected
with the history of the Heavens ; and, therefore, verified to a certain
extent . The Reverend Pere Gaubil examined the records of thirty -six
eclipses of the sun in the Chinese history and found only two doubtful
and two false . The author of the “ Histoire Universelle,” in speaking
. That is he throws it overboard ,
518 MR . WALKER , R.N. , ON

of China says , “ La Boussole, ainsi que la Poudre à tirer, étoit pour

eux une simple curiositié.” And in another place, “ La Boussole, qu'ils
connoissoient , ne servoit pas à son veritable usage de guider la route des
Vaisseaux , ils ne navigoient que près des côtes . " We are informed by
Du Halde , who was a missionary in China , and who wrote a history of
China from data he procured from Chinese books , that about the year
2634 b.c. the Emperor Hoang -ti, being at war, an instrument was
invented , which being placed in a car it pointed to the south , and en
abled the imperial army to direct its march , and surprise the enemy
during a thick fog ! If this statement be correct it affords evidence of
the Chinese making use of the directive power of the magnet 4477
years ago ! The same author informs us that 2883 years ago an em
bassy reached China from Cochin ; that the ambassadors had experienced
great difficulty in finding their way to the imperial court ; but on taking
their final audience , Du Halde says, “ Tcheou -kong gave them an in
strument, of wbich , one end pointed to the north and the other to the
south , that they might find their way home with less embarrassment
than they had experienced in their route to his dominions. The in
strument was then called Tchi - nan , and this is the name which the
Chinese now give to the mariners' compass. ”
In a Chinese Dictionary , compiled about the end of the fourth cen
tury , there is the following passage, — " They had then ships which
directed their course to the south by the magnetized needle.* " « The
fortune -tellers rub the point of a needle with the stone of love , for ren
dering it proper to indicate the south . " These extracts shew that the
Chinese made use of magnetism for land and sea voyages, at a very
early period of their history. The old Venetian traveller, Marco Polo ,
whilst in the service of Koublia Khan, obtained the command of a Chi
nese fleet of fourteen ships, each ship having four masts and nine sails.
This fleet was prepared to convey a Chinese princess to the Persian
Gulf ; it sailed from the river of Pekin early in the year 1291 , and
was eighteen months in making the passage to the Persian Gulf. Some
of these junks had crews of 250 men . This expedition is mentioned ,
in order to shew that, in former times, the Chinese undertook longer sea
voyages than they now undertake . It is extremely probable that the
compass was in common use in the fleet referred to, although no men
tion is made of it in Marco Polo's Narrative .
The compass of the modern Chinese is probably nearly similar to
those used two thousand years ago : one in the writer's possession may
be thus described ; -A very small steel bar about an inch in length,
and of the diameter of a sewing - needle, poised with great correctness,
and strapped to the top of a small copper hemispherical cup, which
serves as a socket to receive the point of a vertical steel pivot, (the point
of a small needle ,) rising from the centre of a circular hole in the
wooden compass - box. The bottom of this circular hole is covered with
a thin film of silver or zinc , upon which a meridian line is drawn as a
diameter. There is a round hole in the centre of the metallic circle,
large enough to allow the needle to traverse freely above it, but small
The sea coast of China generally runs in a north and south direction , and the
monsoons prevail on the coast.
 THE MARINERS' COMPASS . 519

enough to prevent the lower part of the copper hemispherical cup from
rising above the pivot of support, so as to endanger the “ unshipping of
the needle .” The circular hole and needle are covered by glass, held
in its place, by a circular wooden ring . The south end of the needle
is coloured red . The compass -box is of boxwood , four inches in dia
meter and three-quarters of an inch in depth ; on its upper surface are
drawn seven concentric circles, that nearest to the needle is divided into
eight equal parts ; circles Nos. 2 , 3, and 4 have each 24 divisions, No.
5 has 72 equal parts , circle No. 6 appears to have 48 divisions, and the
outer one is divided into 72 equal parts ; the whole are inscribed
with Chinese characters, in black or red ink ; the machine is varnished
and neatly finished . It is used in China by land and sea voyagers, by
surveyors, architects, jugglers, &c .
Now , a compass of this kind is by no means convenient to steer by ;
because, if such a compass be placed in the binnacle with its meridian
line, or one of its symbolical characters towards the ship’s head , then
all the other points, or characters being painted on the box would neces
sarily remain in a constant position with reference to the ship's course ;
in fact, the point , or character, might with equal propriety be drawn
upon the ship's deck, as upon a box fixed in the binnacle ! It would
be impossible for a European helmsman to steer a ship by a Chinese
compass ,
The introduction of the mariners ' compass into Europe was probably
due to the Arabs, during the Holy Wars of the Crusaders on the eastern
shores of the Mediterranean . The Italians, French, Norwegians, and
even the English , have endeavoured to claim this most useful instrument
as an invention of their own ; but, it appears to me that , such claims
cannot be sustained . The earliest mention made of the compass in
Europe is to be found in some old poetry written by a certain Guyot de
Provins, about the end of the 12th century, and preserved in MSS . , in
the Royal Library of France . Cardinal de Vitri, a native of France ,
who had been engaged in the Crusades, and was appointed Bishop of
Jerusalem , wrote an Oriental history , wherein he described the compass
as being in familiar use among the Saracens, on the coast of Syria ,
although a novelty to himself. *
There is in the Royal Library of Paris , an Arabian MS . , written in
1242 , by Baïlac Kibdjaki, wherein the sea compass of this early period
is described.t “ We have to notice amongst the properties of the mag
net , that the captains who navigate the Syrian seas, when the night is
so dark as to conceal from view the stars which might direct their
course, according to the position of the four cardinal points, take a basin
full of water, which they shelter from the wind , by placing it in the
interior of the vessel , they then drive a needle into a wooden peg, or a
corn stalk, so as to form the shape of a cross, and throw it into the
basin of water, prepared for the purpose, on the surface of which it
floats. They afterwards take a loadstone of sufficient size to fill the
palm of the hand , or even smaller ; bring it to the surface of the water,
give to their hands a rotatory motion towards the right, so that the
• British Annual , 1837. + Letter of M , Humbolt, translated by Klaproth .
520 MR . WALKER , R.N., ON

needle turns on the waters' surface ; they next suddenly and quickly
withdraw their hands when the two points of the needle face the north
and south. They have given me occular demonstration of this process
during our sea voyage from Syria to Alexandria in the year 610, (or
1212 A.D.)"
Here then , we have a clear description of the primitive European
compass, and how magnetism was communicated to the needle, stuck
into a reed of straw, and made to float in a bowl of water. In those
times, the Saracens had possession of the sea coasts , but still the mari
ners of Syria and Egypt had to manage their navigation under the
government of their Mahomedan conquerors. Their manner of com
municating magnetism to a needle made to float on water , “ so as to
form the shape of a cross,” as described by the Arab in the above quota
tion is worthy of notice . There is magic as well as superstition in it !
During a period of 200 years ( from 1100 to 1300) the western world
was convulsed with wars of no ordinary kind . From the farthest limits
of the East the Turks and Tartars had extended their conquests towards
the West, overturning all the old governments and civil institutions ;
and whilst the infidels were propagating their religious opinions by the
sword , the Pope had established the inquisition. Under such circum
stances, need we be surprised , that arts declined and science slumbered ,
and that we hear little or nothing of a machine , which , however rude
or mysterious , was in use for directing the course of ships.
In consequence of the vast multitudes of Crusaders that precipitated
themselves on Palestine , all those maritime ports of any note , engaged
their vessels, either as transports for the pilgrims or the troops, or, else
they were employed as traders to supply the armies with provisions and
stores. The Venetians, Genoese, and the people of Amalphi rose in
wealth and power by their profitable employment during the wars be
tween their Christian brethren and the Mahomedans of Western Asia.
A bitter hatred , heightened by religious fanaticism , was kept up between
them, and generally speaking, it would have been unsafe for a christian
sailor, to adopt, and openly use, a Saracen compass.
The Holy Wars or Crusades terminated about the year 1291, leaving
the mercantile navies of the Mediterranean to follow their commercial
occupation . About the year 1302 , one Flavius Giojo a native of Amalfi,
is said to have invented the Mariners' Compass . “ Seven miles to the
west of Salerno and thirty to the south of Naples, the obscure town of
Amalphi displayed the power and rewards of industry . The land
however fertile, was of narrow extent , but the sea was accessible and
open . The inhabitants first assumed the office of supplying the Western
world with the manufactures and productions of the East, and this useful
traffic was the source of their opulence and freedom . The Govern
ment was popular under the administration of a Duke and the supre
macy of the Greek Emperor. Fifty thousand citizens were numbered
in the walls of Amalphi , nor was any city more abundantly provided
with gold , silver, and the objects of precious luxury. The mariners
who swarmed in her port excelled in the theory and practice of naviga
tion and astronomy, and the discovery of the compass , which has
opened the globe is due to their ingenuity or good fortune. Their
 THE MARINERS' COMPASS. 521

trade was extended to the coasts, or at least to the commodities of Africa

Arabia, and India.'" '*
Here we have a free, rich , and enterprising mercantile and maritime
people, ( and without an Inquisition , ) who, if they did not actually
invent, were likely to greatly improve the compass, upon which the
prosperity of their little territory so mainly depended. We have seen
that the ancient compass of the Chinese , and that used by the Saracens
were altogether unfit for general purposes at sea . Any intelligent
shrewd captain unshackled by authority, and not having the terrors of
" the Holy Office” before his eyes, would soon hit upon a method to
improve the compass ! The man of Amalphi no doubt did improve the
mariners' compass, by simply introducing a needle, large enough to
carry a card , having the cardinaland other points painted on it. Such
a compass would differ from the more ancient one, in this all- important
property, of indicating at once, the direction of the ship's keel and the
bearing of all external objects.
The compass of China as has already been seen , had its points painted
on the box, which would turn along with the ship, the little magnetic
needle being the only part about it that preserved its position with
reference to external objects in the heavens or on the ocean : but a
compass such as we now use, or such as I believe was introduced by
the Amalphian captain, having a card of the cardinal and interme
diate points, borne up and traversing on a pivot, but held in a perma
nent position by the directive force of the magnetic needle to which the
card is attached . The ship, compass-box , pivot, and every part of the
apparatus is moveable under the needle and its attached card , which
card remains in a constant position with reference to the magnetic
meridian ! So great and yet so trifling an improvement, would secure
to Flavio Giojo the honour due to original genius. The practical
utility of such an instrument would force itself upon the public, and
the successful application would soon secure its adoption by practical
navigators, although many of the old superstitious coasters might con
tinue to doubt its directive powers, and fear to speculate on magnetic
doctrines, or even venture to use the new instrument , without free per
mission from the directors of their consciences !
From this time ships began to be improved in form and magnitude ,
the oar was laid aside for the sail, vessels were no longer fit for being
beached , they required to carry provisions and water for longer passages ;
instead of coasting along shore , they shaped a direct course ; sea charts
had to be drawn , navigation began to assume something like a scientific
appearance, and people became better acquainted with each other and
ascertained what they might advantageously exchange. A competition
in maritime adventure arose in Europe greatly to the advancement of
geographical and hydrographical knowledge. We have already noticed
that from the time of Homer to the end of the 13th century , discoveries
had been few and far between , but when the magnetic needle had been
so far improved , and fitted to a compass that could be safely used at sea,
we find Europeans making most rapid advances in all the sciences ;
adventurers instead of confining themselves to the shores of the then

* Decline and Fall of the Roman Empire,-Vol . IV. , p . 72 .

ENLARGED SERIES.NO . 8.-VOL FOR 1843 . 3 x
522 NAUTICAL RAMBLES ,

known world , advanced without fear into unexplored seas in search of

new countries.
In 1378 the Venetians discovered Greenland . The Normans dis
covered the Canary Islands in 1403. The Portuguese discovered the
Madeiras in 1420, and they sailed to the Coast of Guinea in 1482.
In the year 1489 the brother of Columbus, brings maps and sea - charts
to England , and in the year 1492 Columbus himself discovers America ,
and five years afterward Vasco de Gama a Portuguese, sails round the
Cape of Good Hope, and enters the Indian Ocean. Here the Portu
guese found a great number of ships, a well regulated trade on the
Coasts of Arabia, Africa, and India, as well as with the Red Sea and
Persian Gulf.
When Vasco de Gama reached Melurda, he applied to the King for
a pilot to conduct him to Calicut on the coast of Malabar: he obtained
as a pilot, a native of Guzerat, and the Portuguese shewed this man an
astrolabe, but he paid but small attention to it ! They were greatly
surprised to find this pilot well skilled in the use of the compass, the
quadrant, and Geographical charts ; but the compasses in use in the
Indian seas were found to be inferior to those in the Portuguese fleet.
Hence we may infer that the Indians sailing with their periodical
winds, had little need of great nicely in the construction of their com
pass ; they were content with a very imperfect instrument, as the Chinese
continue to be up to the present time; their arts and sciences were pro
bably on the decline ; whereas Providence had decreed , that the barba
rians of Europe should emerge out of ignorance , explore the world and
its wonders, shew its connexion with the solar system , explain the
phenomena of nature, and prove that the whole is the work of a boun
tiful Creator.
( To be continued . )

NAUTICAL NAMBLES .—THE LEEWARD STATION DURING THE WAR.

Port Royal and its Associations.
(Continued from p. 243.)
THERE is a good deal of negro wit and waggery among the male portion
of the domestic servants ; and according to the wealth of those whom
they serve, so is their own self-importance measured ; there is, however,
nothing more in this than may be observed in other countries among
serving -men. It is not unusual for one of these important gents, whose
own face may be as black as a sea- cocoanut , to upbraid another. Quashee
with being a “ black fellow !” I have heard the following “ cracking
of jokes," between two waiting lads : " I say , Prince, warra for you
look so black in de face dis morning ? " — to which Prince replied ,
laughing : “ You nega man, you no know ? mamme drink coffee in de
morning ; dat de reason .
A crowd collected round a boat belonging to a colonial schooner that
was landing some monkeys. Great merriment was created among the
lookers on, by the grave countenances of these wild piccaninnies of the
 THE LEEWARD STATION: 523

woods ; one of the animals seemed alarmed at the collection of black

faces that pressed forward to obtain a peep at his phiz. A negro who
had been gazing intently upon it , exclaimed “ Dat fella first cousin to
nega, but him much clebberer ; he can ’ peak, do be no 'peak ,-fa him
sabby well enough , if him once 'peak, buckra man make him work !
dat de truth.” A loud “ wha !” followed this piece of negro wit ; and
the alarmed chatterers were conducted up the beach amid the joyous
huzzas of their “ first cousins."
The negroes hold stinginess in great contempt ; and the girls have a
curiousmode of ascertaining, to their entire satisfaction, whether a person
is parsimonious or otherwise. Between the supporting tendons or
muscles of the neck, on the posterior side of the head, there is more or
less a depression ; this they term the “ cubbish hole.” If it happen to
be much indented they lay the person down as in possession of a stingy
disposition , and despise him ;-so that, in some measure they may be
termed phrénologists, although no disciples of Dr. Gall . If the over
seer, or “ busha ," as they call that functionary , happens to be over
careful of the supplies of food , they at once class him among the parsi
monious beings who they say , “ Naym fish wid one yie." i.e. Eat half
a red herring for breakfast, reserving the other half for the next day!
“ As cubbish as a busha;” is a common proverb with them, to desig
nate a covetous or parsimonious person .
Speaking of “ bushas," I may here relate a very curious circum
stance respecting one of those gentlemen , which was related to me at
Lucea . At a sugar estate in the neighbourhood, there was an aqueduct
thrown across a deep gully ,or ravine to conduct a stream of water to
the works. I do not remember whether the channel for conveying the
water was of wood or stone ; that, however, is of no consequence ; it
was about two feet wide, and more than one hundred feet across. The
overseer of the estate was affected with somnambulancy, or, noctambu
lism, or the dangerous habit of walking in his sleep . It was crop -time,
and the mills were constantly working night and day. About one
o'clock in the morning, before dawn , he was observed to come out of
his bed room and go into the stable, saddle his mule , bring him forth
into the yard , and mount him . The negroes who were busy at work
did not think anything extraordinary in the matter, except that, “ It
was an unusual hour for massa to be abroad .” After mounting, he
spurred his mule , and passed through the yard towards the brink of
the ravine, exactly opposite to the aqueduct,-on arriving there the
mule stopped,-the whip was applied ; but, he was extremely reluctant
to proceed, and snorted loudly. At last, after being urged, the sagaci
ous animal placed his fore- feet into the trough of the aqneduct, and
drew up his hind legs by one effort ! The negroes' attention being
directed to the spot by the snorting of the mule, proceeded thither, call
ing out loudly to apprise basha of the dangerous route the mule was
pursuing for they were not aware of his infirmity ; but thought he was
drowsy, and did not see where the animal was carrying him .
The poor mule from instinct appeared to be sensible of the danger ;
he stopped repeatedly, snorting loudly, and evidently trembled from
fear; but he went on cautiously. It was a critical moment for the
busha, for had he been suddenly roused from his deep sleep by the noise
524 NAUTICAL RAMBLES .

of the negroes, it is highly probable that he would have allen into the
gulf below , and been , of course , killed, as the chasm was very deep.
Fortunately , however, his slumber was profound , and he remained un
disturbed by the noise ; tbe mule cautiously proceeding, and making
known by his snortings the dread he was under in the execution of
such a perilous feat.
Some of the more intelligent among the assembled negroes suggested
that the overseer might be asleep, and unconscious of the act he was per
forming ; and the headman assenting to this belief, despatched a party
round to the other side of the chasm, with directions not to disturb the
rider, but to seize the bridle, and lead the mule quietly to the stable.
By the time the party arrived at the opposite siảe, the mule had safely
completed his task, and was standing still , as if to recover from the
alarm which it manifestly had been under whilst threading its way
through the gutter. The nocturnal equestrian sat without motion, and
was evidently enjoying a sound nap. The sagacious animal was led to
the stable, and the overseer cautiously roused. His astonishment on
being informed of the exploit which he had performed, may be ima
gined, for he was perfectly unconscious of having been out of his bed ;
and , as may readily be believed, declared that he would not undertake
it in day - light to become possessor of the estate !
It is difficult to conceive what would have been the effect upon the
mind of the overseer had he awoke immediately after successfully per
forming the dangerous exploit : sudden alarm even when a person is
wide awake has led to insanity , and terminated in suicide. The re
markable case of Mr. Cutler is one in point : -In June 1827, this gen
tleman , whilst rambling in the fields near Gravesend, came to a deep
chalk - pit over which a narrow plank had been placed , on which he
attempted to pass, but when near the middle, his foot slipped, and he
came down on one knee ; the horror which his narrow escape from cer
lain death had produced , was so intense that, he never recovered from
its effect, and ultimately in a state of insanity destroyed himself !
As I have been describing an incident of the mountains, I will here
add a trifling episode that memory has revived . Two or three brother
officers and myself went in a hasty visit to a friend in the highlands of
this charming island . The house was situated on the summit of one of
the most elevated peaks, and commanded an extensive prospect of the
surrounding and romantic country , and a long line of coast, with the
blue expanse of the ocean, which appeared to be risen above the level
of the mountain tops.
In the evening we strolled about visiting the negro - huts, not alone to
enjoy the refreshing land-wind, which had now began to move towards
the sea, but to observe the mode in which the sable denizens of a slave
land passed their moments of leisure, after a day of toil. It was, to us
tars, an extraordinary , but gratifying spectacle ; and at once served to
correct some of the hasty impressions which had been formed from the
published opinions of others respecting the extreme misery of a life of
slavery in the West. A wood fire blazed before the door of each cot
tage, with a group of negroes seated round it, whilst the children were
sporting about in joyous merriment. A large iron pot stood on the
fire, filled with good things in preparation for supper, and which
 THE LEEWARD STATION , 255

mitted a very savoury flavour, such as would have delighted the heart
of an alderman. This, upon enquiry, we found to be the celebrated
“ pepper -pot ;" a sort of hodge -podge, which our friend informed us
was a delicacy “ fit to lay before a king .” A subsequent trial fully
assured us that its praises had not been exaggerated ; a more delicious
repast could scarcely be imagined by the most fastidious gourmand : so
much for the “ Poor dear negroes being half starved ! ”
A great deal of good humour prevailed among the parties, whose huts
(which by -the -by are very comfortable dwellings) though detached ,
were but a short distance apart ; jokes were passed , which occasioned
much laughter ; and , in this way , the happy multitude , ( for the num
ber composing it could not have been less than a hundred of both sexes, )
passed the time whilst the evening meal was preparing. When it was
ready, the whole contented beings retired to the houses, and enjoyed the
frugal and nutritious repast, with a zest unknown to many a buckra in
a higher sphere of life.
On our return we tarried on the lawn, before the dwelling-house, to
look at the starry Heavens,* and enjoy the cool and spicy air. It was
a blessed night, calm and cloudless ; for the light air which sprang up
after sun -set had died away again ; the moon was high up in the con
cave, wheeling her untired way, and casting her pale light unchecked
over the land and sea ; the mountain tops alone received the effect of
her luminous rays, for the valleys lay concealed in a white and dense
fog , -a transition that so altered the features of the surrounding land
scape as that nothing of its sun- lit reality could be traced . It was
altogether a remarkable scene, and was in keeping with the extreme
stillness that accompanies a tropical night in the mountains.
It required little stretch of the imagination to fancy that we had
suddenly been transported to fairy -land, the features of which, by the
flourish of a magician's wand , had been transposed into a new picture
of an opposite character to the one we had been gazing upon a short
time before. Whilst yet the sun was up, we had been admiring the
rich and gorgeous tints, and the deep shadows thrown on the diversified
objects around ,-of mountain and vale,-rock and ocean ,—with the
various embellishments of nature and art. But now all had changed ,
before us lay, in appearance, extensive lakes, and many islands con
trasting with opposite effect — their dark and ill - defined outlines with
the snow -like whiteness of the imaginary fluid which surrounded
them .
If all was sparkling brilliantly above , engaging deeply the attention
and conjuring up thoughts of the myriads of worlds poised in intermin
able space, and beyond every other sight impressing the mind with a .
due sense of the unlimited power of the great Author of the universe,
there were not wanting other objects close at hand to attract : the fire

* “ Bespangled with those iles of light,

So wildly, spiritually bright ;
Whoever gazed upon them shining,
And turn'd to earth without repining,
Nor wish'd for wings to flee away ,
And mix with their eternal ray ſi
Seige of Corinth .
526 NAUTICAL RAMBLES,

fly with its little blue intermittent flambeau was darting here, there ,
and every where. In the imagination of romance, the whole arena
seemed peopled with nocturnal spirits, tiny fairies, keeping their orgies
when mortals seek repose ; neither did we want music, but it was such
only as belongs to the lowest scale of pleasing sounds, it vibrated from
the spring of a Jews'-harp ! nevertheless it was music , and exquisitively
performed ; infinitely surpassing any I had ever before heard from that
simple instrument.* The musician was a remarkably pretty Mulatto
girl . The negroes are extremely partial to music, and as the Jews'
harp is the least costly of instruments, it is in the hands of many of the
children , some of whom as in the instance given , bave obtained consi
derable proficiency in the art of using it ; indeed, when this simple
instrument is not at hand, they make use of'a comb and paper , deter
mined at any rate to produce sounds which to their taste are pleasing.
Whether our kind friend had secretly directed the young “ Dignity ”
to serenade us with her primitive notes, in order to surprise us by a
contrast that was most agreeable, I know not, but scarcely had the last
faint sounds of the little harp died away, when we were regaled with
the delightful notes of the key - bugle, an instrument peculiarly adapted
to the creation of pleasing emotions, during the silent hours of the night,
in calm weather. “ Rule Britannia," the most inspiring of tunes, at
least to the ear of an Englishman, came floating on the buoyant air
from afar ; the variation most admirably performed, and as the whole
power and skill of the performer seemed to be concentrated in giving
full effect to the soul inspiring chorus of—“ Britons never shall be
slaves,” it required all the mastery of the will to restrain the “ sons of
the waves " who were present, from making the welkin ring with their
attuned voices. On such occasions the sensations thus roused, are of the
most thrilling and exquisite nature, the senses seem to be taken by storm ,
and the mortal to be exalted, as it were, above the vulgar thoughts of
earth, the soul spurns all meaner and selfish feelings, and clings to the
one pure, refined, and disinterested sentiment— love of country - unsul
lied patriotism ! There are few beings who have not felt and enjoyed
these sensations upon particular occasions, whose hearts have not
warmed , and whose feelings have not been in an instant risen to enthu
siasm , at the sound of the national anthems, and who have not felt it
the pinnacle of honour to be enrolled among the sons of Britain ! But
in the forcible language of the great Caledonian bard, if there should
be an exception :
“ If such man , if such wretch there be,
Thanks to this aching heart I am not he !"

We were aronised very early in the morning, and sallied forth to hail
the rising sun . What a difference in bodily sensation at such an eleva
tion , and at such an hour, from that experienced at the sea - side at
. " It rose
Like some lone spirits o'er the plain ;
' Twas musical , but sadly sweet ,
Such as when winds and harp -strings meet,
And take a long unmeasured tone,
To mortal minstrelsy unknown . "
Byron ,
 THE LEEWARD STATION . 527

noon day ! Here the air was so cool that we of the ship felt chilly,
but the freshness and fragrance of the air were delightful ; a multitude
of rose bushes covered with blossoms dripping with dew, exhaled their
sweets around , and were alike gratifying to the sense of sight as of
smell . On the lawn we were met by a group of pretty young negresses
each carrying a bowl of fresh milk, which they very gracefully pre
sented to us , accompanied with the usual salute of “ Hope, Massa , sleep
well last night ”. After a little badinage with the good -natured crea
tures, we strolled on to the brink of the hill , to view the curious scene
which lay below . It was indeed a most extraordinary sight, and well
worth a journey of fatigue to see, even up to the famed Mònte Diablo,
to accomplish which is attended with more labour than perhaps any other
in the island , and with perils little short of those assailing the enterprising
traveller over the Cordilleras of the Andes. We had in some measure
been prepared for the scene, by the glimpse which we had obtained
during the “ dubious ” light of the last evening ; but the view then was
only undergoing the first stage of the transformation of its parts, for,
the earth's transudation was reduced to a visible form only in the
lowest vallies.
We were several thousand feet above the level of the sea, and at such
an elevation , it may be supposed that the prospect was very extensive ;
it was so in fact, but at the moment, the greater portion lay hid under
the vapoury canopy ; the higher peaks of the mountains alone peeping
through it, and appearing like scattered islands in a sea of white foam .
In the space where lay the ocean , not a trace of it could be seen , it was
perfectly undistinguishable from the compact mass of floating clouds
that stretched along horizontally in front, and joined its fleecy veil with
the snow -like coverlid of the land .
The first “ blush " of morn had displayed itself as we left the house ;
by the time (a few minutes only ) we had reached the brink, the golden
rays began to darken upwards, and very shortly after the glorious orb
came sliding, as it were, up from beneath a now sufficiently obvious
dark line, lighting every thing into shape and colour in an instant .
In an equally rapid manner does darkness spread around after sun
set, for there is scarcely any aurora or twilight in these latitudes , on
account of the path of the sun being generally near to the Prime
Vertical .
We remained more than an hour watching the changes that look
place, as the vapoury curtain and covering were gradually withdrawn,
and then retired to breakfast. By nine o'clock scarcely a speck of the
vapour remained , and the magnificent prospect lay before us like an
embossed map. The eye at last became fatigued , though reluctant to
yield , by shifting its view from one point to another, spread before it
in endless variety, and by straining its power of vision to define the
individuality of the more distant objects ; for it was impossible to rest
satisfied with any particular part above another : the restless orb of
reflection, in spite of the will , would rove over the whole, inquisitive
not to lose one item of the detail . But that which excited my curiosity
most, was, the dark blue expanse of ocean , which to the sense seemed
to be lifted horizontally, far above the highest elevations of the land .
Upon the whole it was the most extensive and gratifying sight I ever
528 NAUTICAL RAMBLES.

beheld ; none, in the various parts of Europe which I have seen, and I
have looked down from the Alps upon the plains below , can at all be
compared with it.
After having enjoyed ourselves most delightfully, we mounted the
same horses which our kind friend had sent down to the coast for us,
and bade adieu to his hospitable mansion, accompanied by one of his
trusty domestics.
The extreme attention, the marked kindness which had been shewn
to us, had made it a matter of regret to part so soon from our worthy
host and his amiable family ; and there was not one among his visitors
but would keep the remembrance of this transient visit to the mountains
of Jamaica, as among those sunny incidents in the voyage of life which ,
however trivial, abstractedly , makes an impression on the mind that is
never lost .
Our descent seemed almost as fatiguing as the ascent, and it certainly
was attended with more risk of serious accident ; but, the horses were
sure - footed , and went on cautiously , and cleverly , until arriving at a
bend of the road , when one of the officers in the act turning round to
speak to another behind him, fell off in consequence of the saddle slip
ping under the horse's belly ; he escaped unhurt, but had to sustain
the general laugh .
Towards noon the clouds began to gather in dense masses, and to
threaten rain ; we asked our guide, Peter, what he thought of the
weather— “ Oh ! plenty rain come presently - better get off horse, and
lead him down quick - watchman hut ’tand lilly way down . ” This
was done, and although we proceeded with increased speed , it soon
became evident that unless we obtained shelter somewhere, we should
get a thorough drenching, for the hut was a good mile below us . In a
short time a few large drops fell, at the instant a flash of lightning and
a distant clap of thunder was seen and heard - precursors of the coming
deluge . “ What's to be done Peter ?” — He pointed to a bridle path
through thick tangled bushes, and directed us to follow him up it ;
that there was a cave or overhanging cliff which would afford shelter ;
we followed his example of remounting , pushed into the thicket one
after the other , and fortunately reached the “ harbour of refuge" just
in time to save a land foundering ! It was a capital place of shelter,
and a singular natural curiosity . I have never met with any thing
similar to it before or since . It was neither a cave nor a break in a cliff,
as from Peter's brief description , we had imagined it to be. It was a
recess in a huge lime-stone rock , of an oblong form about twenty - five
or thirty feet in length , and receding ten or twelve feet ; the walls were
very nearly vertical, and the roof, like a great slab, quite horizontal,
smooth , and white ; it was surrounded with bushes , shrubs, and tall
timber trees. In the ascent , which was very precipitate , the noble ani
mals pushed up in gallant style as if sensible of the cause for such extra
exertion . We all dismounted, and it was fully a quarter of an hour
before the poor jaded horses recovered their ordinary easy respiration.
In a few moments after, “ heaven's artillery ” opened , and the shower
came down like a cascade, attended with sudden and furious squalls of
wind , bringing with them a very sensible change of temperature.
The storm continued for an hour, the flashes of lightning most awful,
 THE LEEWARD STATION. 529

and the thunder absolutely deafening , appearing , to the sensations, as

if it were a material body of vast dimensions rolling down the moun
lains, which seemed to be shaken to their foundations : and the rain ,
or rather the deluge, for it fell like the volume of a Niagara, and
obscured even near objects from view, certainly surpassed every other
shower I had ever witnessed at home or abroad ; and with od reason ,
for we were here in the midst of the clouds, the meteoric cisterns them
selves . It seemed , too , as if the sun had been suddenly eclipsed, for the
weather became almost as dark as at midnight, Altoge: her it was a most
impressive circumstance ; and it is probable that there was not one heart
present but was sensibly, though secretly affected , at such a display of
Nature's majesty ! a description of which falls far beyond the power of
human words to express . Such a storm must be seen to be perfectly
understood .
As the thunder's roar became more distant, the rain lessened , and in
a short time ceased ; the clouds dispersed , and the sun- " the glorious
sun ”, burst forth “ from concealment's span ” to gladden the earth again
by his presence. Every rain drop that hung dependent from the leaves ,
sparkled with the brilliancy of the diamond, and the birds left their
coverts. The sudden contrast was exhilarating, and hailed with accla
mation . Even the poor horses seemed to acknowledge the change , for
one after the other, shook himself, snorted , or yawned, rising his head ,
which had been depressed whilst the storm lasted , and cocking his
ears .
The weather now having every appearance of being settled ,according
to the common expression, we were preparing to lead the horses down
the path , when our sable friend Peter, as the guardian of our safety,
with an energy that showed how strongly he felt the importance of the
trust reposed in him, exclaimed : “ 'Top , Massa, ' top ; no go yet ; water
come down 'trong presently, carry you all down gully bottom ; ' tand
’ till ,-Peter tell you when for go.'
There was an involuntary laugh among us ; a display of that self
sufficiency in which young men of little experience, and less reflection
are but too apt to indulge . But, the negro with no schooling, yet pos
sessing practical knowledge of the country, knew what he was about,
and gave us a lesson by which we might profit on some future occasion.
That he was right, we very soon found out, - " What is that ? ' was
simultaneously uttered . What is that, indeed a rush of “ many
waters ! ” We all hurried to the brink of the bank , and looking down
upon the precipitate road below , beheld , with no small degree of
astonishment, the solution of Peter's apparent enigma ;-a mighty
wave rolling its foaming and turbid crest, headlong down the steep,
with an impetuosity that was irresistible , clearing away every loose
particle before it, beating down the bushes, and bending the small trees
that stood in its course ; -masses of matted earth , shrubs, and fragments
of rocks, in wild confusion, shot past with the velocity of an arrow !
It was a moving sight truly, “ Dere , massa , I tell you som I tell you
water come presently , and he come ! ” exclaimed our guide. But, this
was not said exultingly ; his words were evidently intended to make us
sensible of the fact that he was fully equal to the trust reposed in him
by his master . “ Well, Peter , you are a clever fellow ; you have saved
ENLARGED SERIES.-- NO . 8.- VOL . FOR 1843 . 3 Y
530 NAUTICAL RAMBLES .

us from a launch into the gully." “ No, sa, Peter no clebber, him
poor nega, but him sabby how tings go in dis country . You, massa ,
know ebbery ting 'bout ship : but you no hab mountain in de salt
water. " The mind of our sable guide was not open to flattery ; he felt
alone that which experience had taught him , and in knowing which
he conceived there could be no merit attached ; but assuredly there was
merit of the first order in his neat reply ; for, although the expression
seemed merely to imply a simple truth " every man to his calling,"
yet it rejected the compliment paid , as one which he did not think
himself entitled to, for it is probable our sable friend had never heard
the old saw : “ Praise unmerited is censure in disguise ;" and was,
therefore, under no apprehension of its application in his case.
The impetus attained by the body of water was astonishing, setting
the boasted power of the “ Lords of the Creation ,” at naught; it was
gravitation exemplified with a vengeance ! There was still more of
philosophy in the circumstance than the single principle of water rush
ing onwards to gain the lowest level. The materials which it hurried
along with it, showed how alluvial tracts were formed , and the outlets
of rivers obstructed , a simple process, mighty in its aggregate results ,
embracing thousands of years by which Nature levels the loftiest moun
tains,* and rises the bed of interminable oceans !
In a short time , according to Peter's prediction , the torrent had
passed away, and left us a clean -swept road ; pretty well grooved it is
true , but not so slippery as we had expected ; for, the evaporation being
strong , the moisture was soon drawn up . After a tortuous course of
miles, we at length reached the valley at the base of the mountains.
The small stream which we ha crossed on our way up, was now rush
ing and roaring along an impetuous torrent, bearing on its turbid breast,
fragments of trees , logs of wood , canes, reeds, and other floating bodies,
all hurrying away towards the great receptacle- the ocean .
Upon its bank we halted , the furding place was obliterated ; and
bad there been a ferry -boat, it would not have been prudent to risk the
safety of our friend's horses, in an attempt to cross with them. After
surveying it a short time , Peter shook his head , and said , “ Massa , river
no go down long time ; you must ride up to de bridge, 'tand tree, four
mile up. There being no other alternative, we set off on a canter. It
is said that, notwithstanding there are few countries better watered than
Jamaica, there is but one river navigable for boats of any size- Black
River, in the parish of St. Elizabeth. In some of the others, canoes
can proceed a short distance up, but most are precipitate, and some, as
the Rio Colre, extremely tortuous in their course.
Having reached the bridge just in time to prevent delay from a series
of droves of mules laden with sugar-canes,we “ packed on ," and finally
arrived at our destination, the sea -side, before dark.
This calls to mind an interesting debate at one of the meetings of the British
Association when a Clergyman , and a Captain , R.N., gave their remarks on the cir.
cumstance of the sun's declension being delayed of late years , as seen over the sum
mit of a mountain in , we believe, one of the islands of Scotland, to what it was
formerly .
May not the progressive decrease of the mountain's elevation arising from degrada
tion , account for the circumstance ? This simple solution did not, it appears, strike
either of the reasoners .
( To be continued . )
 531

THE BOTTLE CHART.

Stockholm , June 27th, 1843.
SIR. -I am afforded much satisfaction in replying to Captain Fish
bourne's answer to my communication respecting the “ Bottle Chart”
because the discussion will best enable our readers to form correct opin
ions on the subject. But I hope I shall be excused it I do not follow the
gallant officer, through those parts of his elaborate epistle which are
irrelevant, or those, which I confess, are to me, quite unintelligible .
I must begin by assuring you, that I was no less surprised than be
could be at my opinions, to find myself accused of “ misuse of data,"
when this “ misuse ” as applied to ascertain the direction and velocity
of currents, was the very thing I complained of ; but if the lines on the
chart are, as he says , “ merely intended to connect the places of depar
ture and termination and not the direction which currents and drifts
pursued ,” I have no fault to find with the practice, nor does my
former communication propose that it should be discontinued , and on
the contrary , besides being of utility, I think it may be interesting to
those immediately concerned , as well as amusing to all.
For reasons already mentioned I pass over what follows until I come
to Captain Fishbourne's remarks on my experiments off Dover. Surely
he could not suppose, that when I saw the ship had tended , I was in
doubt that the ebb had made ? I regret that I am obliged to contradict
his supposition also, that the log had sunk below the surface, and was
improperly thrown, and I might also have mentioned that several pieces
of wood thrown overboard at the same time, as well as in subsequent
experiments, have taken the direction of the tide or current when the
bottle took that of the wind and sea .
Captain Fishbourne's observations respecting the loaded wood and
bottle are too absurd to require a comment, and the " whirling eddies ”
which kept the Defence's topmast in the same place for 21 years, yet
allowed the bottles to escape , are quite beyond my comprehension ! His
conclusions on the facts relative to icebergs, are the very reverse of
mine, and I must be permitted to smile at the gratuitous remark on
the weakness and wants of man . Captain F. is no less unfortunate in
his attempt to account for the destruction of my copper cylinders by the
galvanic action of the sea water ; for it so happened that , being desirous
to know how long I might depend on their keeping above water, I
brought two of them home, and kept them immersed or just floating for
7 years in salt water . I found that they sustained no perceptible injury ,
and having in my opinion " served their time," I have deposited them
in my small collection of specimens, where they may be seen by any
person desirous of such a proof of their durability. I can only add that
my plan was highly approved of by the late Sir Joseph Banks, who
observed that the copper cylinders were more likely than bottles, to be
preserved from destruction, because three-fourths of the shores which
bound the Atlantic are rocky.
The current on the bank of Lagulhas is a no less inconclusive allu
sion, for it is notorious that the current there runs almost always to the
westward, and I myself have rounded it from the eastward several times
under close reefed main top-sail and fore -sail. I shall pass the obser
532 BOTTLE CHART .

vations on the Gold Coast, never having had the good fortune to be but
at a very respectable distance off it, and I come now to the “ white bottles, ”
which I regret I cannot acknowledge would be any improvement, as
upon the sea shore, they would be taken for froth , and on the sea for
gulls at a distance , (and no one would think of chasing a gull !). I
had at orie time an idea of painting the bottles red , which is the colour
universally admitted to be seen at the greatest distance, but that might
( for obvious reasons) give offence to a corps for whom I have the most
profound respect, and I then proposed to paint the bottles or cylinders
different colours, but then again they would have appeared like fowls
( the Scotch would call them fools,) and as I had no wish to make a fool
of myself, I abandoned the scheme of painting altogether, and , indeed, I
only mention these ideas now , to shew that the subject of currents, &c. ,
had long been one to which I had paid attention , and which I still
regard to be of much importance.
Captain Fishbourne says, that “ facts are stubborn things, " yet he
has not given one single fact, to corroborate his numerous assertions,
but substituted a string of opinions and hypotheses which though amu
singly blended with air, water, and the motion of the earth , are in no
way calculated to support the argument that, empty bottles thrown
overboard , shew the true direction and velocity of the currents in the
ocean .
In conclusion, I disclaim any intention of condemning the practice
in question , it is the “ misuse ” I condemn, and that “ misuse ” is the
assertion that the drift of enipty bottles shew the direction and velocity
of the currents in the ocean , which I have no hesitation in pronouncing
a fallacy ; and the attempt to account for the losses of ships lately sus
tained on the Coast of France thereby , I consider injurious to naviga
tion , inasmuch as it is calculated to divert the attention of the mariner
from what, I believe , to have been the true cause of these lamentable
occurrences, namely , a want of due attention to the local attraction , and
consequent deviation of the magnetic needle, when steering an easterly
course, and which I trust will apologise for my addressing you a second
time on the same subject.
I am , &c. ,
John Ross , Captain , R.N.
To Captain Beaufort, R.N., F.R.S.

[ The idea of the current " almost always " setting to the westward round the
Cape is erroneous, and has occasioned the loss of ships. Those unfortunate
vessels ( the Northumberland and others of recent date, ) considering that they
had made sufficient westing, have stood to the northward, and run ashore in the
ignorance that they had been met by an easterly current. Without referring
to Horsburgh , who quotes Major Rennell on the subject, an instance may be
found in the first page of this number, where the Unicorn found an easterly
current of sixty miles on her voyage to Manila, and on her return voyage
found it westerly: It was to meet this that the light on the Cape was proposed,
on which so much was said and written ; but which has all passed away with
out leaving a shadow , much less a lighthouse behind it ! When and where all
we look for consistency ?]
 533

SANDALWOOD ISLAND .

This Island has become of much interest from the intercourse on the
part of the natives with Europeans, having been renewed within the
last few years , after having almost entirely ceased for half a century.
I have now passed along the coasts of this island without having been
so fortunate as to communicate with the inhabitants . The entire north
coast consists of a range of high hills, rising abruptly from the sea, but
on the east and south sides of the island , close along which we passed
during this voyage, are extensive plains, divided from each other by
mountain ranges running N.E. and S.W. The plains are highly cul .
tivated , denoting a numerous population , and the country hereabouts
will not yield to Java in beauty of appearance, nor according to all
accounts, in point of fertility .
The natives , a few of whom I have seen , bear a greater resemblance
to the people of Java and Bali than to those of Timor, and from their
being acquainted with the use of the plough , it seems probable that the
Hindus have been established here also. The Dutch formerly had a
small post on the north side of Sandalwood Island , but it was abandoned
towards the close of the last century, owing to a war with the natives ,
that arose from the Dutch persisting to cut sandalwood , which the in
habitants, from some superstitious notions, do not like to see destroyed.
Very soon after Singapore was established , our manufactures found
their way here through the Bughis colony at Ende on the south side
of Flores.
The Bughis carry a considerable quantity of cinnamon , edible birds -
nests, & c., from Sandalwood Island to Singapore, but as they trade
with only one port on the island , a large quantity of produce, which
might be turned to very good account, must be wasted . Horses, which
are much larger in size than any others in the Archipelago, are at
present the most important export.
For the last three years nearly all the Java ships that resort to
Timor touch at Padewawy , or Baring's Bay, on their return for a
cargo of horses, which meet with an excellent market at Batavia .
As the country horses are very cheap at Batavia, this speaks well
for the superiority of those from Sandalwood. From there having
been a few yearsago, a considerable trade in horses carried on by ships
from our Australian colonies, which were in the habit of taking cargoes
to the Mauritius, New South Wales , Swan River, &c ., this trade has
now fallen off very much, owing to an increase in the price of horses
at Timor, and a difficulty in obtaining animals of a sufficient size.
For the last two years the Dutch government has intended renewing
their post at Sandalwood Island , but it has not yet been effected.
English manufactures are the only European articles taken by the
natives, the Dutch ships trading to Sandalwood Island being obliged to
obtain supplies of them vid Singapore .
Three ships have been lost this year in Torres Strait, all within the
Barrier, and all , I believe , on known dangers. More ships have been lost
this year in the seas of the Indian Archipelago than is usual; one , the
“ Richard Webb,” among a group of islands to the southward of Macas
 534 MR. SNOW HARRIS ON DAMAGE

sar, where she certainly had no business, as they have never been sur
veyed .
I find among the merchant captains a strong feeling in favour of
entering the Barrier Reefs in the neighbourhood of Sir Charles Hardy
islands. The passage by Murray Island seems almost entirely aban
doned , those ships passing through Torres Straits this season that did
not enter by Sir Charles Hardy Islands having ( without exception as
far as I have been able to discover) come the inner passage.
Sourabaya still continues to be the port in which vessels resorting to
Java effect the repairs they may require . The ship- builder is an En
glishman ; indeed the yard , an extensive one, has always been the pro
perty of one of our countrymen . There are two heaving down hulks,
each about 800 tons burthen, belonging to the establishment, and even
the government, although they have a dock -yard here, are obliged to
use these hulks when requiring repairs for their larger vessels. Will
you believe it possible, that the government will not permit the pro
prietor of this establishment to construct a dock , although he has im
ported the necessary steam machinery to pump it out, and keep it
free.

ON THE DAMAGE WHICH HAS OCCURRED IN THE British Navy BY

LIGHTNING , with an account of the attendant phenomena , abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information .-- By W. S. Harris, F.R.S., fc .

(Continued from p . 461.)

FISGARD, 36 .
1799. February 22nd , English Channel , off Plymouth ; sails scorched
and turned black, so that they were all rendered unserviceable ; no other
damage. After a fine morning there came up from the westward a
heavy dense cloud , attended by lightning and a deluge of rain ; the
top-sails were lowered in consequence of the squall . When the ship
was struck, the electrical discharge appeared to blaze all over the wet
ropes and sails, H.M.S. Cambrian , about a quarter of a mile distant,
struck at the same time and damaged .- (See Cambrian . )
Particulars of this case given by Admiral Sir J. B. Martin , G.C.B.,
who then commanded the ship .

FOUDROYANT, 74.
1799. November 4th , Mediterranean, north end of Gaza , four leagues ;
6 A.M. fore-top - gallant-mast and top -mast shívered in pieces. One sea
man killed and several wounded .
The previous weather had been moderate and cloudy ; on the 3rd
the ship at 3 P.M. had shortened sail in chase ; rain with thunder and
lightning ; 5th at 4 A.M. rain , hail , and lightning ; wind E.b.S., N.N.E. ,
and variable ; the weather continued unsettled .
 BY LIGHTNING IN THE BRITISH XAVY. 535

FREDRECKSTEIN , 32 .

1812. March ist , at anchor in the Piræus ; a flash of lightning

struck the fore and main masts, damaged the main - top- mast, splintered
one of the cheeks of the mast, and burst one of the hoops ; a fire - ball
seemed to explode over the decks ; it set the studding -sails on the booms
on fire, and stunned two seamen on the forecastle ; some of the sails
aloft were also considerably burned , and notwithstanding the prodigi
ously heavy rain , some minutes elapsed before the fire in the main
top -sail could be quenched .
February 28th , A.M. wind south- west , light airs; at 8h . wind , fresh
breezes and cloudy ; 10h , wind flew in to the north -west; P.M. mode
rate ; 8 P.M. north wind ; 29th , wind N.N.W. and fine ; 3 P.M. west ;
5h . north -east, after which variable and calm . March 1st, variable
with small rain ; at noon fresh breezes and cloudy, wind south - west ;
at 3h . heavy squalls with rain, thunder, and lightning ; at 4h. mode
rate with rain ; 2nd , moderate and clear, wind variable, W.S.W., light
breezes and cloudy.

GLATTON, 54 .

1794. May 20th , lat . 29° 26' N. , long . 67° W. , Cape of Good Hope
N.b.W., 247 leagues ; the Lion , 74, in company , not more than two
cables' length distant; 3 P.m., both ships struck by a discharge of
lightning, mizen-mast , top -mast, and top - gallant-mast shivered , and
much damage done below . The electrical discharge passed along a
wire into the surgeon's cabin , and escaped through the side by blowing
out one of the ports.
The Lion was struck on the mizen-mast, and the mast nearly
destroyed.
The wind had been easterly , fresh breezes and cloudy ; on the pre
vious day light airs , moderate, cloudy, and calm ; wind on the 20th ,
N.E.b.N., variable from N.N.W. to south-west ; fresh gales occasionally
with distant thunder to the north ; heavy black clouds rising in the
south -west : at 3h . thunder squalls with rain and vivid lightning ; two
flashes came extremely near ; one of them fell on the Lion, the other on
the Glatton .
The wind became variable , and went by south to south-east and
east ; much continued lightning in the south -east. The next day fresh
gales with small rain , and east winds, which continued up to the 5th
of June.

GIBRALTAR , 80.

1802. Sept. 19th, Gibraltar Bay ; 9 A.M. fore-mast, fore and main
top-masts struck by lightning, and much damaged . Three seamen
wounded . All the hoops on the fore -mast were started , and came down
on deck ; the lightning is said to have assumed the appearance of a fire
ball , it passed below and exploded in the gunners' store-room with a
report like a cannon . A man who sought shelter near the fore -mast
was scorched along his back ; his clothes, consisting of two shirts, (one
536 MR . SNOW HARRIS ON DAMAGE

of them flannel ,) a waistcoat, jacket , and great coat were all completely
burned through to his skin .
The wind had been for some time from the east ; about the 18th the
weather became hazy and nearly calm ; 19th A.m. heavy rain with
thunder and lightning, wind east ; 20th , variable winds ; on the 23rd
the wind came in from the south -west.
This electrical storm like many others, appears to have taken place
on the meeting of opposite currents of air . It did considerable damage
to the fleet in the bay ; H.M. ships Active and Superb were both struck
at the same time, and thus were three important ships, of the Mediter
ranean squadron , damaged or disabled in an instant.
The Active, as already stated , was supplied with new fore and main
masts, whilst this ship, the Gibraltar, had to get a new fore -mast.

GOLIAH, 74 .

1802. August 29th , lat . 23° 40 ' N. , long. 74° 30' W. , in the West
Indies; 7h . 40m . P.M. a flash of lightning struck the fore- top -gallant
mast and shivered it, with the fore -top -mast in pieces ; fore -mast also
damaged severely. Two seanien killed , thirteen wounded .
The electrical discharge descended by the fore -mast into the fore
light- room , split the bulk - head of the magazine, and destroyed several
lanterns. On opening the door of the passage to the magazine, the
smell of sulphur was such as to excite great alarm .
At 8 P.M the fore-top -mast, top -gallant-mast, top -gallant- yard, top
sail - yard , &c ., went overboard , hands employed clearing the wreck ,
made signal No. 311 to the Commodore, and No. 338.
The wind had been from the east, but the day the damage occurred
it became variable ; after which , at 7 P.M. squally with heavy rain ,
thunder and lightning ; at 7h . 30m . a sudden squall, which split the
fore- top -sail 'in pieces; 20th A.M., variable winds, fresh breezes and
cloudy, with rain : wind E.S.E. to E.b.N.
The ship went to Halifax for refit .

GLORY, 98 .
1805. July 17th , off Cape Finisterre, 30 leagues ; 9h . 20m . A.M.
tremendous lightning , which shivered main -top -mast, carried away
main-top -gallant-mast, and damaged the main- mast in several places .
The paunch on the fore part of the mast was shivered in pieces ; and
the main -top - gallant- yard was driven through the fore- top -sail, the
main -sail was split, also main and fore top -sails.
The wind on the 16th blew fresh from the eastward ; 17th A.m. light
breezes and hazy weather, reefed sails ; 9h. wind shifted to N.N.W.,
and varied to N.b.E.; 9h . 20m . reefed , heavy rain , thunder and light
ning ; in this squall the ship was struck . Midnight the wind came
from the west, and on the 18th N.E.b.N., with light airs .
This damage occurred just before Sir Robert Calder's action , in which
the Glory was engaged , all the carpenters of the fleet were employed
to give the mast a temporary repair so as to enable the ship to join the
Admiral off Ferrol . The ship after this went to Plymouth for a new
main- mast .
 BY LIGHTNING IN THE BRITISH NAVY . 537

GALATEA , 44 .

1805. July 7th , Of Dominica , West Indies . Th. 30m . P.M. , a

heavy clap of thunder and lightning struck the ship , and considerably
damaged the masts ; five men were wounded .
The wind on the 6th E.b.s. , 7th and 8th E. On the morning of
the thunder storm, moderate and cloudy .

GUERRIERE , 38 .

1811. March 16th off Charlestown . 4h. A.M. fore and main - top
gallant-masts damaged by lightning, main -mast splintered . The elec
trical discharge passed down the aft side of main-mast in the direction
of the iron wedges which secured the hoops, and after falling on the
quarter-deck , passed out of one of the ports ; the top - gallant-mast was
destroyed .
15th , E.N.E, squally ; 16th , calm ; 3h . 30m . taken aback from the
south ; squally, with heavy rain , thunder, and lightning ; 17th , north
east again , and squally .
This damage occurred only a short time before the ship fought the
rge American frigate Constitution . James states in his Naval History,
vol. vi . p. 132, that she went into action with her main-mast in a
tottering state from lightning.

GOLDFINCH , 10.

1811. June 17th , Basque Roads ; 5 A.M. moderate , with rain ,

thunder, and lightning ; fore-mast, top -mast, and top- gallant - mast
struck by the lightning, and shivered ; mast and sails set on fire, so that
they were obliged to cut some of them away.
The weather had been previously moderate, and the winds variable ;
16th , W.N.W. , moderate breezes with rain and lightning ; 17th A.M.
wind north ; at 5 A.M. E.S.E .; at 12h . east ; at 10 P.M. south-east.
The wind continued easterly , light breezes .
The brig warped alongside the Poictiers, 74, and shifted her fore
mast. She joined the squadron the night before the accident.

GLOUCESTER , 74 .

1830. August 2nd , Malta ; 9h , 25m. A.M. , main- top -mast shivered
by lightinng ; main -mast badly wounded from the trussel-trees to the
quarter -deck ; top- gallant-yard damaged.
The wind had become variable, all round the compass; 3h. 30m. A.M.
squally with rain , thunder, and lightning ; Uh . A.M. the storm abated .
The ship was obliged to refit and have a new main-mast, she was
detained until the 7th of September. H.M. Ship Melville was also
severely damaged in the same storm , and obliged to shift the main- mast .
Thus were two sail of the line disabled at once, they were perfectly
ready for sea, and were about to sail , to join the Admiral.
This ship was again struck by lightning in the same year at Cepha
lonia, and lost her main- top- mast.
ENLARGED SERIES .- NO . 8 , - VOL . FOR 1843 . 3 z
538 MR. SNOW HARRIS ON DAMAGE

HAERLAM, 74 .

1800. December 3rd , Mediterranean , Cape Nicola south -west four

leagues ; 6h. A.M. squally , heavy rain , thunder, and lightning. The
main -top -mast shivered throughout. Main-mast shivered to the deck,
three of the iron hoops burst open and the mast much scorched .
Wind on the 2nd S.E.b.E. and squally ; on the 3rd strong gales
from S.W.; on the 4th the wind shifted back to N.N.E. with much
lightning
The electrical discharge is said to have burst at the deck with a
great explosion, and to have passed out into the sea over the side. A
man standing by the mast was scorched by it along his back.
The ship went to Malta, but her services were in such request, that
the mast could not be shifted .

HYDRA, 36.
1808. May 14th, Augusta Bay , Sicily ; 5h . 35m. A.M. a ball of fire
struck the main -mast, and shivered the top -gallant- mast, top -mast, and
lower -mast in pieces.
The wind had been from N.E. , after which variable. It again be
came easterly with strong breezes, squally , rain , thunder and lightning ;
on the succeeding days N.N.E. and N.E moderate and fine.
The royal-mast, top - gallant-mast and yards lay in splinters in the
water on each side the frigate. The heart of the main -top -mast was
fairly taken out, leaving a mere shell . The lead lining of the water
tank at the foot of main -mast was partially melted . The discharge
penetrated the ead of the main -mast .
They cleared the wreck , and fished the lower- mast, and went to
Malta for refit, where they got a new main- mast .

HEBE, 36.

1809. October 13th, at anchor in Port Royal , Jamaica ; about

daylight, main - top - gallant-mast and top- mast shivered by lightning .
This occurred in the same storm described in the case of the Dædalus ;
the winds were variable with heavy rain , thunder, and lightning.
Two large frigates severely damaged by this storm .

HELDER .

1811. June 24th, Moen Island , Copenhagen ; W.N.W. six leagues,

10h . 30m . P.M. a flash of lightning shivered the main - top -mast, and
main -top.gallant-mast in pieces, and damaged the main -mast severely ;
came to an anchor. On the following morning the log runs thus.
“ A.M , moderate with thunder, lightning, and rain, employed in shift.
ing top- mast and top - gallant-mast; found the two jib -booms on deck
split by the lightning , carpenters employed in fishing the main -mast.”
The masts above were shattered in splinters, the main - top - mast had
the appearance of a strand of rope, partly unlaid from head to heel .
The main -mast was shaken throughout , the front fish and fittings were
blown out, so that the ship was ordered home in consequence.
 BY LIGHTNING IN THE BRITISE NAVY . 539

The wind had been easterly with fresh breezes ; 24th fresh breezes
and hazy ; 25th , moderate.

HELICON , 18 .
1812. February 25th, Plymouth , between Drakes Island and the
Main ; 11h . 30m. A.M. a flash of lightning struck the main-mast and
wounded a seaman .
Wind had been from the S.S.W., fresh gales and squally, about 10h .
A.M. rain with heavy squalls and vivid lightning , a great many empty
powder barrels were lying on deck, which they covered over, wet swabs
were placed in the pumps and all hands went below . The thunder
and lightning approached nearer and nearer, and the rain poured down
in torrents, at last a stream of flame appeared to come through the gun
room skylight, attended by a tremendous crash. The discharge passed
down under the feet of the officers at the table . Several people below
were knocked down , and a boy leaning against the main -mast was
scorched through his jacket, waistcoat, and shirt .
About the same time, the electrical discharge fell on the Tonnant, 80,
in Cawsand Bay, and the St. Savaldor in Hemoaze . Wind after this
flew back to the west ; P.M. moderate and cloudy .
The ship went into Hamoaze to have her mast surveyed, which was
slightly splintered.
HIBERNIA , 120.
1813. August 2nd , at anchor in the Gulf of Foz ; A.M. light breezes
and cloudy, with thunder, lightning, and rain , the lightning struck
the fore -mast and main -top -mast, and wounded two men below .
The wind was from the S.E. had been moderate with light breezes ,
on the 2nd, cloudy with rain and lightning ; on the 3rd, moderate and
foggy.
HERALD, 20.

1815. July 4th, at anchor off Chagres, West Indies ; lh . A.M.

the ship was struck by lightning which shivered the main - top -gallant
mast and top -mast in pieces, and injured the main-mast very much ;
main - top -sail and mizen - stay -sails much torn .
Weather on the 3rd moderate and calm, with heavy rain , thunder,
and lightning ; 4th light airs and fine, W.S.W., followed by thunder,
and lightning ; 5th, moderate and variable .
The ship fished her mast, and refitted , and went to Port Royal to
take charge of a convoy for England . It appears by the log that on
the 20th of August following, spars were sent on board the ship Francis
to repair and fish the fore -mast in consequence of damage it received
by lightning
HERON, 18 .
1828. March 9th , at anchor off Buenos Ayres ; P.M. fresh breezes
and hazy. Sunset squally with rain , down top - gallant- yards; 10h :
45m . observed a flash of lightning strike the fore -mast; several of the
watch knocked down .
510 MR . SNOW HARRIS ON DAMAGE

The wind was from the S.E. and S.E.b.E .; at 12h . P.m. more mode
rate ; A.m. 10h . squally with rain, after which moderate and cloudy,
Wind E.N.E. to Ē.S.E., the weather continued unsettled and squally.
The electrical discharge carried away one of the fore -top -mast shrouds
and backstays, and burned part of the fore- royal, damaged the fore
top -sail- yard, and split the paunch on the fore-mast in pieces. It passed
through the heart of the mast, and completely ruined it, then falling on
the chain cable, passed into the sea. Two or three men under the fore
castle were knocked down .
The ship went to Rio Janeiro for refit, whilst lying there without
her fore -mast, the Thetis frigate was also disabled in a similar way.
It is stated by Captain the Hon . F.Grey who commanded the Heron,
that out of five ships of which the Brazilian squadron then consisted,
two were for some time disabled , so that convoys could not be effectually
provided , for the protection of our trade. In consequence of the war
between the Brazils and Buenos Ayres, the services of these ships were
most important.
HYACINTH , 18 .
1833. September 23rd , Indian Ocean , lat . 1 ° 18 ' S. , long . 72° E .;
A.M. 4h. 30m. fore and main -top-masts and top - gallant-masts shivered
in pieces by two fire balls. The fore -mast- head rent, and several men
struck down .
The wind had been westerly ; at 2h . 20m . lowered the top -sails to a
squall ; at 3h . 50m . the wind came up from the N.E. and took the ship
aback ; at 4h . 30m . a heavy squall, with thunder and lightning ;
immediately after this, two fire balls were observed to strike the ship,
these came instantly one on the other. The fore-mast was first struck ,
the electrical discharge got hold of the chain top- sail sheet , and from
thence to the anchor and so on to the sea, producing fearful explosions
through the intermediate air . The discharge which fell on the main
mast seized upon the main chain top-sail sheet, and passing down this,
exploded upon the pump for bringing water into the ship, it followed
it without further damage to the vessel , through the side into the sea,
just underneath the carpenter's cabin .
The lower deck was filled with a sulphureous odour and smoke, one
of the seamen had the chain sheet in his hand , he experienced a severe
shock , but was not hurt. Several planks and cross pieces, close to the
main bolts to which the chain sheets led , were started ; the suction
pipe of the pump was burst open .
The top -masts were so split, that they were literally in ribbands, and
if the squall had not quickly passed by, they must have fallen on deck .
The discharges occurred within something less than a minute of
each other.
The ship went to Calcutta , and had a new fore-mast, the mast being
found on examination much damaged in the head .
The weather after this squall became moderate and calm .
Hyacinth , 18:
1838. May 13th , at Penang ; 4 A.M. vivid lightning ; 5h . 30m .
main -top -mast and top- gallant-masts shivered in pieces.
 BY LIGHTNING IN THE BRITISH NAVY . 541

11th and 12th , calm with variable winds inclining to north.

13th , light airs, variable , and rainy ; P.M. wind north and fine.
They purchased a spar and towed it to Wellesley to make a new top
mast.
It appears by the log, that whilst on the equator, long . 18° 40 ' west,
in January preceding, the ship encountered much lightning , which
struck her lightning - conductors three times ; the weather was calm .
The conductors from some cause were taken down previously to the ship
being damaged at Penang .

HAWK .-Revenue Cutter.

1840. January 1st , at anchor in Broadhaven , north -west coast of
Ireland ; 9 A.M. top -mast and mast struck and splintered by light
ning .
The wind was westerly, blowing a heavy gale, the sky became over
cast by a dense black cloud , which seemed to be rent asunder by a
burst of vivid fire. It was observed by those on shore to fall on, and
envelope the vessel in a flame of lightning , and she appeared to yield
to the crash of the thunder ; the copper spindle was melted , the light
ning after descending by the mast exploded violently between decks,
and passed into the sea by the chain cable ; all the berths, and the
vessel below , were filled with a thick sulphureous vapour of a suffocating
odour : the discharge passed down the main hatchway between a
man and a boy .
About the same time, a discharge of lightning burst over the
Neptune, a small cutter, in Ely Bay , about twelve miles to the southward,
and struck the sea so near the vessel , as to cause her to reel consider
ably ; several of the crew were stunned by it.

IMPLACABLE , 74 .
1810. July 8th , English Channel , off the Isle of Wight ; 7 A.M.
all the three masts struck by lightning, which damaged the fore and
mizen-top -gallant-masts and fore -top -masts, and left traces on the hoops
of the fore and main- masts.
The wind had been from W.S.W. to W.N.W. moderate and fine, on
the 6th it changed to S.S.E .; on the 7th east and fine, on the
7th S.b.W. to E.b.N. light breezes and hazy, 8th easterly and moderat,
with rain , thunder, and lightning .
A man near the main- mast was knocked down , the skin of his back
exhibited the appearance of a tree extending its branches over the
whole back , as if caused by the rupture of the veins.
The ship had a new top -mast supplied from the Portsmouth yard .
Further particulars by Admiral Sir G. Cockburn , K.C.B., & c ., who
then commanded the ship .

KENT, 74 .

1811. July 31st , off Toulon ; 4h . 15m . A.m. main-mast and mizen
mast struck by lightning, which damaged the masts, top- masts , and
mizen -top -gallant-mast, also the main -top -sail- yard. One seaman was
killed and two wounded .
542 MR. SNOW HARRIS ON DAMAGE

It appears by the evidence of Lieut . Godfrey , R.N. , then in the ship,

that the main-mast was set on fire and quite ruined , that all the spars
were more or less damaged .
Wind E.N.E. , A.M. fresh breezes with heavy thunder and lightning ;
3h . lowered the top-sails to a squall, in this squall the wind veered
to north - east, and the ship was struck by lightning at 4h . 15m .; after
this, at 7h . the wind went back to the east, then E.b.S., and E.S.E.
The ship went to Mahon to refit.
N.B. It is stated in the eighth vol . of the Mechanics' Magazine, and
in various public Journals, that at the time this accident occurred, two
lightning conductors were up, and that of twenty sail of H.M. ships in
company without such conductors, not one was damaged . It will be
seen however by the ship's log, and by the House of Commons report on
“ Shipwreck by lightning ,” February 1840, that this statement is quite
untrue. - Vide page 92 .
The ship had usually a common conductor at the main - mast, but in
consequence of its having become defective from use it was taken down
for repair ; there were several of the fleet struck at about the same time,
about eight miles distant.

LION, 74 .

1794. May 20th , lat. 31 ° 50' S., long. 32° 35 ' E. , Cape of Good
Hope, north 89° west, 274 leagues ; mizen -mast destroyed by lightning,
and other damage .
This ship was struck in the same storm with the Glatton, already
described .

LOWESTOFFE , 36 .
1796. March 8th , Mediterranean , Minorca , 5 ° 46' west, 134 miles ;
12h . 30m . P.M. , main-top-mast and main -mast shivered in pieces ; fore
top- mast split open ; fore-topsail-yard carried away ; hoops of main
mast burst open ; ship set on fire in various parts of the mast and rigging ;
three men knocked off the mast-head , one of them killed ; several men
struck down in the main -top, one of them killed ; the people struck
down between decks by violent explosions.
Wind south -east to east, with heavy squalls, thunder, lightning,
hail , and rain ; about 2h . 30m . P.M., the weather began to clear ; on
the 9th A.M., fine, with light breezes.
They were obliged to cut away the main-mast and proceed to Mahon
for refit. The storm was attended by a heavy sea .
This frigate was one of the look-out ships in Admiral Hotham's
squadron ; she was disabled at a time when the services of our ships
were of the greatest importance , the French, supported by a powerful
fleet, having just invaded Italy . Not long after the refit, the ship
fought a hard battle with a large frigate, which she captured.
LIVELY .
1805. November 24th, at anchor in Naples Bay ; 11 P.M. a flash
of lightning struck the main -mast. The log says little of the conse
quences ; but Captain White, R.N. , who was in the ship, states, that it
 BY LIGHTNING IN THE BRITISH NAVY. 543

was so much damaged as to require its being removed , so that the ship
had a new mast at Malta .
The previous day had been calm ; on the 25th an east wind , with
fresh breezes; P.M. squally , with rain ; at 11 P.M. calm again, with
heavy rain , thunder, and lightning, at which time the ship was struck .

ST. LAWRENCE , 104 .

1814. October 19th , Lake Ontario, entrance of Magara, south-west
42 miles ; 6 P.m. main - top- mast shivered in pieces, main -mast badly
rent ; five men wounded .
Wind on the 18th north - west , with strong breezes, which continued ;
on the 19th squally ; P.M. , 5h . 50m . , a heavy squall, with hail ; the
wind on the 20th west, with strong breezes.

LARNE , 20.
1820. February 16th , standing in for the land off Corfu ; A.M.
heavy squalls, with thunder and lightning ; 7 A.M. a thunder-bolt
struck the ship and killed James Waters, seaman , and badly wounded
James Williams. Wind S.b.W., and S.

MINERVA, 36.
1791. November Sth , Coast of Malabar laying in Tillicherry Roads ;
A.M., from 1 until 3 , squally , with thunder and lightning , and heavy
rain ; 2h . 30 m . the main -top - gallant-mast and mai - ntop- mast was
shivered in pieces, and fell about the decks ; the main - mast was rent ,
and much damaged . One man killed and two wounded .
Wind on the 8th south-east, moderate and cloudy ; 9th south-east,
north - east, aud E.N.E .; 10th south -west, light breezes.
When the ship was struck smoke appeared to come up the hatchway ,
and lightning like fire-balls ran along the decks; the after part of the
main -mast was fairly carried away, and all the wouldings burst off ;
four hoops knocked off; top -sail sheet bitts split, and one side of the
chain pumps split from top to bottom . There was a chest of cartouch
boxes full of powder on the quarter-deck when the lightning struck the
ship.
The journal of Capi . Sutton gives a full account of this accident .

MERCURY 28 .
1801. February 24th , Mediterranean , Cape Mole, W.N.W. , thirty
miles ; 2 P.M. main - mast shivered by lightning.
23id, fresh breezes and squally from north -west ; this weather con
tinued for some days.
The ship was obliged to go to Mahon to refit .

MONMOUTH, 74.

1802. August 21st, Naples Bay ; 7 A.m. main -top -gallant-mast

and main - top-mast shivered in pieces and rendered useless ; main-mast
much damaged .
The previous weather had been squally, with variable winds, thunder
544 VICTORIA AND ALBERT YACHT ,

and lightning ; 20th ditto with rain ; 21st squally , rainy weather ;
winds variable, thunder and lightning ; A.m. light breezes and clear ;
22nd moderate and cloudy.

MIGNONNE, ( Corvette ) 18 .
1804. July 4th, Port Antonio , West Indies, five miles ; 1 A.M. ship
struck by lightning ; main- top - mast and main -mast shivered . Five men
killed , and nine wounded .
The top- mast was shivered into above fifty pieces , and the splinters
scattered in all directions ; the main-mast was split open down upon
the keelson , and the hold filled with a sulphureous smoke ; two of the
men were killed in the main- top, they were burned black ; of two men
sleeping near the Armourer's bench , one was found dead , he had a black
speck on his side ; the other was not hurt.
Wind from the east and north on the 3rd , fresh breezes and cloudy ; the
ship had been on shore on the north - east end of Jamaica , and was being
accompanied by the Desiree to Port Royal; the morning of the 4th most
intolerably hot, without a cloud, wind E.N.E .; soon after sun -set clouds
appeared to rise from every part of the horizon, with thunder and light
ning ; about midnight the heavens appeared to be onecontinued flame ;
5th , fresh breezes, wind E.N.E.
MINERVA , 36,
1811. August 26th , Bay of Biscay , lat . 14 ° 4 , north , long. 48° 30 '
west , Cape Rea 126 leagues ; 2h . 20m . A.M.a flash of lightning took the
head of fore -top - gallant-mast, and shivered it and fore-top -mast in
pieces .
The wind had been from the south-west on the previous days ; on the
26th , fresh breezes and clear, after which squally , with heavy rain ,
thunder, and lightning ; P.m. moderate and clear; 27th wind south - east
and calm .

MORGIANA, 18 .
1814. February 27th , West India , Cape Look - out Shoals, north
23° west, 113 miles ; 7 P.M. violent squalls with heavy thunder and
lightning , main -mast splintered in several places : three men wounded .
26th, Wind west fresh gales ; 27th westerly ; 28th A.m. moderate
and cloudy, with rain and lightning, wind W.N.W .; P.m. strong gales
and squally, with heavy rain .
The ship had the main -mast shifted at Bermuda on the 23rd March
following
( To be continued . )

VICTORIA AND ALBERT STEAM YACIT.

It is scarcely possible , in the present state of the works on board the
Victoria and Albert, to convey any tbing like an idea of the complete
 VICTORIA AND ALBERT STEAM YACHT . 545

ness of the arrangements and the good taste which prevails throughout
the whole, for the comfort and general convenience of Her Majesty,
when inclined to enjoy the pleasure of excursions round her sea -girt
island. The whole of the deck of this beautiful vessel has been laid
with solid mahogany, joined together with Jeffery's “ Marine Glue,"
the qualities of which appear to have given great satisfaction, as under
the most powerful sun it will not dissolve or soil the most delicate satin
shoe, at the same time that it retains its adhesive qualities, and resists
the action of water on the expanding and contracting seams. The grand
entrance to the state cabin is at a short distance from the wheel for guid
ing the helm, and is elevated above the deck in the form of a conservatory,
with large plate glass windows, formed to suit the oval nature of the
construction , and moving on pulleys for the purpose of admitting the
pure air of heaven in genial weather. The entrance consists of two
folding doors, fitted with large plate glass windows to match with the
others, and the roof is raised in the form of a cupola , on an oval base.
The roof has been covered with the skins of some of the prize oxen , and
when completed , will have the appearance of a highly finished and
beautifully varnished coach , if the similarity of the materials and work
manship may be compared to the land vehicle. A solid mahogany
staircase descends from the deck into a large open space, on each side of
which are elegant bed - rooms for the use of Her Majesty and Prince
Albert on one side, and for Her Majesty's immediate attendants on the
other. The state cabin occupies the entire breadth of the stern of the
vessel, and is lighted with large windows of plate glass, and superbly
fitted up in every part with solid mahogany. On the exterior of the
stern is an excellent carving of the Royal Arms, and on the deck an
open species of platform has been constructed, elevated to some height
for the steersman to stand upon, when employed at the wheel. This
arrangement appears an ingenious plan , to prevent the noise and move
ments of the steersman'sfeet being heard in the cabin below . The whole
of the partitions separating the state cabin and the bed , and other rooms,
from each other, have been ingeniously contrived to deaden or completely
remove the effects of the vibration generally experienced on board steam
vessels, and present the appearance as if they were constructed for a
substantial dwelling on land, being formed of a substance like strong
canvas fixed about six inches apart, and having the hollow between the
pieces padded with felt. Over thecanvass will be placed some of the
richest and finest kind of room ornaments to be obtained in this country .
In what may be termed the ceiling of the state cabin , and the other
rooms, have been placed perforated zinc plates, for the purpose of com
municating with Dr. Reid's invention of ventilation , which has been
applied in such a manner as to be available in every part of the vessel.
The cornice, joining the ceiling to the sides of the rooms, is formed in
every part from a very chaste and light pattern mould , representing
alternately the exterior and interior of a cockle -shell, and affords a most
pleasing, and at the same time unobtrusive relief to the eye.
The dining room for the Royal attendants, consisting of Her Majesty's
suite, is situated between the engine- room and the rooms already des
ENLARGED SERIES.NO. 8. - VOL FOR 1843. 4 A
546 VICTORIA AND ALBERT STEAM YACIIT .

cribed , and in each are convenient, although not very large sleeping
rooms.
The engine- room does not occupy much space compared with the
power of the engines ( 450 horse,) Messrs. Mandslay, Field , and Co's ,
engines fitting in the vessel, occupying one-fifth less space, and conse
quently less weight than any other steam engines hitherto used for
naval purposes. The engines are exactly of the same size as those used
in the Devastation, steam -frigate, which have given such great satisfac
tion since they were actively employed in that vessel , under the com
mand of Captain Henry , on the Mediterranean station . Mr. Baker ,
the chief engineer of the Devastation , and the oldest engineer in the
afloat service, has been appointed chief engineer to the Victoria and
Albert, and has returned from the Mediterranean , and joined the Royal
steam - vessel, to be present during the erection of the engines on board .
The engine -room is so constructed as to be in a manner detached from
every other part of the vessel , and is so compact in the centre, that
when passing under deck from one extremity of the vessel to the other,
the presence of the engines will hardly be discerned , the whole being
surrounded by bulkheads, or, as will better be understood when des
cribed , as being completely encased in iron tanks filled with water, on
a plan suggested by Mr. Holdsworth , to deaden the noise of the engines.
The fore part of the vessel contains every accommodation for the
officers and crew of the vessel , the former next to the engine-room , and
the latter in a more forward part of the vessel . The Royal kitchen has
been very compactly and comfortably constructed and lined first with
sheet lead one eighth of an inch in thickness, and over that metal a
lining of tinned iron . The fire place and warming ovens made by
Brown and Redpath , are of a most substantial and safe description ;
which will be read with the highest pleasure by Her Majesty's subjects
who feel a deep interest in every thing tending to afford happiness and
pleasure to the Royal pair , but they will be more appropriately given
when the vessel is finished and ready for sea .
On leaving the Docks , Prince Albert, with the Lords Commissioners
of the Admiralty, embarked on board the Queen's barge at the Bruns
wick pier, and returned to Whitehall stairs . The royal barge had a
splendid appearance , the richness of the gilding on the carvings being
quite dazzling in the brilliant sunshine, and had a beautiful effect when
reflected from the water. The Queen's barge was rowed by 22 water
men in scarlet liveries, and the Admiralty barge which accompanied
it by 10 men in scarlet coats . The only boats accompanying the Royal
party , were two under the control of the Harbour Master, to clear ihe
river, should their services in that way have been rendered necessary
by any unforeseen obstruction, but it is gratifying to know that the
Prince's excursion was every way satisfactory .

The Victoria and Albert steam - vessel will be commissioned this day ,
July 1 , and the following officers have been appointed to her:
Captain , Right Hon . Lord Adolphus Filz - Clarence , G. C. B .; Com
mander, W. H. Hall ; Lieutenant, G. Snell ; W. Tringham ; Sir W.
 NAVAL CHRONICLE. 547

Hoste ; Master, W. Ellis; Purser, W. Bell ; Mates , Robert Coote , F.

P. Warren , Hon . P. F. Pellew, and Hon . F. Curzon .

VOYAGE OF THE BEAGLE .

ТЕ voyage of Her Majesty's surveying vessel Beagle having been completed ,
it may not be uninteresting to the readers of this journal to be informed of the
result of the work that has been performed by the tenants of her wooden walls
since her arrival from England, in the year 1837 .
The objects of her voyage were not confined to one spot or portion of the
coast, but, generally, to complete all parts that had hitherto escaped the notice
of, or had not been visited by, previous navigators : particularly , portions of
the north -western coast which were not seen by Captains Flinders and King,
or by the French expedition under Commodore Baudin, in the year 1802 .
The Beagle left England originally under the command of Captain J. C.
Wickham . This officer, however, after two harrassing voyages to the north
west coast - in which several interesting points were established , and two rivers
(the Adelaide and the Victoria) discovered — was necessitated to return to
England, on account of bad health, brought on by the extreme heat of the
climate, when the command devolved upon Captain J. L. Stokes, who has
completed the objects of her voyage, and now takes her home - to receive, it
is hoped, the reward of his long and useful services.
To describe the work performed, in the succession in which it was executed ,
would be out of place here. It is better, therefore, to give a general summary
of the different portions of the survey in the order, as to position, in which
they follow each other.
Commencing, therefore, with the eastern coast. The inner route towards
Torres Strait was twice navigated on the way to the north coast, and several
important corrections and additions made to the charts now in use. Of the
latter may be mentioned, the determination of a better outlet than the one to
the north of Wednesday and Hammond Islands, viz. , by passing through En
deavour Strait, which hitherto has been considered to be too shoal for vessels
of large burthen . Captain Stokes has however ascertained , that by keeping
nearer to Wallis' Isles, a good channel or outlet exists, in which there is not
less than five fathoms water. The passage, therefore, through this part of
Torres Strait has been very much improved .
The next important feature of the Beagle's voyage, was the discovery of two
considerable rivers at the bottom of the Gulf of Carpentaria , flowing through
a fine country in a south-westerly direction for sixty miles, navigable for thirteen
miles for vessels of thirteen feet draft, and to within five miles of where the
water is fresh ; the boats, however, traced it for nearly fifty miles further, to
the latitude of 17 ° 59' and longitude 139 ° 30'. The climate was found, in the
month of August, to be of an agreeable character, the thermometer in the month
of August indicating an average temperature of 60° , the minimum being 50°.
To these rivers the names of " Albert” and “ Flinders " were given . The cha
racter of the country is low, and the soil chiefly alluvial . No satisfactory
reason has been given for the low temperature of this tropical region, which , as
the latitude is about 17º, ought to have been at least 70 ° or 75º. The situation
of these rivers may at no distant period open a road to the interior, which is
at present wrapped up in doubt and mystery.
The next discovery in succession to the west, was that of the “ Adelaide”
ver, at the north -west part of the Gulf of Van Diemen , similar in character
to the Alligator rivers, which were discovered in the year 1818, falling into the
gulf at its southern part. Proceeding farther, another river was found of more
importance, and size, than any previously known in Intertropical Australia. It
was called the “ Victoria .” It extends for about one hundred and fifty miles
848 NAVAL CHRONICLE .

to the S.E.b.E., and is navigable for vessels of burthen for sixty miles from
the entrance ; its further examination was made by a pedestrian party to the
latitude of 15 ° 36', and longitude 130° 52', and was left still flowing from the
south-east. This position is about five hundred miles from the centre of the
continent. The character of the river may better be understood from the
following extract from Captain Stokes' journal.
“ The valley through which the riverpasses varies in its nature, from treeless,
stony plains, io rich alluvial flats, lightly timbered with a white stemmed gum ;
the banks are steep and high, thickly clothed with the Acacia, drooping
Eucalyptus, and tall reeds. There was no perceptible stream in the upper
reaches ; but, if we may judge from the inclination of the stems of the trees
growing in the bed, and heaps of large boulders in the channel of the river ;
the Victoria,at some recent period, must have been a large and rapid river.".
Whilst employed in making observations at Cape Pearce , which forms the
north entrance of this river, Captain Stokes was treacherously speared by the
natives. The wound was a severe one ; but assistance being rendered, his life
was happily saved. It is a curious coincidence that the three officers whose
services as surveyors in the late expedition have been most prominent, viz.,
Captain Stokes, Mr. A. B. Usborne,master, and Mr. Fitzmaurice, mate ; each
met with serious wounds in the prosecution of their duty , Messrs. Usborne and
Fitzmaurice, from muskets accidentally exploding : the former was obliged to
invalid in consequence, and the latter, who however has persevered to the last,
will be lame for life.
The rivers Albert and Flinders to the eastward, and that of Victoria to the
westward, converge in the direction of their sources apparently to one common
point; to which also do theintermediate rivers the Alligators and the Ade.
laide. It seemsprobable that all derive their origin from some large inland
marsh or lake, to which they serve as drains. It is not unlikely that there
may be a low tract of land between the Gulf of Carpentaria and the great
Horseshoe swamp, found by Mr. Eyre in the northern part of the province of
South Australia .
With respect, however, to the climate of the country in the neighbourhood
of the Victoria , the temperature, ranging between 95º and 110°, was found by
the Beagle's officers in the month of November to be almost insufferable, and
quite different to that experienced at the Albert, in the Gulf of Carpentaria.
It would seem from Captain Stoke's description above inserted, to resemble in
character the country about Cambridge Gulf, which has its embouchure to the
sea, a short distance to the westward .
The next part of the north -west coast visited by the Beagle, was the opening
that was supposed to exist at the back of the Buccaneer's Archipelago. Perhaps
no part of the whole coast promised to be of greater interest, andraised hopes
of the existence there of a large river, hopes that were justified by the great
rise and fall of the tides, which exceeded thirty -six feet. It was, however,
found to be but a comparatively unimportant indentation, the eastern part or
Collier's Bay being nothing more than a shallow sinuosity of the coast line, and
the western part narrowed gradually into a tolerably extensive sound, termi
nated by Fitzroy river, which was tracedfor twenty -five miles in a southerly
direction, draining the lowland from and through which it flowed. The open
ing near Cape Latouche - Treville, which was thought also to be another outlet
of the supposed river, or else the mouth of a second, was an open bay not
affording even sheltered anchorage. The interval between this part and
Depuch Island, was also explored , but not found to contain any inlet or feature
of importance. It is generally a sandy and low sterile coast, fronted by a shoal
approach and several sand -banks, the positions of which were ascertained .
The Monte -Bello Islands were also correctly and minutely surveyed, as also
some rocks in the neighbourhood, which are doubtless the Trial Rocks of
former navigators.
On the west coast, the Houtman's Abrolhos was also explored and surveyed,
 NAUTICAL NOTICES. 549

together with the coast within it, where the fertile appearance of the coast gave
strong indications of the presence of a country favourable for settling. It is
here that Governor Grey recommended the Australind Company to establish
themselves. Fortunately, however, they had located themselves at the inlet
called Port Leschenault : for they afterwards ascertained that the former would
not have suited their wants. Several new anchorages about Rottenest and
Gage's Road, off Swan River, were also examined and surveyed, in which much
advantage will be derived by the colonists at Western Australia.
South Australia has also had the advantage of the Beagle's services in the
survey of the anchorage and port at Adelaide.
But perhaps the most important because useful work performed by the
Beagle has been the detailed survey of Bass' Strait, which has been just com
pleted by Captain Stokes, with the aid of the Government of Van Diemen
Land ; which, in the most liberal way, at once acceded to the request of Cap
tain Stokes, by devoting to his services the use of the colonial cutter Vansittart,
for the survey of the southern portion of the eastern entrance of the Strait.
The command of the vessel was temporarily given to Mr. C. C. Forsyth, mate
of the Beagle.
The result of these labours has been the completion of the survey, in which
the proper and relative positions of the various headlands, capes, and islands,
which are so prominent and numerous in the Strait, are laid down, with the
tides, soundings, and description of several new anchorages, in a manner that
cannot but be of immense importance to the commercial interests of the colony .
Much important information, relative to the entrance of Port Dalrymple, as
well as that of Port Philip, and the channel within it ; the approaches to and
anchorages to the southward of Corner Inlet have also been furnished by the
operations of the Beagle during this important survey. Much labour and per
sonal exertion have been bestowed upon this work , and too much praise cannot
be given to those who have been prominent therein . It may be, however,
necessary to say, that it was commenced by Captain Wickham , and completed
by Captain Stokes .
This, however, would not have been the last work which the Beagle would
have performed for the colony, but for obstacles which unexpectedly presented
themselves, and prevented Captain Stokes from making a survey of the neigh
bouring coasts of Port Jackson. The necessity for a chart of the coast is very
urgent ,from discrepancies which have been found to exist in the chart now in
use, and the principal materials for it have been from time to time prepared as
the Beagle passed up and down the coast . It is to be lamented that this desi
rable matter could not have been accomplished.
It is unnecessary to follow the Beagle with more detail through her various
movements upon the long and tedious service upon which she has been em
ployed. Suffice to say, that the fruit of her voyage has been of the greatest
importance to the navigation of the coasts, which will be amply proved when
the charts of her voyage, particularly that of Bass' Straits, are published, and
placed within the reach of navigators, by whom alone, from the unpretending
manner in which the work has been performed, it can be estimated as it
deserves. P. P. K.

NAUTICAL NOTICES.
Slasher Reef, Australia . We take the following from that valuable jour
nal, the Naval and Military Gazette, and with some surprise , like the writer,
that we have not met with it before : bad he sent it to the Nautical Magazine,
it would have appeared immediately. These ships had no business out of the
usual track, from which the reef on which they struck is distant about twenty
miles. Was it to conceal this mistake that it has so long been kept quiet ?
Camp Kurrachee, Lower Scinde, March 25th, 1843.
Sır.-It has been a subject of the greatest surprise to us here, that although now
 550 NAUTICAL NOTICES.

a period of nearly nine months has elapsed since Her Majesty's 28th regiment
had a providential escape from shipwreck, not a single notice (that we have
seen ) has ever appeared on the subject in any paper, although I know a full
account was forwarded to one of your leading journals in London, in September
last ; and one would think that a detail relating to a corps which " has done
some service to the State,” might be as worthy of notice as the numerous and
melancholy calamities which have lately befallen Indian cotton and merchant
ships, and with which the English press is teeming.
Concluding, sir, that you have been silent only because you have never heard
the circumstances, I now regret that I did not, at the time, send you an account,
as after so many months I can now only briefly state the facts in general , for such
is, perhaps fortunately, our nature, that the events of the past fade as their
distance from the present increases; and hours of anxiety and excitement are
all comprised in one general recollection of the main cause which gave rise to
them .
On the 16th June, 1842, the whole regiment, consisting of 26 officers and
709 men , embarked at Sydney, and on the 19th sailed for Bombay on board
the ships John Brewer, (head quarters ,) Kelso, and Arab, to proceed by the
inner passage, Torres strait, and to keep company through, the Kelso leading
as Commodore.
On the night of the 29th, being now two or three days in the straits, it blew
very fresh, and the ships were going very fast before the wind as we ran along
by the coast, which was some thirty miles from us.
You must be aware that this is, perhaps, one of the most dangerous passages
known, as it is studded with reefs and rocks, hidden and visible, and that ihe
vessels are obliged to anchor each day with good light. We had not done so
yet, and whether we ought to have done it is a question I do not mean to venture
an opinion on ; it is sufficient for my present object to state we did not do so,
but continued running through the night and the following morning. About
half- past five o'clock , just as day was breaking, the three ships above named ,
with a barque that joined us the day before, named the Hopkinson, were almost
at the same moment fast, having struck against a coral reef ? It was, indeed a
curious scene to see them almost within bail. The Brewer, Kelso, and Hopkin
son , almost in a line, were held by the bows; the Arab had gone more a -head,
and got her broadside on , in which position she was rocking and striking in a
manner that led us to conclude she must either go to pieces or never get off.
The limits of a letter will not permit my entering at any length into the va
rious means we resorted to, or the many fortuitous circumstances to which we
owe our escape. Kedge anchors were got out, as we were afloat astern , while
we had not two feet water at the bows, and , after a hard day's work, we succeeded
in dragging the ships, all but the Arab, out of the reef, and into deep water
again ; but here we were in almost greater danger than before, as it blew hard,
and we were surrounded by rocks so close, that if the anchors yielded the least,
we must have gone against them . During the night the Arab swung off, when
the tide rose, and was afloat. In fact, we worked unceasingly for six days,
until the 5th July , during which time we had recourse to every possible expe
dient. At lengtli all was ready to attempt getting out of what the Americans
would call our present “ fix," and this was the greatest difficulty of all . To
give you some idea of this, I must try and explain our position .
It seems that on the 29th we had kept too much to the eastward , and that
right a -head of us, stretching from west to east, ran a long barrier of coral reef,
not visible, and, of course , stretching across our course. Had we struck against
this, our doom would have been sealed; but here, as in many other instances,
Providence interposed in our behalf: in the line of this barrier was a gap of
about a mile, within which was formed a bay, running about two miles back ;
in fact, forming a sort of harbour under water. Through this opening the four
vessels entered almost together, and from the tide being full at the time, we
must have sailed over some of the rocks, which she wed themselves everywhere
 NAUTICAL NOTICES . 551

behind us at its fall , and presented a fearful opposition to our attempts at getting
out. Another difficulty was, that the wind, which is always favourable to the
on ward course , as it blows from the south , for that same reason must be against
us in our efforts to return .
However, on this morning, with God's blessing, we did make the effort, and
succeeded, after truly many “ hair-breadth 'scapes,” in clearing this reef, and
that night anchored at the Palm Islands.
That my letter may have something to recommend it, I shall give you a copy
of the only document I now have relating to this event ; it is the position of the
reef which we called “ 28th, or the Slasher's reef.”
Lat. 18 ° 32 Bear , by Sfrom Palm IslandsW.& by S. 1 S. 29} miles.
Mt. Hinchinbrook , W. & by N. | N. 45
Long. 149"3;} Comp. } ' Magnetical Island, S.s.w. W 38
After clearing this , and making for the Palm Islands, we passed another long reef,
bearing 92 miles W.b.S ; this we called “ John Brewer Reef.”
As to the causes which led to our getting into this place at all, I do not feel
myself competent to give an opinion ; but had I time or space to enter more
into detail , I think I could show you that our getting out of it forms one of the
most wonderful instances of escape on record .
I am , &c. , A SLASHER .

Santa Cruz, Tenerife, Anchorage.- Werequest our readers to correct the

following in the marks for the anchorage at Tenerife, in our number for April
( p . 217.)
For the " Square Church Tower on with the cupola bearing W.S.W.," read
Square Church with a cupola to bear W.N.W .;” and in the subsequent bear
ing of Fort Paso Alto for “ N.N.W.” read “ NNE.”
The foregoing will be sufficient ; but another good anchoring mark is not to
bring the Mole Ilead any thing north of W.N.W.

Baltic Navigation ,-Oscar Bank, Calmar, June 14th .-In beating up the
North Calmar Sound, the master of the galliot Oscar Vornander, discovered a
strong shallow on which was no more than eight feet water. The bearings
are as follow :
The church of Achlboke on Orland, E.S.E. E., and the castle of Borgholm
S.W. } S, by compass .
The above-mentioned galliot grounded on the said spot the 11th inst. , but
the weather being fair got off again .

Duke Street, Liverpool 12th June, 1843.

Sir .-- I have the honor to transmit to you a communication from Mr. Corn
forth , commander of the ship Otterspool of this port, a gentleman who I am
sure would not willingly be ihe means of multiplying “ Vigias," and one who
always causes a good look -out to be kept when in the proximity of any (even
doubtful) danger laid down on the chart.
I am , &c.,
To the Editor, 8c. ANDREW LIVINGSTON.

“ Wednesday, May 24th, 1843. - Moderate breezes and clear weather at past
meridian, sent a hand aloft to look out for Green Rock, also good look out was
kept on deck . At lh. the temperature of the water by Jamieson's marine
thermometer was 58° , T. A. 56° : at 2 p.m. T. W. 571 , T. A. 56º ; at 4 p.m.
T. W. 57 ) ; at 6 P.M. T. W. 571º. At 7h . 30m . P.m. breakers seen on our lee
bow about four miles off very distinctly by the look-out, chief officer and self
aloft; when first seen by the look out it appeared like water breaking over a
wreck, or, splashing of many oars at different points, and when abreast of it a
circular space of water about the length of a ship in diameter was plainly seen
quite smooth after the sea broke, it was very near the surface, and so near dark,
or I would have tacked , and gone towards it; in passing it every one was so
 552 NAUTICAL NOTICES .

engaged looking at it, that I quite forgot to try the temperature of the water, as
soon as I got on deck did so, and it had fallen a degree (56 }°). At 8 P.M. T.W.
561°, and latitude by obs, alt. of the polar star 45° 10 N. from the falling of
the thermometer, and my situation not much from the latitude and longitude of
Green Rock, as laid down in Purdy's Memoir, and no account of it since 1766,
except the notice by Captain Coombes, 1819.
The breakers I do not think would have been seen had it been smoother, but
there was at the time about 4 feet scud. I do consider it a danger of some kind.
By chronometer checked by lunar observations, and rate confirmed on making
Cape Clear, I make the latitude of the breakers to be in 45° 1' N., and longi
tude 25° 45' W. I think this will be found pretty near the truth, and recom
mend any one running near the above latitude and longitude, to keep a good
look out. The abovelatitude and longitude places it 9 miles more north , and
25 ] miles more to the eastward than Purdy does.
JOSEPH Cornforth, Commander,
Ship Otterspool, ofLiverpool.

H.M.S. Lily, at anchor of Mozambique, Feb. 11th, 1843.

SHOAL Off QuillEMAINE. - While cruizing off Quillemaine on the 3rd Jan.
last, we came suddenly at 5h . 15m . P.m. on a shoal patch, not laid down in
Owen's Admiralty Chart.
· At noon we were in 18° 23' S. by observation , 37° 2 E. , by excellent chro
nometers, Quillemaine flag -staff bearing N. 34° W., 26 miles, the current had set
us about N.N.E. true, 30 miles, in the last twenty -four hours. We had stood
since noon about 27 miles S.W.b.W. by compass, with southerly wind, force 6,
and a good deal of sea.
The water being discoloured, although no land was in sight, (yet no uncom
mon thing,) a leadsman was sent into the chains, whose first cast was 13 fathoms,
his second immediately following 8 } , and the next 64, when the helm was put
down, ( the ship's company being at supper ,) the masthead -man, at the same
moment reporting land on the lee bow, thus corroborating the distance by
reckoning, the land heing low , which would make it distant about 16 miles.
In stays, we had 6 ) , and standing off 81 and 13 fathoms in successive casts, as
approaching it.
An American master of a trader now here, who has frequented these seas for
several years past, states that he, as suddenly , got into 6 fathoms on the same
spot, at night, when bound to Quillemaine, when he believed himself to be 16
or 18 miles off shore.
By afternoon sights and back reckoning the master of the Lily made it in 18°
35' S. , and 36° 40 ° E.

Trinity -house, London, 7th June, 1843 .

CONSTABLES Bank, Little Orms Head . - Notice is hereby given, that this
Corporation has caused a Red Nun Buoy, marked with the word “ Constables,"
to be placed on the Northern Edge of Constables Bank, off Little OrmsHead,
upon the coast of Denbighshire. The Buoy lies in 3 fathoms at Low Water ,
and with the following Marks and Compass Bearings, viz. :
Priestholm Islands, its apparent width open North of Great Orms Head W.
b.N.
Little Orms Head , W.b.S. I S.
Lysfaen Telegraph, S.b.W.
Rhyddlan Church Tower, S.E. I S.
N. W. Patch Buoy, E.S.E.
By Order,
J. HERBERT, Secretary.
 NAUTICAL NOTICES . 553

Trinity -house, London , 28th June, 1843.

Beacon on the RuNDLESTONE. — Notice is hereby given, that the works
which, during the last two summers, have, by direction of this Corporation ,
been in course of execution for constructing a Beacon upon the dangerous
Rock called the Rundlestone, off the Land's End of Cornwall, are now com
pleted, and a conspicuous Beacon has been erected thereon .
This Beacon consists of an artificial cone, bearing a mast, having a ball upon
its summit, at an elevation of 19 feet above the level of the sea at high
water, spring tides ;—and mariners are to be observe that spring tides rise at
this Station 19 feet, and that at low water of those tides the Rock is uncovered
to the height of 7 feet.
It being of great importance that this Beacon should not sustain injury,
Masters of Vessels and other persons are hereby cautioned and enjoined not to
approach it on any consideration, lest their own safety, as well as the security
of the structure, should be thereby unnecessarily endangered,
N.B. The Buoy which has been for several years past moored near this
Rock , will be forthwith taken away.
By Order,
J. HERBERT, Secretary .

Trinity -house, London, 28th June, 1843.

Race's Shoal, Coast of NORFOLK. — It having been ascertained that the
South End of Race's Shoal has grown up in a southerly direction ,-Notice is
hereby given , that the White Buoy of that Shoal has been moved 11 Mile S.b.
E, from it's foriner Station, and now lies in 5 fathoms at low water with the
following compass bearings,viz.
Dudgeon Light Vessel, N.N.E. | E.
Buoy on the North End of Race's Shoal, N.N.W.
Blakeney Church, S.b. W.
By Order,
J , HERBERT, Secretary.

Trinity -house, London , 11th July , 1843.

The following notice having been communicated to this Corporation , the same
is reprinted by order of this Board, for the general information of mariners.
J. HERBERT, Secretary.
Royal HARBOUR of Ramsgate. - Notice is hereby given that the Light-house
of this harbour is now rebuilt ; in consequence of which, the temporary light
lately exhibited will be removed , and a red light will be exhibited from the new
light -house at the usual times of tide, on and after the 10th inst.
The lantern is elevated on the west pier, 37 feet above high water mark,
spring tides.
N.B. Masters of vessels using Ramsgate Channel , ( commonly called Cudd's
Channel , ) in the night time, are cautioned to keep the light open to the west
ward of the Two Guide Lights, on the West Cliff, which are placed to the west
ward of all the gas lights of the town ; and further, to notice that these two
small lights kept in one, will lead through Cudd's Channel in the best of the
water, towards the harbour's mouth.
Royal Harbour of Ramsgate office, 22, Austin Friars,London — July, 1843.
Thomas M. SHADWELL , Secretary.

Trinity -house, London , 6th July, 1843.

Shipwash Light Vessel . — This corporation having completed theequipment
of a new Light Vessel for the station at the north -east end of the Shipwash Sand ,
ENLARGED SERIES .-NO . 8. - VOL. FOR 1843 . 4 B
554 NAVAL CHRONICLE .

the said vessel will be forthwith moored thereat : and the masters, pilots, and
other persons are to observe, that her appearance during the day-time will be
that of a vessel having one mast only, surmounted by a red ball, instead of three
inasts, as heretofore :
The appearance of the light in the night-time will remain unchanged .
By Order,
J. HERBERT, Secretary.

Planet Shoal, Bay of Bengal. — The following intelligence touching a shoal

in the Bay of Bengal, not hitherto noticed, extracted from the Mauritius Price
Current and Shipping List, of 26th October, 1842, is published for general in
formation .
By order of the Marine Board,
Fort William , Dec. 20, 1842. C. B. GREENLAW, Secretary.
« Extract from the log of the barque · Planet.'— Wednesday, 7th Sept. , 1842,
at 1 P.m. observed the water on the starboard bow much discoloured, kept the
ship away, and sent a hand aloft to look out,who observed the same patches as
far asthe eye could reach , running about W.S.W. and E.N.E .; passed over the
tail of one patch , and had as near as we could suppose, 9 fathoms on a sandy
bottom , - a quantity of sand fast to the lead when hauled in. The extent of the
shoal appeared to be about three miles, lat. 16° 23' N. , long. 84° 10 E.
Capt. Thompson further states, that in the centre of this shoal, there were
heavy breakers, the weather had been squally in the forenoon , but was then
more moderate, though the breeze was fresh , and a swell in consequence.
They had no meridian observation, but the longitude was determined and laid
down by good sights taken that morning with an excellent chronometer.”
( True Extract), C. B. GREENLAW , Secretary.

The YANG-TSE-Kiang . - H.M. brigs Childers and Algerine continue

employed in surveying the mouth of the Yang -tse-Kiang, the Pylades
and Columbine cruise among the islands of the Chusan Archipelago,
and the Thalia, Minden , and the steamers Driver and Medusa are sta
tioned in the harbour. A survey of this island is nearly completed ,
under the direction of Lieutenant De Havilland , 55th , and Ensign Sar
gent, 18th regiments. Supplies are abundant, but high priced , and labour
is plentiful and cheap . Last night the garrison , battery, and slaughter
house accidently caught fire, and was burnt to the ground ; but by the
great exertions of the military, the cattle and stores were all saved.

PAUMBUN Pass-The steamers Nemesis and Pluto, formerly part

of the Chinese expedition , came into harbour, the one in the morn
ing, the other in the afternoon of the 10th May . They came round
from Calcutta and Madras, having threaded the Paumbun passage,
between Ceylon and the main land . No difficulty was experienced on
the river of want of water, but the enormous length of the Nemesis,
170 feet, occasioned some trouble at the entrance , where the channel is
peculiarly narrow , and impeded by sudden turnings. The Nemesis
draws nearly five feet water ; she is provided with a false keel , which
slips down through water-tight chambers, in several places, along her
bottom , and so helps to prevent her making leeway during a gale in
the open sea . She is, however, but an indifferent sea boat, but first
 NAVAL CHRONICLE . 555

rate for the purposes of river warfare. She appears to draw too much
water, and to be too long for being of service in the Indus. The Pluto
is the same style of vessel , but of smaller dimensions, as also are the
Proserpine and Phlegethon, the latter of which was lately damaged in
attempting to ascend the river Foo - Chou - F00 . - Indian News.

WINDS OF NEW ZEALAND.

Sir . - As every recorded fact relating to Meteorology , in any particular

part of the world is of value ; and especially so with respect to the
winds and weather, in a recently established Maritime Colony ; I have
great pleasure in being able to transmit to you , a copy of the Meteoro
logical Table for the last quarter of the year 1840, and the years 1841
and 1842 ,* inserted in the Wellington Almanack, for this year, ( the
first of its publication, with the hope that it may prove of service to
navigators who are bound to New Zealand .
From this document we learn that the greatest mean height of the
barometer was 30.105 in the month of January ; and the lowest mean
height was 29.412, in the month of June. The highest mean of the
thermometer 81 ° in January ; and the minimum 36° in June, during
the period above mentioned.
It also appears that the most prevalent winds here, blow from the
northward , and from the southward ; the former being to the latter as
-432 to 266 . At first we may feel surprise that these northerly
winds should be predominant, as coming from a direction where the
general temperature of the atmosphere must be considered as being
much higher than that surrounding New Zealand . But, it is not im
probable that the movement is occasioned by the copious fall of rain
without the southern tropic ; and that from the large extent of lands
exposed to the sun's rays, in a climate where the thermometer does not
range to a low point or degree, even in winter season , those lands be
come an attracting medium to the more northern air, cooled by pluvial
discharges. In a similar way that we account for the south -west
winds, which are so prevalent on the English coasts, the contrariety
to the general theory of air in motion , if the explanation be admitted,
would be only apparent, not real ; but we are by no means certain that
these northerly winds blow from their original points of rise upon rec
tilinear courses, or , that they may not be regressive . The variable
winds number 60, in the same period of time ; and the westerly 21 .
It is probable that, the positions of Australia, and Van Diemen
Land , may be the cause of the interruption of the general continuance
of the westerly winds, as experienced to the westward of the Southern
Ocean . Had these great lands been absent, and an open ocean laid
westerly of New Zealand , like Ireland and Great Britain , the former
islands would experience a predominancy of the westerly winds over
those from other quarters.
I am, & c.
ARGONAUT .
To the Editor, fc. July 5th , 1843 .
Received the 1st of July.
556 NAVAL CHRONICLE .

tr

Temperature
Thermome
eter
METEOROLOGICAL TABLE .-New EALAND .

Barometer

.Rain tity
height

Thermom

Mean
Min
Mean

.of
the
Summary of the weather,

Quan
of

|N.Rain
days
.

ainy y
o.
in days.

nds
Mean

of

.,rcloud
.winds
calm
r.Calm
of
.Calm

w., inds
cldy
Mod

wldy
fine
.,fine
ny
,Mod

wStr

ny
&ain
.

,rClm
fine

c,rSt.
or
&
.
of

&
Months. Prevailing Winds.

o
1840. In . Dc. o
October. 29.937 73 43 60.5 N. 23 , S. 6, V. 2 . 1 10 9 18 111

1841 .
October. 129.908 66 45 59.5 N. 19, S. 8, W. 4 . 2 26 16 9 9 8

1842 .
October. 29.548 66 44 55 N. 17 , S. 9, V, 5. 3 761 712
1840.
Novem . 29 :777 80 4661:4 N.24 , S. 6 . 2 90 10 12 71 3 8

1841 .
Novem . 29.890 169 5:54 63.5 N. 15, S. 11 , W. 4. 3 5814 11 4 6

1842 ,
Novem . 29.920 71 5561:2 N. 18, S. 7 , V.5. 75 12 10 9 81 8
1840.
-

Decem , 78 5165 N. 19, S. 11 , V. 1. 1 51 6 86 3

1841 .
Decem . 29.587 69 55463.5 N. 24, S. 7 . 5 53 14 7 10 7
1842 .
Decem . 29.928 69 5358 N. 11 , S. 7 . 2 931 5 6 5 15
1841 .
January 81 5268 N. 1 !, S. 18 , V. 2 . 1 65 10 19 6 3 3

1842 .
January . 30 • 105 74 57/64 N. 17, S. 13, W. l . 1 16 5 17 10
1841 .
February 76 5065 N. 8, S. 20. 1 61 6 15 7 2

1842 .
February 30 ·026 77 5065 N. 14 , S. 12 , V. 2. 2 03 9 14 7 3 4

1841 ,
March . 30.045 75 5063 N. 18, S. 12 , V. 1. 2 39 5 19 1 8 3
1842.
March . 30.016 / 75 50 65 N. 19 , S. 11, V. l . 4 069 18 3 55
1841 .
April . 29.990 73 5436.13 N. 22, S. 5, W. 3 . 3 25 9 16 1 6 7

In November 1840 , slight shocks of earthquake felt on the 2nd , 3rd , and 28th.
In January 1842 , lightning and thunder the night between the 18th and 19th .
In March 1841, slight shock of earthquake on the 21st. March 1843, light frost
early on the 24th .
 NAVAL CHRONICLE . 557

1842 .
April. 29.897 77 51 59 N. 15 , S. 7 , V. 3 . 0 39 9 20 1 2
1841 .
May . 30.031 61 3951:9 N. 17, S.9, V. 5. 2 25 11 10 5 7 9

1842 .
May. 30.078 66 4355 N. 18, S. 10, V. 3. 4 2117 15 / 5 7
1841 . N. 8, S. 10, W.3,
June. 29.815 59 4149.5 V.9 . 3 1118 134 11

1842 . N. 16 , S. 9, W. 2 ,
June, 129.412 65 36 51 V. 2. 4 7415 136 45
1841 . N. 15, S. 1 ) , W. 1 ,
July. 29.976 | 57 37 48 °5! V, 8. 4 94/17 17 | 3 4 7
1842. N. 19, S. 5, W , 1 ,
July. 129.915 62 40/52: 5 V.1 , 6 8715 13 2 7 9
1841 . N. 18, S. 8, W. 2 ,
August. 30 545 69 37 50 V. 3. 4 614 12 2 7 9

1842 .
August. 29.920 59 538 50:6 N. 1 ) , S. 14, V. 6. 3 55 13 5 7 12
1842 .
Septem . 30.077 63 45 53 N. 17 , S. 12 , V. I. 4 5114 13 3 6

1842 .

9
Septem . 30 023 66 45 55.5 N. 15, S. 15. 4 012 10 3 8

In June 1841 , slight shock of an earthquake on the 10th .

The total quantity of rain which fell during the year 1841 , amounted to 39 inches.
‫ܘܘܘܘܘ‬
The greatest quantity which we have known to fall in one day, was 2.25 inches, on
the 16th of September, 1841 .

The following custom -house duties at Wellington, New Zealand, may be of ser
vice to the Captains of ships.
British or W. I. spirits , via Britain , not exceeding proofstrength by Syke's £. s. d .
hyd . , and of Van Diemen Land, and New South Wales,-per gal. 4 0
On all other spirits.
Tobacco, manufactured, except snuff, and cigars. 1
Manufactured, per lb.
Cigars 2
Tea, sugar, flour, wheat, and all other grain , and pulse for every £ 100
value. 0
Wine for every £ 100 value . 15 0 0
All other foreign goods, for every £ 100 value. 10 0 0
All British goods, and goods the produce of manufacture of New South Wales, and
Van Diemen Land, except spirits free.

The first Corporation of Wellington , and of any place in New Zealand .

George Hunter, Esq ., J.P., Mayor ; W.Lyon , Senior Alderman , W. Fitzherbert
J. Scott, J. Dorset, F. A. Molesworth , J. Wade, R. Waitt, W. Guyton , J.P., A.
Hort, E. Johnson , and R. Jenkins, Aldermen ; G. White , J.P., Town Clerk , R.
Park , Town Surveyor.
 558 NAVAL CHRONICLE .

Note on TIDES AT Port Louis, Falkland Islands.

OBSERVATIONS were made every half hour between the 10th May and
6th September, 1842 , and at every quarter of an hour about the times
of high and low water, from which the following general results may
be inferred, without going into any of the very remarkable irregularities
which occurred , and which belong to the phenomena of periodical
inequalities of time and height.
Time of high-water at new moon is 4h . 45m. after her transit.
66
at one quarter 5 5
at full moon 6 28
at third quarter 5 9
At new moon the highest lide occurs at the 3h ., high-water after the
change.
The greatest rise or fall amounts to on an average, six feet two inches.
At full moon the highest tide occurs at the 3h. high-water after the
full, and the average spring tide amounts to five feet five inches.
The spring tide at the new moon is more regular in its amount than
at the full moon ; in the latter case it varied from 4 feet 104 inches to
6 feet 24 inches in four lunations. The spring tide at the new moon
of three lunations had no sensible difference in amount , 6 feet 2 inches,
except on one extraordinary occasion which does not belong to the
regular phenomena of the tides, a fall of 6 feet 6 inches occurred.
The largest spring tide or difference between bigh and low - water
invariably occurred with a fall, and as invariably the tide nearest to
midnight.
I have not had time to go into the question of inequalities, but I can
see there ar some very interesting results to be obtained from this series .
I have deduced the mean level of the sea from the five months obser
vations, and fixed two marks 5 feet 8 inches above it, by cutting off the
top of a rock in one case, and by cutting a ledge in the face of a cliff
in the other case, and have inserted two copper- plates engraved “ Five feet
eight inches above the mean level of the ocean, August, 1842 ; H.B.M.
ships Erebus and Terror,” by which any difference that may occur in
the mean level of the sea in these parts may be determined , in which
case it may be presumed that a similar mark on the rocks at Port
Arthur, Van Diemen Land , would indicate an opposite effect.
This is all I have to say about the tides here at present , and I have
taken it from our own register, without knowing at all what has been
done before by Fitz- Roy or others, although his book is no clue to me .
J. C. Ross.

THE ROYAL NAVAL School.

The annexed sketch represents a chair which has been presented by

Admiral Sir Charles Rowley , to the Royal Naval School, at Camber
well , and for which the school , we understand , is also greatly indebted
to the exertions of Capt . Henderson , at present in command of H.M.S.
Victory . We cannot but add our tribute of approbation at the good
 NAVAL CHRONICLE. 559

taste, which has dictated and secured , this very appropriate present to
an establishment like the Royal Naval School ; where it will be pre
served both as a remembrance of by-gone days, and as an incitement to
future Nelsons as they pass through the institution, to emulate, in days
to come, the fame of England's Naval Hero.

ENCLANDI EVERY MARATO DO HIS DUTY CA

R
NIUS DI
A RELIO the
VICTORYSNELSON

It is formed of oak, from the timbers of H.M.S. Victory, selected

from those nearest to the place where Nelson breathed his last. On
the shield which forms the back of the chair, is an anchor and cable,
with the British ensign and Union Jack elaborately carved . These
are surmounted by an Imperial crown, on either side of which are a
Mitre, and Lord Nelson's Coronet within a wreath of laurel. A riband
inscribed with the words “ Trafalgar ” and “ Nile " and the well known
signal “ England expects that every man will do his duty , ” crosses the
shield , and on a tablet encircled by a serpent , emblematical of the im
perishable fame of Nelson is the following “ A relic of the Victory , the
ship in which Nelson fell.” The design of the Crown and Mitre is
intended to associate the memory of Nelson with those institutious of
church and state , which his victories tended to preserve .
 560 NAVAL CHRONICLE .

We understand that the design and ornaments of the chair are by

Mr. R. Blake , the master builder of Portsmouth Dockyard . The
carving was executed by Robert Bray, a joiner, and the chair was
formed by Samuel Arnold, a shipwright, of the same yard . The draw
ing from which our engraving is taken was made by Mr. Sturdie,
Junior.
To render the whole in keeping, on the presentation of the chair, it
was borne into the schoolroom , in which the examination of the pupils
takes place, by the following four veteran seamen of Greenwich Hospi
tal, all of whom had fought on board the Victory , at the memorable
battle of Trafalgar,—James Bergam (lost a leg ), William Welch,
George French, and Peter Moses .

THE LAUNCH OF THE GREAT BRITAIN .

In three particulars the Great Britain differs from any other steamer
' which has ever crossed the Atlantic : she is the largest ; she is built of
iron ; and , lastly , she is propelled by the screw , instead of paddles.
Important as the two first qualities are, the latter is the point round
which centres the interest and attention of all who either theoretically
or practically study marine architecture, and the construction of the
marine engine. The advantages of the screw over the paddle, at first
sight, certainly appears to be immense , and the experiments conducted
hitherto , although upon a small scale, would seem to prove that the
expectations excited by the discovery of the screw as a means of propul
sion, will be , in all respects, realized by its performances. With respect
to the other peculiarities of the Great Britain—her immense length and
her metallic construction — we do not wish to speak. The advantages
of either are mooted points amongst those who know these subjects best,
but the question will be speedily set at rest. The Great Britain's first
season will decide the case of paddle v . screw, iron v . wood , and im
mense o: moderate length . The generalappearance of the Great Britain
is quite unique . In rigging, size, and construction , she differs from
every species of craft afloat upon the ocean . Her immense length , un
broken sweep of deck , and multitude of fore - and -aft rigged masts, will
make her everywhere known and conspicuous. Nothing can be more
beautiful than the model of the Great Britain . Her stem is as sharp
as that of a river-boat, and her bows are moulded like a wedge. Her
sides are beautifully rounded ; she may be a trifle too full amidships,
but her run is as clean and finely-proportioned as the eye could wish to
dwell upon . Altogether, everything that skill , enterprize , and capital
can do to make the Great Britain worthy of her name, has been done.
We shall anxiously watch her career. It having been publicly announ
ced that Prince Albert would be present at the launch of the Great
Britain , the event thus acquired an additional interest.
On Wednesday, shortly after ten , the special train , carrying Prince
Albert, the Marquess of Exeter, the Earl of Liverpool, Lord Wharncliffe,
Lord C. Wellesley, Col. Bouverie, Mr. G. E. Anson , Mr. Russell ( the
chairman of the Great Western Railway Company ,) and Mr. Saunders
 NAVAL CHRONICLE. 561

( the Secretary ,) &c., arrived at the terminus. Prince Albert had pre
viously stopped and received an address from the Mayor and Corporation
of Bath . On his arrival at Bristol he was met by the Mayor and the
Corporation. Addresses were presented by the Corporation , the Clergy,
and the Society of Merchant Venturers, the latter of which presented
him with the freedom of their body in a gold box . The Prince then ,
attended by the Mayor , proceeded through the principal streets of Bristol
and Clifton to the vessel , the people everywhere vying with each other
in their demonstrations of loyalty and attachment . Upon arriving at
the steam-ship , the Prince was shown over her, and he appeared much
delighted . The Prince and the company sat down to the déjeûner
prepared in a handsome pavilion , erected for the purpose . Mr. King
don , the chairman of the Great Western Company, presided . After the
refection had been disposed of, and the usual loyal toasts done justice
to, the chairman proposed the health of the illustrious guest, who had
come among them to christen their great steam -ship by the name of his
adopted country . The toast was drunk amid loud applause. Prince
Albert returned thanks . He said , “ I thank you for your kindness. It
has given me great pleasure to be here . I shall always feel interested
in your happiness , and I now propose - Prosperity to the City and Trade
of Bristol.” The toast was drunk with all the honours , as were several
others, after which the company adjourned to the open air, to witness
the great ceremony of the day . Launch, in the proper acceptation of
the term, there was none— the steamer was merely floated from the dock
in which she was built ; and as she passed slowly and majestically out
amid the acclamations of the vast multitudes, Prince Albert broke a
bottle of wine upon her bows, and christened her the Great Britain ,
with the usual ceremonies. This over , the company rapidly dispersed .
Prince Albert returned to town , by a special train , at four o'clock , and
the vast steam -ship, the object of so much interest and speculation , was
left quietly floating in the outer -dock.

MELANCHOLY OCCURRENCE . -H.M.S. Camperdown, Sheerness,

Wednesday , 12th July, 1813. - A serious accident has happened on
board the Camperdown, caused by the explosion of about 35lbs. of pow
der, under the following circumstances :- About 3 o'clock p.M. the
King of the Belgians was passing down the Thames, when a salute was
fired on board the Camperdown. One of the guns under the forecastle
missed fire, which caused them to fire one farther aft than usual , close
to which was a powder- box containing ten rounds or 35lbs. weight of
powder. They have a custom on board of holding a shovel over the
touch-hole of the gun to preserve the paint on the beams overhead, and
it seems this directed the fire to the box containing the powder, which
exploded with great violence , blowing up fourteen strakes of the quar
ter- deck and capsizing all the guns on it, throwing down all the lad
ders and gratings , the whole of the bulkheads in the Admiral's cabin ,
and blowing out all the sashes . Several persons were injured, among
whom were Mrs. Gaze , the Master - Attendant's wife, the Rev. Mr. Bar.
ton , of East Church , his daughter , his niece and wife's sister, and others,
ENLARGED SERIES.-- NO . 8 .--VOL FOR 1843 . 4 c
562 NAVAL CHRONICLE ,

in all eleven persons. Miss Barton is so much injured that doubts are
entertained of her recovery . Mrs. Barton's sister is also seriously
injured . A Lieutenant of Coast Guard , with his wife and daughter ,
and Lieutenant Blackmore and two seamen , are very much burt. The
Rev. Mr. Cooper, the chaplain , had his clothes literally torn off. Many
of the seamen and officers were driven half the length of the ship, but
fortunately not much injured. It was truly melancholy to see the frag.
ments of hats, bonnels, and dresses, lying scattered on the decks ; in
fact, as may be supposed , the ship presented an awful appearance .

TRADE TO Hong -Kong .–As a great proof of the importance of our

trade to China, and the extensive nature of our exports to that quarter,
we would direct the attention of our readers to the fact that, on the
evening of Tuesday, the 4th instant, three fine ships, namely, the John
O'Gaunt, the Emperor, and John Dalton , all fully laden with British
manufactured goods, sailed from this port for Hong -Kong. The aggre
gate value of their cargoes must amount to several hundred thousand
pounds. The sailing of the two first -named ships has caused consider
able interest amongst our merchants and shipowners. The John O'Gaunt,
under the command of Captain Robertson , has been long famous for her
quick and regular voyages to China and the east , so much so that
Captain Robertson has been lately requested to furnish his charts of the
Chinese seas for the inspection of the Admiralty . On the other hand,
the Emperor is a remarkably fine new ship, of larger tonnage than her
consort, and also under an able master, Lieutenant Keane, of the royal
navy. Both are known to be well provided with picked crews, and to
be perfect in all their equipments ; and it is said that considerable bets
are depending on which shall first arrive at Hong-Kong.- Liverpool
Paper.

On 13th of July , a distressing and fatal occurrence caused the death

of Captains Drew and Jenkin Jones, two of the Elder Brethren of the
Trinity House , These gentlemen , with others of the brotherhood ,
whose lives were providentially saved , had been engaged in surveying
the lighthouses in the Bristol Channel ; and when off Trevose Head
they attempted to land in a boat on the Quies Rocks , but owing to the
heavy surf they were unable to do so . On returning, the boat came
in contact with the steam-yacht, and all in the boat ( nine in number)
were thrown into the water, by which the two unfortunate gentlemen
were drowned .

Concussion SHELLS.—Extract from the official report of Captain Sir Thomas

Hastings, to the Lords of the Admiralty, dated 30th June last . “ I consider
a shell fitted with Captain Norton's concussion fuze, to be more sure, as well
as more ruinous in its effects, than when fitted with the common fuze. Cap
tain Hastings has recommended that Captain Norton be called on to instruct
the operatives in the Laboratory at Woolwich, under the supervision of the
Directors, in the manner of preparing his fuzes, and that, one hundred and
fifty shells fitted with them be prepared at once, for further trial ; which
Captain N. has promptly signified his willingness to do.
 563

TABLE LXXII .

For reducing Chinese Covids to English feet, and English Feet to

Chinese Covids.

I Chinese Covid 1.058333 English Foot .

1 English Foot 0.944882 Chinese Covid .
covids

covids
Chnse

Chnse
covids
Chnse

fEng
fEug
.oreet

.oreet

fEng
.)oeet
r
English Chinese English Chinese English Chinese
feet and covids and feet and covids and feet and c vids and
Dec. parts. Dec. parts. Dec. parts. Dec. parts. Dec. parts. Dec.parts.

1.058 0.945 40 42.333 37.796 79 83.608 74.646

2: 117 1.890 41 43.391 38.740 80 84.667 75.591
3 3.175 2.835 42 44.450 39.685 81 85.725 76.535
4.233 3.780 43 45.508 40.630 82 86.783 77.480
5.292 4.724 44 46.567 41.575 83 87.842 78.425
6 350 5.669 45 47.625 42 : 520 84 88.900 79.370
7.408 6.614 46 48.683 43 : 464 851 89.958 80.315
8.467 70559 47 49.742 44.409 86 91.017 81.260
9.525 8.504 48 50.800 45.354 87 92.075 82.205
10 10: 583 9.449 49 51.858 46.299 88 93 : 133 83 • 150
11 11.641 10.394 50 52.917 47.244 89 94.192 84.094
12 12.700 11.339 51 53.975 48.189 90 95.250 85.039
13 13.758 12.283 52 55.033 49.134 91 96.308 85.984
14 14.816 13.228 53 56.092 50 : 079 92 97.366 86.929
15 15-875 14.173 54 57.150 51.024 93 98.425 87.874
16 16.933 15 : 118 55 58.208 51.968 94 99.483 88.819
17 17.992 16.063 56 59.266 52.913 95 100.542 89.764
18 19.050 17.008 57 60.325 53.858 96 101.600 90.709
19 20 * 108 17.953 58 61.383 54.803 97 102.658 91.654
20 21 : 167 18.898 59 62.442 55.748 98 103.717 92.598
21 22.225 19.842 60 63.500 56.693 99 104.775 93.543
22 23.283 20.787 61 64.558 57.638 100 105.833 94.488
23 24.341 21.732 62 65.616 58583 150 158.750 | 141.732
24 25.400 22.667 63 66.675 59.528 200 211.667 188.976
25 26.458 23.622 64 67.733 60-472 250 264.583 236.220
26 27.517 24.567 65 68.792 61417 300 317.500 283'465
27 28.575 25 : 512 66 69.850 62.362 350 370.417 330.709
28 29.633 26.457 67 70.908 63.307 400) 423.333 377.953
29 30.692 27.402 68 71.967 64.252 450 476.250 425.197
30 31.750 28.346 69 73.025 65.197 500 529.167 472:441
31 32.807 29 291 70 74.083 66.142 5501 582.083 519.685
32 33.866 30.236 71 75: 142 67.087 600 635.000 566.929
33 34.925 31.181 72 76.200 68.031 650 687.917 614 :173
34 35.983 32.126 73 77.258 68.976 700 740-833 661.417
35 37.042 33.071 74 78.317 69.921 750 793.750 708.661
36 38.100 34.016 75 79.375 70.866 800 846.667755.906
37 39.158 34.961 76 80.433 71.811 850 899.583803.150
38 40.217 35.906 81.492 72.756 900 952.500 850• 394
39 41.275 36.851 78 82.550 73 701 1000 1058-333 944.882
564 NAVAL CHRONICLE .

STATIONS OF H.M. SHIPS , IN COMMISSION .

Acheron, st. v. 2, Lieut. Com . B. Aplin , Mediterranean.

Acorn, 16, sloop, Com . J. Adams, Cape of Good Hope.
Adder, 1 , st. v. Master-com . J. Hammond (act ) . Pembroke.
Advice, 1 , st. v. Lieut.- com . A. Darby, Pembroke.
Ætna, 1, receiving ship, Lieut .-com C. G. Butler, Plymouth.
African, 1 , st. v . Master.com . A. C. Mackey, Sheerness.
Agincourt, 72, Captain H. W. Bruce, China.
Aigle, 24 , corvette, Com . H. R. Henry, ( act ) Mediterranean .
Alban, 2, st. v . Lieut . J. Jeayes, part. serv . Ireland.
Albatross, 16, sloop, Com . R. Yorke, North America .
Albert, 3, st. v. Tender to Madagascar, Coast of Africa .
Alecto, 1 , st. v. Lieut.- com . W.Hoseason,Mediterranean.
Alfred, 50, Commodore J. B. Purvis, South America .
Algerine, 10, brig, Com . L. Maitland, China.
Alligator, 26, Master-com. R. Browne, China.
Apollo, 8, troop -ship, Com. C. Frederick , China.
Ardent, 3, st. v . Com. John Russel, ( b . ) South America.
Ariel, 1 , st .v. Master-com. L. Smithitt ( act) , Dover.
Arrow , 6, ketch, Lieut.- com . W. Robinson, Cape of Good Hope .
Asp, 1 , st. v. Lieut.-com . W. W. Oke, Portpatrick .
Astræa, 6, Capt. Alexander Ellice, Falmouth .
Avon, 2, st, v. Lieut..com . S. Morris, West Indies.
Basilisk, 6, ketch , Lieut. H. S. Hunt, ( act) South America.
Beacon, 6, sur. v . Com . T. Graves, Mediterranean ,
Beagle, 4 , sur. v. Com. J. L. Stokes, (act) Australia.
Beaver, 1, st. v. Lieut.-com. R. Mudge, Dover.
Belleisle, 20, troop ship , Capt. J. Kingcome, China.
Belvidera, 38, Capt. Hon . George Grey, Mediterranean.
Bittern , 16, sloop, Com. the Hon. B. C. F. P. Cary, Cape of Good Hope.
Black Eagle, 2, st.v. Master-com . S. B. Cook, (act) Woolwich .
Blazer, st.v. Capt. J. Washington , surveying, North Sea.
Bonetta, 3, brig Lieut-com . E. E. Gray, Coast of Africa.
Bramble, 10, Lieut-com . C. B. Yule, East Indies.
Caledonia, 120, flag -ship, Admiral Sir D. Milne, G.C.B., 6.C.M.G. , Capt. A.
Milne , Plymouth .
Cambrian, 36, Captain H. D. Chads, C. B. , China .
Camelion , 10, brig Lieut-com . G. M. Hunter, East Indies.
Camperdown, 104, flag-ship, Vice Admiral Sir. E. Brace, K.C.B. ; Capt. F.
Brace, Sheerness .
Castor, 26, Captain C. Graham, Chatham .
Carron , 2, st. v., ordered home from Bermuda .
Carysfort, 26 , Captain the Right Hon. Lord G.Paulet, South America.
Ceylon, 2, receiving-ship, Lient. W. R. Mends, flag.lieutenant, Malta.
Champion, 18, sloop, Com . R. Byron, South America.
Charon, 1 , st. v. Second-master, E. Č. Rutter, Dover.
Childers, 16, sloop , Com . E. P. Halsted, China.
Cleopatra, 26, Capt. C. Wyvill , Cape ofGood Hope .
Clio, 16, brig, Com . J. Fitzjames (act), East Indies.
Cockatrice, 6 , sch. Lieut.-com , J. Oxenham , South America.
Columbia, st. v., Lieut.- com . J. Harding, Bay of Funday.
Columbine, 16, Capt. W. H. A. Morshead, KCB. , Chatham .
Comet, 2, st. v. Com . G. A. Fraser, part. serv., Ireland.
Confiance, 2, st. v. , Second-master J. Jagoe, ( act), Plymouth .
Conway, 26, Capt. R. N. Fair, Cape of Good Hope.
Cormorant, st . v. Com . G. T. Gordon, Sheerness.
 NAVAL CHRONICLE . 565

Cornwallis, 72, Vice AdmiralSir W. Parker, kcB., Capt. P. Richards, CB . , China

Crane, 6, brig, Lieut.- com . T. A. Lewis, ( a) , Falmouth .
Crescent, rec. ship , Lieut. com . M. Donellan , Rio de Janeiro.
Crocodile, troop ship, Com . T. Elson, North America.
Cuckoo, 1 , st. v. Lieut- com . A. Parks, Weymouth.
Curacoa , 24, Capt. Sir T. S. Pasley , Bart. Chatham .
Curlew , 10, brig, Lieut.- com . J. Foote, South America.
Cyelops, 6 , st. frigate, Capt. H. T. Austin, co., part. serv.
Cygnet, 6, brig, Lieut.-com . E. Wilson , coast of Africa.
Daphne, 18, Capt. J. J. Onslow, South America.
Dasher, 1 , st. v. Master-com . R. White, (act ), Weymouth .
Dee, 2, st. v. Master.com . T. Driver, North America.
Devastation, 6, st. frigate, Com . Robinson, Mediterranean .
Dido, 18 , Capt. Hon . H. Keppel , China.
Doterel, 1 , st. v. Master-com . J. Grey, ( act) , Holyhead.
Dover, iron st. v . Master -com . E. Lyne, (act) , Dover.
Driver, 6, st. v. Com . S. Harmer, East Indies.
Druid, 44, Capt. H. Smith , CB., China .
Dublin, 50, flag ship of Rear Admiral R. Thomas, Capt. J. J. Tucker, South
America,
Electra, 18, sloop, Com . A. Darley, West Indies.
Emerald, tender to the Royal George, Second -master G. Allen, Portsmouth .
Endymion, 44, Capt. the Hon . F. W. Grey , co . , East Indies.
Erebus, discovery vessel, Capt. J. C. Ross, part. serv.
Espoir, 10, Com. A. Morrell, Portsmouth.
Excellent, gunnery ship, Capt. Sir T. Hastings, Knt. , Portsmouth .
Express, 6, brig, Lieut.-com . E. Herrick , Brazils.
Fair Rosamond, 2, Lieut. -com . A. G. Bulman , North America and West Indies .
Fantome, 16, brig, Com . H. G. Haymes, South America.
Favorite, 18, sloop, Com . T. R. Sullivan, Portsmouth, to be paid off.
Fawn, 3, brigantine, Lieut.- com . J. Nourse, ( act) Cape of Good Hope.
Fearless, st. v. Com . W. L. Sheringham , Portsmouth surveying.
Ferret, 6, brig, Com . J. Oake, coast of Africa.
Fisgard, 42, Capt. J. A. Duntze, Plymouth .
Fly, 18, Capt. F. P. Blackwood, Torres Straits surveying
Formidable , 84, Capt. Sir C. Sullivan, Bart. Mediterranean .
Frolic, Lieut.-com . W. A. Willis, Brazils.
Geyser, st. v. Com . E. J. Carpenter, Mediterranean.
Gleaner, 2, st. v. tender to the Illustrious, West Indies.
Gorgon. 6, st. v. Capt. Hotham, South America.
Grecim , 16, brig, Com . W. Smyth , Brazils, and Cape of Good Hope.
Griffon , 3 , brigantine, Lieut.-com . C. Jenkins, Bermuda.
Growler, 6, st. v. Com . F. H. Buckle, South America.
Harlequin, 16 , sloop, Com . the Hon . G. F. Ilastings, China.
Hazard. 18, sloop, Com. C. Bell , East Indies.
Hecate, steam -frigate, Com . J. H. Ward , Mediterranean .
Hecla, st. v. Com . P, Duffil, Mediterranean .
Heroine, 6, brig, Coni. Africa.
Hornet, 6, brigantine, Lteut.- com . R. B. Miller, North America and West
Indies.
Howe, 120, Capt. T. Forrest, GB . , Ki ., Portsmouth .
Illustrious, 72, flag -ship, Vice Admiral Sir C. Adamr, KCB. , Capt. J. E. Erskine,
North America.
Imaum , 72, rec. ship, Com . the Hon. H. D. Byng, Jamaica.
Inconsant, 36, Capt. Freemantle, Portsmouth.
Indus, 78, Capt. Sir J. Stirling, Knt., Mediterranean.
Iris, 26, Capt. G. R. Mundy, Coast of Africa .
Isis, 44, Capt. Sir J. Marshall , Kt. C.B., K.C.H. , Cape of Good Hope.
 566 NAVAL CHRONICLE .

Jasper, I , st. v. Master-com . E. Rose, Holyhead.

Jupiter, troop -ship, Master- com . G. B. Hoffineister, East Indies.
Kite, st. v . Lieut.- com . W. M. J. Pascoe, Coast of Africa
Lark, surveying schooner, Lieut. -com . G. B. Lawrence, North America and
West Indies.
Lightning, 2, st. v. Lieut.-com . W. Winniett, part. serv. Woolwich.
Lily, 16, sloop, Coin . George Baker, Cape of Good Hope and Coast of Africa.
Linnet, 6, brig, Lieut.-com . F. R. Coghlan, Brazils.
Lizard, 3, st. v . Lieut.- com . C, J. Postle, Mediterranean .
Locust, 3, st. v. Lieut. -com . John Lunn , Mediterranean .
Lucifer, 2, st. v. Capt . W. F. Beechey , surveying coast of Ireland.
Lynx, 3, brigantine, Lieut.-com . GodolphinJ. Burslem , part. serv. Ireland.
Madagascar, 44, Capt. J.Foote, Coast of Africa,
Magicienne, 24, Capt. R. L. Warren, Mediterranean.
Magpie, 2. surveying vessel, Com . T. S. Brock , Mediterranean .
Malabar, 72, Capt. Sir G. R. Sartorius, Kt., part. serv. , Ireland .
Mastiff, 6, surveying vessel Master-com.G . Thomas, Orkney Islands.
Medea, 4 , steam frigate, Com . Frederick Warden , Mediterranean .
Medina, 2, st. v. Master - com . W. Smithitt, ( act) , Liverpool.
Medusa, 2, st. v. Lieut.-com . J. P. Philipps, Liverpool.
Melampus, 42, Capt. C. H. Freemantle, Plymouth.
Merlin , 2, st. v. Lieut.-com . E. Keane, Liverpool .
Meteor, st. v. Lieut.- com . G. Butler, part. serv. Ireland.
Minden, 72, Capt. M. Quin, China.
Modeste, 18, Com. J. Baillie, Sheernees,
Monarch, 84, Capt. S. Chanıbers. Mediterranean .
Monkey, 1, st. v . second master W. Bryant, Woolwich .
Myrtle, crew of the Black Eagle , part. serv. Ireland.
Niagara, 20, Capt. Williams Sandom , Lakes of Canada.
Nimrod, 20, sloop, Com . Frederick H. H. Glasse, China.
North Star, 26, Capt. Sir J. E. Home, Bart. C.B. , China.
Ocean, 80, Capt. P. Fisher, guard -ship, Sheerness.
Orestes, 18, Com , the Hon. T. S. Carnegie, part. serv. Ireland.
Otter, í , st. v. Lieut .-com . H. P. Jones, Holyhead .
Pantaloon, 10, brig, Lieut .-com . C. H. Lapidge,Coast of Africa.
Partridge, 10, brig, Lieut. -com . J. T. Nott, South America,
Pearl, 20, sloop, Com . R. H. Stopford, South America.
Pelican, 16, sloop , Com . P. Justice, China .
Penelope, 24, st. frigate, Capt. Jones, Chatham .
Penguin, 6, packet, Lieut..com . W. Leslie, West Indies.
Perseus, receiving ship, Lieut.- Com . Greet, Tower.
Persian, 16, brig, Com . T. R. Eden , Coast of Africa.
Peterel, packet, Lieut..com . W. Crooke, Falmouth .
Philomel, 6, brig, Com. B: J. Sulivan , Falkland Islands.
Pickle, 5, sch . Lieut.-com. F. B. Montresor, North America and West Indies.
Pigmy, 1 , st. v. Lieut-com . C. Autridge, Pembroke.
Pike, 1, Lieut.-com , A. Boyter, Portpatrick.
Pilot, Portsmouth.
Pique, 36 , Capt. the Hon. M. Stopford, West Indies.
Plover, sur. v . Capt. R. Collinson , CB . , East Indies.
Poictiers, 72, Capi. Sup. W. H. Shirreff, Chatham .
Polyphemus, st. v. Lient. J. Evans, ( b ) Mediterranean .
Prometheus, 1, st. v. Lieut.-com . T. Spark, Mediterranean.
Prompt, sch. W. McDermott, (act) , Coast of >Africa. Pembroke.
Prospero,18,
Pylades, 1 , sloop
st. v., Lieut.-
Com . L.comS.. Tindal, China .
Queen, 110 , flag ship, Vice Admiral Sir E. W. C. R. Cwen, KCB., Keh,; Capt.
Rich , Mediterranean .
 NAVAL CHRONICLE . 567

Racer, 16, Com. A. Reed, part. serv ., Ireland .

Rapid, 10, Lieut. - com . E. Č. Earle, Coast of Africa.
Rattlesnake, troop ship, Master-com . J. Sprent, China.
Raven, 4, cutter, Lieut.- com . J. W. L. Shiels, Portsmouth .
Redwing, st. v. Com. T. Bevis, Liverpool.
Resistance, st. v. Com . E. G. E. Patey, part. serv .
Rhadamanthus, 2, st. troop -ship, Master-com . T. Lean , part: serv. Ireland .
Ringdove, 16 , sloop, Capt. Sir W.Daniel, North America.
Rodney, 92, Capt. R.Maunsell, C.B. , on passage to Cape of Good Hope.
Romney, receiving ship, Lieut.-com . R. M'Lure, Havannah.
Rose, 16, sloop, Com. H. R. Sturt, part. serv. Ireland.
Royal Sovereign, yacht, Capt. Sir W. 0, Pell , c.B. , Pembroke.
Royalist, Lieut,-com . P. Chetwode, East Indies.
St. Vincent, 120, flag -ship, of Admiral Sir. C. Rowley, Captain R. F. Rowley ,
C.B., Portsmouth .
Salamander, 4, st. v, Com . A. S. Hammond, Rio de Janeiro.
Samarang, Capt. Sir E. Belcher, C.B. , East Indes.
San Josef, 110, Rear Admiral Sir S. Pym , K.C.B.; Capt. F. W. Burgoyne,
guard-ship, Plymouth .
Sappho, 16, Com. the Hon. G. Hope, Cape of Good Hope .
Sapphire, troop -ship, Master Com , G. H. Cole, part serv.
Satellite, 18, Com. R. F. Gambier, South America.
Savage, 10, brig, Lieut. - com . J. H. Bowker, Mediterranean .
Scout, 18, sloop. Capt. Hon . J. R. Drummond, Mediterranean.
Scylla, 16, Com . R. Sharp, part. serv.
Seaflower, 4, cutter, Com. N. Robilliard , Portsmouth .
Serpent, 16, sloop, Capt. W. Nevill, East Indies.
Shearwater, 2, st. v. Capt. J. Washington, Woolwich.
Siren, 10 , brig, captain, W. Smith, (b) China.
Skylark, 6, brig, Lieut.- J. A. Wright. Chatham.
Snake, 16 , sloop, Com . Hon . W. B. Devereux, Mediterranean.
Snipe, Lieut. G. Raymond, Portsmouth .
Soudan, iron st. v. Ascension .
Spartan, 26, Capt. Hon . C. G. J. B. Elliot, N. America and West Indies .
Speedy, 2, cutter, Lieut. G. Beaufoy, Chatham .
Spider, 6 , sch. Lieut.-com . R. E. Pym , South America.
Spiteful, 6. st. v. Com . W. Maitland , East Indies.
Sprightly, 1 , st. v. Master-com . J. P. Moon , (act), Holyhead.
Spy, 3, Lieut. -com . G. Raymond, Cape of Good Hope.
Starling, cutter surveying vessel, Capt. H. Kellett, C.B. , China.
Stromboli, 1, steam frigate, Com. W. Louis, Mediterranean .
Styx , st. v . Capt. A. T. Vidal , Azores.
Sulphur, Com . G. Smith, engineer depot, Woolwich.
Swallow , 1, st. v. Master -com . R. Sherlock (act), Dover.
Swift, 6 , brig, Lieut.-com . J. Douglas, Brazils.
Sydenham , st. v. Lieut.-com . Crozier, Lakes of Canada.
Sylvia, 6, Lieut. -com . E. E. Turnour, Portsmouth.
Talbot, 26, Sir R. T. Thompson, bart. , South America.
Tartarus, st. v . Capt. F. Bullock, survey, Ramsgate, &c.
Terror, 10, discovery vessel , Com . F. R. M. Crozier, part. serv.
Thalia, 42, Capt. C. Hope, East Indies .
Thunder, 6, surveying vessel, Com. E. Barnet, North America and West
Indies.
Thunderbolt, 6, st. v. Com . G. M. Broke, Capeof Good Hope.
Thunderer, 84, Capt. D. Pring, Cape ofGood Hope.
Tortoise, 2, store ship, Master-com . J. Wood, New South Wales.
Tweed, 20, Com . H. C. D. Douglas, North America and West Indies.
 568 NAVAL CHRONICLE .

Tyne, 26, Capt. W. Glasscock, part. serv. Ireland.

Urgent, 2, st. v. Master-com , J. Emerson , Chatham .
Vanguard, 80, Capt. Sir D. Dunn, Kt. K.C.H. Mediterranean.
Vernon, 50, Capt. W. Walpole, Mediterranean .
Vesuvius, 4, steam frigate, Com . E. Ommanney, Mediterranean .
Victoria , and Albert, st. v. Capt. Lord A. Fitz- clarence, K.C.B. Woolwich.
Victory, 104, Rear Admiral H. Parker, C.B. Capt. W. H. Henderson, C.B. , K.H ,
Woolwich .
Vindictive, 50, Rear Admiral Sir T. J. Cochrane, Kt . Capt. J. T. Nicolas,
C.B.K. H., China.
Viper, 6, brigantine, Lieut. - com . J. Carter, South America .
Virago, st. v. 6 , Com . E. Otway , Chatham .
Vixen, steam frigate . Com . G. Giffard, East Indies .
Volage, 26, Capt. Sir W. Dickson , bart . North America and West Indies.
Volcano, st. v. Lieut.- com . J. Featherstone , part . serv .
Wanderer, 16 , sloop, Com . G. H. Seymour, East Indies.
Warspite, 50, captain Lord J. Htay, c.B., West Indies.
Wasp, 16 , Com . A. Drew , West Indies.
Waterwitch , 10, brig, Lieut.-com . H. J. Matson, Cape of Good Hope .
Widgeon , 1 , st. v. Master - com . T. Swain Scriven , Dover.
Wilberforce, st, v. ( iron ) Com . H. F. Seagram , Woolwich .
Willfire, 1, st. v . Lieut .-com . C. A. Petch. Deptford .
Willia m and Mary , yacht , Captain Sir F. Augustus Collier , Kt. , C.B., K.C.H. ,
Woolwich .
Winchester, 50 , flag-ship of Rear Admiral the Hon.Jocelyn Percy, Captain Eden ,
Cape of Good Hope.
Wolf, 18 , Com . C. 0. Hayes, China .
Wolverine, 17, T. S. W. Johnson, China.
Zephyr, 1 , st. v. Lieut. -com . J , Smail, Holyhead !

H.M.S. Penelope. —The attention of the nautical world is at this moment espe
cially directed to the experiment that has beenmade upon the Penelope, in con
verting her from a sailing frigate to a first class war steamer. If the result
should prove satisfactory , and of that there does not now appear to be the
least doubt, two very important advantages will be gained. In the first place,
a steamer of a novel class, and of greater magnitude than any now in the ser
vice, will be introduced into the navy, which will be enabled to carry what none
of the present war steamers can, a powerful armament on her main deck as
well as on her quarter-deck and forecastle. She will have engines of 700 horse
power, whereas the largest engines now in use are under 500 horse power. In
addition to which she will be rigged in the same manner, and carry as great a
spread of canvas , as when she was only a sailing frigate. But the more im
portant part of this experiment is the fact that we shall be enabled to obtain a
powerful steam frigate at a saving of upwards of £40,000, for, from a calcula
tion that has been made , it appears that the conversion of this vessel into a
steamer, notwithstanding all its greater capabilities, does not cost so much by
the above sum as the building and equipping one of the present first class steam
ers . The Penelope was of a class of the old school of frigates, of which there
are at present lying in ordinary in the river and at the outports, somewhere
about forty sail, all in good preservation, but all, nevertheless, useless as sailing
ships, owing to their inferior qualities.
The Penelope steam frigate was commissioned on Wednesday by Captain
William Jones, who formerly commanded the Vestal . The attention of the
naval word has of late been directed to this vessel, recently converted from a
sailing frigate, of a useless class, to a powerful war steamer, 245 feet long, and
fitted with engines of a power surpassing anything hitherto made, either for
 NEW BOOKS . 569

land or sea purposes, the cylinder being 92 inches in diameter . The Penelope
is one of the old class 46 gun ships, built on the lines of the French Hebe, at
Chatham , in 1830. There are nearly forty of this class of vessels lying in ordi
nary at the several ports, none of which are, from their comparative dimensions,
suited to cope with the frigates of foreign navies, either in size, capability of
armament, or equipment, and have, therefore , become nothing more than blanks
in the list of the British navy, although they could not have been built at a less
cost than £ 2,000,000 sterling. The Lords of the Admiralty, with the commend
able view of rendering these vessels serviceable to the country , have caused the
Penelope to be converted, as an experiment, into a steam frigate, in order to
ascertain if they can be made available to the service as war -steamers. If the
experiment should prove successful, and of that there is now hardly a doubt,
these ships can be converted into a steam -fleet of enormous power, and at a cost
of less than one quarter of the amount it would require to build them.
The Penelope can stow fuel to last her sixteen days with full steaming power;
and by husbanding the consumption of coalş by working at the full, half, or
quarter- stroke in cutting off the steam , the capabilities can be increased to
twenty - four days' steaming, which, with the aid of sail, will take the ship to the
Cape of Good Hope in about a month from England, with a regiment of 800
soldiers, in addition to her crew of 300 men , giving ample accommodation to all,
She will be furnished with an armament that is astounding to all who are
acquainted with the power of naval gunnery - namely, 2 10 - inch pivot guns of
84 cwt. each , S 68-pounders ( all shell guns), and 14 32-pounders on the spar
and main -decks, making in all twenty-four guns of a description that will enable
her, having the power from her steam of taking a commanding position , to bid
defiance to any two ships of the line. She is to be fitted with her masts, yards,
and spars at Chatham, to which port she will proceed , having yesterday been
inspected by the Lords of the Admiralty. - Naval and Military Gazette.

New Books.
The Closing Events OF THE CAMPAIGN in China; the operations in the Yang
tse- Kiang .--- By Capt. Granville G. Loch, R.N. — London : Murray, 1842.
This is the work of an officer and a gentleman . Capt. Loch sees passing
events and scenes with the eye of an officer of experience and judgment, and
relates them with the tone and expression of an English gentleman. We
are indebted for this account of the closing events of a war, which will be
memorable in history as the first ever effectually waged against the Chinese by
any European power , and which humbled the pride of the celestials, let us hope
to their improvement , and to the advantage of this country. All the principal
events of this war, have been successively placed before our readers, in the
public despatches, but the journal of Capt. Loch, before us, supplies many an
interesting anecdote of personal adventure, attending those events which throws
considerable light on this extraordinary people , and their country. We shall
therefore turn at once to the main object of the expedition, the capture of
Nanking, which produced the celebrated treaty , the first interview leading to
which is thus related : Operations would have commenced at daylight, but
Mandarins ," says Capt . Loch, " came off at midnight beseeching that another
interview might be arranged for the following day, when the Imperial commis
sion would be produced.
“ 14th , after breakfast I accompanied Major Malcolm and Messrs. Morrison
and Thom , on shore to the interview, which was to decide whether the Chinese
would yield to our demands.
" It took place in a large temple situated in the suburbs under the south wall,
and a short distance from the canal up which we proceeded in the Queen's
ENLARGED SERIES .-NO . 8. - VOL FOR 1843 , 4 D
370 NEW BOOKS.

'cutter, by an opening cut through heavy rafts of timber drawn across its en
trance to block up the passage. Several large junks full of stones had also been
sunk athwartships, but these wereburst and broken up into various portions by
the strength of the current, leaving ample room for an unobstructed onward
progress to the largest boat .
* We landed on a rickety bamboo pier constructed for our accommodation,
and were instantly surrounded by a crowd composed of the lowest order, who
appeared eager to see specimens of the formidable “ barbarians, and the sight
to men, who judge by size and muscle, must have been humiliating to their self
love, as we were all of slight build, and moreover, had come quite unprepared
for the show. Linen, clean I hope, but for weeks unacquainted with iron or
mangle ; shoes that would have done good service on the moors, and coats of
modest cut and old acquaintance, with the exception of the gallant Secretary's
gaily braided affair, which by the by, was most unhappily contrasted with his
nether garments.
“ Two of the party, if not all four, were under thirty,—an age in a China
man's eyes undeserving of respect.
“We were received at the entrance of the spacious court of the temple , by a
levy of mandarins, from the blue to the brass button. Different from us, they
rusiled in embroidered silks and flowered muslin of a design and beauty of
texture, worthy even to deck the forms of our own fair dames. They mar
shalled us with many obsequious bows, and really much graceful courtesy into
the great hall of audience, where Mr. Secretary Whang,' and the Tartar
General • Chin ,' were standing to receive us. After Mr. Morrison had seve
rally introduced us, we sat down in chairs that would have held two Daniel
Lamberts, round a square table. Whang opposite Malcolm , I next to Chin ,
and Mr. Thom opposite to me. Mr. Morrison retired to another table to
translate some papers .
“ Whang, a man of seven or eight and thirty, is considered one of the most
rising statesmen in China, and his manners and conversation marked him a
perfect gentleman . I do not remember ever having met, even in my own
country a person of more gentle and polished manner or courteous breeding
than this Chinese, so different from the majority of his countrynien in their
intercourse with foreigners. The General was a portly old veteran of about
sixty, wearing a little grey tufted beard, a plain dress, crystal ball and peacock's
feather. His red ball had been taken away for some offence shortly before our
arrival.
“ The other mandarins stood round among the servants, and listened, as is
the universal custom to all that was discussed.
“ At the door were a few peacekeepers or police, wearing red felt conical
caps, each topped with a peacock's feather, which traversed round upon a swivel .
They were armed with cow -hide whips, which they kept in pretty frequent use
upon the shoulders of the pressing and chattering rabble outside.
“ While Mr. Morrison was transcribing copies of his papers, tea was handed
round by the attendants, and whether drank or not, a hot cup every two or
three minutes superseded the colder beverage.
" When the writing was finished Malcolm produced the patent from Her
Majesty, appointing him Secretary of Legation ; this was to shew that he was
the accredited and proper person to negociate on the part of the Envoy. After
this was looked at he displayed Sir Henry Pottinger's, which was translated
verbatim by Mr. Thom , and the Queen's seal and signature pointed out to the
deputies.
“ Major Malcolm then demanded to see the Emperor's commission, which,
after some little delay and great ceremony, was brought forth from a chest by a
mandarin under whose special charge it appeared be. He carried the roll
of yellow in both his hands, and proceeded, his eyes reverentially fixed upon it,
with slow and solemn steps towards the table, and placed it in the hands of
Whang with tenderness and forced resignation. The produce of the silk wrap
 NEW BOOKS . 571

per was a little shabby yellow box, badly made and worse painted , containing
the power, which Morrison on examination pronounced, as far as he was able to
judge, authentic.
“ I was greatly amused watching the anxious and horrified faces of the various
Chinese, when Mr. Morrison touched the cornmission , and I thought the old
keeper would have fainted on the spot when he, for an instant, held it in his
hand.
“ In China the same respect is paid to an imperial edict, or the mark of the
vermillion pencil, that with us, the sovereign only receives in person. There
are many powers delegated by sign manual throughout the empire, and in these
cases the same homage is bestowed upon the written name of the emperor, that
is, in other countries, only yielded to the prince himself.
“ After our skeleton treaty was satisfactorily arranged, and written both in
Chinese and English, one copy being kept by the Mandarins, the other by
Malcolm, for Sir Henry's inspection, we rose to depart, and the old general
laughingly remarked that the conditions were hard, but after all , were only what
'they would have demanded under similar circumstances ; that a war between
nations inight be likened to a game of chance, in which the loser must pay the
winner ; that this time they were the unfortunates, from having neglected the
art of war during centuries of peace and prosperity ; that our ships were our
stronghold and glory, and had proved their curse.'
The Chinese general will prove wrong in the course of time, and could he
live long enough, would gladly acknowledge it. The time has arrived, when
the exclusive policy of the Chinese, forbidding the approach of all external
benefits, must cease. With the outline of their treaty the party repaired to the
ships to prepare for the subsequent ceremony, which our space tells us must be
reserved for our next number .
The Ship Owners' AND SHIPMASTERS' Directory to the Port Charges, and all
the depths of water, at the varions places for loading and discharging vessels
in Great Britain and Ireland ; together with similar information respecting
many of the principal Foreign Ports , & c.- By James Daniel. — Taylor, 103,
Minories ; and Daniel & Co., Aberdeen.
A valuable collection of important facts, which every one having an interest
in shipping affairsshould possess for reference. The conception of such a work
was excellent, and here is a good beginning to what must hereafter become
another standard work for mariners ; but it can only become so by constant
watchfulness on the partof the compiler, to enhance its value by the particulars
of each new port as they become known . We recommend the author to follow
it up with another series as soon as possible, there are many important ports
such as Funchal, the Cape, Callao, &c. , and scores of minor ones which should
not be neglected.
A TREATISE ON ARITHMETIC IN THEORY AND Practice ; with an appendix , con
taining an introduction to Mensuration .-- By James Thompson, L.L.D.,
Professor of Mathematics in the University of Glasgow . - London, Simms
and McIntyre.
We can commend this as a concise treatise on arithmetic, to those of our rea
ders on shore or afloat, engaged in, or entering on , the subject. The different
terms of arithmetic are well explained, the rules for the various branches
clearly laid down, and the examples explicit and satisfactory. The rules for
brief or mental calculation are given in an appendix, which may be consulted
with advantage, and a note is also added on Horner's Method of Resolving Equa
tions. To these commendations we must not omit to add that the work before
us is the twenty -third edition, in itself no unimportant mark of its value.
ELEMENTS OF PLANE AND SPHERICAL TRIGONOMETRY, with the first principles of
Analytic Geometry. — By James Thompson, L.L.D. fc., 3rd. edition . - Bel
fast, Simms and McIntyre.
It will be sufficient to state here, that the author's aim has been , " throughout
572 BIOGRAPHICAL MEMOIR .

the whole work, to comprise, in a small compass, much useful and interesting
matter; and, that he who 'shall make himself well acquainted with what it
contains, will find it easy to acquire a knowledge of all that is yet known in
trigonometry, and to apply it in astronomy, and other branches of science. To
the ordinary branches of the subject, are added miscellaneous investigations,
and problemsfor exercise, dialling, multiple arcs, miscellaneous propositions,
concluding with analytic geometry.

NEW CHARTS.
1
( Published by the Admiralty, and sold by R. B. Bate, 21 , Poultry.)
YANG - TSE-KIANG River :-Surveyed by Capt. C. R. D. Bethune, H. Kellett,
and R. Collinson .
Thanks to the exertions of our indefatigable naval surveyors we have here a
chart of this noble river, with which a ship may easily find her way up it, as far
as Nanking. The scaleis a quarter of an inch to the mile, by which the whole
is included on a double elephant sheet : we trust this will soon become a well
worked chart.

BIOGRAPHICAL Memoir.
REAR ADMIRAL Sir James HillyAR, K.C.B. and K.C.H. (See Obituary) was univer
sally known to all classes of the profession as having gloriously vindicates the
supremacy of the British arms during the late war. By his death a good -service
pension of £ 300 will revert to the Admiralty. It was this distinguished officer who,
when in command of the frigate Phæbe, captured the American frigate Essex, after
a most gallant action. The two vessels were in a neutral port, and the officers and
men of the Phæbe were constantly subjected to severe taunts and insults from the
Americans, which , under their gallant 'Captain's advice , they endured with firm
ness, he promising them a better opportunity of avenging themselves, and serving
their country at the same time , than by resorting to the usual practice of individual
conflict. And he performed what he had promised. On both vessels getting into
" blue water,” so eager was the crew to chastise their insolent enemy, that they
implored Captain Hillyar to board , but he refused, saying he would play at long balls,
and would take the enemy and save his men . It is but a just tribute to the hu.
manity of the gallant deceased and his brave crew , to remark that after the Essex
had surrendered by striking her colours, and the boats from the Phæbe were pulling
towards the Essex , they sacrificed their natural feelings of exultation, and their
desire as speedily as possible to take possession of their prize , by turning out of
their course to pick up some of the enemy who had been swamped in a boat, and
were crying out for assistance. Previous to this action he led the boats in cutting
out two Spanish corvettes at Barcelona, and assisted in the Phæbe in the reduction
of the Mauritius, and in the capture of La Nereide, French frigate. The dates of
his commission are as follow :-Lieutenant, 8th March, 1794 ; Commander, 16th
April , 1800 ; Captain, 29th February, 1804 ; Rear-Admiral, 10th June , 1837 .

ADMIRALTY ORDERS.
Admiralty, May 30th , 1843. of London, in Doctors' Commons, for the pur
With the view of obtaining and preserving an pose of being registered .
authentic Record of Marriages solemnized on A fee of One Pound being required by the
board Her Majesty's Ships, my Lords Com . officer of the Bishop of London's Court for
misioners of the Admiralty are pleased to direct registering such marriages, that sum is to be re
that in future, when Marriages are solemnized ceived from the parties and remitted to this
on board Her Majesty's Ships out of the United Office with the above Certificate .
Kingdom , a declaration of the Marriage, signed By Command of their Lordships,
by the Minister of the Church, by the contract SIDNEY HERBERT.
ing parties, and by two competent witnesses,
shall be entered in the Log Book of the ship,
specifying the fact, the day on which the
Marriage was solemnized, and the place where Admiralty, June 30, 1843.
the ship then was . And the Captain or Com The Board of Ordnance having caused boxes
manding Officer of the ship is to transmit to to be made, lined with tinned copper, for the
this office a certified copy of such declaration, package of the Percussion Tubes, for the great
which will be forwarded officially to the Regis guns on board Her Majesty's ships, their Lord
trar of the Consistory Court of the Lord Bishop ships are pleased to desire, that the boxes
 PROMOTIONS AND APPOINTMENTS . 573

shall be deposited in lockers fixed against the the sleeve above the cuff, at such distance from
after bulkhead of the Gunner's Hanging Store each other as place them within the length of
Room , in line of battle ships and frigates, the slash, and one and a quarter inch lace
and in smaller ships, without Hanging Store along the bottom of the lapel, and down the
Rooms, they are to be placed in lockers front and back edges of the skirt.
against the after bulkhead of the Gunner's HAT.-- The fan or back part eight and a half
Store Room . inches --seven and a half inches in front - five
The boxes are not on any account whatever and three quarter inches at each corner - bound
to be placed in the Magazines, and the keys of with gold lace two inches wide, shewing one
them , as well as the Lockers, are to be returned inch on each side, black silk cockade five inches
with the keys of the Magazines. wide, looped with six gold dead and bright
By Command of their Lordships, bullions, three and half eighth of inches wide,
SIDNEY PIERBERT, and the two centre twisted, with the button
- the same size and pattern as that of the coat
and tassels with five gold and five blue bullions
each .
Admiralty, June 5th , 1843. ADMIRALS.
Much inconvenience having been felt on COAT.-The same as Admiral of the Fleet
board Her Majesty's Ship Excellent, on account but with only three rows of five -eighths inch
of the necessary notations being frequently lace round the sleeve.
omitted on many of the Pay Documents and VICE ADMIRAL.
Certificates of Seamen Gunners who do not COAT.-The same as Admiral, but with only
claim their discharge, their Lordships desire two rows of five - eighths inches round the
that in the event of a Seaman Gunner belong sleeve.
ing to any of Her Majesty's Ships volunteering RBAR ADMIRAL .
for a second period of service, the circumstance COAT.-The same as Vice Admirals, but with
shall be noted in all cases both on the Ship's only one row of five - eighths inch lace round
Books and on Men's Tickets, immediately un the sleeve.
derneath the date of their Passing Certificates COMMODORES OF THE FIRST CLASS AND CAP
in Gunnery, and also on the Mens' Parch TAINS OF THE FLEET, WHEN NOT FLAG OFFICERS.
ment Certificates. COAT.-The same as Rear Admirals.
The same course is to be observed in respect COMMODORES OF THE SECOND CLASS AND
to Men who decline to re - enter as Seamen CAPTAINS.
Gunners. Coat.-The hip buttons to be inclosed with
By Command of their Lordships, one inch lace, to form a point above them , on
SIDNEY HERBERT. the side seam , and to finish under the plait
below .
EPAULETTES. - Captains, under three years
standing, to be distinguished by an embroidered
Admiralty, June 30, 1843. silver crown within the crescent , instead of the
In pursuance of her Majesty's pleasure, sig anchor, as heretofore.
nified to the Lords Commissioners of the Ad COMMANDERS.
miralty, the following alterations are to be made EPAULETTES . - To have an embroidered silver
in the dress uniform of Officers in the Royal anchor within the crescent.
Navy. LIEUTENANTS.
COATS .-— The coats of all officers, now having EPAULETTES. — Two gold epaulettes, the bul
scarlet collars and cuffs, to have white collars lions to be only three inches long and one-eighth
and blue cuffs and the slash in the sleeve, which in circumference, in dress and undress.
is now blue, to be white . Patterns or drawings of each of the before
EPAULETTES . — The bullions of dress epaulettes mentioned articles of dress may be seen at
to be loose, instead of fixed, as at present. this Office, and at the Office of each Port
HATS .-- All cocked hats to be of the same Admiral ; and the Lords Commissioners of the
dimensions as that to be worn by the Admiral Admiralty direct that no uniform shall, after
of the Fleet, as hereafter described, and with this date,be made of any other pattern .
the same distinction heretofore used except that Uniforms which have already been made of
the binding, which was formerly of black silk a different pattern from the foregoing, may be
lace, two and a half inches, is to be two inches worn until the 30th of June, 1844, after which
in width, and of the oak leaf pattern . no deviation whatsoever from the establish .
ment will be permitted.
ADMIRAL OF THE FLEET. By Command of their Lordships,
COATS . - To have, in addition to the present SIDNEY HERBERT.
lace, four rows of five - eighths inch lace round

PROMOTIONS AND APPOINTMENTS .

( From the Naval and Military Gazette .]
PROMOTIONS . APPOINTMENTS ,
CAPTAIN -E . J. Parry. COMMANDERS - Edmund Peel ( 1841 )
COMMANDER- C.W.G . Griffin . to Bittern-William Henry Jervis ( 1834)
LieutenanTS--Edward Marshall to to Pilot.
Caledonia - Byron G. Rogles to St. Vin LIEUTENANTS- David Elliot ( 1839)
cent - Montagu Burrows ; W. B. Wills. to Resistance - John Mc D. Smith ( 1840)
PURSER -- William Weaver . and Irwin Maling ( 1839) to Penelope
John N. Norman ( 1842) and H. Stokes
 574 MOVEMENTS OF THE NAVY.

( 1812) ( audit .) to Winchester-S . Otway her to Dolphin - W.H . Sloggett to Pene

Wooldridge (1837) to command Spy- lope- T . B. Pukstrom to Warspite
Stephen Stocker (1815 ) to San Josef - Frederick Morgan (addit) to St. Vincent
Owen P. Knott ( 1840) (add .) to Dublin –J . A. S. Addison (addit) to St. Vincent.
-E , P. B. Von Donop (1838)and James MidshIPMEN — John Montgomerie to
Lowry (1837) to Eurydice - G . Morritt Conway - Francis Hewson to Penelope.
( 1837) and G. M. Monk ( 1812 ) to Con . VOLUNTEERS 1st Class-D'Arcy E. W.
way - Edward Herrick ( 1815) to Astrea Wynwvard to St. Vincent - W . Royse to
-Charles Richard Marcuard (1840) and Eurydice.
Geo. Le G. Bowyear (1840) to Pilot. PURSERS - C . W. Roone (acting) to
Master - W.J. W. Burney to Pilot. Tweed— Thomas Goddard late Royal
Mates-J . F. C. Hamilton to War. George yacht to Victory - W . Soady ( a )
spite - W . H. Haswell (1838) to Dolphin to Penelope - W . Weaver to Pilot.
--W . T. F. Jackson ( 1842) and F. C. CHAPLAIN – Rev . N. Proctor to Mala
Herbert ( 1839) to Inconstant - R , W. bar.
Clark , J. A. L. Wharton , and W. F. NAVAL INSTRUCTORS - C . J. E. R.
Warren to Fisgard . Archdeacon to Dublin - R . E, Saunders
Second MASTERS – E . M. Fox to Vic. to Conway ,
toria and Albert - E. C , Homersham , E. Clerks - L . B. Martin to Penelope
H. Rowe , and G. Moore to Anson— W. R. Bush (add . ) to Caledonia - James
Henry Webb to Lucifer. Tapson to Pilot - William Jones (Assist
SURGEONS— T. Fraser ( 1838) to Pene. ant) to Pilot.
lope - W . M'Kinlay (1838) to Pilot Coast-GUARD .
John Ward , acting (add .) to Caledonia-
W. Faskın , acting (add,) to Plymouth REMOVALS - Lieut. R. L. Stephens to
Naval Hospital--Alexander J. Pilmor Yealm - Lieut. Knight to Swale Cliff
( 1843) to Pilot. Lieut. J. M'Gladery to Sheephaven
Assistant-SURGEONS - JamesMitchell Lieut. W , S. Pearne to Shanklin
M.D. , ( 1817) to Anson - W.Tucker, M.D., Lieut. H. J. Jones to Dartmouth
to Royal Hospital Plymouth -- J. Gallag- Lieut. W. Pinhorn to Sunderland .

MOVEMENTS OF HER MAJESTY'S SHIPS IN COMMISSION .

RESISTANCE, 42, July 13th , sailed for
AT HOME. Cork after refitting .
STROMBOLI , Com . Louis, June 27th ,
Castor, 36 , Capt. C. Graham , 10th paid off at Woolwich .
July, arrived at Portsmouth from Chat WARSPITE, 50, Capt. Lord J. Hay,
ham . 22nd June arr. at Portsmouth from New
Crocodile, 26 , Mr, Elson , Master York , 8th sailed for Cork.
Com ., 9th July at Portsmouth , WATERWITCH , 10, Lieut, Com . H. J.
Cyclops , (st. v .) Capt. W. Austin , Matson , 29th June, at Portsmouth , 4th
at Cork from Barbados. July paid off,
DOLPHIN, 3 , Com . W.O'Bryan Hoare , Wilberforce, Lieut. Moore, 30th
8th July left Portsmouth for Cork. June arr. at Portsmouth from eastward .
EukyDICE, 26, Capt. Elliott, Ports
inonth . ABROAD .
Howe , 120, Capt. Sir W.O. Pell , 31st
June, arr, at Spithead from Gibraltar Aigle, 24 , Capt. Lord E. Paget, 23rd
Sheerness paying off, June at Smyrna .
Nautilus , 10, re commissioned as a Beagle , (sur, v.), Com , J. L , Stokes,
tender to Victoria and Albert steam 18th Feb, left Sydney for Hobart Town
yacht. on way to England.
PARTRIDGE, 10 , Lieut..com . J. T. BELVIDERA, 38, Capt, Hon , G. Grey,
Nott, arr. at Portsmouth 18th June, 26th 23rd June , at Ionian İslards.
paid off. CLEOPATRA , 26, Capt.Wyvill , 27th
Penelope, ( st. frigate ) commissioned April at the Cape, having captured a
June 28th , by Capt. W. Jones, Chatham slaver,
fitting DevastaTION , ( st. v.) Com , Henry,
Pilot , 16 , recommissioned at Ply . 23rd June at Malta.
mouth on the peace establishment by ELECTRA , 18, Com . Darley , 7th June,
Com , W , Jervis. left Jamaica for Newfoundland ,
 BIRTHS , MARRIAGES, AND DEATHS. 575

EREBUS, Capt , J , C. Ross, May at Pique, 36 , Capt. Hon . M. Stopford ,

St. Helena froin Cape . 5th June at Barbados.
FantomE , 16 , Com . P, G. Haymes , Queen , 110, Capt . G. F. Rich , 23rd
23rd April off Buenos Ayres. June at Malta.
FORMIDABLE, 80, Capt. Sir C. Suli SAPPH0, 16 , Com . Hon . G. Hope, 26th
van , 23rd June at Malaga. May, left Madeira for the Cape .
Geyser , (st. v .), Com . Carpenter, 14th Savage , 10 , Lieut. J. H. Bowker, 23d
June arr. at Malta from Constantinople, June at Barcelona .
Hecate , (st, v .) Com . H. Ward , 23rd Scout, 18, Capt . Hon . J. R. Drum
June at Malta . mond , 23rd June , at Malta.
Hecla , ( st . v.) , Lieut. Com . J. B. SNAKE , 26 , Com . Hon . W. Devereux ,
Cragg , 23rd June at Alexandria , 23rd June , at Athens.
Hornet, 6 , Lieut , Com , R , B. Miller, Styx , (st . v .) Capt. A. Vidal , 25th
5th June, at Barbados , June at Fayal .
ILLUSTRIOUS, 72 , Capt . J. Erskine , Talbot, 26, Capt. Sir T. Thompson ,
7th June , left Bermuda, for Halifax . 15th Jan , arr. at Tahiti from Valparaiso.
INDUS , 84 , Capt, Sir J. Stirling, 23rd TERROR, Com . F. Crozier, arr . at
June at Malta. Simons Bay , after three years cruise .
Lily, 16 , Com . J. J. Allen , 11th Apl . THUNDERER, 84 , Capt. Pring, 28th
at the Cape, having captured two slavers April, arr, at the Cape from England.
LIZARD, (st. v .) , Lieut. W. G. Escourt Tweed, 20 , Com . H. C , D , Douglas ,
23rd June , at Malaga. 5th June at Barbados.
Magicienne , 24 , Capt . Warren , 23rd Vernon , 50, Capt. W. Walpole , 23rd
June at Athens. June , Beyrout,
Medea , (st , v .), Com . F. Warden , Vesuvius, ( st. v .) Com . Ommaney ,
23rd June at Barcelona. 23rd June at Constantinople .
MONARCH , 14 , Capt. S. Chambers, WASP , 16 , Com , A. Drew, 5th June ,
23rd June, at Barcelona. at Barbados ,

BIRTHS, MARRIAGES, AND DEATHS.

Births. RM . , Plymouth Division , to Harrietta
Maria, daughter of the late Major Savage
July 4th , the lady of Dr. McKechnie,
RN. , of a son . Deaths.
farriages. At Tor House , near Devonport, Rear
Admiral Sir J. Hillyar, KCA ., KCB, aged
On the 19th July, at Fareham , by the 73 years ,
Rev. W. Harrison , vicar , Com . J. G. Lately in Dorset -place, London , Vice
Harrison , RN . , to Mrs. Eastwood ,daugh- Admiral J. K. Shepherd , the oldest com
ter of the late J. Pooke , Esq ., of Fare- missioned officer in the Navy, being a
ham . lieutenant of 1777 , and the senior Ward
At Fulham , July 11 , Capt. Louis , RN ., Room officer in the Service , with the ex
son of Rear Admiral Sir J. Louis , Bart . , ception of Mr. J. Rose, a Surgeon of
to Mary , daughter of J. Daniel, Esq. , of 1776 .
Parson's Green , July 14th , Cap .. J, Jones , RN. , one of
At Brussels, June 28, J. S , Dwyer, the elder brethren of the Trinity-honse,
Esq., Limerick , to Frances, the daughter who was accidentally drowned off Pad
of the late J. Gill , Esq ., Rn . stow, whilst engaged on a survey in the
At St. George's,Bloomsbury, F.O. Bristol Channel ,
Haynes, Esq . , son of the late Capt. H , July 13th, at Kent House, Knights
Haynes, RN . , to Miss Child, Russell -sq. bridge , the Hon . A , A. Villiers , Rn .
At Clifton, July 29, Com . W. Thomas, At Clifton , June 28 , Ann , sister of the
RN ., to Thomasine , daughter of the late late Admiral Sir W. Hargood , GCB .
Capt. H. Haynes , Rn . At Sydney, New South Wales, Flora,
At Edinburgh, H. W. Davenport, Esq. wife of H Tinycombe, Esq ., and daugh
son of Rear Admiral Sir S , Devonport, ter ofthe late Capt. M'Leod , RN. , CB .
CB . , KCH. , to Catherine, daughter of the At Tor Point, June 23 , Mary, widow
late J. Durie, Esq . , of Astley House, of the late M.Foster, Master Rn.
Lancashire . At Greenock, W. Turner, Esq ., sur
At Stonehouse, July 3 , Capt. McAdam , geon RN .
 576

SHIPPING DESPATCH . — The superiority of Liverpool over other ports , in her

facilities and accomodation for shipping has, we think, been fully proved in the
case of the Phænix, Captain W. R. Greaves, from Antigua, Lelonging to C. W.
and F. Shand , which vessel, with a cargo consisting of 464 hhds, sugar, and 221
puns. molasses, besides a number of smaller packages, hauled into dock on
Thursday last, discharged, and took on board 100 tons of ballast and 150 tons of
goods, and sailed again for Antigua on Saturday, having been only the short
space of sixty hours in dock ! We believe this exceeds anything of the kind
ever accomplished in Liverpool before. — Gore's Advertiser.

METEOROLOGICAL REGISTER ,
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory .
From the 21st of June , to the 20th of July, 1843 .
Dayth
Week
.Mon
Day

FAHRENHEIT WIND .
BAROMETER . THERMOMETER , WEATHER .
.

In the Shade. Quarter. Streng .

本|M全台会与白in
云

9 A.M.3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.

In.Dec In . Dec 0
WWNNWWWNNY

21 W. 30-15 30.11 56 70 44 72 W 3 3 bc bc
22 Th . 30.02 30.04 60 68 52 70 NW NE 2 2 0 o
23 F. 30.10 30.10 56 72 74 N N 3 b b
24 S. 30.04 30.04 60 66 49 67 N NE 3 0 bc
25 Su. 29.96 29.93 53 63 50 64 NE NE 3 0 bc
26 M. 29.91 29.92 57 71 47 72 NE NE 3 bc bc
27 Tu . 29.83 29.77 60 72 48 73 SW NE 2 bm be
WWNNWNNANNA

28 W. 29.66 29.68 54 58 50 60 N N 4 bc bc
29 Th . / 29.76 29.82 54 60 44 62 N NW bc 0
rNNON

30 F. 29.88 29.93 60 61 52 62 W W 5 bc qo
NON

30.04 62 68 51 69 W 3
we

1 s. 30.02 bc bc
wW

30.02 63 72 53 74 SW SW 4
-e

2 Su. 30.00 0 qbc

eren

3 M. 30.03 30.03 64 74 58 76 SW SW 5 b qbc

4 Tu . 30.03 29.99 59 77 58 78 NE SW 1 od (2) bc
5 W. 29.79 29.71 73 87 57 88 SW SE 3 bc bc
6 Th . 29.82 29.86 62 69 57 70 SW SW ber 1) 0
ZZZZ

7 F. 29.98 30.00 60 68 53 70 SW SW bc qbc

8 S. 29.94 29.86 58 58 53 65 SE NW or 1 ) bcp (3
9 Su. 29.98 30.00 56 73 48 74 N N 0 bc
10 M. 30.00 29.98 61 63 50 N qo
11 Tu . 30.04 30.10 57 60 55 61 NW qo
12 W. 30 20 30 20 60 53 75 N 0
13 Th . 30.08 30:10 65 62 58 66 SW NW go ogr (34)
NWWWW

14 F. 30.10 30:10 56 68 55 70 N b
15 s. 30:12 30.12 63 54 76 SW bc bc
16 Su . 30 25 30:27 65 77 59 78 S bcm b
17 M. 30.30 30.26 68 81 59 82 SW b bc
13 Tu. 30.04 29.94 66 70 62 74 SW SW bc qor 3) (4)
19 W. 29.79 29.75 58 64 53 65 NW NW bc bc
20 Th. 29.77 29.81 56 64 47 65 W W bc od (4
JONE - Mean height of the Barometer = 29.853 inches ; Mean temperature = 56 : 7 degrees ;
depth of rain fallen = 1.27 inches .
TO OUR FRIENDS AND CORRESPONDENTS .
All Communications for the ensuing number should be sent before the 20th of
the month .
Sir John Ross's letter has been received , and will be inserted in our next,
The Drawings of MR . GRYLL’s Whelps have been received . "
Erratum.- Page 552 , line 8, for “ scud," read “ sand.”
Hunt, Printer, Carlisle-street, Maida -hill,
 1
TIR

John Shay: Archt

 COPY OF AN ADDRESS

PRESENTED TO

His Royal Highness Prince Albert ,

BY

THE SCHOLARS

OF THE

ROYAL NAVAL SCHOOL ,

ON HIS

LAYING THE FOUNDATION STONE

OF THE

NEW SCHOOL AT COUNTER HILL, DEPTFORD ,

JUNE 1st, 1843.

London :

PRINTED BY GEORGE ODELL, 18, PRINCES STREET,

CAVENDISH SQUARE .

1843 .
 May it please your Royal Highness,

Deeply sensible of the honour, which your Royal

Highness has conferred upon us, by graciously consenting to lay
the Foundation Stone of our New Building, we, the Scholars of
the Royal Naval School, humbly beg leave to express our gratitude
to your Royal Highness, for this act of kindness and condescension.

We trust we may be permitted to cherish a hope, that our School,

which was founded in the year 1833 , has grown up , under the
fostering patronage of our Most Gracious Sovereign, into an object
of national interest : but we are fully persuaded, that the mark of
high distinction now bestowed upon it by a Prince, who is justly
dear to the British nation, will effectually promote its future
prosperity.

We rejoice, also, that your Royal Highness should have selected

the Anniversary of a great Naval victory, for the commencement
of a work , which cannot fail to prove a lasting benefit to the naval
profession .

That Her Most Gracious Majesty, and your Royal Highness,

together with your Illustrious Family, may long be preserved in
the enjoyment of all happiness, is the earnest prayer of

Your Royal Highnesses'

Most humble and devoted Servants,

The Scholars of the Royal Naval School.

 ROYAL NAVAL SCHOOL

PATRON : -THE QUEEN .

Tae Royal Naval School was provisionally opened at Camberwell, in

1833 , until the erection of a suitable building.
The object of this Institution is, to enable the less afluent Naval
and Marine Officers, to give their Sons a sound general education atthe
least possible expense ; bearing in mind , the further object, of affording
the same advantages, gratuitously, or at a very reduced charge, to a limited
number in necessitous circumstances, giving a preference to the Orphans of
those who have fallen in the Service of their Country.
The School Establishment consists of a Head -master, (a clergyman of
the Church of England , being a Graduate of one of the Universites )
with the requisite assistant-masters. Every one must be sensible of the
disadvantages under which all Institutions labour on their first establish
ment ; and the Royal Naval School has experienced its full share of
them : but, the Council are now happy to state, that these difficulties
have been surmounted , in a degree far beyond their most sanguine
expectations ; and , they have much pleasure in stating , that the School
stands high in public estimation -- that the Lords of the Admiralty have
been pleased to grant two noninations annually, to be selected from merit in
the School, as volunteers of the first class in Her Majesty's Navy__and that
all accounts speak most favourably of the exemplary conduct and
character of very many of the scholars, who have completed their
education at this School. Time, alone , could determine the usefulness
of such an Institution ; and it was not, until it had been opened a few
years, that any positive opinion as to its great benefit to the Service , and
of its utility to the Nation , could be formed.
Among the large number of the Sons of Naval and Marine Officers,
who have been educated at this School, many have entered the Navy
and Marines ; -several were at the Bombardment of Acre , and on the
Coast of Syria. IT MAY, THEREFORE , BE PREDICTED , THAT THE ROYAL
Naval SCHOOL WILL EVENTUALLY BECOME A MOST IMPORTANT NURSERY
FOR THE NAVY.
A most desirable site, for the permanent establishment of this National
Institution has, at length , been purchased from the Right Worshipful the
President, the Treasurer, and Governors of Christ's Hospital; and the
Master and Wardens of the Worshipful Company of Cloth -workers,
whose readiness to meet the views of the Council throughout the
negociation cannot be too highly appreciated. The land consists of seven
acres, most favourably situated at New Cross, in the Parish of St. Paul's
Deptford, four miles from London - commanding a view of that proud
monument of British glory, Greenwich Hospital, and the unrivalled
trade of England on the bosom of the Thames, and affording every
facility for communication with all parts of the kingdom .
 4
The Council, therefore, earnestly appeal to all whose patriotic and
benevolent feelings may prompt them to encourage and support the
Naval service , to aid them in erecting a suitable edifice.
It is proposed to commence the building as soon as the Funds be con
sidered adequate to the purpose; and the Council are sanguine in
believing , that, as the Royal Naval School is the only establishment in
this great maritime country for the education of the Sons of Officers in
the Navy and Marines, this appeal will be productive of such pecuniary
assistance, as will enable them to complete the undertaking. Lithogra
phic Plans-showing the general appearance of the exterior, and the
interior accommodations for four hundred Pupils ( and the requisite
Officers), are subjoined . - Due regard has been paid to economy ; but, it
must be admitted , that, in erecting a Royal Naval School , the edifice
should be worthy of the profession for whose benefit it is intended .
The necessity of such an Institution has been most keenly felt by the
members of that service, to which, under the blessing of the Almighty,
our country stands mainly indebted for the glory she has acquired , and
still maintains. In no class more than in the Navy, do we see so ardent
a desire to acquire, in early life, the elements of sound and useful know
ledge. To the education of their children, our Naval and Marine
Officers are now compelled to dedicate a great portion of the income
they derive from the Nation for their services ; - but it is melancholy to
consider the difficulties with which they have to contend, in their
endeavours to obtain an object they all have so closely at heart. The
great expense attendant on a good general education, which compels
many Officers to take their families to Foreign countries. where instruc
tion may be procured at a cheaper rate ; the forlorn situation in which
children must be left by the father, when the service of his country calls
him , for years, to distant shores ; the injury often done to the minds of
those children, by men , whose talents and fitness are too frequently
unascertained by any examination ; -are only a few of the disadvantages
to which the families of our gallant Officers are exposed , while they are
fighting the battles of their country and protecting its commerce ; and this.
too, at a time when the whole energy of their minds should be devoted
to their arduous duties. It is the object of the present Institution to
remove these difficulties : —to afford the means and opportunity of
imparting to a portion of the British youth , sound principles of religion,
morals, and knowledge ; together with those truly British feelings which
are almost incompatible with a Foreign education ; to carry comfort and
happiness into the families of our Naval Officers, and to enable the
father, when he quits his home, to feel confident that the children he
leaves behind him , shall not suffer by his absence : this would indeed be
a work, alike honourable to the patriot and to the philanthropist.
In making this appeal the council cannot omit drawing the attention
of the Public to the fact that, were it not for such an Institution , many
of the Sons of most deserving Officers of the Navy and Marines, must
sink far beneath the grade of society to which their fathers had attained ;
and , in many cases , ( in curisequence of the inability of the parents 10
have afforded them a fit education , ) are incapable of occupying such
stations as their friends might have procured for them .
 5

The Merchants of this wealthy country can bear testimony to the

bravery of the British Navy, who kept the door fast locked against the
enemy, while their ships covered the seas . Many of those gallant Officers,
who returned at the close of the war, are now numbered with the dead ;
having left their helpless Orphans in abject misery : in confirmation of
these assertions, it is only necessary to select a few cases indiscriminately )
from the crowded list of applicants, waiting for admission on the
gratuitous, or reduced foundation .* Many cases of Orphans , equally
distressing, have already received the advantages of an education at this
School; but until the erection of a suitable building , there is no hope of
admitting those unfortunate claimants, whose cases merit the warmest
sympathy of the public .
Under these circumstances, the Council urgently solicit the benevolent
attention of all who feel interested in the Wooden Walls of Old England 3
and they trust, that with the gratifying examples of the liberality of
civilians , the Navy will be true to itself, and come forward to aid in
this national work ; bearing in mind, that one day's balf-pay from all
ranks in the service, would realize a sum sufficient for the erection of
the building ; but, from their limited means, the majority are unable to
spare even this small amount, the Council confidently look to all patriotic
individuals unconnected with the Navy, to assist them in making up the
deficiency.
The Council cannot conclude this appeal , without earnestly entreating
all who are connected with the Navy, and also those who are desirous of
promoting the object in view , and whose avocations will permit them , to
form Lists of Subscribers to the Building Fund in their own immediate
vicinity ; The Council feeling fully convinced that, in the aggregate , a
large sum would by these means be collected , however small the amount
of each subscription.
CHARLES OGLE , ADMIRAL ,
President.
* See Appendix.

Subscriptions, which will be published from time to time, are received by—
Barclay & Co. Messrs . , 54 , Lombard -street London & Westminster Bank, Lothbury
Barnet, Hoare, & Co. Messrs ., 62, | Prescott, Grote & Co. , Messrs., 62, Thread .
Lombard - street needle -street
Bosanquet & Co. , Messrs., 73. Lombard -st. Puget & Co. , Messrs ., 12, St. Paul's Church
Call, Sir W. P. & Co. , 25 , Old Bond-st. Yard
Cocks, & Co. Messrs. 43, Charing Cross Ransom & Co. , Messrs. , 1 , Pall Mall East
Cockburn & Co. , Messrs . 4 , White -ball Robarts, Curtis, & Co. , Messrs. , 15 , Lom .
Coutts & Co. , Messrs., 59 , Strand bard-street
Drummond & Co. , Messrs ., 49 , Charing Rogers & Co. , Messrs ., 29 , Clement's Lane
Cross Rothschild, & Co. , Messrs., New Court, St.
Fullers & Co. , Messrs., Moorgate - street Swithin's Lane
Glyn & Co., Messrs., 67, Lombard -street Scott, Sir Claude & Co., Cavendish -square
Hallett & Co. , Messrs. , 14 , Great George Snow & Co., Messrs. 217 , Strand
street, Westminster Stevenson & Co. , Messrs., 20, Lombard - st.
Herries & Co. , Messrs., 16 , Saint James's. Stone & Co. , Messrs. , 68 , Lombard -street
street Vere , Sapte & Co. , Messrs., 77, Lombard -st.
Hoare & Co. , Messrs. , 37 , Fleet-street By all the Navy Agents, and by
London and Country Joint Stock Bank , 71 , i Mr. Hope, the Secretary of the Royal Naval
Lombard - street, and their several School, Camberwell.
Branches.
 APPENDIX .

The following Cases are selected indiscriminately from the List of

Applicants on the Gratuitous and Reduced Lists, comprising
various ranks in the Service. *

Nine Orphans, without either Father or Mother, and the whole income
£ 70 per annum . Father was engaged in the battles of Copenhagen and
Trafalgar, The elder girls take in needlework .
Five Orphans without either Father or Mother, and nothing but
compassionate fund allowance of £48 per annum . Father was Seven
Years a French Prisoner of War.
Four children, under eight years of age ; left without either Father or
Mother, who died within three weeks of each other. No income to
support them , except £ 10 each from the compassionate fund at the
Admiralty ; chiefly supported by private charity. The Father was
present at the capture of Monte Video, Cape of Good Hope, Flusliing,
&c . , and died in the coast.guard service ; the unhealthiness of his station
producing the disorder which caused his death .
Four Sons, left without either Father or Mother, and their income
only £48. Dependant on friends who are far from affluent. 1
A widow , left with two children by her husband's former wife. Not
entitled to a pension , in consequence of her husband having left the
service just previous to his death : her sole income is derived from taking
in needle-work , and a slight assistance from an aged father. This officer
served at the battle of Navarino, and a piece of plate was presented to
him , for rescuing four seamen from drowning, at different periods,at the
imminent risk of his own life . The applicant has lost an uncle and a
brother in the service .
A widow, with six children , and nothing but her pension of £50 a
a year. Applicant's husband was Eight Years a French Prisoner of
War.
An officer, with thirteen children, and nothing but his half- pay. Was
present at the attack and surrender of Java, in 1811 .
A widow, with four children , and her whole income £68. Eldest
daughter prevented earning her livelihood by epileptic fits.
An officer, with nothing but half - pay of six shillings per day to support
his family, five in number . Served in the San Josef, San George, and at
the action off Copenhagen , with Lord Nelson. Was also engaged at
the battle of Trafalgar, and at the taking of Martinique.
A widow , with two children under six years of age. Income £46 per
annum . Not entitled to a pension , in consequence of her husband not
having been ten years on the commissioned list.
A widow , with seven children, and nothing but a pension of £ 50 per
annum , Her husband was at the battles of Trafalgar, Copenhagen,
Walcheren , &c. , and during the forty years he was in the service, he was
only on half-pay one year and seventeen days.
* The names of these parties are withheld, as those already adnjitted on the gratui.
tous, or reduced foundation, are unknown to any in the establishment.
 SUBSCRIPTIONS ALREADY NOTIFIED £ 2,700.
Received since January, 1842 .
£ 8. d . £ I.
Her Most Gracious Majesty William Dixon , Esq . (2nd
TAK QUEEN . 105 0 0 donation ) 10 10 0
Besides Annually .. 10000 John Curteis, Esq . 10 10 0
Her Majesty QUEEN ADE . Rear Admiral Hon F. P.
LAIDE 100 0 0 Irby , (2nd donation) .. 10 10 0
Officers, & c . of the Coast G. B. Hart, Esq . 10 10 0
Guard Service ( 1st remit) 105 4 6 Sir J.H. Pelly, Bart .( 2nd
(2nd remit .) 75 13 0 donation ). 10 10
Admiral Sir Charles Ogle, C. Baldwin , Esq. 10 10 0
Bart, (2nd donation ) .. 100 0 0 P. Hardwick , Esq.. 10 10
Do. do. (3rd don.) 20 0 0 Matthew Clark , Esq .. 10 10 0
Earl of Egmont , 100 0 0 Atkinson , Esq.. 10 10 0
Alderman Lucas(6th don .) 100 0 0 Alderman Kelly 10 10 0
T. Helps, Esq.( sincedec.) 100 0 0 John Shaw , Esq. 15 15 0
The Earl of Haddington, Alderman Sir W.Heygate 10 10
First Lord of theAdmiralty 5000 | Lieut. J. S. Douglas, M.P.
Admiral SirR.W.Otway, (2nd donation ) 10 10 0
Bart. K.C.B... 50 0 0 Alexander Rainy, Esq. . 10 10 0
Rear Admiral Sykes 50 0 0 Alderman Copeland, M.P.
Messrs. Hoare and Co. (2nd donation ) 10 10 0
(and donation ) 50 0 0 Messrs. Robarts , Curtis &
Admiral Stephens 50 0 0 Co. 10 10 0
Lord F. Egerton, M.P. R. C. Sconce, Esq. R.N. 10 10 0
(2nd donation) 50 0 0 Edmund Molyneux, Esq. 10 10
Marquis of Tweeddale 50 0 0 Capt. Hon. F. Spencer,
Mrs. Sophia Sheppard, (4th donation) .... 10 0
(2nd donation ) 50 0 0 Capt. J. A. Murray 10 0 0
His Grace the Archbishop, Capt . Hon . A. Duncombe 10 0
of Canterbury (2nd don .) 50 0 0 Admiral Gosselin ...... 10 0 0
James Bentley, Esq. 50 0 0 Harvey Combe, Esq. .. 10 0 0
Lord Middleton . 50 0 Admiral Sir C. Ekins,
LadyAdmiral Thornbrough 50 0 0 (2nd donation ). 10 0 0
Messrs. Drummond & Co. Commander Sir E. F. S.
2nd donation ) ...... 25 0 0 Stanhope, Bart....... 100 0
The Earl of Dartmouth . , 25 0 0 Henry Stainton , Esq.... 10 0 0
Admiral Sir W. T. Lake, Admiral Sir C. Rowley,
K.C.B. (3rd donation ) 25 0 0 (2nd donation ) 10 0 0
Lord Bridport 25 0 0 John Pavin , Esq . 10 0 0
James Goding, Esq . !.... 25 0 0 Charles Goding , Esq.... 10 0 0
Commander A. B. Valpy 25 0 0 Rear Admiral Mangin ,
Lieut. B. J. Walker , ( 2nd (2nd donation ) ...... 10 0 0
donation ) 4.... 25 0 0 AdmiralSir George Moore
D. B. Chapman , Esq . 21 0 0 (2nd donation ) 10 0 0
H. Kemble, Esq ., M.P. Capt. Jones Parry . 10 0 0
(2nd donation ) 21 0 0 BennettGosling, Esq. 10 0 0
Jeremiah Olive, Esq.... 20 0 0 Rear Admiral Hon . M.J.
Rear Admiral Hon. Sir A. Henniker , (2nd dona.) 10 0
Maitland , 0
20 0 0 Ditto, ( 3rd donation ).. 10 10 0
Rear Admiral Christian , Rear Adm . Sir C. Mal.
(4th donation ) 20 colm , (3rd donation) 10 0 0
Admiral Sir John West .. 20 00 00 Şir R. Dobson , M.D.
Thomas Smith , Esq. (2nd ( 2nddonation ) 10 0 0
donation
Baron Rothschild 200 o Capt. Thos. Dilke.. 10 0 0
20 0 0 The Rev. Dr. Warneford 20 0 0
Sir R. S. Ainslie, Bart. 2000 Capt. Beaufort (3rd don .) 20 0
J. S. Gould , Esq. 20 0 0 J. Alexander, Esq. (3rd
Vice - Admiral Granger 20 00 donation ) 100 0 0
Vice Admiral Hollis J. D. Rolt, Esq....... 15 0
(2nd donation )........ 25 0 0 Vice Ad. Sir W.H. Gage. 10 0
Major General Strover . , 10 0 0 Viscount Ingestre, M.P.
S. B. Brooke, Esq . . 10 10 0 (2nd donation ) 3 0
1. S. Hulbert, Esq . R.N..125 00 Rear Admiral Browne 5
J. Sones, Esq. (2nd don. ) 52 10 0 James Whatney , Esq. 5 5
Mrs. Somes 10 10 0 Mrs. Ann Buttenshaw 5 5
Rear Admiral Sykes ( 4th Rear Admiral Skipsey 5 0
donation ) 10 10 0 James Meek , Esq . R.N.
Sir Wm . Kay , Bart. 26 5 0 ( 3rd donation ) 5 0 0
Sir J. Duke , M.P. 10 10 0 Adml. Hon. Sir R. Stop
Peter Rolt , Esq. 10 10 0 ford, (2nd donation ) .. 5 0 0
Marquis of Lansdowne ., 100 0 0 Rt . Hon. Lord Colchester
H. R. A. Prince Albert . 105 00 ( 2nd donation ) 5 0 0
Alex . Rainy, Esq. (2nd Dr. Rowlands, R.N.(ditto ) 5 0 0
donation ) 10 10 0 D. Henry, Esq. (ditto ) .. 5 5 0
B. B. Cabbell, Esq. (ditto) 10 10 0 Rear Admiral Hawtayne,
The Earl of Auckland .. 21 0 0 ( 3rd donation ) 5 0 0
Admiral Sir C. Ogle, ( 4th J. H. Oughton , Esq. .. 5 0 0
donation) 20 0 0 Sir Alex . Hood, Bart. 5 0 0
J. Watt, Esq . (2nd don .) 10 0 0 R. H. W. Ingram , Esq.. 5 5 0
Capt. Sir S. Brown (ditto) 10 10 0 Vice Admiral Mackellar . 5 0 0
Sir Felix Booth , Bart. 21 0 0 Capt. A. P. Hamilton 5 0 0
Vice Admiral Sir E. Brace JO 0 Rear Adiniral H. M.
Lieut. F. T. D. Sewell .. 10 0 0 Ommanney .. 5 0 0
Joseph Lachlan , Esq . 10 10 0 The Rt , Hon . Earl Devon
Hambrough, Esq. 10 0 0 (2nd donation) 5 0 0
John Paynter, Esq . (2nd Miss Yeoman . 5 0 0
donation ) 10 10 0 A Friend to the Children of
J. Olive, Esq . ( 2nd don .) 20 0 0 Sailors, per Capt . Dilkes 6 0 0
Vice Admiral Sir. J. C. Lieut . James Fellowes ,
White (3rd donation ).. 10 0 0 (2nd donation )... 5 0 0
J. Goding,Esq .(2nd don .) 10 10 0 John Shaw , Esq. (ditto ) . 5 5 0
W. Forbes, Esq. M.P ... 10 0 0 Capt. G. E. Watts 5 0 0
Henry Denton , Esq.. 10 10 0 | Capt. H. S. Marsham 5 0
R. A. Gray, Esq . ( 4th Vice Admiral McKinley,
donation ) 10 10 0 ( 2nd donation ) 5 0 0
Alderman Lucas (7th don. ) 50 0 0 Adiniral Sir J. Ú . Whit
Abel Smith, Esq. M.P ... 10 10 0 shead, (2nd donation ) . 5 0 0
R. R. Pennington, Esq. . 26 5 0 Admiral Sir W. T. Lake,
Messrs . Barclay, Perkins ( 4th donation ) 5 0 0
and Co. 25 0 0 The Rev. A. E. Sketchley, 5 5 0
Joseph Barber, Esq ..... 10 0 0 Rear Admiral Sir G. Sey
Rear Admiral Sir E. T. mour, (4th donation ) .. 5 0 0
Troubridge, Bart, M.P. 5 0 0 Five Brothers (Pupils ),
. Bourne, Esq. 5 0 0 per Dr. Domville) 5 0 0
Rear Admiral Tait ... 5 5 0 W.Woodburn , Esq ..... 5 5 0
The Rev. J. K. Goldney 5 0 0 W. H.Frampton , Esq... 5 5 0
J. Swift, Esq. R.N. .... 5 0 0 J. P. Muspratt, Esq. (3rd
Capt. Sir R. Grant 5 5 0 donation ) 5 5 0
Miss Woods 5 0 0 Mr. J. Warmington 5 0 0
The Corporation of New Captain J. N. Gladstone,
Romney . 5 5 0 M.P. (4th donation ) 5 0 0
Vice Admiral Barker.. 5 0 0 Capt. J. L. Beckford 5 0 0
Rear Admiral Hawker 5 0 0 Sir Samuel Spry , Bart... 5 5 0
Rear Admiral Stoddart .. 5 00 | Messrs. Thackrah Lock
Capt. Geo . Evans, R.N. wood and Co...... 5 5 0
(4th donation) 5 00 | Mr. Wm . Day (Lithogra
Vincent Stuckey, Esq. 5 0 0 pherto the Queen ) 5 0 0
Capt. Hon. R. S. Dundas 5 0 0 Capt.R.M. Fowler, R.N. 5 0 0
Rear Admiral tbe Hon . G. Wm . Cotton ,Esq ....... 10 10
L. Proby 5 0 The Lord Bishop of Ro .
The Rev. T. Chambers, chester 10 0 0
(2nd donation ) 5 00 | ANobleman ,per SirC.Ogle 10 0 0
Col, Norcliff 5 0 | Capt. Geo . Ĝoldsmith .... 5 0
George Odell, Priater, 18, Princes - street, Cavendish -square.
 577

DIRECTIONS FOR THE WESTERN COAST OF THE ISLAND OF CHEDOOBA ,

ON THE COAST OF ARRACAN ; and for the Islands , and Shoals,
south of it to the neighbourhood of foul Island ; from a Survey of
these parts made by H.M. Sloop Childers, in 1841. —by Capt.
E. P. Halstead .

The extreme rocks of the reef lying off the north-west point of the
Island of Chedooba , are in latitude 18° 55 ' 30" N. , and in longitude
93° 26 ' 30" E. , bearing from the point N.W.N., distant five miles .
From them the reef runs E.b.N. four miles, having along this line two
small islands ; Beacon Island , lying east three -quarters of a mile from
the extreme rocks, which has on it a beacon of stones about 60 feet
above high water mark , and which is visible nine miles ; and Sandy
Island less high than the other , lying three - quarters of a mile from the
eastern extremity of the reef, which bears from it N.E.b.E. E. Both
islands have been planted with cocoa - nut trees, in order to increase
their height .
The soundings in the neighbourhood of the reef are regular, varying
from four fathoms , a quarter of a mile off its northern face, to eight and
nine fathoms three miles off it ; while at that distance off the north
west and west ends sixteen and seventeen fathoms are found . An out
lying rock with seven feet water on it is found N.E.b.E. of Beacon
Island , distant half a mile. In the north - east monsoon , anchorage is
good in all these soundings ; but the reef would afford no shelter from
the heavy swell of the south -west monsoon , at which season the channel
between Chedooba and Ramree Islands , ( after carefully rounding the
eastern extreme of the reef,) is open for such purposes.
The tides run east and west along the reef, one and a quarter knot
in the neaps , and nearly three knots in the springs , when they sometimes
rise eight feet. They are irregular in time. High water on the north
coast of Chedooba at full and change is at 9h . 30m .
The north - west point of Chedooba is a round hill ( a volcano) of 200
feet in height, having casuarina trees only growing on it . It is con
nected with the north- west reef by a series of detached rocks above and
below water, with deep water between them ; and through a channel so
formed , an entrance was found into a small, and ( in the north -east
monsoon ) good harbour, on the north coast of the island, and which
was named “ Port Childers .”
Its Harbour Rock lies S.S.E. from Beacon Island distant one mile
and three- quarters. It is twenty feet high , fifty or sixty yards in length ,
the largest of all around it . From its western side a reef whose extreme
is above water , extends one mile ; 300 yards from which are seven
fathoms water ; S.S.W. of it one quarter of a mile is a small rock above
water ; south of which another quarter of a mile is one under water,
and having another bearing from it again , E. 1 N. distant 700 yards.
These two sunken rocks form the northern limit of the channel into the
Port, which runs east and west , has six fathoms in its centre, four
fathoms close to the two northern rocks , and five fathoms close to the
reef forming the southern limit of the channel, which for the remark
able resemblance it bears to the ribs of a wreck is named - Rib Reef.”
ENLARGED SERIERS.NO . 9.-VOL FOR 1843 . 4 E
578 ISLAND OF CHEDOOBA ,

The channel is half a mile wide, with the land and sea breezes blowing
alternately through it either way . There is no passage for other than
boats of large size, eastward of it into the Chedooba channel ; but in
coming out a clear channel exists to the southward and close to the
Rib Reef, which cannot, however , be recommended . In entering the
Port, when the north - west point of Chedooba bears S.S.E. , steer E.N.E.
until it bears S.b.W., when with Sandy Island bearing north , the best
anchorage will be found in four fathoms water on a bottom of clay
and mud .
Henry's Rock is a detached mass thirty - five feet in height, visible
six or seven miles , bearing from the north -west point W.S.W. distant
two miles . It is the largest mass off this part of Chedooba, and it
marks the position of a considerable sized reef which surrounds it, a
channel in six fathoms, inside of which exists ; but which from the
strength and irregularity of the tides is very dangerous .
Throughout the line of coast to which these remarks refer, the safe
limit of approach in all ordinary cases of navigation, is twenty fathoms
by day, and from sixty to seventy fathoms by night, the former clear.
ing all dangers by about two miles. To the westward and to the
northward of Beacon Island however , soundings extend to a much
greater distance off shore than southward of it , where at a distance of
less than ten miles no bottom is obtained with 120 fathoms of line ; and
the coast of Foul Island has little less than thirty fathoms close to it
all round with the exception of its north-east point.
The western coast of Chedooba , has small detached masses of rock
straggling along it throughout, at a distance of less than two miles off
the shore; but these do not prevent the practicability of anchoring
along it in various parts during the north - east monsoon, when it is
frequented by native craft for rice.
This article may then be procured in quantity , cheap , and good , as
well as cattle, poultry , and fruit ; water is procurable with trouble ,
wood with ease. But there is little inducement to anchor on its
coast even at this season , while in all ordinary navigation of these
seas, the whole line of coast to which these notes refer, will be well kept
clear of by ships not bound to any of its ports in the south - west mon
soon , while to facilitate the entrance into those ports during that season ,
whether on commercial business or for refuge and refit, was the prin
cipal view with which the survey of these outlying dangers was under
taken .
The west hill of Chedooba which rises 1300 feet, and has one large
tree on its summit , may be seen by any ship approaching the north
west part of Chedooba from a very great distance ; and its south peak
1700 feet in height , will warn at a distance far beyond the limit of
soundings of approach to the southern parts of the island. As these
are approached , will be seen Pyramid Rock, a remarkable pinnacle
rising nearly 200 feet out of the water, and distant one mile from the
shore . It marks the situation of dangerous reefs lying southward and
westward of it , and of the western shore of Flat Island , so that even in fine
weather when working along this coast , to the northward of Hill Island,
the Pyramid should never be brought to bear to the northward of
N.b.E., as there is no passage but for boats between Chedooba and Flat
 COAST OF ARRACAN . 579

Island , and the channel between them is for the most part both shoal
and rocky .
The tides take the general course of the trend of the coast, running
at the same rates as those found off the north-west reef, averaging the
same rise in the springs viz. , six feet, but more irregular as to their
period of rise ; the north - east monsoon though not interfering on the
coast with the regularity of the land and sea breezes, appearing to
create a set to the southward . The indraught between Chedooba and
Flat Island is very great .
Flat Island, as its namedenotes, is very low, near four miles in length,
separated by a channel from two to four miles wide from Chedooba,
and having near its centre a volcanic hill about 200 feet in height.
Hill Island is a small high island about the same height as the vol
cano of Flat Island , from which it is separated by a channel of three
quarters of a mile ; and which it much assists in recognizing, lying
from it due south .
South Rock .-An isolated rock , twenty feet in height, lies south of
Hill Island , distant half a mile ; and this rock, together with an ex
tensive reef four miles from it , bearing from the centre of Hill Island ,
S.S.E. I E. , forms the sea entrance to the channel, which , southward
of Chedooba leads to and from the Bay of Bengal , to the port of Am
berst harbour, and the secure anchorages inside the islands of Ramree
and Chedooba ,
Heywood Channel. This channel , taking its name from Captain
Peter Heywood , who seems to have been the first to use it, runs between
the shores of Hill and Flat Islands on the west, and the reefs and rocks
extending from the West Shoal (above referred to ,) to False Island on
its south -eastern limit. Its centre course is N.E.b.N., in from thirteen
to five fathoms, sandy bottom as False Island is approached , and at a
distance of about two miles from the shore and the reefs ; anchorage in
it is good in all moderate weather .
False Island is a small low sandy islet, bearing from the volcano of
Flat Island E.b.S., southerly , and distant five miles and a half. It is
ordered to be planted with cocoa- nut trees.
West Shoal is a dangerous reef, half a mile in diameter, with very
irregular soundings around it . Half a mile from it twenty fathoms
water may be found , and close to it thirteen fathoms. The sea is con
stantly breaking on it, and at low water the points of the rocks are seen
between the rollers . Unless when entering by the channels, in order
to get eastward of Chedooba, Hill Island should never be brought to
bear to the northward of N.b.E. , in order to avoid this danger.
Tree Island , about one mile in length , 250 feet in height, and visi
ble ten or twelve miles, bears from Hill Island S.E. I S., 115 miles.
A reef of straggling rocks extends three -quarters of a mile off its
southern point , and detached rocks are found lying half a mile distant
from its eastern shore ; and one patch with four fathoms water on it,
lies at the same distance off its north -west point ; with these exceptions
Tree Island may with safety be approached ; and it forms with the west
shoal , the sea entrance to a second channel from the Bay of Bengal,
into the inner anchorages to the eastward , West Shoal bearing from the
north - west point of Tree Island N.W. W. , six miles . The north-west
580 ISLAND OF CHEDOOBA .

Jimit of this channel , is the range of reef from West Shoal to False
Island ; its south-east limit is formed by a large rocky reef, bearing
from the north -east point of Tree Island , N.b.E.1 E. , 32 miles, between
which and the Sail Rock of the north - west limit is a width of four
miles and a half. The fairway is N.N.E. in soundings of from fifteen
to nine fathoms water.
Its superior depth and width , and the means afforded by a clear
approach to Tree Island of avoiding the danger of the West Shoal,
seem to give to this channel a very great preference over the Heywood
Channel . It was named Childers Channel. The tides set strong
through both channels. Tree Island by triangulation and observations
was found to be in lat. 18° 26' N. , long . 93° 56' E.
Nerbudda Rock bears from the centre of Tree Island S.E. E. , dis
tant from the extremity of its southern reef four miles . It is a very
small pinnacle of rock , awash at low water, with a small break of sea
on it. " Six fathoms of water are found close around it, and ten fathoms
within a mile , and to avoid it from the westward Tree Island must not
be brought to bear to the westward of north . There is a clear channel
between it and the southern reef of Tree Island , but it is preferable to
round the latter .
Four Fathoms Shoal is an extensive patch of rocky bottom, with very
irregular soundings, from thirteen to four fathoms. It bears from the
Nerbudda S.S.E. seven miles, and the channel between is clear, but
not to be recommended . A heavy swell constantly rolls over the shoal ,
breaking no doubt in bad weather , but with very close soundings ;
nothing under four fathoms could be found .
Foul Island , near two miles in its greatest length , and some hundreds
of feet in height , being visible ten or twelve leagues, bears from Tree
Island S.S.E. distant twenty - five miles, and by observations on its
summit lies in lat 18° 3 ' 25 ' ' N. , and long. 94° 8 ' E. On its northern
side is a bank of sand and mud , affording anchorage at the distance of
half a mile from the shore , in eight and ten fathoms water: of its
south point is a rocky reef of some few hundred yards in length , and
with the exception of these the island is quite steep to all round, in from
thirty to eighteen fathoms, rocky bottom .
Brougham Shoal lies from Foul Island N.b.E.1 E. , 31 miles. It is
a patch of rock half a mile long, with the sea always breaking on it.
There are five fathoms water alongside it , and from twenty -four to
twenty-seven fathoms, within a mile. It is, therefore, dangerous to
approach : Foul Island affording a good mark to avoid it by .
Vestal Shoal bears from the nearest part of Foul Island E.b.S. six
miles. It is small, with breakers constantly on it , and twenty fathoms
of water close around it. In sailing northward or southward along
these parts of the Arracan Coast , it is recommended to choose the pas
sage between the Vestal Shoal and Foul Island , at a distance of about
two miles from the latter.
William Shoal, bears from the nearest part of Foul Island , E.b.S. } S.
twelve miles and a half. It is a rocky reef extending one mile east
and west, having two fathoms of water on its extremes, and from five
to seven fathoms between them . The sea rolls heavily over the reef,
breaking on the shoaler parts .
 NOTES ON DEPUCH ISLAND. 581

The Satellite Shoal, after a week of close search could not be found
but its existence is not, therefore, to be doubted , though , of course , its
correct position in the chart is not given. Indeed , the peculiar way in
which pinnacles of rock obtrude themselves from deep water on this
coast, makes it highly desirable that the portion within the line of
dangers examined by the Childers, should be subjected to a close search ,
’ere it be navigated with confidence by the increasing trade on this
coast , when it is probable that other dangers than the Satellite would
be discovered .

List of stations whence triangulations by theodolite were taken, while

effecting a survey of the above island and shoals :
Beacon Island. Nos. 1 and 2 stations on the west shore,
Tree Rock. whence limited triangulations were
North - West Point, ( Chedooba ). found necessary to connect the work .
Henry Rock . Flat Island volcano.
North -west Peak. South Rock ( Hill Island .)
West Hill . False Island,
Pagoda Hill . Sail Rock.
South Peak. Tree Island .

After clearing the summit of Foul Island , the use of the theodolite
was found impracticable, from the periodical thick dry haze which had
then set in on the coast.
A base was measured by frequent observation on Beacon Island and
Henry Rock, and its correctness tested by a base measured by chain
on the flat beach of the north shore of Chedooba .

In order to facilitate the incorporation of the survey with the charts

of the eastern coasts of the Bay of Bengal , by Captains Ross and Lloyd ,
Marine Surveyors General to the Honourable Company, the meridian
of the flag -staff of Kyook Phyoo harbour , as fixed by those officers,
was taken as a standard in the survey ; and the chronometers carefully
rated and compared at that port before and after the survey , as well as
at our own stations during its execution .
The original fair chart as finished by Lieut . Milbank of the Childers,
was lodged in the hands of the Government of Bengal, by whose order
copies of it were supplied to me. Capt . Lloyd , late officiating Marine
Surveyor General, having incorporated it into the charts then preparing
by him, I have had no means of comparing the copies with the origi
nal, but on close inspection have no cause to doubt their correctness.
The rough notes, books , & c. , are in the possession of Lieut . Milbank .

NOTES ON DEPUCH ISLAND.— By Captain Wickham , R.N.

DEPUCH ISLAND, on the N.W. coast of New Holland , is in lat. 20°
37 ' S. , and long. 117° 44' E., and presents a singular contrast with
the low, flat shores of the mainland , from which it is only a little more
582 NOTES ON DEPUCH ISLAND .

than a mile distant. It is of a circular form , nearly 8 miles in circum

ference, and its summit is 514 feet above the sea.
This island is merely a vast pile of large blocks of greenstone,
heaped up in rugged and irregular masses : it has much the appearance
of basalt, and in many places the long, flat - sided blocks resemble
columns of that formation . Here and there in the valleys , and upon
the more level spaces near the summit, is a slight sprinkling of soil
that nourishes a few stunted gum-trees , shrubs, and a coarse wiry grass ;
but , generally speaking, the island is void of vegetation , and has alto
gether a very different appearance from the mainland and the other
islands of Forester's group, of which it is the largest.
With the exception of Depuch Island , the other islands of this group
are very low ; each being merely an accumulation of sand , upon a base
of light- coloured rock , that is composed chiefly of sand and shells.
They are in some places thickly covered with brushwood and coarse
grass, and their greatest elevation is not more than 50 feet.
All these islands are connected to the mainland by extensive flats
and ridges of sand , which in many places become quite dry at low
water spring- tides, and afford great facility to the natives in reaching
them for the purpose of procuring turtle and fish . Indeed , as nothing
was seen to lead us to suppose that canoes are used on that part of the
coast, it appears more than probable that it is only at such periods they
are able to visit them .
Depuch Island appears to be their principal resort, probably on
account of the water they find amongst the rocks after rainy weather,
and the facilities afforded them in the exercise of their talent for draw
ing representations of whatever they have seen upon the flat surface of
the rocks of which that island is formed .
From the vast number of specimens of the art , the natives seem to
have amused themselves in this way from time immemorial ; and from
the very hard nature of the stone, and the accuracy with which many
animals and birds are represented , they deserve great credit for patient
perseverance, and for more talent and observation than is usually be
stowed upon the natives of New Holland ; and to their greater credit
be it told , that, amongst the numerous representations we saw , none
were observed to tend in the slightest degree towards obscenity .
The method pursued in tracing the different subjects appears to be
by cutting the surface of the rock with sharp pointed pieces of the same
stone ; and as the exterior of all parts of it is of a dark reddish brown
colour, the contrast becomes great when that is removed and the natural
colour of the greenstone exposed . It is difficult to conjecture what
many of their drawings are intended to represent, but others are too
well done to admit of a moment's doubt . Probably many of the inferior
performances were the work of the children .
From the summit of the island we had a good view of the mainland
for several miles from the sea ; and , with the exception of a few isolated
rocky hills of the same greenstone, or basaltic formation, that are six
or seven miles from the shore , it appeared to be very low and level .
Many places had a very white appearance, as if covered with a salt
incrustation , and the whole was intersected by creeks that extended a
long distance in , and probably flood a great part of this extensive flat,
 NOTES ON DEPUCH ISLAND. 583

when spring- tides are accompanied by the strong north-westerly winds

that are at times felt upon this part of the coast during the prevalence
of the westerly monsoon .
While the Beagle remained at Depuch Island no opportunity offered
of communicating with the natives , nor did they visit the island during
that period . They were seen on the shore of the mainland upon one
or two occasions ; but as soon as any attempt was made to approach
them in the boats they fled precipitately. Like most of the natives of
that country who have never seen Europeans, they are timid, and pro
bably treacherous, when their numbers exceed those of the opposite
party . The following trifling circumstance justifies this apparently
harsh suspicion . Mr. Fitzmaurice ( Mate) , while employed in a whale
boat in surveying a part of the coast a little to the eastward of Depuch
Island, entered a creek for the purpose of ascertaining its extent, but
had not proceeded far before his progress was stopped by the near ap
proach of the mud -banks, rendering it too narrow for the oars. He
was not long in this position before he was startled by a loud shout,
and the appearance of a party of natives rushing simultaneously from
the mangroves on each side of the creek : they stopped at a short dis
tance from the boat and made threatening gestures, by brandishing
their spears . No doubt violence would have ensued had he persisted
in his attempt to proceed farther into the creek, but he very properly
backed his boat out, and retreated ; it being, perhaps, better, when
practicable, to allow the natives to imagine themselves the stronger
party than to teach them experience upon such a subject by the use
of fire- arms, which must have been resorted to had spears been
thrown .
This is a very good and well sheltered anchorage off the sandy beach
on the N.E. side of Depuch Island ; but with this exception, it offers
no inducement to visit it again . A trifling supply of fire-wood may be
procured from the stunted trees that grow in some of the valleys ; but
water is not to be depended upon at all seasons of the year, although
there were evident marks of a very bountiful supply during the rains .
We dug wells wherever a level spot held out any prospect of success,
but our labours were generally obstructed by reaching a bed of white
calcareous rock , from 9 to 15 feet below the surface. With one well
in the sandhills at the N.E. bay we succeeded in reaching to the depth
of 21 feet, where we found a bed of sand -stone , sufficiently soft to yield
to the united effects of pickaxes and crowbars : the laborious work of
cutting through this was carried on a few feet farther, when our exer
tions were stopped by a stream of water flowing in as salt as the ocean .
Fortunately a small reservoir was discovered by Mr. Bynoe, the surgeon ,
while climbing amongst the rocks in search of a fresh meal , from
which we got about 6 tons of indifferent rain- water, but at the expense
of very harassing labour , as it was carried on the men's shoulders, in
7- gallon barricoes, over the most rugged path one can well imagine.
This supply enabled us to remain a few days longer on the coast , when
we were compelled to cross over to Timor, for what was not to be
procured on the inhospitable and sandy shores of N.W. Australia .
 584

ON THE TIDES OF THE INDIAN ARCHIPELAGO .

During the year 1839, a correct observation of the tides took place in
several parts of these ( the Dutch Indian ) colonies, as at Palo Chinco ,
on the west coast of Sumatra, Minto, in the Straits of Banca, Amboyna ,
in the Moluccas, Macassar, on the island of Celebes , Klampis, on
the north coast of Madura, Tagal , on the north coast of Java, Karimon
Java, a group of islands in the Java Sea , Onrust Island , near Batavia,
and at Chalachap , on the south coast of Java .
In comparing the results of the observations on the tides made at the
places above mentioned , a remarkable difference will be observed between
those taken outside the Archipelago, as on the west coast of Sumatra ,
south coast of Java, and also at Amboyna, and those taken within the
Java Sea .
It appears that , at the former places the generally known rules of the
tides are followed ; high and low water occurring twice in twenty -four
hours, there being two tides within this period , while at the same time
they are influenced by the age of the moon. A table can , therefore,
be given , by which the variations of the tide can be reckoned with
correctness before hand. This is by no means the case with places
within the Java Sea , where the tides cannot be tested by the same rules,
appearing to depart chiefly on the locality of the solstice, and in the
state of the monsoons in connection with it.
It may be premised that , throughout the Java Sea there is high
water only once in the twenty - four hours, and that besides these long
tides, (or rather rising and falling of the water, which together occupy
rather more than twenty - four hours,) small or short tides take place,
whose tolerably well regulated return appears to be dependent on vari
ous causes , but, more especially on the solstice, or on the prevailing
monsoon . These short tides may also, probably be brought under fixed
rules since the natives seem to be well acquainted with their motions.
At the periods of new and full moon , high water generally occurs at a
certain fixed time , but the intervening tides are so irregular that a cor
rect tide table cannot be formed .
The general yearly retrogradation of the daily period of high and
low water, which also appears to depend on the solstice, is like the
short or middle tides , peculiar to the Java Sea, or probably to all inlets
and seas enclosed by an archipelago ; and it is farther to be remarked
that the currents in this sea are even more irregular than the rising and
falling of the tides, these appearing to be influenced chiefly by the
prevailing winds.
To commence with the places at which the tides follow the general
rules :
Ist .-At Palo Chinco, on the west coast of Sumatra, high water
occurs at full and change at 5h . 30m . The mean rise and fall is 0.78
ells,* the highest and lowest being 1.49 and 0.06 ells . It may further
be stated that the stream of flood comes from the south -east, following
the line of the coast, the ebb running in an opposite direction . Both

The Netherland ell is rather more than the English yard , 1 Netherland ell
being 1.094 English yard .
 ON TIDES OF THE INDIAN ARCHIPELAGO . 585

are weak , seldom running more than a mile in the for hours, and
they are considerably influenced by the prevailing winds.
2nd .– At Chalachap , on the south coast of Java , the time of high
water at full and change is 8h . 30m .; mean rise and fall 1.25 ells ;
greatest and least rising and falling 2:42 and 0:10 . In the channel on
which this place is situated, the direction of the flood tide is to the
west, and the ebb to the east , following the direction of the channel.
This is also the case in the western entrance of the channel. The tides
meet in Segara Anakan , a bay just within the western entrance , where
there is a rising and falling of the tide , but no stream . It appears ,
however, that along the south coast of Java, at least in the east mon
soon , a current sets to the eastward , running at the rate of two miles in
the four hours .
3rd .—In the bay of Amboyna the time of high -water at full and
change is Oh. 30m.; the mean rise and fall is 1.14 ells ; the greatest
and smallest rising and falling being 2.50 and 0:00 ells . In this bay
the stream of tide is very inconsiderable, there being scarcely any to be
perceived in the centre . The food comes in along the north (north
west) side of the bay , and returns along the south side only, occasion
ally the stream was found to run eight and ten miles in the four
hours .

Places in which the tides do not follow the general rules.

1st.–At Klampis on the north coast of Madura, the current during
the east monsoon runs to the west , sometimes, as in the month of May,
at the rate of ten to twelve miles in the four hours, this always occurring
during the day ; while during the night there is scarcely any current
observable ; what little there is, however, running to the east. The
only exception to this occurs in the month of July , when the stream
runs to the westward during the night also, at the rate of eight to
twelve miles, in the four hours . In this ( the east ) monsoon , the water
falls generally during the day, and the stream is then the strongest ,
while during the night the water usually rises , there being at this
time very little current ; from which it would appear that if there
are indeed streams of flood and ebb, the former must come from the
west, and the latter from the east, the stream of flood being held in
abeyance by the prevailing easterly winds . In the west monsoon the
stream of flood has a weak set to the eastward , the tide , at this season ,
rising by day ; while the ebb, which should run in an opposite direc
tion has scarcely any force, probably from its being held in abeyance
by the prevailing westerly winds . High and low water each occur
only once in the twenty -four hours, although it appears that slight
risings and fallings, called small or middle tides, sometimes occur within
this period. It may further be stated , that in the east monsoon, high
water always occurs before noon , hence the falling of the water, and
therefore the ebb occurs during the day . In the west monsoon high
water always occurs after the sun has passed the meridian , the ebb,
therefore, occurring during the night .
Although no regular tide table can be given , it may be stated as a
general rule that , during the east monsoon at full and change, high
ENLARGED SERIES, -- No. 9,-VOL FOR 1843 . 4 F
586 MR . WALKER , R.N. , ON

water occurs between 8h . and 10h . in the morning , and in the west
monsoon between 8h . and 10h . in the evening .
At the other places in the Java Sea where the tides have been ob
served , the result is so similar to that of Klampis, that it is unnecessary
to translate this paper any further. On the north coast of Australia, the
flood tide also comes from the westward , and at Point Smith , at the
entrance of Port Essington , I have noticed the same peculiarity in the
tides that has been observed at Klampis, the flood and ebb sometimes,
each running nine hours, the tide remaining at its highest and lowest
points rather more than three hours .
In the inner harbour , however, we have regular tides, but we have
noticed that in the springs the lowest tide always occurs during the
night , and the highest during the day .
I subjoin a sketch of the current prevailing in the Molucca, Timor,
and Arafura Seas, ( the result of the observations I have made during
my occasional trips from Port Essington ,) which appears to be the same
in both monsoons, except that during the westerly monsoon there is a
set of nearly two miles an hour to the eastward , between the north-east
extreme of Timor and Port Essington , while during the easterly mon
soon this set is scarcely perceptible . The current in these seas, which
in some parts, the Ombay passage for instance, sets constantly to the
south -west, at the rate of from two to five miles per hour, is evidently
caused by the body of water driven in from the North Pacific by the
eaterly winds which prevail there. May not this current, which must
strike the north - west coast of Australia, have some influence in causing
the enormous high tides which occur about Buccaneers Archipelago.
G. W. E.

ON THE MARINERS' Compass:-By Mr. W. Walker, Master R.N.

(Continued from p . 522. )

During a period of 180 years that the Mariners' Compass had been in
use among the Christians of the 14th and 15th centuries, its character
had been slowly , but surely established , notwithstanding the intolerant
and superstitious spirit of ihe times. Every thing likely to expand the
faculties of the human mind , or , appearing above the comprehension of
the vulgar, was represented as profane or abominable, and dealt with
accordingly. Men of superior abilities in their pursuits, instead of
being patronized , were either actually persecuted , or else , met with no en
couragement in advancing the progress of useful knowledge . It was
dangerous for men to meddle with doctrines or opinions of any kind,
not sanctioned , received , or approved by the clergy, and this intolerant
spirit extended to a much later period then I refer to, as witness the
persecution of poor Galileo, who was thrown in the dungeons of the in
quisition at Rome in the year 1633 , for having ventured to assert that
the earth was round , and turned daily on its own axis !
It was under such unfavorable circumstances as these that maritime
discovery , and the art of navigation and seamanship advanced , guided
 ON THE MARINERS' COMPASSS 587

by the compass, and a few maps or diagrams of erroneous construction .

Experience had taught seamen that, the compass was a faithful guide ,
that its needle pointed towards the pole star, and that the card which
the needle preserved , or held in an apparently permanent position
pointed out to them the course they ought to steer in returning from
their commercial exploratory , or predatory expeditions.
Christopher Columbus having sailed from Spain , * in search of new
regions, or in search of a new track to an old continent. Whilst sail.
ing westward with the trade wind, on the 14th September, 1492 , he
discovered that the north point of the compass-needle no longer pointed
towards the pole star ! A deviation of this kind would take place but
slowly , as the ships changed their geographical positions. The oscilla
tions of the compass card on its pivot, whilst running down the trade ,
would , in a great measure tend to disguise the variation ; the depression
of the pole star in a more southerly latitude, cloudy weather and other
circumstances might combine to prevent even a Columbus from observing
the variation of the compass , until its amount would banish all doubt about
it . This discovery so alarmed the ship's company that they mutinied ,
asserting and believing that they would never be able to return to
Spain , since the compass itself began to deceive them ! Columbus had
the address to calm their fears and command their services . But mark
what followed. On his return to Spain his statement, that the compass
had varied in its direction was not believed . The opposition to his
correct views , and the mortification and persecution this great man had
experienced , must have taught him the propriety, or rather, the expedi
ency of being silent about magnetic variation, especially as his com
passes had , in all probability , resumed their usual direction on the
ship's return to Spain .
Although other navigators had observed and announced the variation
of their compasses, the learned of those times would not admit the fact;
they rather chose to charge seamen with ignorance, and inaccuracy
in their observations, than admit errors in the principles established by
themselves.
“ Pedro de Medina," at Valladolid , in his ' Arte de Navigar,' pub
lished in 1545, denies the variation of the compass ; but the concurring
reports of commanders of ships in distant voyages , obliged the landsmen
in their closets, to give up the point . Martin Cortez, in a treatise on
navigation , printed at Seville before 1556 , treats it as a thing completely
established . ” + So, here we see that, a period of at least sixty years,
had elapsed from the time of Columbus's observing and reporting the
variation of the compass, before the truth of its existence was admitted .
About the year 1580 , one Robert Norman , an Englishman , and a
maker of “ Compasses for Mariners,” found that, however nicely he
balanced his needles before he magnetised them , he was always obliged to
counterbalance that end which pointed to the north , by a bit of wax,
or other substance, in order to keep the card in a horizontal position .
Mr. Norman suspended a steel needle on its centre of gravity , and hav
ing touched it with a magnet, it dipped , or pointed downwards, in the
* See his history, and the difficulties he had to surmount before he obtained the
means of undertaking his voyage,
| Encycl. Britannica , Article Variation ,
588 MR . WALKER , R.N. , ON

plane of the magnetic meridian , but about 72 degrees below the hori
zontal plane. This property is called the “ magnetic dip . ” Mr. Nor
man published his discovery ; experiments were made in various parts
of the world , and it was ascertained that the magnetic needle remains
nearly horizontal within the tropics, but that it dips towards the poles
in both hemispheres . This property of the magnetic dip, began to shake
the confidence of seamen in the stability of their compass , it furnished
data for philosophical speculation . The magnetic dip did not appear
to derange the horizontal direction of the magnetic needle, nor to in
fluence the variation of the compass, and consequently a ship's dead
reckoning. It will , however, be seen in the sequel , that the magnetic
dip is a very important element in the theory as well as practice of
navigation .
Observations began to be carefully made and recorded of the varia
tions and dip of the needle. In the year 1780, the variation , at Lon
don , was 112° east , and in 1622 only 6 , and in twelve years later it
had decreased two degrees . These facts were made known to mariners
by the publication of “ A Discourse , mathematical, on the variation of
the magnetic needle , by Mr. Henry Gillebrand Gresham , Professor of
Astronomy". These announcemonts threw mariners into new alarms
and perplexities, for in those days there were no published tables of
amplitudes or modes whereby seamen might compute the sun's Azimuth
and thereby find the variation of the compass at sea . Since the year
1580 up to the present time , the variation has been observed to change
about 36 degrees towards the west ; that is to say , it has changed its
direction , one -tenth part of a complete circle, in Great Britain .
Azimuth compasses were invented for finding the variation , and
tables were computed and published , for facilitating calculations at sea .
Variation charts were drawn , and sea charts had the variation of the
compass inserted on them. But navigators had frequent occasion to
observe that, their observations of the variation made at sea, did not
agree with previously recorded observations made by others in the same
localities, nor even did their own observations agree among themselves !
The celebrated William Dampier, whose voyages and adventures gave an
impulse to maritime enterprise, observed ( Dampier noted everything worth
notice ! ) discrepancies of this kind in his observations for the variation ;
making it either more or less, than he knew it should be, and he says,
“ These things, I confess, did puzzle me. This was about the year
1680. About one hundred years later , and during the voyages of Capt .
Cook , the same kind of magnetic disturbances were apparent in their
observations. Mr. Wales states that “ Variations observed with the
ship's head in different positions , and even in different parts of her,
will materially differ from one another, and much more will observa .
tions observed on board different ships.”
The observations made during Cook's voyages would necessarily
command attention , and excite observation . In the year 1790 , Mr.
Downie, a master in the Royal navy , when serving in H.M S. Glory,
has remarked , " I am convinced that the quantity and vicinity of iron
in most ships, has an effect in attracting the needle , for it is found by
* See Nautical Magazine, 1837 , p . 247 .
 THE MARINERS' COMPASS. 589

experience that the needle will not always point in the same direction ,
when placed in different parts of a ship , also it is very easily found
that two ships steering the same course by their respective compasses,
will not go exactly parallel to each other, yet when their compasses are
on board the same ship they will agree exactly." Whenever large
fleets were assembled to sail under convoy of ships of war, it was usual
for the Commodore to intimate by signal, the course to be steered by
the fleet during the night, and it was usual to find these fleets much dis
persed the following morning, the compass courses of the ships compo
sing the fleet having differed considerably among themselves. It was
no longer doubted that the iron within a ship exerted an influence upon
the compass, but it was not known in what way this influence was
exerted ; it was then supposed and it is still believed by many, that
iron attracts the compass, that is to say , the north end of the compass
needle is attracted by the iron , and hence the term local attraction,
applied to the kind of magnetic disturbance under consideration .
Captain Flinders, R.N., had been employed in surveying Australia ,
and of course had ample opportunity of noticing and noting anomalous
observations in magnetic bearings, and in observations made on board
for the variation of the compass, in the southern , as well as in the
northern hemisphere . On his return to England , his observations were
communicated to the Admiralty, and their Lordships were pleased to
direct a series of experiments to be made on the compass on board one
of her Majesty's ships at Sheerness . The result of these experiments
may be briefly stated .
1st. That the compass-bearing of a distant object was different in
different parts of the ship .
2nd . That the binnacle compass, gave true bearings of a distant
object, when the ship’s head was north or south .
3rd . That, the greatest error in the bearing by compass, was when
the ship's head was east or west.
Flinders concluded ( and correctly ) that the local attraction in the
same ship would be different in different parts of the world , and that
it would change with the magnetic dip .
Captain Flinders died in 1814 ; a paper of his, which appeared in
the Philosophical Transactions of the Royal Society , upon the differ
ences in the magnetic needle on board H.M. Ship Investigator, arising
from an alteration in the direction of the ship's head ” may inform us
of the author's views .
1st . He supposed an attractive power with different bodies, in a ship
capable of affecting the compass, to be collected into something like a
centre of gravity or focal point, and that this point is nearly in the
centre of the ship where the iron , shot , &c . , are deposited ,
2nd . He supposed this point to be endowed with the same kind of
attraction as the pole of the hemisphere where the ship might be. Conse
quently in New Holland , the south end of the needle would be attracted
by it and the north end repelled .
3rd . That the attractive power of this point is sufficiently strong in
a ship of war to interfere with the action of the magnetic poles of a
compass placed in the binnacle .
Captain Scoresby who had commanded several ships in the Northern
 590 MR . WALKER, R.N., ON

Whale fishery, and being an intelligent and well informed man ,

directed his attention to the Mariners’ Compass. His employment in high
northern latitudes , where the magnetic dip and magnetic intensity are
very great, furnished him with opportunities of making useful observa
tions on magnetism . In his paper “ on the anomaly in the variation
of the needle ” in the Philosophical Transactions for 1819, we have the
results of his observations, viz .
Ist . That all iron on board a ship has a tendency to become mag
netical , the upper ends of the opposite bars being south , and the lower,
north poles in the northern hemisphere, and vice versa .
2nd. The combined influence of all the iron is concentrated in a
focus, the principal south pole of which being upwards in the northern
hemisphere , is situated in general near the middle of the upper deck .
3rd . This focus of attraction , which appears to be a south pole in
north dip, attracts the north point of the compass, and produces the
deviation in the needle .
4th . This deviation varies with the dip of the needle, the position of
the compass , and the direction of the ship's head . It increases and
diminishes with the dip and vanishes at the magnetic equator. It is
a maximum when the ship's head is west or east , and it is proportional
to the sines of the angles between the direction of the ship's head, and
the magnetic meridian .
5th . A compass placed in either side of the ship's deck, directly
opposite to the focus gives a correct indication on an east and west
course, but is subject to the greatest deviation when the ship's head is
north or south .
Captains Flinders and Scoresby were both practical and theoretical
seamen and navigators, and were endowed with a considerable amount
of philosophical and mathematical skill . They made careful observa
tions on the action of the ships' iron on their compasses, and communi
cated the result of their valuable observations to the public. Had they
been less practical we might never have heard of their opinions of local
magnetism , or had they been more mathematical and theoretical we
might have been favoured with an hypothetical treatise on magnetism ,
founded on an imaginary base, and supported by mathematical formula
contrived for the purpose. Investigations of this kind , although of the
utmost importance in searching for those " laws of nature” that govern
our planet, are generally beyond the comprehension of seamen , and
tend rather to bewilder than to enlighten'their minds.
In the mean time our ships continued to receive additional quantities
of iron in their construction and equipment. Iron knees were substi
tuted for wood , iron tanks for wooden casks, iron ballast for shingle,
iron bolts for wooden tree-nails, iron cables for rope cables, iron rigging
for hempen ; and vessels began to be built entirely of iron . The conse
quence of all this was to render ships more difficult to be navigated , by
reason of the local magnetism of the iron they contained . Attention
was aroused to the subject and Professor Barlow took it up, and received
the countenance and support of Government in his investigations . Mr.
Barlow made and recorded a great number of valuable experiments on
the compass ; he advanced a theory of magnetism , which was received
with favour, and he proposed a plan for correcting the deviation of the
 THE MARINERS' COMPASS. 591

compass, by means of an iron disc, placed near the binnacle, so as to

counteract the effect of the greater masses of iron lying forward in the
ship, and below the horizontal plane of the compass. This plan , if it
did not entirely correct the local attraction in these latitudes, greatly
lessened the errors that arose in the reckoning.
The failure of Mr. Barlow in his endeavours to correct the compass ,
arose from his theoretical views of magnetism not being in accordance
with experimental facts. He supposed with Flinders, Scoresby , and
others , that there was a central magnetic focus in a vessel, which acted
on the compass. He supposed that the magnetism of an article of iron
depended upon the position of its centre, and not upon the position of
its extremities, with reference to its action on the steering compass ; and
he did not believe “ that ever any particular action had been discovered
between two pieces of iron . ” He was not aware of the fact that any
two pieces of iron will act upon each other as magnets, as well as upon
an artificial magnet !* After several trials of the correcting plates, in
both hemispheres, they began to be disused , and are now almost entirely
laid aside. These magnetical discussions and experimental trials, were
not followed by that public advantage to Navigation that might have
been derived from them. Seamen again relapsed into indifference
about their compasses ; they began to think that iron , being so largely
employed about ships, was really not so dangerous as their forefathers
had taught them to regard it. The results have been as might have
been expected. Our ships became more difficult to be navigated, and
the masters less prudent and skilful in keeping their dead reckonings ;
the numbers of shipwrecks have consequently been greatly increased ,
many sailing vessels shaping a compass course and running on shore
with a fair wind , whilst steam vessels, in great numbers, have from
errors in their compasses run on the rocks, at the full speed and power
of their engines, and have been of course destroyed , and many of their
people drowned !
We have now given a short history of the Mariners' Compass, and
the reader will have noticed that its improvement, and the discoveries
of its properties have been made but slowly . Seamen have seldom been
allowed to meddle with it , or pass an opinion upon its merit. The im
portance of the compass appears to have transferred it to the care of
philosophers or ship -chandlers, and many a compass has been made “ to
sell, " and not to steer by ! There are a vast number of Patent Com
passes, differing in price, and in degree of utility , now in use ; but
seamen should bear in mind that the compass needle when saturated
with magnetism , must necessarily point in the direction of the magnetic
meridian, unless it be acted on by some external magnetic force within
the vessel . The compass is influenced by three considerations arising
from a single cause ; viz. , its variation , its dip, its local attraction and
repulsion by the ship and her contents.
Before we treat of the practical application of the known principles
of magnetism and magnetic attraction and repulsion , it is proper that
a short notice should be given of the magnet itself, The Loadstone is

* See Professor Barlow's valuable work on Magnetic Attraction , second edition ,

1824 .
592 MR . WALKER , R.N , ON

an ore of iron , and contains as much as 80 or 90 per cent of the pure

metal; it is very extensively disseminated over the globe, but is gene
rally found in large masses , in those rocks which Geologists denominate
as primitive . The property of the Loadstone for attracting iron , was
well known to the ancients, and in several countries this property pro
cured it the appellation of " leading stone, touch stone, stone which
attracts iron , the stone of love ," &c. , names which it still retains.
In almost every country where the loadstone is known it has received
a name , indicative of some inherent property in that mineral. We
here add a list of nations , with the name of the magnet in the language
of the country , and its signification . *

Nations. Name of Loadstone . Signification .

Euglish Loadstone Stone that carries a load or weight.

French Aimant The lorer.
Spanish Iman The stone that attracts iron .
Portuguese Iman - Padre de Cevar Ditto .
Italian Calamita (?)
Greek The iron stone The stone that attracts iron .
Dutch Geyl stein The sight stone.
Danish Magneit From Magnus, the shephered .
Swedish Segel stein Seeing stone, victorious stone, &c.
Icelandic Leider stein The leading stone.
Irish Tarrangart The drawer.
Welch Tywysfaen The conductor.
Hungarian Maynit-Kö The love stone.
Russian Magneit From the Greek shepherd Magnus.
Polish Magnit Kiamen The loving stone.
Dalmatia Gvozdetegh The drawer of nails.
Finland Randan -wetarga The attractor of iron .
Chinese Che - Chy The stone that directs or conducts.
Mandchow Seleï-edchen The master of iron .
Japanese Conducting stone.
{ Zi-syakf } Stone for rubbing the needle.
Thibetan Rdho - r -hatlen The stone for the steel needle.
Tankin - in D'ánamtcham The stone which shews the south .
Siamese Milik The stone which attracts iron .
Birman Than -lvik Kyouk Ditto .
Malayan Batu -brani The stone of enterprise .
Cingalese Kandhoksgaluk The stone which loves.
Arabic Hadjarechcheiyatm The devil's, or, wizard's stone.
Persian Makuathes The magnetic stone.
Grecian Stone of Heracliù Attractor and repulser of iron , &c.
Sanscrit Thoumbaka The kisser.

This wonderful stone has, therefore , been eminently distinguished

above every other kind of mineral, by names given to it by different
nations, which at once convey to our minds a sense of some of its sin
gular properties : thus, we find it called the stone, that carries a load ,
that loves, that attracts, that points out, that directs, that leads, that

* From the British Annual , 1837.

 THE MARINERS' COMPASS. 593

conducts, which shews the south , the nail drawer , the master of iron ,
the attractor and repulsor, the stone for the steel needle, the wizard's,
or devil's stone, the stone that loves , the kisser , the stone of enterprise ,
&c . These names were probably given to the loadstone at very remote
periods of antiquity ; that is to say , before the Mariners' Compass was
invented , or before it was known that the loadstone possessed an almost
unlimited power of transferring its own virtues to any number of steel
bars, without being sensibly weakened in its magnetic intensity . If it
had been known to what important uses, magnetised steel bars could be
be applied, -as to navigation, to mining, and other important purposes,
how many more names might have been added , and every one of them
conveying a new application of its principles !
It does not appear that any of the names in the list we have collected ,
conveys any idea of the loadstone's having been applied to navigation ,
and yet it is to this wonderful mineral , and its transferable magnetic
properties to steel , and the practical application of it, to the steering
and conducting of ships (when all other resources fail us,) that we owe
the greater part of our knowledge of the world we inhabit, the ocean
we have explored , and the intercourse we keep up with the remotest
habitable regions !
It was believed that the loadstone fed upon iron ! this was by no
means an unreasonable supposition , since natural magnets actually
acquire additional magnetic intensity by being kept in contact with
iron . It is on this principle that loadstones are armed with soft iron ,
in order to increase their power.
It was seriously believed by the ancients, that if much iron was used
in the constructions of their ships, magnetic rocks on the sea shore,
might attract the vessels, and hold them firmly attached ! Who has
not read the wonderful adventures of Sinbad the sailor, as detailed in
the tales of the “ Arabian Nights ? ” How would Sinbad's historian
have managed an iron steam vessel ? The moderns as well as the
ancients, have ascribed wonderful physical , as well as moral effects to
the magnet ; its properties have been applied by impostors, in their
systems of astronomy, astrology, divination, prediction of future events ,
divinity, law, and physic ; and even in this enlightened age, " mesme
rism ,” is practised and patronised !
The property of a magnet, in communicating a permanent magnetism
of its own kind to hardened steel, and the directive power of a freely
suspended steel magnetic needle arranging itself in a north and south
direction , induced a belief that some mysterious agency in the heavens
held the compass needle in the direction of the pole star. It was after
wards considered , that magnetic rocks might abound in the polar
regions of the world , and draw the needle in that direction , and some
supposed that, the earth itself contained a great magnet in its central
parts . The variation of the magnetic needle proved that these views
could not be correct, because , if the north star itself had been a magnet,
if the rocky regions towards the poles had been formed of loadstones, or ,
if the earth had held a great magnet in its central part , any of these
agencies , if permanently fixed in the heavens, or, in the earth, would
not have induced a change in the direction of the compass needle.
It is more reasonable to suppose that magnetism , electricity , and gal
ENLARGED SERIES. NO. 9.- VOL. FOR 1843 . 4 G
594 MR . WALKER , R.N. , ON

vanism , combine to form a mysterious agency prevading the world, for

electricity has been known to invert or destroy the magnetism of a
ship's compass; and by galvanism , needles may be magnetised. We
know, comparatively, but little of the internal structure of the earth ;
the cuttings of the engineer, the punctures of the miner, or,the scratches
of those who dig or quarry its surface, have penetrated but a very small
portion of the distance between the surface and centre of the earth !
We are however, certain that the earth's mean density is greater than
that of any rocks known to exist near its surface. Our Geological
researches, enable us to assert that the globe contains masses of metals,
and metaliferous veins, abundantly disseminated among the stratified
and chrystalized rocks, which form its external crust. There is evi
dence to shew that the central parts of the globe, possess a higher tem
perature , than its part near the surface ; that subterranean fires exist in
it ; and that the masses of matter composing our planet, may be re
garded as a galvanic arrangement, its solid parts being connected or
covered by an ocean of brine. There are chemical formations, as well
as decompositions, constantly going on in it , and the electrical, magnet
ical or galvanical currents we witness, may result from the physical
structure of our earth . If we adopt this view of the globe's being a
galvanic mass, many difficulties in our magnetical speculations may
vanish , for example, the changes in the daily variation of the compass ;
and the great change that has taken place in this variation , during the
last 260 years, may have arisen from changes in the internal, or exter
nal temperatures of the earth , in its various parts, as in Greenland and
elsewhere.
It is still believed by many, that iron or steel are the only sub
stances susceptible of magnetism ; whereas every known substance is
more or less susceptible of magnetic action . Mr. Barlow found that the
brass box of a very fine compass with which he had been making ex
periments, had acquired a permanent magnetism . Mr. Harris* in his
paper on the transient magnetic state of which various substances are
susceptible + has given the following table of the comparative magnetic
Mahogany

inductive susceptibility of the following substances.

Marble

Water
. s
Glas

METALS, ETC.
.

Comparative
Magnetic 39 29 20 16 10 6.9 3.7 2 1 1 :3 % 0:35 0-37 0-37 0:27
Energy,

Mr. Harris found that by condensing the metals , their magnetic

energy was increased , and that all substances receive or take up mag
netism more rapidly than they part with it . The above conclusions
were drawn from experiments, made on metals subject to the action of

The talented author of the papers on Electricity , in this journal , and to whom
we are indebted for an efficient method of protecting our ships from lightning.
+ Philosophical Transactions, 1831 .
 THE MARINERS' COMPASS . 595

artificial magnets vibrating within discs, or rings of the metals, included

in the above table.
Professor Whewell in his Bridgewater Treatise, “ on the power, wis
dom, and goodness of God ,” (p. 113,) has remarked , “ when weconsider
the vast service which magnetism is to man , by supplying him with
the Mariners' Compass, many persons will require no other proof of this
property being introduced into the frame of the world for a worthy pur
pose . Magnetism he adds has been discovered in modern times, to have
so clear a connection with galvanism , that they may be regarded as
different aspects of the same agents ; all the phenomena we can produce
with magnetism , we can produce with galvanim . That galvanism exists
in the earth, we need no proof. Electricity which appears to differ from
galvanism , the same manner in which a fluid in motion differs from
fluid at rest, appears to be galvanism in equilibrium ; and recently Mr.
Fox* found by experiment, that metaliferous veins, as they lie in the
earth , exercise a galvanic influence on each other . Something of this
kind might have been expected from masses of metal in contact ; if they
differ in temperature, or, in other circumstances, are known to produce
galvanic currents ; hence we have undoubtedly streams of galvanic
influence moving along the earth , but whether or not such causes as
these produce the directive power of the magnetic needle, we cannot
here pretend to decide ; they can hardly fail to affect it.”
The opinion here given is from high authority, and I cordially agree
to it. The whole of the materials forming a ship are susceptible of
magnetism by induction from the earth, the sea, and the atmosphere ;
the mechanical construction is such , that the whole fabric of the ship
may be in a transient magnetic state ,not only the iron , copper, lead,
brass, and the other metals ; but, also, the wood forming the hull,
fastened or covered as it really is with these metals and their oxides.
Need we then be surprised when we find the steering compasses devia
ting from the true direction of the magnetic meridian , or, vibrating
several points on each side of the course , when a vessel rolls from side
to side .
( To be continued .)

ON BAR HARBOURS. — By Mr. E. K. Calver, master H.M.S. Blazer.

The whole of the ports along the Eastern Coast of Great Britain, from
Father Thames to John o'Groats, may be classed, with one or two ex
ceptions, under the head of Bar Harbours. Some remain in the state
determined by nature ; others have undergone alteration by the erection
of piers, sluices, breakwaters, &c. , having for their object the removal
of some existing evil . In one or two instances the effect produced has
been favorable , in others the advantage is problematical ; but, in the
majority of cases, the intended remedy has proved worse than the dis
ease , entailing, as a consequence , accumulated difficulties; a fact, suffi

Of Falmouth, in Cornwall .
596 ON BAR HARBOURS .

cient of itself to prove, that the projectors cannot possibly have been
guided in their operations by any established law of cause and effect.
The following has suggested itself to me upon this interesting subject,
though it will be seen that my sphere of action is very confined, as it
only embraces, within its limits the cases of those rivers whose waters
meet the ocean nearly at right angles.

Plan of Harbour Improvements .

From a quarter of a mile above the junction of the river with the
sea , gradually narrow its downward course, by embankment or other
wise, as most convenient, taking care that the divergence of the sides
be not so great, as to cause the velocity of the outset at the entrance to
exceed the rate of five miles per hour. The piers would be a prolonga
tion of the river embankments, with the position of their extremes
determined by the local conformation, & c .— ( See following sketch .)

K D

A to B, limits of operation . - C to D, embankments. - E to F, high water line. - G to H low water

line .--- K , capstans on Pier Head with warping posts.

For the application of this principle, let us take for example three
rivers, whose breadth , and mean sectional depth at a quarter of a mile
above their entrances is 500 feet and 9 feet respectively, but the rate of
tide at half -ebb is severally one, two, and three miles per hour. Now,
as the velocity of the outset must principally depend upon the conductor
it has to pass through ; and, allowing that the first effort of the con
traction would scour the bottom between the pier -heads one-third lower
from a mean level , the breadth of entrance proper in each case is arrived
at by a simple proportion ,-to attain the specified velocity of five knots,
in the above instances it would be roughly 70, 140, and 200 feet.
Thus, in all cases, estimating the capacity of a river by its breadth ,
depth , and velocity, at a given distance from the sea, the width of
entrance proportioned to it in accordance with the foregoing principle,
may at once be arrived at.

Results to be expected.

The advantages to be gained by this arrangement are numerous,

though I shall briefly advert to the following , as among the most
important:
1. If the above plan, or any other having the same object in view,
be found equal to the ordeal of a practical test; the mistakes which are
daily committed in one section of marine engineering will be avoided ,
 ON BAR HARBOURS . 597

a ruinous and useless expense saved , and a depressing check be removed

from the commercial spirit and enterprise of numerous localities.
2. Throughout our Eastern Coasts, piers of all descriptions, and in
every variety of position are to be met with , thus, some are seen with
circular, some with angular, and some with square terminations ;
some are straight, some are crooked , some curved , some are parallel ,
and others again retire from each other as they extend outwards,
or, as they are termed , bell -mouthed ; opening their jaws as it
were for the reception of all the moveable matters in their vicinity.
Piers with either circular, square , or angular ends have the effect of
admitting a high and dangerous cross sea ; which , on the flood , by
disturbing the bed of the river, materially assists the internal sea depo
sit ; but , with piers of the proposed description, a portion of the advan
cing wave would be cut off, this would advance upward by easy undu
lations, until it was finally overcome by friction, and the increased width
of the channel .— ( For the effect in each instance see figures 2 and 3.)

Fig. 2. Fig. 3 .

3. The ebb of the river, as it approached the pier heads , would gra
dually increase in velocity in proportion to the contraction , and the
inclination of the embankments and piers, would have the effect of
causing the body of the descending current to concentrate itself at a
point considerably beyond the limits usually occupied by bars, outlying
shoals, &c. At the same time it cannot be denied , that cross- going
tides at the entrance, would partly neutralize the effect of the scourer ;
this, however, might be obviated by placing the ends of the piers well
out, so that the deposit on their exterior sides caused by their own
obstruction , might form a bight sufficiently extensive to cause the stream
of the sea- tide to harmonize with the outgoing set of the river.-( For
illustration see figure 4. )
4. According to the authority of Du - Buat and others, it appears that
a velocity at the bottom of 36 inches per second , willsweep along angu.
lar substances of the size of an egg. If so, the rate of the proposed
scourer, which is nearly double the amount, will hold in subjection all
interruptions for a considerable distance outside the pier heads.
5. An accumulation of sea - deposit at the entrance, which , under
existing circumstances, is generally the obstacle to be surmounted , would
prove an important auxiliary in securing the success of the proposed
 598 ON BAR HARBOURS.

place. From the force of the outset, the deposit must necessarily assume
the form of a continuance of the piers, and would serve to convey the
scourer to a greater distance, and into deeper water than would other.
wise be the case. ( See figure 5 ).

Fig. 4 , Fig . 5 .

6. Quays or wharfs might be erected well down towards the mouth

of the river. This would prove a great advantage in whichever way
it may be considered ; the demands of commerce would not only be
facilitated, but it would also tend materially to preserve the integrity
of the entrance, for it is a well established fact, that the action of the
current under a ship's bottom is to set in motion the particles collected
there ; and it is clear, that if once set going, tbey would find their way
out of the harbour's mouth ; the agent which conveyed them in , is
surely equal , with increased powers, to take them back again .
In conclusion, an important auxiliary to the foregoing principle,
would be the establishment of a reservoir as near the source of the
river as possible. The water from which (if the river was of moderate
length ) would find its way down to the sea about half ebb, and materi
ally assist the scouring effort.
It will be perceived, that while advocating a trial of this particular
principle of harbour making , I have assumed the inexpediency of a
greater rate for the scouring power than five miles per hour; also, that
it would be useless to take into consideration the minor points of local
formation, & c., as they appear to be so completely outbalanced by this
one great object-"the right constitution of the scouring power," —this
hypothesis might not hold good for a single instant , if tried by the test
of experience ; nevertheless, I offer it merely from never having seen a
harbour constructed on the principle ; and from the knowledge, that if
the foregoing proposals be found possessed of the least particle of novelty ,
they cannot fail of provoking a very useful species of enquiry .
 599

OUTLINE OF THE SULPHUR'S VOYAGE . — By Mr. C. George, R.N.

In placing the outline of the Sulphur's voyage under your notice , I

have endeavoured to give the results of the expedition , as connected
with the hydrographical department . To relieve the dry reading of
astronomical data, I have endeavoured to introduce a few remarks to
amuse the reader who may not be exactly intent on the result of com
putation .
It will be shown that the Sulphur has equalled , if not surpassed, any
vessel that has left England in the like interesting expedition .
Many of your nautical readers have, doubtless, been anxiously ex
pecting to hear what the Sulphur has added to scientific knowledge ;
had time permitted Sir E. Belcher to have gone over the re-computa
tions , and made the final arrangement of the documents himself , they
doubtless, would have appeared long before this ; but, as they have
fallen into humbler hands, I trust they will be found to have received
every care and attention which could be bestowed on their completion.
The Zoology * resulting from the Sulphur's voyage under the com
mand of Sir E. Belcher, C.B. , F.R.G.S. , is edited and superintended by
Richard Brinsley Hinds , Esq . , Surgeon , R.N. , attached to the expedi
tion , and the following gentlemen, animated by a devotion to science,
have liberally engaged to undertake those departments, with which each
respectively is best acquainted ; viz . :
Mammalia, by Mr. J. E.Gray, F.R.s. | Crustacæ , by Mr. Bell .
Birds, " Gould. Shells, R. B. Hinds.
Fish, Dr. Richardson . Radiata, J. E. Gray.

The extensive series of magnetical observations resulting from this

voyage , have been placed under the care and arrangement of Colonel
Sabine, and will shortly appear before the public. The addition to the
Hydrographical department in charts and other documents will be
shown, as we proceed in the details of the voyage.
The Sulphur was commissioned by Captain J. W. Beechey , F.R.S. ,
on the 25th of September , 1835, and sailed from Spithead on ihe 22ud
of December following, to survey on the western coast of America , and
examine the ports from Callao, in lat. 12° 4' S., as far northward as
Prince William Sound , in long. 6° 21 ' N.
After making the circuit of the globe, she returned to Spithead, July
19th , 1842 , under the command of Sir E. Belcher, having been absent
six years , seven months, and thirteen days . In this voyage she passed
over 64,560 miles, and was at last paid off at Woolwich, August 2nd ,
1842 , havingbeen in commission nearly seven years.
Leaving Spithead the 22nd December , the Sulphur on going down
channel called off Plymouth for her consort, the Starling, under the
command of Lieut. Kellett, who had been despatched a few days previ
ous to pick up some chronometers, and then bidding farewell to the
* The work will extend to about twelve royal 4to. parts ; the publication com
menced on 1st of April , and will be continued on the 1st of every third month, in
the order as before mentioned ; Mammalia and Birds are therefore published .
600 THE SULPHUR'S VOYAGE .

shores of Old England ," commenced the voyage. After a passage of fifteen
days we reached Madeira, and found here H.M. surveying vessels
Ætna and Raven ; these vessels had fitted out at the same port and time
as the Sulphur and Starling, - former friendships were renewed , which
made the meeting very agreeable, during the short time we remained
together. Upon exchanging notes it was found that the Ætna and
Raven had sailed from Portsmouth , a week or so before the Sulphur,
and , had taken a more westerly route , but had experienced bad wea her
in some parts of the passage : both vessels seem to have taken the same time
in running from port to port ; they had , like ourselves been making
traverse courses over the reported position of the Eight Stones , a danger
ous nest of rocks said to exist a few miles to the northward of the island
of Madeira . The track of these four vessels, when projected , prove the
danger does not exist in the position assigned them ,—they were re
ported to be in lat . 34° 30 ' N. , long . 16 ° 30 w .
As the Ætna was on her way towards that part of the African shore
which lay in our track , we proceeded on the 7th of January in com
pany towards Tenerife. On the evening of the Uth of January , two
days before we arrived at Tenerife , we were gratified with one of those
interesting sights , which alone fall to the lot of seamen to witness ; a
short time before sun set the “ lofty peak of Tenerife” shewed out in deli
cate outline , the sun setting behind it , gave it a most beautiful appear
ance ; by computation it was 110 miles from us, and appeared like a
small peaked, sugar -loaf shaped hill on the distant horizon . This was
the only time we saw it , for during our stay at Tenerife it was en
veloped in clouds and mist.
Having procured a few refreshments ; tried the performance of the
chronometers, and tested some of the magnetical instruments, we sailed
in company with the Ætna and Raven , and when in lat. 21 ° 10 ' N. ,
long. 20 ° 20' W. , the vessels parted company. On separating we exchang
ed the usual parting farewell of “ three hearty cheers” : the united effort
of the whole crew being concentrated by a known signal into one loud
shout , has a most thrilling effect; and this being responded by the other
vessel , the feeling of excitement is thus kept up. If three cheers pro
duce such an effect among friends, that we can scarcely describe it,
what must be the sensation produced when we know it comes from a
determined enemy , bent on destruction .
I ha heard it remarked that, in many of the Naval engagements
with France during the last war, the French officers noticed ihat the
cheers of the British tars in the act of boarding , had the effect of
daunting the spirits of their seamen , more than if a whole broadside
had been poured in .
The power of conception will not I trust be painfully strained to
picture these vessels on the wide Ocean , out of sight of land , and to all
appearance the only moving objects on the surface of the globe ; the
effect of thus parting was somewhat heightened by the time and cir
cumstances attending it ; the sea was smooth, and the breeze sufficient
to “ lull every sail to sleep ” ; the vessel was passing through the water
so noiselessly , that she scarcely appeared to be moving, and the sun , now
sinking in the western horizon , threw its subdued lustre along the sur
face of the ocean , which being mellowed by the reflection of the sea and
 ON TIIE MUSCULAR POWER OF SEAMEN . 601

sky into a pleasing softness, was in unison with the feelings produced
by the parting farewell.
The officers and men still remained on deck . All seemed to enjoy the
pleasing melancholy ofthe scene ; many doubtless suffered their thoughts
to wander from the friends they had just given a parting cheer, to those
much dearer in the circle of domestic or paternal affection. Darkness
now threw its veil insensibly over us all, and both vessels thus lost sight
of each other , and quietly proceeded on their respective voyages.
We shaped our course towards the Equator , and crossed it in longitude
23 ° West. On reaching this important boundary of Neptune's domains ,
the ancient custom of introducing strangers was scrupulously adhered
to . The account of this peculiar ceremony may be interesting to the
juvenile portion of your readers , who have not yet had the pleasure of
an introduction, and will therefore prepare them for it ; to those who
have witnessed this ceremony it may remind them of bye -gone times,
when in early days they were setting out in life, every thing passing
before them was new , and interesting, and especially the excitement
attending this watery ordeal .
On the evening of the day previous to crossing the line , the weather
was fine, the wind light from the westward , and the ship going steadily
through the water . At about three bells in the first watch , the ship
was hailed by a voice which was instantly recognised by the old seamen
to be that of Neptune himself. The look-out man reported to the officer
of the watch , “ Some one ahead Sir, hailing the ship ” ; the officer
coming to the fore part of the quarter-deck, exchanged compliment with
old Neptune, and asked the purport of his visit ; Neptune replied that
on passing close to the ship, he had merely hailed, to pay his respects
to the Captain and hoped he was well ; the officer reports the same to
the Captain who desires him to tell Father Neptune that he would be
glad to see him on board .
Neptune accepted the invitation by saying, as it was now rather late
he should wait upon the Captain the following morning, and so wished
us good night. It being dark , none of us abaſt could see how Old Nep
tune arranged this part of the business. He certainly was somewhere
a - head , most probably on the flying jib -boom .
All hands now went to work in making preparations to receive
Father Neptune , and here for the present we will leave them busily
employed.

( To be continued. )

ON THE MUSCULAR POWER OF SEAMEN , ETC.

Sir .—The general opinion being, that a tall stout seaman must neces
sarily possess strength according with his size, perhaps , the following
extracts from a paper on the locomotion of animals, may be useful to
those who have to select crews for vessels ,
1st . “ Muscles are the active organs of motion in animals , and are
endowed with great power .
ENLARGED SERIES ,-- NO . 9 , -- VOL FOR 1843 . 4 I
602 ON THE MUSCULAR POWER OF SEAMEN .

2. “ The contractile force of the muscles in a healthy man , accord

ing to Dr. Young , is equivalent to about 500 pounds for each square
inch of surface presented by their transverse sections . We may then
easily understand why it is that the most powerful men have their
muscles most developed, and why the largest muscles are placed in those
parts of the body where they are subjected to the greatest quantity of
work .”
The remarkable stout thighs of seamen must strike the most careless
observer. This arises from their constant practice of exercising the
muscles in the action of going aloft, and whilst upon the yards, by
which they become more developed, and their power increased to a
much greater degree than in men of other laborious pursuits, who do
not employ the legs in ascent and descent. The muscles of the arms in
the same class, from constant exercise, are also much enlarged , and
their strength increased . Seamen in sound health are, probably, the
strongest ofmen with respect to muscular power, and the reason why '
they should be seems sufficiently obvious.
3. “ It is well known that the quantity of labour which the muscles
will endure , and the length of time they will continue to act, increase,
within certain limits , in proportion to their daily exercise."
Experience proves the above assertion . The practice, however, in the
Merchant Service , of “ getting the worth out of a seaman , as the
phrase is, may be carried too far, and prove detrimental to his health ,
if it should not ultimately lead to loss of life, especially in tropical cli
mates .
The habit, too, of supplying the seamen with drams whilst employed
on some active duty which requires extra, or continued exertion , for the
purpose of increasing their energy , by imparting an artificial strength
to the muscles, is highly detrimental to health. The effect desired , it
is true, may be produced , but it will be but temporary , ( which perhaps,
is all the employer cares for ! ) and seldom fails of creating re- action ,
which acts upon the whole nervous system . This practice appears to
be more pernicious in cold than in tropical climates, probably on account
of evaporation , & c. , being stronger in the latter than in the former ;
but it should be discontinued altogether. From actual experiment it
has been found that , if two large bodies of men , engaged in the same
laborious work, the one being supplied with spirits, and the other with
a strong coffee beverage,—the former lost the power of exertion some
hours ( if I remember right, five ,) before the latter , who continued to
work on with apparent ease .
4. “ If the muscles of the arms and legs , or any others, be called
suddenly into action for a longer period than that to which they have
been accustomed , they soon communicate to the individual a sense of
weakness, and evince a disposition to yield to the action opposed to
them , and unless they are allowed some repose, mischief speedily suc
ceeds. "
This is a plain matter-of fact exposition of an every day occurrence,
over-exertion ; but, which, when circumstances press, and authority
directs, is not always attended to , or averted by timely relief from
fatigue ; indeed , parsimony , and the utter want of that christian feel
ing, the precept of which is admired, but often neglected in practice,
 ON THE MUSCULAR POWER OF SEAMEN . 603

« Do unto others as you would be done by ;" often , nay, generally, is

the cause of such occurrences. Let the ship -owners ponder on the con
sequences that may, and do often occur from their ships being under
manned . Let them consider for a moment the dreadful situation of one
of these short-handed ships after having weathered a furious hurricane,
springing a leak ! Let them fancy the small band of stout hearts being
obliged to take spell and spell at the pumps ; the leak as the muscular
power of the devoted men declines , increasing rapidly, and preventing
the possibility of a thrumbed sail being passed over the bows, until at
last, wearied to exhaustion they drop as the vessel sinks under them !
Let them think seriously of such a result arising from the economy of
sailing a ship at the least possible expense, regardless of the souls with
in her- and , apply a remedy .
5. “ But there is a limit to the amount of exertion which the mus
cular system will bear ; if this limit is passed , the muscles lose their
vigour , and lassitude and a flaccid state supervene .”
This is inevitable , and addressing myself to the captains of ships, I
beg to remark that, when a weighty cargo is to be hoisted in , and stowed
away by the crew, the performance of which would necessarily require
the whole power of the muscles to be exercised , the sooner the labour
is commenced after daylight the better, and it would be advantageous
to all parties to lengthen the period allowed for meals by at least half
an hour ; and to leave off work half an hour, or even an hour sooner
than on ordinary occasions . More work would be performed , and what
is of equal importance performed well . The material point for the
judgment to aim at , in laborious duty , being to avoid over- working the
muscles, by which the change from a healthy tone or tension to one of
flaccidity is prevented .
6. “ I have before stated that the weight of the body is proportioned
to the cube, and the power of the muscles to the square, of some one of
its dimensions : for instance, in two similar- formed men , whose heights
are respectively five and six feet, the muscular power of the former to
that of the latter will be as 25 to 36, but their weights will be
as 125 to 216, or, as 25 to 43 very nearly ; the weight, there
fore, increases much more rapidly than the muscular power, and ,
consequently, a smaller man is stronger, in proportion to his size,
than a larger one.” And , I may add that, he will do more ge
neral work , and endure more fatigue, and that for a longer time than
the larger man . In our men -of- war activity is much prized , hence in
the selection of top -men this point is always attended to .* If, there
fore, the shipowner and captain , would leave prejudice, which is founded
on error, aside, and , the former not allow his spirit of economy to inter
fere with the efficiency of his vessel , ships would be navigated with
more ease and safety than they are at present.
There is a curious phenomenon exhibited in the paper from which
these extracts have been taken , respecting the predisposition to corpu
lency from the neglect of the proper means of checking it ; but I pass

What the object was for weighing lads I do not know, but if it was from an
opinion that weight implied strength , the above will show that it was likely to prove
erroneous !
60+ WRECKS OF BRITISH SHIPPING.

it by, as there is little fear of a seamau becoming plethoric, or adipous,

whilst serving in a merchant -ship ; the owner and the skipper taking
especial care to prevent such from arising from good or over-feeding, or
from lack of exercise !
MUSCLE versus Weight .

WRECKS OF BRITISH SHIPPING .

( Continued from p . 200 ,-cs, crew saved ; cd , crew drowned .)

VESSELS' NAMES , BELONG TO . MASTERS . FROM BOTND TO . WRECKED . WIIEN .

Abeona 210 Newcastle C. Antonio Ap. 22 . CS

Adelhina Price Hartlepool St. John C. Sable Ap. 28 . CS
Aldrman Thompson Quebec London Anticosti Nov. 29, '42
Amos Whitby Wilson Stockton Lincoln M. off Saltfleet May 8. CS
Ariel Turnbull Limerick London Margate S. May 19. cs
Barbara Ann 215 P. Talbot Alicant
Carribbean Foundered in ice Glasgow St. John, NBC. Bollard Mar. 8. cs
Catherine Billing run foul of and sunk off Longship Ap. 29.
Charlotte Ryan Cardiff Waterford S. Bishop Ap. 16 . CS
Clyde Barbados Barbados La Guayra April
Conserva tive 220 Liverpool Lind Liverpool Cape GoodH Saldanha B. Mar. 18.
Croft Grangemuth Berwick Foundered Ap. 23. CS
Dalo Farley Liverpool New Orleans Abandoned Ap. 8.
Ebenezer Nrth Shields run foul of and sunk off Lowestoft Ap. 29. CS
Elizabeth Liverpool Quebec St. Pauls May 2 . CS
Emerentine 225 Audette Quebec Dalhousie Anticosti Nov. 23.
Emily Webster Halifax Liverpool Ap. 13. CS
Enterprize Whitehaven Corbett not heard of since Nov. 30 from Scily.
Fame Cape Town Farwin Batavia Cape Abandoned Feb. CS
Farnacres Sunderland Rain Sunderland Corton Sand May 16. CS
Great Britain 230 Shuckson Newport, W.New York Abandoned Ap. 2. CS
Harrington Mercer Liverpool Benguela Benguela
Henry Sunderland Cogle Wurkworth London Blakeney May 9. CS
Liverpool Postile Liverpool Mobile Mobile B. Ap . CS
Hercules Whiteside run foul of and sunk offLinas Ap. 1 . CS
Hibernia
Isabella Brown 235 Aberdeen Liverpool Calcutta
Castle I reef May 20.
abandoned Dec. CS
Isabella Sunderland
Isabella Mundsley run down off the Humber May 23. cs
Industry Jenkins Yarmouth St. John B. of Fundy May 4. CS
Jemima Glasgow
James Lock 240 Swansea Madeira Abandoned Ap 1 . CS
John and Ellen Bantry Clyde Howth Ap 15 . CS
Laure l Prov iden ce Wash March
Mary Jane Gatcomb Mary's B Gr. Manan Long I. Bay Ap. 17. CD
Mary and Isabella Lieth Sunderland Murray Fth . burnt Ap . 23d cs
Mary 245 Montrose Blues Montrose Riga Hoburgh rf Ap. 21 .
Majestic Maldives Mar. CS
Ocean Glasgow M'Ree Maryport Belfast Orlook Pt. Ap. 30. CS
Portree Hali fax John son Jam aic a Cub a Cuba Ap. 14 . cs
Reward Wilson Shields Dublin off Bell rock May 24 .
Robert 250 Stephens Newcastle London Sizewell B May 8 . CS
Sarah Bristol Nankivell Newport Plymouth Foundered Mar. 29. CS
Solway R.M , steamr Duncan Coruna W. Indies Ct. of Spain Ap. 7.
Tamar English vessel C. St.George Dec. 10. cs
Thompson
Thos. & Elizh . 255
Hartlepool Thompson Shields Dublin Sinclair B. May 20 .
May 13. CS
Thos. & Elizabeth Yarmouth Fell Newcastle Dublin Keiss S. May 15. cs
Trinidad Packet Liverpool Lamb Demerara Liverpool supposed lost.
Union Colchester Mills Gainsbro' Colchester loff Blakeny
Victory Thomas Tarifa May. CS
Ver e 260 Poo le Badcock Poole St. John , NB Hd.Hr.Pt. Ap. 29. cs
Washington Grangemuth Rotterdam Binks S. May 18 . cs
W. Rippon Brown Sunderland Quedec Sunk in ice Ap. 29 .
 605

TABLE LXXIII .

For reducing Chinese Changs to English Fathoms, and English

Fathoms to Chinese Changs.

| Chinese Chang 2 : 1666666666 English Fathoms.

1 English Fathom 0 : 4615374629 Chinese Chang.

Color
chang
Chnse

Chnse
chang
Chnse
chang
Eng
. ms

Eng
f. ms
Eng
.forms
ior

English Chinese English Chinese English Chinese

fms, and changs and fms, and changs and fms. and changs and
Dec. parts. Dec. parts. Dec. parts. Dec. parts. Dec. parts. Dec. parts.

1 2 : 167 0.462 40 86.667 18.461 79 171.167 36.462

2 4.333 0.923 41 88.833 18.923 80 173.333 36.923
3 6.500 1.385 42 91.000 19 : 385 81 175.500 37.385
8.667 1.846 43 93.167 19.846 82 177.667 37.846
10.833 2.308 95 333 20 :308 83 179.833 38.308
13.000 2.769 45 97.500 20.769 84 182.000 38.769
15.167 3231 46 99.667 21.231 85 184.167 39.231
17.333 3.692 47 101.833 21.692 86 186.333 39•692
9 19.500 4.154 48 104.000 22 : 154 87 188.500 40.154
10 21.667 4.615 49 106.167 22.615 88 190.667 40.615
11 23.833 5.077 50 108.333 23.077 89 192.833 41.077
12 26.000 5.538 51 110.500 23.538 90 195.000 41.538
13 28.167 6.000 52 112.667 24.000 91 197.167 42.000
14 30.333 6.461 53 114.833 24 : 461 92 199.333 42.461
15 32,500 6.923 54 117.000 24.923 93 201.500 42.923
16 34.667 7.385 55 119.167 25.385 94 203.667 43.381
17 36.833 7.846 56 121.333 25.846 95 205.833 43.846
18 39.000 8.308 57 123.500 26 : 308 96 208.000 44.308
19 41.167 8.769 58 125.667 26.769 97 210.167 44.769
20 43 333 9.230 59 127.833 27.231 981 212,333 45.231
21 45.500 9.692 60 130.000 27.692 99 214.500 | 45.692
22 47.667 10.154 61 132.167 28.154 100 216.667 46.154
23 49.833 10.615 134.333 28.615 150 352.000 69.231
24 52.000 11.076 63 136.500 / 29.077 200 433.333 92.307
25 54 : 167 11.538 64 138.667 29.538 2501 541.667 1150384
26 56.333 12 : 000 65 140.833 30.000 300 650.000 138.461
27 58.500 12 : 461 66 143.000 30.461 350 758.333 ( 161 :538
28 60.667 12.923 67 145: 167 30.923 400 866.667 184.615
29 62.833 13.385 68 147.333 | 31.385 450 975.000 207.692
30 65.000 13.846 69 149.500 31.846 500 1083.333 230.769
31 67.167 14.308 70 151.667 32.308 550 1191.667 253.846
32 69.333 14.769 71 153.833 | 32.769 600 1300.000 276.922
33 71.500 15.231 72 156.000 33.231 6501408.333 299.999
34 73.667 15.692 73 158.167 33.692 700 1516.667 323.076
35 75.833 16: 154 74 160.333 34.154 750 1625.000 346.153
36 78.000 16.615 75 162 500 34.615 8001733.333 369.230
37 80.167 17.077 76 164.667 35.077 850 1841.667 392 : 307
38 82.333 17.538 77 166.833 35.538 900 1950.000 415.384
39 84.500 18.000 78 169.000 36.000 1000 2166.667 461.537
606 WOOL CARGOES.

AN ANCIENT ANCHOR .

The old anchor of which the annexed is a sketch was trolled up in a

net in the month of July last year, about three miles from land , oppo
site to a place called Burmiston, in nineteen fathoms water ; Scarbro '
castle bearing by compass S.W.b.W.
John BURY.

Wool CARGOES.

SIR.- Referring to a point touched on in the paper on the “ Merchant

Service,” the wool cargo, I beg to make a few observations.
Can any other conclusion be drawn from the fact of the steam arising
from the cargo being allowed to pass through the seamen's berth , than
that, such has been permitted , because it was the most economical plan ;
a plan, which although it may save a few pounds to the owner, jeopar
dizes the health and lives of the crew !
The remedy appears to be easy . Wooden flues would carry off the
steam into the atmospheric air, and prevent it from affecting any person
on board the vessel . Why have these not been erected ?
It is deplorable to think how little care is bestowed upon the state
of the seamen's berth on board of merchant ships. In the Australian
traders the bulk-head between the hold and the men's berth is purposely
left wlth interstices to admit the steam and fume from the wool cargo
to pass through ! The effect has been described, and I have been as
sured that when a person holds his head over the scuttle, the steam
condenses on his face and runs off in drops ! If the Captain is appealed
to by the suffering crew , his answer is, that he cannot permit the bulk
head to be closed , as, in that case , the steam would find vent aft , and
annoy his passengers ! Without imputing direct blame to the Com
mander, we may assert it to have been his duty before quitting the
hume port, to have pointed out to the owner the result that would follow
from the general plan adopted, and to have urged the necessity for a
 MERIDIAN DISTANCES. 607

remedy ; the neglect of which , outrages the feelings of humanity and

justice .
We have been further assured that, when a ship freighted with wool ,
arrives in the Docks , after a four or five months voyage , the beds of the
men , to use their own expression , are as “ rotton as tinder ”, and fall
in pieces on being lifted ! Alternately steamed and cooled , exuding at
all pores, and suddenly having the moisture evaporated by a freezing
atmosphere, it may readily be believed that, no human being could
support uninjured such vissicitudes. Disease and death are the inevi
table consequences, and as an awful responsibility rests somewhere, it is
to be hoped that a speedy remedy will be applied to the evil .
HUMANITAS .

MERIDIAN DISTANCES .

H.M.S. Cornwallis, Hong-Kong, April 3, 1843.

SIR .—The following meridian distances which I have endeavoured to
measure accurately , while employed in the China expedition , are sent
for insertion in your valuable Magazine, should you deem such infor
mation worthy of attention .
The chronometer vsed (being the standard of nine on board the Corn
wallis ,) is by Arnold and Dent, No. 801 , and during the last seven
months, the temperature varying from 24 to 92 ! has changed its daily
rate from . 65 - hundredths gaining to .79- hundredths gaining , which latter
rate it has preserved the last three months ; such steadiness of rate
under great and sudden variations of temperature is rather unusual .
No. 801 was rated off Nankin in the river Yang -tse- kiang, in the
month of September last ; at Chusan several times during themonths of
October, November , December, and January ; at Amoy in the month of
February ; and at Hong -Kong in March.
Equal Altitudes were always used , and I have much pleasure in tes
tifying to the superiority of the said chronometer by Arnold and Dent .
From north point of the canal leading to Nankin
To east point of Woosung river } 10m ,11 •295. E.
.
From east point of Woosung river 2 24.25 E.
To Ratcliff -highway landing place, Chusan }
From Chusan (spot as above ) 3.95 W.
To south -west of Goo -long-soo , Amoy } 16
From south -west point of Goo -long -soo, Amoy 26.10 W.
To Cow- loon point Hong -Kong harbour } 15
Adverting to two measurements I made in the year 1842, from Aden
to Bombay , between which you discovered a difference of 6 " in time.
I beg to acquaint you that the first measurement was from Ras Marbat
to Bombay light-house, and the second from Ras Marbat to Bombay
flag - staff. The light -house being about one mile and a half to the
westward of the flag - staff.
During my services in the China Sea, I have been anxious to make
some remarks and sailing directions for some places which were but
608 INQUEST ON THE PASSENGERS OF TIIE PEGASUS.

imperfectly known , and I beg to refer you to my Remark Books for

1842 and 1843, where I trust you may find information which will
prove serviceable to others navigating these seas .
I have, &c. ,
J. JACKSON ,
To the Editor, fc. Master R.N.,
[ Meridian distances are always most acceptable , especially when ob
tained with good chronometers, in an unknown part of the world ; but
they should be always accompanied by particulars, which very materi
ally affect their value, and which Mr. Jackson will perhaps be so good
as to send us , such as the number of chronometers employed in each ,
and the number of days of interval rate they depend on, & c .—Ed . )

The Vanguard,80, Captain Sir David Dunn, went into Harbour on Monday,
from the Sound, for the purpose of being dismantled and paid off. To the
great credit of all on board, there is no vessel in her Majesty's service ever
entered an English harbour in a state of greater efficiency , discipline, and
order than the Vanguard. She is to be taken into dock, and brought forward
again as soon as possible for re- commission. Her crew have since been mus
tered and inspected by our gallant Port Admiral, Sir D. Milne, who expressed
himself highly satisfied at the efficient state in which he found her, and from
the high eulogium he passed on her officers and crew, they must have felt
highly gratified by the same. The Vanguard will be paid off on Wednesday
next.- Plymouth Paper.

INQUEST UPON THE PASSENGERS OF The Pegasus.

The latter portion of the following letter, received at Lloyd's, from their
agent at Berwick, will be found to contain reference to matters unconnected
with the Pegasus steamer, but nevertheless interesting to those connected with
the shipping interest :
“ Berwick, August 21 .
“ Sır. — The mate, engineer, and fireman, who were saved from the Pegasus,
have been here from Leith, and were examined at great length before the
Coroner and Jury, which has been sitting in the Town-hall here for several
evenings past, examining into the cause of the loss of the vessel, crew, and
passengers. Mr. Pringle, the cashier of the Company, was also examined on
two separate nights, as to the state of the vessel, captain, &c. The coast -guard
were in attendance, but were not examined. Several of our ship captains were
this day examined, when it was given by all of them , that going to the eastward
of the Megstone at night was an unsafe passage, and only safe in daytime in
clear weather, to those who know it well; and all agree that the passage
through the rake between the Galestone and Plough was the best and safest in
daytime with a sailing vessel ; but if thick or hazy weather, it was then pro
per to go to the outside of the Longstone, and keep well off from it, say two
miles or so. For general service to the shipping interest on our coast, it is now
agreed that shifting the leading light to the Megstone would be of much service
-would be better seen , and open quicker, and be a better guide for vessels
coming in from sea, as also coming up from the southward, as well as vessels
taking the Fairway from the northward at night,
:
“ The following is the result of the inquest -William Milne, Alexander
Miller, accidental death , occasioned by the gross carelessness of the master and
those on the look -out;" and in addition to the expression of their opinion , they
have added a deodand of £ 100 against the Company on each body— £ 200
in all. "
 609

ON TIIE DAMAGE WHICH HAS OCCURRED IN THE BRITISH NAVY BY

LIGHTNING , with an account of the attendant phenomena, abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . - By W. S. Harris, F.R.S., fc .
(Continued from p . 544.)
MAGNIFICENT, 74 .
1814. April 17th , off Ushant , distance ninety- two miles ; 8 P.M.
heavy rain with lightning, main -top - gallant-mast and main -top -mast
shivered , main- mast damaged .
Wind had been south -west, after which at 8 P.m. it went further to
the west in a heavy squall , and at midnight again went back to south
west.
The main - top -gallant-mast disappeared entirely , and the top - mast
was shivered in pieces ; several blocks were thrown into the fore and
mizen- tops, and the decks were covered with splinters and pieces of
rigging ; a zig -zag line was burned down the main -mast, several
wedges were forced out under the hoops and many of the people stunned ;
the main- deck appeared in a blaze of light , the report of the thunder
seemed as if all the main- deck guns had been fired at once. (Further
particulars by Lieut . Loudon , R.N. )
MADAGASCAR , 50 .
1830. January 5th , Corfu Channel , Mediterranean, 8h . 30m . P.M.
ship struck by lightning in several places ; main -mast head set on fire;
mizen - top -mast and main -mast severely damaged , wind N.b.W .; 4h .
light airs and fine; 8h . light airs and cloudy , with rain ; 8h . 25m .
heavy rain , with thunder and lightning .
The ship was struck no less than five times in the course of an hour.
MOSQUITO , 10.
1830. January 5th , Corfu Channel, in company with Madagascar ;
8h . 30m . P.M. the lightning struck the ship in several places, which
burned many holes in the boom.main-sail , and set the main -top -gallant
studding - sail on fire.
Of three ships in this squadron , the only one which escaped damage
was the Etna , which ship was the only one having a lightning con
ductor on the main- mast . In this vessel protection was afforded when
ever the lightning struck the main -mast ; some of the crew were knocked
down on the forecastle by one of the shocks of lightning passing in that
direction . The conductor was much blistered and twisted .

MELVILLE, 74 .
1830. August 2nd , Malta ; 9h . 15m . A.M. struck by lightning ,
which split the main- top - mast and top-gallant-mast, and damaged the
main -mast. This storm is described in the case of the Gloucester.
Both ships were disabled , and obliged to have new masts.
Weather cloudy, with little wind, rain , thunder , and lightning . The
ship was not again ready for sea until the 11th .
ENLARGED SERIES .- NO . 9.-TOL . FOR 1843 . 41
610 MR . SNOW HARRIS ON DAMAGE

MEDINA, 20.
1830. January 9th , Coast of Africa ; Oh . 40m . P.M. , main -top -gal
lant-mast and main -top -mast shivered to atoms by lightning ; main -mast
much injured
The wind had been S.W.b.s. , after which N.E. , squally appearance,
with rain, thunder, and lightning ; Oh . 20m . P.M. a tornado, with heavy
rain ; the wind after this went round again to S.S.W.
The ship received assistance from the Athol, then in company ; she
was again struck by lightning in the following November.
NEREUS , 36.
1814. March 22nd, moored in the Rio de la Plata ; 8h . 15m. P.M.
strong winds and squally from south-west, thunder and lightning ;
main - top -gallant-mast struck by lightning , main -top -mast shivered, split
nearly in two pieces , main -mast splintered, and the fish on the fore part
shivered in pieces, main - top - sail and mizen -stay -sail damaged . Several
men struck down.
Wind on the 20th north -west, fine pleasant weather ; 21st A.M.,
north-east, moderate and cloudy ; 10h . strong winds south-west and
squally ; 22nd , variable winds, moderate and clear.
The ship had a new main-mast on her return to England at the close
of the year. On examination the spindle in the heart of the main -mast
was found, in a great measure destroyed ; the mast was swollen out in
several places, as if by expansion from within , which had burst open
several of the iron hoops ; the discharge seemed to have escaped about
ten feet above the deck. The mast was shifted and examined at Wool
wich .
NIEMAN, 36 .
1814. June 29th , Halifax harbour at anchor ; A.M. , squally with
thunder, lightning, and rain ; 12h . 45m. main - top -mast and main
mast struck by the lightning.
Wind on the 28th south -east, moderate with thick rain ; midnight
squally ; 29th A.M. , S.S.W .; 30th , S.S.W. , moderate and fine.
The ship had a new main -mast on the 1st of July ; the top -mast was
completely shivered, and the main -mast found unserviceable .
NORGE, 74 .
1815. June 3rd , moored in Port Royal harbour ; A.M. , variable
winds, heavy rain , thunder, and lightning ; 4h . main-top-mast and
top -gallant-mast shivered in pieces , and the main - mast damaged.
The wind on the previous days had been easterly, moderate and
cloudy , occasionally squally with heavy rain ; wind E.N.E. ; 3rd A.M. ,
strong breezes E.N.E .; after which variable ; 4h . heavy lightning ; 8h .
light airs south - east ; P.M. strong gales, with heavy rain, wind E.N.E .;
4th light airs and fine, E.N.E.
The top -gallant-mast was broken into three pieces, and the centre of
the main - top -mast fairly forced out, the mizen -top -gallant-mast and
top-mast were carried away by it, and the ship for a time was quite a
wreck. She was about to sail for England with a valuable convoy.
 BY LIGHTNING IN THE BRITISH NAVY. 611

H.M.S. Warrior, very near the Norge, having lightning conductors,

was not damaged , and amongst the other ships of the convoy only one
was struck by lightning, and this ship had not a conductor. - Shipwreck
by Lightning Report and Evidence, p. 58 .

NARCISSUS, 36 .
1816. April 23rd , off the Western Islands, lat, 43 ° N. , long. 30° W .;
A.M , fresh breezes W.S.W., heavy lightning ; 3h . 40m. main -mast
shivered by the lightning in several places ; the top -mast badly shivered ,
and main -top - gallant-mast slightly injured.
The wind on the 21st, fresh breezes south-west ; 22nd , fresh and
cloudy with lightning, wind W.S.W .; P.m.shifted to north -west ; 23rd
W.S.W .; 24th north-west, moderate and fine ; 25th S.S.E., light
breezes and cloudy .
The top -mast was ruined , and the main- top-sail set on fire ; the dis
charge reached the bitts, and blinded some men at the top-sail halliards.
The ship was returning to England from Bermuda .
OCEAN , 98 .
1813 . Sept. 2nd , at anchor off the Rhone; lh . 10m . A.M. main
mast and main -top -mast struck and shivered ; four of the hoops on main
mast broken .
The wind on the preceding day S.E.b.E .; strong breezes and cloudy,
with lightning ; A M. on the 2nd, north -east, strong breezes and cloudy,
with thunder and lightning ; 12h . 40m : a heavy squallwith lightning ;
in the course of this squall the ship was struck . The wind on the
next day changed to the south , moderate and cloudy.
They woulded and fished the main-mast, and went to Mahon, where
she had a new one.

ORLANDO, 36:
1813. January 31st, at Smyrna ; A.M. 12h . 30m. main - top -mast
struck by lightning , and shivered through the heart of it ; main -mast
much shaken and damaged , the fore fish started, head of mast entirely
destroyed . The discharge entered the head, and came out about six
feet above the quarter -deck,
The wind on the 30th south -east, moderate with rain ; on the 31st,
moderate with rain . February 1st, moderate and fine, wind E.b.N.
The ship repaired damage, and went to Malta for refit, where she
got a new main -mast.
OPOSSUM, 18 .
i 1815. March 23rd , off the Dodman, English Channel; 10h . P.M.,
wind W.N.W. , hard gales and heavy squalls. “ A peal of thunder
burst in the main rigging and split the main -top -mast cap .
The brig was lying- to at the time.
OCEAN, 80.
1829: March 12th , at Smyrna ; 1 A.m. main -top -gallant-mast and
main - top -mast struck by lightning and much damaged.
612 MR . SNOW HARRIS ON DAMAGE

The wind on the previous days had been from the S.S.E .; on the
10th fresh breezes with rain and lightning.

PEGASUS, 32 .
1787. December 18th , Cork Harbour ; wind W.b.S., fresh breezes
and squally, with thunder, lightning, and rain ; 4 P.M. struck top
gallant-masts; 19th , 3h . 30m . A.M., the lightning struck the main
mast, shivered the top -gallant mast, and damaged the main-mast in two
places.
The ship was then under the command of Prince William Henry ,
His late Majesty William the Fourth .

PERSEVERANCE , 36 .

1789. Sept. 11th. Bay of Bengal , Point Palmyras N.b.W. , fourteen

miles ; A.M. fresh breezes, easterly ; 6h . fore -mast struck by lightning,
which damaged the larboard cheek.
Wind on the 10th N.N.E., fresh breezes ; on the day following the
storm , it changed to the west, moderate weather .
The discharge struck the eye-bolt in the fore-top -gallant- yard, and
shivered the yard, it entered the fore-mast through the eye -bolt for the
top block and went down through the centre of the mast. It came out
again on the forecastle just above the deck , two men there, were literally
roasted ; several wounded and scorched . The galley funnel was rent.
A small vessel about a mile and a half in shore to windward , was struck
at the same time and blown up.
The ship had usually conducturs up ; but in consequence of the
rigging having undergone repair in Madras roads, they had been
removed ; and were afterwards omitted to be set up. - See report on
Shipwreck by Lightning , p . 84 , statement by Rear Admiral Carden .
It was stated by a writer in the Mechanic's Magazine, vol. 8, p. 13 ,
that this ship, at the time she was damaged by lightning had two con
ductors up, which is evidently incorrect, being contradicted by the very
authority referred to by the writer.

POMONE, 44 .

1796. January 27th , moored in Homoaze, Plymouth ; lh , P.M.

the lightning struck the fore -mast head and shivered it ; main -top-mast
stay-sail set on fire .
This occurred about the period of the wreck of the Dutton East
Indiaman, under the Hoe . Heavy gales from south - west ; wind on
the 26th west ; strong gales on 27th south - west ; 28th north- west,
strong gales .
The ship had but just refitted ; but was now detained in order to
get a new fore -mast, the lightning having ruined the mast.

PHENIX , 36 .

1801. February 25th , lat . 40° N. , long . 5° W. , two days from

Mahon ; 2 P.M. squally , with thunder and lightning ; 3h . the lightning
struck the ship . One seaman killed and several hurt .
 BY LIGIITNING IN THE BRITISH NAVY . 613

The wind had been west on the previous day ; 25th variable ,moder
ate , and cloudy ; A.M. 26th , northerly and variable .
This ship was one of the look -out frigates attached to Sir J. B.
Warren's squadron. The Mercury , one of the other frigates suffered
about the same time. (See Mercury ) .

POMONE, 44 .

1806. December 21st , English Channel ; St. Alban's Head N.N.W.

three leagues ; A.M. strong gales and squally ; 6h . heavy gales with
tremendous thunder and lightning ; 6h . 30m . the ship was struck by
the lightning, and every one before the main -mast knocked down , some
very badly hurt, one of the hoops of the fore -mast was burst open .
Wind on the 20th west with strong gales ; 21st, west, strong gales
and squally ; 22nd S.W.b.W. strong breezes .
PELICAN , 18 .
1806. September 10th ; 3 A.M.at anchor off Belize, in the Bay of
Honduras, main -top - gallant and main- top - masts struck and shivered
by lightning,main - mast splintered .
The wind had been on the previous days easterly , from N.N.E. to
east, moderate and cloudy ; on the 9th strong breezes from the east,
occasionally squally with showers ; P.M. moderate ; 10th , A.m. heavy
rain with thunder and lightning. The previous evening had been
calm , and the heat oppressive, scarcely an air of wind, pitchy dark
clouds came off the land soon after midnight with a little whirl of wind ,
and the ship was soon enveloped by vivid discharges of lightning,
which seemed to pour down on the earth and sea, in successive streams
with fearful brilliancy , leaving intervals of intense darkness, this lasted
about an hour. About 8h . A.M. clear ; noon , moderate and clear, wind
west ; on the succeeding day the wind again fell back to the N.N.E .;
after which it again became variable and squally with rain .
The upper masts were shivered in atoms, and the pieces carried off
to a great distance from the ship ; main -mast damaged in an irregular
spiral with indentations into the step where the discharge disappeared
with a sharp explosion, Several men were struck down , but none hurt
seriously .-- Further particulars by Capt. Ward , R.N. , who then com
manded the ship.
PALMA , 48 .

1814. June 12th , Carthagena, 8h . A.M. dark cloudy weather with

rain ; 9h. heavy rain with vivid lightning and thunder ; 9h . 45m .
fore-top - gallant-mast and top- mast shivered in pieces, the fore-mast
grazed along its surface, but not apparently injured much . A large
piece struck out of the main-deck beams. One seaman killed , six men
severely hurt, and several slightly . Mid -day cloudy and moderate .
The wind had been westerly ; on the 12th W.N.W.and calm . The
next day southerly .
The fore -top -mast was knocked over the side , with top- gallant and
royal yards across. The lightning fairly guttered its way along the
mast under the hoops without damage to them , leaving a groove two
614 MR. SNOW HARRIS ON DAMAGE

inches deep and an inch and half wide. The discharge passed to the
sea by a bight of the wet cable, just shortened in, and in doing this
knocked out a part of one of the beams, and fused some of the lead in
the hawse hole. The fore -mast of this ship stepped in the middle of the
fore-magazine, which is the case in several of the old French built ships,
a destructive explosion must therefore have occurred without a conduc
tor, had the discharge not struck off to the sea in another direction .
Electrical discharges fell on the sea repeatedly within a very short
distance of the ship, sometimes within an oar's length .
Further particulars by the late Admiral Worth, R.N., who then com
manded the ship.

PHENIX, 36.

1816. February 20th , off the Isle of Scio, Mediterranean ; 2h. A.M.
heavy gale south -west with a deluge of rain, thunder, and lightning ,
which struck and damaged the main-mast.
Wind on the 17th , west ; 18th south -west fresh gales, P.M. westerly
and squally with rain ; 19th , A.M.north and N.N.E.,moderate and fine;
P.M. north -east, after which at midnight heavy squall from the eastward ;
20th , A.M. south-west, heavy gale, at 4h . S.W.b.W., after which it
again changed to N.b.E., and north , and there remained .
This is an interesting case of a thunderstorm attendant on conflicting
and violent currents of air.

PHÆTON , 46.

1824. September 14th , Gibraltar Bay ; 8h . P.m. fresh breezes and

cloudy with lightning and thunder, fore- top - gallant, fore-top -mast, and
fore -mast struck and considerably rent, the fore -top -mast head set on
fire, also the fore- top - gallant and lower studding -sails.
The wind blew extremely hard in severe squalls from the east, with
vivid flashes of lightning ; a few minutes before eight,a condensed black
cloud was observed to gather along the rock, and direct its course
towards the ship, and in about ten minutes it burst on the masts with
a terrific crash . The fore -top -gallant-mast and top-mast were com
pletely shivered, also the fore-mast, and the bitts ; the mast was set
on fire, together with the small sails in the top, and the top-mast
studding -sail in the larboard rigging. The main -top - gallant-mast
was also struck, and the signal halliards burned to a cinder; the
discharge passed out of one of the ports. The very hearts of the masts
were torn out, and five of the iron hoops on the fore -mast torn asunder
and partly fused . Several men were knocked down , and continued
some time insensible . — Letter from Captain Sturt to Admiral Sir G.
Martin, G.C.B.
The fore -mast was cut off sixteen feet above the deck, and a spare
main - top -mast rigged upon the stump for a jury-mast.
It is worthy of remark, that this ship , without lightning conductors,
was at anchor within a cable's length of H.M.S. Adventure, which had
conductors, and which ship was not touched by the discharge ; these
were the only ships then in the Mole .
 BY LIGHTNING IN THE BRITISH NAVY. 615

PELICAN , 18 .
1835. February 26th, St. Catherines Point, Isle of Wight, N.N.W. ,
forty -one miles ; 9h . 45m . P.M. lightning struck the fore and main
top - gallant-masts, and knocked down one of the seamen .
The wind on the previous days had been westerly, from south-west
to north -west, strong breezes and squally ; on the 26th A.M. cloudy with
rain ; 8h . P.M. heavy squalls with rain and lightning from the west
ward, wind W.S.W .; 27th strong gales and cloudy, W.S.W .; noon
squally , south-west ; midnight, strong breezes and fine, W.N.W .; 28th
moderate , N.W.b.N.
The fore- top - gallant-mast, fore -top -mast, and fore -mast were found
to have been damaged by the electrical discharge .
PELICAN, 18 .
1837. November 18th, at anchor off the River Bonny, Coast of
Africa, in company with the Waterwitch ; 4h . 30m . A.M. lightning
struck the ship , shivered the fore-top - gallant-mast and top -mast, and
very much shook the fore -mast ; bunts of the fore -top -gallant-sail and
royal burned ,
Wind on the 16th , west A.M. and fine ; midnight, E.N.E. and
cloudy ; 17th , cloudy and fine with lightning ; a heavy tornado after
dark , with vivid lightning, wind south-west ; 18th Am . light winds
and cloudy with heavy rain , thunder, and lightning; electrical dis
charges appeared to strike the sea close to the ship ; wind south ; 8h .
cloudy and dark, with rain , thunder, and lightning ; P.M. moderate ;
the wind continued from the south and west, with variable weather,
occasionally thick and hazy, and rain.
The fish on the fore -mast was started , also the bowsprit bitts on the
lower deck . The ship had not any lightning conductors ; but , the
Waterwitch , lying at anchor near the Pelican had , and she did not
receive any damage in this storm..
PIQUE, 36.*
1839. November, River St. Lawrence, at anchor ; 1 A.M. fore -mast
struck and damaged by lightning .
The weather was squally with hard rain, two or three discharges,
described as balls of fire, struck the sea within a hundred yards of the
ship . The discharge appears to have struck the fore-mast just abreast
of the fore yard . It rent the mast, and blackened it in several places ;
the first clasp hoop below the catharpins was burst open , the two side
battens knocked off, and the fish started. No damage to lop-mast or
top - gallant-mast; these were New Zealand spars. The fore yard was
slung, with chain resting on the cap.
The mast was obliged to be fished and woulded with rope.
POWERFUL, 84,
1840. March 25th , moored in Vourla Bay ; 12h . 50m. A.M., the
ship struck by lightning , which shivered the fore -top -gallant-mast and
top-mast, and the paunch fish of the fore -mast in pieces, and damaged
the mast slightly in several places.
616 MR . SVOT ILARRIS ON DAMAGE

Wind from the S.S.W. on the 24th ; 25th south - west .

The Asia, 80, at anchor near the Powerful , having fixed conductors
in all her masts and bowsprit, was not damaged by this storm . The
Powerful was without lightning conductors .

QUEEN , 98 .

1815. March 15th , moored in Messina harbour ; 1h. 45m . P.M. ,

main - top-gallant- mast and top - mast shivered in atoms by lightning ;
main - mast also severely damaged .
The wind had been from the north - east ; A.m. squally with rain ;
at noon , squally with frequent and heavy showers of hail ; P.m. the
wind shifted to the west,with dismal gloomy weather ; midnight, mode
rate and cloudy , with heavy lightning ; wind north -west.
The ship repaired damage, and went to Malta for a new mast. It
appears that H.M.S. Albion was also damaged in this same storm.
Report on Shipwreck by Lightning, pages 67 and 68 .

RUSSEL, 74 .

1795. October 1st , Coast of France, Belle Isle, north - east, nine
miles ; lh . 30m . P.M., main - top -mast and main -mast shattered by
lightning ; fore-top - gallant-mast, mizen -top -mast, and mizen - mast also
much damaged. The first -lieutenant and two seamen killed , and seve
ral men badly hurt .
A.M. calm , after which south -east , light airs ; P.M. squally, with
thunder and lightning, S.S.E .; 1h . 30m . wind N.N.W. The ship
was taken aback by a heavy squall of wind , hail, and rain , whilst at
the same moment a fearful discharge of lightning fell on the ship . The
masts were so shattered that no sail could be carried on them . The
electrical discharge pervaded the ship with brilliant discharges even in
the hold . The first -lieutenant was killed whilst standing at the ward
room table.
The vessel was so disabled that , had the gale continued she must have
been lost on the French coast ; she returned to England to refit.
The wind veered to the west, then S.W.b.W., south ; after which
A.M. moderate and cloudy ,
NB . This is an instance of a ship struck by lightning on all her
masts at once .

RENOWN, 74.

1801. September 8th , off Toulon , 42° 43' N .; 11 P.M. severe light
ning , which struck and splintered the mizen -top - gallant-mast and
mizen - top -mast.
The wind on the 5th variable and fine ; 6th E.S.E., moderate ; 7th
south -east, which shifted to the west , fresh gales and squally with
heavy rain , thunder, and lightning ; 8th north- west and west , fresh
gales and squally with heavy rain , thunder, and lightning ; 9th , wind
south , and then N.E.b.E., light airs and fair.
The mizen - mast was also damaged, and was subsequently removed at
Plymouth .
 BY LIGHTNING IN THE BRITISH NAVY. 617

ROYAL SOVEREIGN, 110 .

1809. November 9th , off Barcelona, lat. 40° 50' N. , long. 2° 12 ' W .;
5 P.M. a flash of lightning split the main- top-gallant mast, and killed
two men whilst pumping at the winches ; all the men on the main-deck
were knocked down.
The wind E.b.S. , strong gales and squally , with rain ; 4th sharp
lightning ; 6th fresh gales and squally, S.E.b.E. , thunder, lightning,
and rain ; 8th variable , moderate, and cloudy, with lightning and
rain .
The men on the main -deck felt the shock , but those on the upper
deck did not . The discharge passed out of the ship by the pumps .
RUBY , 64 .
1810. July 21st, at anchor in the Great Belt, in the Baltic, off
Sproe ; P.M. 9h. 30m . , light breezes, with heavy rain, thunder, and
lightning ; 11h . 30m . main -top -gallant and main -top -masts struck by
the lightning and shattered all in pieces. The main -mast also much
damaged .
Wind on the 20th , north - west, light airs and fine; on the 21st ,
A.M. west, then variable and northerly ; 22nd , variable, and E.S.E .;
the main - top -mast was completely demolished .
RESISTANCE , 44 .
1811. June 25th, off Gorgona ; 6 A.M. , main -mast and main -top
mast shivered by lightning , main - mast head on fire.
24th , wind W.N.W., light breezes and cloudy ; 25th , A.M. calm
and E.N.E .; 6h . 25m., a very heavy squall of thunder, lightning, and
rain .
They were obliged to heave the main - royal and top- gallant -studding
sail, and two main - top- mast-studding sails overboard ; they fished the
main- mast , and went to Mahon for refit.
This ship was damaged in company with the Ajax and Unité ; the
whole squadron suffered . - See Ajax and Unité .
REPULSE , 74 .
1813. April 13th , coast of Catalonia , Cape ebastian , west forty
three miles ; 12h . 35m . heavy squall of rain , thunder, and lightning,
two vivid flashes struck the ship, and shivered main -top - gallant-mast
and top -mast; and entered main-mast head . Eight men killed in the
rigging, and nine men otherwise severely hurt, so that several died .
12th variable, W.N.W.and north ; 13th , A.M. W.b.N., light breezes
and hazy , after which north, squally with rain ; 14th north , and N.E.
b.E. , and variable .
The ship was quite crippled , and as severely handled as if she had
been in action . Twenty of the crew were placed hors - de - combat.
The main - mast was ruined so that but little sail could be carried on
it for some time ; and the fleet then on a critical service, lost for a time
the efficient support of one of its fastest and best ships .
Further particulars by Capt. Richards , R.N., then in the ship .
( To be continued.)
ENLARGED SERIERS : -N0 . 9 .-- VOL . FOR 1843 . 4 K
618 NAVAL CHRONICLE .

THE INDIAN ARCHIPELAGO.

Timor, being only 260 miles from Cape Bougainville, is nearer to the con
tinent of Australia than any other island of the Indian Archipelago in which
Europeans have established themselves. It is 240 miles long, the breadth
varying from 40 to 70 miles. The coasts consist entirely of mountainous land,
rising abruptly from the sea, there being very few spots of level ground
near the shore sufficiently large to entitle them to be called plains. In
the interior, however, are plains of great extent, well watered by lakes
and mountain streams, and, from their elevation above the level of the
sea, possessing a climate well suited for the growth of many European pro
ductions which will not succeed in the lower lands. Two European powers
have possessions on Timor ; the Dutch at Coepang, on the south -west extreme,
and the Portuguese at Dilli, near the north -east end of the island ; and along the
north -west coast are several small establishments belonging to both nations,
those of the Portuguese being most nunerous. Neither power, however, pos
sesses territory beyond the immediate vicinity of the chief settlements, and the
authority of both nations over the towns along the coast is scarcely more than
nominal. All hoist the flags of either the Portuguese or the Dutch , many of
those near Coepang displaying that of the former; while there is a town within
a few miles of the chief settlement of the Portuguese which considers itself
under the protection of the Dutch. In this, as well as in some other particulars,
the establishments on the north -west coast of Timor resembles those of Euro
peans on the west coast of Africa . The inhabitants of the south -east coast,
generally called the “ back ” of the island , are independent. The Dutch
carry on a trade with some of the villages nearest to Coepang, but the greater
portion of the produce of this side of the island is brought over- land to the
settlements on the north -west coast.
The population of Timor must be very great. On passing along the coasts,
especially near Dilli , numbers of houses, each in the middle of a small plan
tation , are seen scattered over the face of the hills, even to their very summits ;
every spot of ground not too step to admit of cultivation being occupied. The
interior is represented as being even more populous than the coast. Near the
European settlements the greater portion of the population profess Christianity,
as is the case also with most of the chiefs in the interior ; but the bulk of the
people are Pagans.
The principle exportable productions are sandal-wood and bees '- wax. The
former is exported to China, and the latter to Java , where the consumption is
very great, owing to its being employed in large quantities in the manufacture
of Javanese calicoes. To these may be added cattle, horses, and Indian corn ,
which are exported chiefly to the Australian colonies and the Mauritius.
About 150 British vessels visit Timor annually, Coepang alone having had as
many as 84 in its harbour during the year 1840. Of these three -fourths con
sist of South -Sea whalers, ships homeward -bound by the eastern passage from
China, or vessels proceeding to India from new South Wales by way of Torres
Strait. These, for the most part, touch at Timor merely for refreshments,
which are cheap and abundant. The remaining fourth consists of ships em
ployed in carrying stock, & c. , to our colonies, with a few small vessels from
Singapore or Sydney. The number of Dutch vessels visiting Timor annually
is about 20. These are all country vessels, (that is to say, vessels belonging to
the Dutch Indian colonies, ) no Dutch ships ever coming there direct from
Europe. These are mostly brigs and schooners, which bring rice, arrack, and
other colonial produce from Java and Macassar, with muskets, gunpowder,
hardware, and calicoes from Singapore. A Portuguese ship from Macao or
Goa occasionally visits Dilli , but the flags of other nations, beyond the three
mentioned, are rarely seen in Timor. From 20 to 30 Bughis and Macassar
prahus visit the island annually. The north -western is the only coast fre
 NAVAL CHRONICLE . 619

quented hy ships, but, while at Dilli in the early part of this year, a small
English vessel arrived from the south -east coast, where she had carried on a
considerable trade for bees’-wax, which may probably induce others to follow
her example.
From the nature of the trade it is impossible to give any correct account of
the value of our manufactures consumed in Timor ; but some idea may be
formed of the importance of this market when it is taken into consideration that,
with the exception of rice, sugar, wines, spirits, and a few other articles imported
for the supply of the European settlement, British goods alone are employed
to purchase the entire produce of the island ; and this must be the case in all
Dutch settlements from which we are not excluded . Nothing can more mate
rially tend to prove the value of commercial depôts in this part of the world
than the fact, that before the establishment of our settlement at Singapore, the
consumption of our manufactures in Timor was very trifling. Yet Singapore is
1,500 miles distant ; and, owing to the monsoons, only one voyage to and fro
is made in the course of the year. From this settlement four or five voyages
might be made with ease during the same period. It, therefore, seems evident,
that when Port Essington is open to colonists, Timor will be supplied with our
manufactures from it, as the difference in the duration of the voyage would, of
course , enable the merchant to sell his goods cheaper.
Slaves were formerly exported from Timor to the amount of some thousands
annually, but as the trade was abolished by the British, when they possessed
Timor, during the late war, and has subsequently been discouraged by the
Dutch, it is now by no means so considerable. Several individuals at Coepang,
of Dutch extraction, possess many slaves ; one as many as 600 ; but they cannot
be exported , and being of little use where their masters are too indolent to
superintend plantations, they would probably be manumitted, were it not for the
expense that would be incurred by so doing ; a fee of several guilders being
demanded by the government for granting a certificate of freedom to a slave.
A few boys are generally taken from Dilli by the Portuguese ships which arrive
from Goa and Macao ; but, with this exception, there are no European vessels,
as far as I could learn, employed in the traffic. The Bughis prahus, however,
export from 500 to 1,000 annually, and, perhaps, 100 are purchased during the
same period by the inhabitants of the Serwatty Islands. These are prisoners
taken during the war, men accused of crimes, or children that have been kid
napped. The Bughis prahus carry their slaves to Celebes, Borneo, and, as I
have been informed by several of the Bughis themselves, to Siam also. The
price of a slave at Dilli is a musket, or ten dollars. A child is considered to be
as valuable as an adult.
CoEPANG, the principal Dutch settlement, is situated near the southern ex
tremity of a deep bay at the south -west end of the island. The town is small,
but neat and clean, and is occupied chiefly by the Europeans, Dutch half-castes,
and Chinese, the native population residing for the most part in huts scattered
over the hills to the westward of the town. The European inhabitants are
about a dozen in number, including the resident, one or two government
officers, and a few soldiers, the latter acting as non -commissioned officers to
the native troops, forty in number, who garrison the little fort. There is not a
single European merchant in Coepang, the trade being conducted through the
medium of the Chinese, who number about 300 , and form the most useful por
tion of the population. The country -born descendants of the Dutch number
about the same with the Chinese, and are remarkable only for an extreme indo
lence of disposition. A few of them are employed in subordinate situations
under the government, but the greater portion subsist on the gains of their
slaves ; not a single individual among thein possessing sufficient enterprise to
cultivate a plantation although the soil would amply repay their labour. A
sugar plantation has lately been laid out and planted by an English gentleman
from the Mauritius, and,should this succeed, some of the country -born inhabi
tants may possibly be induced to follow his example. It may appear surprising
620 NAVAL CHRONICLE .

that, although this settlement has been in possession of the Dutch upwards of
centuries, there are no wheeled carriages, nor a road on which they could
travel , and this in a country in which horses are most numerous, in proportion
to its size than , perhaps, in any other in the world .
The extensive island of Rotti, lying off the south -west extreme of Timor, is
the most important district within the jurisdiction of the Dutch; the inhabitants,
about 20,000 in number, being rather more industrious and enterprising than
the Timorese, and the accessible nature of the country rendering it compar
atively easy for the government to maintain their authority there , which is not
the case in the mountainous country at the back of Coepang. The buffaloes,
maize , &c. , brought to Port Essington by vessels from Coepang, are exclusively
the produce of this island.
There is a good harbour near the north -east extreme of Rotti, called Ran
gong, in which vessels may lie very close to the shore ; but during the south
eastmonsoon ships would experience some difficulty in getting to sea through
its narrow entrance. This is of little consequence as far as intercourse with
the settlement is concerned, since stock intended for this settlement is always
shipped during the westerly monsoon , when the harbour is easy of access.
Coepang is not a favourable place for vessels to touch at for refreshments.
Stock , with the exception of buffaloes, cannot be obtained in any considerable
quantity without much delay, while both fruit and vegetables are scarce and
dear ; there are no port charges, but the duties on British goods are consider
able, being 25 per cent. on calicoes, and 6 per cent. on all other, except muskets
and gunpowder, the duties on these being a dollar each for the former, and a
dollar a cask for the latter. The duty, however, is only demanded for the goods
that are actually sold, or intended to be left for sale ; our ships, therefore,
carry on little trade with Coepang itself, but proceed to some of the smaller
ports along the coast, where there are no duties, and where the articles they
require are in abundance.
Of the numerous possession once held by the Portuguese in the eastern seas,
the little settlement of Dilli is the only one that now remains to them ; and this
appears to be retained chiefly as a place of banishment for those wbó commit
political offences in the Portuguese settlements in India and China. The har
bour of Dilli consists of a small bay, sheltered from the sea by a reef of rocks,
dry at low water, extending across it, through which there are two channels for
ships, the eastern one being rarely used. Ships can lie here in safety within a
cable's length of the town ; it is, therefore, the most convenient port on the
north -west coast of Timor. The town, which is well laid out, and enclosed by
a wall , is situated close to the sea upon a plain containing about twenty square
miles. This plain is bounded upon the land side by a semi-circle of hills, rising
around it like an amphitheatre, to the height of from 500 to 3,000 feet. Dur
ing the rainy season this plain becomes a swamp, but as the wind during this
season blows in from the sea, the noxious effects of its exhalations are not then
much felt. When the south-east monsoon sets in, the hills at the back of the
town prevent the circulation of air, and the intense heat of the sun , unmitigated
by a breeze, causes the vapours to rise from the marshes, rendering this spot the
most fatal to health in the Indian Archipelago, and, perhaps, in the world ; at
the same period the elevated plains in the interior, only fifteen to twenty miles
distant, possess an excellent climate, yet the advantage of removing there dur
ing this season seems never to have suggested itselfto the inhabitants. During
this season ships frequenting the port generally anchor in the outer roads, but
even here the crews are by no means free from liability and to attacks of fever.
The Dilli fever is rarely fatal to patients who remove quickly to more salubrious
climates, but Europeans, English especially, rarely survive the numerous re
lapses that occur if they remain in the settlement.
There are no professed merchants in Dilli , with the exception of two or three
Chinese, but nearly every individual in the employ of government engages in
 NAVAL CHRONICLE . 621

trade. The present governor does not, I believe, engage in commercial

pursuits.
The port of Dilli possesses about a dozen small cutters and schooners, and,
perhaps, double that number of prahus, which are employed in collecting the
produce of the various little settlements along the coast, occasionally making
trips with the same object to Ombay, Lomblem , Pantar, and other islands in
the vicinity ; as their number has been increasing fast of late years, it implies
that the trade of Dilli is increasing also ; these coasters do not visit the south
east side of the island , the produce of which is brought over-land to the settle
ments on the north -west coast.
The neighbourhood of Dilli presents a far greater portion of cultivated land
than that of Coepang, many of the residents having extensive and well laid- out
gardens in the outskirts of the town, producing all the fruits and vegetables
known in this part of the world, the orange especially being very abundant and
of excellent quality. Owing to the example and encouragement of the present
governor, plantations of coffee are also springing up, there being already a
surplus for exportation after the wants of the settlement have been supplied.
The elevated plains of the interior produce articles for which the climate of the
Archipelago generally is not well adapted, and the cultivation of which is
rarely therefore attempted elsewhere. The most important of these is wheat,
about 3,000 bushels of which are exported during some years to Java and Ma
cassar, but from the demand being uncertain , to ensure a supply, it is necessary to
order it from the growers during the previous season ; by taking this precaution
10,000 bushels, or even more, might be obtained. The price at Dilli is about
4s. per bushel, but perhaps scarcely half this price is paid by the Dilli merchant
to the native growers. In the samples of this wheat that came under my ob
servation, the grains were not so plump as those of English wheat, and I
suspect that the amount of farina they contain is also less in proportion to the
husk ; but the flour made from it is excellent. These plains are also celebrated
for the onions they produce, which are exported in very large quantities to the
neighbouring countries.
Timor would prove a valuable possession in the hands of an enterprising
European nation . The soil is rich in the extreme, the height of the mountains
ensures a plentiful supply of moisture, and the population is numerous and
inured to labour ; at present the articlesexported from the island are produced
or collected by the undirected efforts of thenatives themselves.
Several natural productions exist in Timor, which , although at present un
heeded, may at some future time be rendered available for commerce. I consi
der sago as being one of the most important, owing to the great increase that has
lately taken place in its consumption in Europe ; which is evident from the fact of
1,664 tons of pearl sago, with 746 tons of sago flour, having been exported from
Singapore during the six months ending in July , 1841 , chiefly for the English
market; this article, which abounds in Timor, is very easily prepared for ex
portation in its raw state ; the tree is cut down, then the pith is taken out and
made up into bundles ; in this state upwards of 14,000 tons of sago are annually
imported at Singapore, where it is prepared by Chinese, who clear the farina
from the fibres of the pith, when the flour is either made up for exportation in
its natural state, or is made into pearl sago . All the raw sago manufactured at
Singapore is brought from islands to the eastward , principally from Borneo ; a
considerable portion coming from places more than 1,000 miles distant. Now,
it is evident that we should here possess great advantages in this particular,being
situated in the close vicinity of countries producing sago of the best quality,
and in the greatest abundance, and where the natives are well acquainted with
the mode of preparation ; neither would the manufacture of sago at Port Essing
ton inflict the slightest injury on Singapore, since New Guinea, Timor, Cra
mand, the Arru Islands , although producing the best sago in the Archipelago,
are too far distant from Singapore for it to be carried there in its raw state with
any hopes of profit.
622 NAVAL CHRONICLE .

Copper and gold ore are found in the .mountains, but the mines are not
worked . Rock salt exists in great abundance at Lurga, a town about 40 miles
east of Dilli , at a short distance from the sea-shore ; it is used for preserving
meat, and the prahus that touch at Lurga lay in supplies of it ; but although of
excellent quality it is not an article of commerce, those who require it being
permitted to take what they choose. Pearls and pearl -shell are found on the
south-east coast, especially at Ama Noobang, called in the charts “ The Bay of
the Pearl Bank ," and formed an article of import at Coepang until a military
excursion of the Dutch to the gold mines of Ama Noobang, which the natives,
from some superstitious notions, will not allow to be worked, gave rise to a war
which put a stop to the trade.
When this settlement is further advanced, a market so little distant may
tend to develop the dormant resources of this country, for, although the Dutch
and Portuguese residents in Timor do not exert themselves in extending the
commerce of the country they inhabit, they do not appear inclined to prevent
others from doing so.
( To be continued . )

Loss OF HER MAJESTY's STEAMER LIZARD.

Letters have been received at Portsmouth, conveying the intelligence of the

total loss of Her Majesty's steamer Lizard , late on the night of the 24th, or
early on the morning of the 25th of July, by her having been run down by the
French war steamer, Veloce, about 25 miles to the eastward of Gibraltar, while
on her passage thence to Barcelona. It appears from the accounts received,
that the Lizard left Gibraltar on the evening of Monday, the 24th , with the
wind blowing moderately from the southward , which freshened toward mid
night, and the atmosphere became dark and clouded. Within a few minutes
of the collision, the look -out on board the Lizard descried a steamer bearing
down upon them , and they immediately made signals to, and hailed, the ap
proaching vessel. The crew, however, on board the French steamer evidently
could not have seen the signals which were made to her, or heard the hailing,
as she kept on her course, and ran right into the Lizard, striking her with
tremendous force nearly amidships, and close to her engine -roon . The con
cussion was so great that many of the Lizard's crew, who were on deck , were
thrown down by its violence, and those below hurried up on deck in their
shirts, to ascertain what was amiss. It was immediately discovered that the
vessel had sustained some very serious damage, as the water was pouring very
rapidly into her, and, upon further examination , it was found that any exertions
on the part of the crew to keep her afloat would be utterly useless, as she was
then in a sinking state. Nevertheless, every possible means were resorted to
by the officers and men to save the ship, until the water gained upon her so
much , that it extinguished her fires, and her machinery, consequently, became
powerless.
The French steamer did not sustain any serious damage, and seeing the
condition of the Lizard, remained by her, in order to render any assistance in
her power. When all hope of saving the Lizard was abandoned , the attention
of her officers was directed to the preservation of the ship's company, which
was happily accomplished, without the loss of a single life, by the boats of both
ships conveying all hands in safety on board the Veloce. Scarcely had the last
of the crew reached the French steamer, and within two hours from the time
of the collision, when the Lizard sank.
The Veloce proceeded to Gibraltar with the crew of the Lizard, where they
were received on board her Majesty's ship Indus, 72. Though the lives of
the officers and ship's company of the Lizard were fortunately preserved, yet
 NAVAL CHRONICLE . 623

every thing they possessed on board was lost, as were also the ship's stores,
furniture, & c., many of the men having had great difficulty in saving them
selves. The Lizard has been a considerable time in the Mediterranean, and
was the sister ship to the Locust, both of which were employed as tenders
between Gibraltar and Malta, and were considered two of the best and fastest
vessels of their class in the service.
( Fxtract from a Letter dated Gibraltar, July 27, 1843.)
On the morning of Tuesday, the 25th of July, when about 20 miles from
Carthagena, a light was reported on the larboard bow of the Lizard, The
officer of the watch, as the positive orders of the Admiralty are when steamers
meet each other, immediately put his helm a-port. The master coming up
just at this moment inquired if the helm was “ a port ? " and on being told
that it was so , ordered it to be put “ hard a -port; ” but owing to the other
vessel putting her helm a -starboard, the Lizard was struck by her on the lar
board paddle-box a little before the main shaft, the shock of which was so violent
as to throw the Lizard over on her starboard side, and carry away all the fun
nel stays but one. The officers and men below immediately rushed on deck ,
the engineer in charge, blew off the steam , and was proceeding to pump out,
when the rush of water was so violent, and the Lizard was apparently sinking
so rapidly, that the men were ordered to save themselves by climbing up the
bowsprit rigging of the other vessel .
At the instant the collision took place, the Lizard's boats were ordered to
be lowered , but the passage aft was obstructed by the bowsprit and bow of the
other vessel, so that the only persons on the quarter-deck were the quarter
master, man at the wheel, and one or two of the officers who had come up from
their cabins, who seeing that to all appearance all others had left, followed their
example. Determined , however, not to abandon the Lizard whilst there was
the most distant chance of saving her, the boats of the vessel (which proved to
be the French men-of- war steamer Veloce, of 1,200 tons and 220 horse power, )
were lowered, in which , some of the officers and men of the Lizard returned,
and saved a sick boy and a passenger, with some two or three others who had
been left behind in the first confusion. All hopes of saving the vessel were at
once abandoned when we discovered that the water had already made so much
head as to put out the fires, and to float the lower deck hatches, and continued
pouring in with such violence as to render it most dangerous to remain on
board. The last boat had scarcely left the Lizard when she sank head fore
most. The night was misty, and the Veloce's lights being placed on her
paddle -boxes, whereas the Lizard's were at her masthead, could not be seen
until close to.

Tae Bottle CHART.

Stockholm , 11th July, 1843.

Sır.-Observing that your correspondentMr. W. Walker, requires some more
information on the subject of the Defence's topmast to help his belief, may I re
quest you to inform him, that at the time mentioned, it was
usual to cut the name of the ship out on the head , as well as the heel of top
masts , also on other places ; that the name “ Defence," was accordingly not only
found on the mast, but on the cross, and trussel-trees that remained ; that both
the rogues 'yarn and the broad arrow were also found ; and that every officer
of the Actæon as well as myself, was convinced that it was the Defence's top
* We have erased a personal allusion from Sir John Ross s letter, which he will
excuse us for doing : indeed, we take some blame for not having taken a similar
liberty with his former on Commander Fishbourne's .
 624 NAVAL CHRONICLE .

mast. Moreover, being in the fleet both before and after ( and having entered
the Navy in 1786, I was not a younker,) it came to my personal knowledge
that the Defence, after the loss of her top-mast, did cut away the rigging to
clear the wreck,-and I must be allowed to differ with you in opinion , " that
her getting a new topmast up in 12 hours and 20 minutes was a proof that she
had not cut away the rigging to clear the wreck," but, indeed , the very reverse ,
as, had the rigging been saved, it ought, and would, have been got up in half
the time.
I make a very different conclusion from the log, of which you have been
kind enough to give an extract. I have only to add that it never was my
intention " to put an end to the bottle experiments,” but to the fallacious con
clusions, or “ misuse" of them , and I regret that my letters on the subject
should have been misunderstood, however much I may differ with others on
the subject of their application to currents in the ocean.
I am , &c.
To the Editor, 8c. John Ross.

Sir.—Sir John Ross commences his strictures on my letter, by asserting that

much is irrelevant and much unintelligible to him . Some of thismay arise from
the circumstances of typhographical errors having been made ; but as the con
text would suggest the correct reading to any of manifestly less information
than Sir John, I shall offer no explanation .
Then , though Sir John begs to be excused from following me into that which
is “irrelevant , ” he yet cannot refrain from a sneering smile at the " gratuitous
remark on the weakness and wants of man,” as if he revolted at the idea of any
one confessing that in the acquirement of knowledge, we obtained a sovereignty
over matter only in proportion as that knowledge was held in due subordination
to God, in proportion as we saw in the works ofGod , " not a proof of creative
wisdom , but an immediate utterance of that wisdom ;" or, perhaps he meant to
interdict any assertion that would question the insinuation contained in one of
the Bridgewater Treatises, " that unbelief was often attendant upon the study
of science."
Sir John states that, mny “ observations respecting the loaded wood and bottle
are too absurd to require a comment;" but does not say why he thinks them so.
Where is the discussion here ? " that is to enable the readers to form a correct
opinion ; " perhaps, these observations are amongst the parts which he says “ [
confess are to me unintelligible.” If Sir John's sense of the ludicrous is so great
that things which are unintelligible, appear absurd to him , it does not follow
that we can admit it as a general principle that, all things which are unintelli
gible are also absurd , therefore, my position remains unrefuted.
As for the assertion that the Defence's topmast was 21 years in one place, it
is Sir John's and not mine. Therefore as a fact, I cannotdispute Sir John's right
to pronounce it “beyond my comprehension .” The “ escape” of the bottles is a
discovery of Sir John's I have not laid claim to it, nor does “ the chart” imply
that you had made that discovery, but the contrary ; for it was distinctly stated
that the bottles were not supposed to have followed the direction of the lines ;
therefore, though the lines may pass over the latitude and longitude where the
Defence's topmast is said to have laid so long, the bottles may never have been
in the same latitude and longitude.
Sir John says that “ his conclusions on the facts relative to Icebergs are the
very reverse of mine ;" but as he offers no proofs of the correctness of his own
conclusions, nor of the incorrectness of mine, I am at a loss to know why he
felicitates himself " that the discussion ? will best enable your readers to form
correct opinions on the subject," and doubtless he thinks favourable to his
views. Sir John might have agreed with a greater authority on galvanic action
than Sir Joseph Banks, (with Sir Humphrey Davy, ) and still be far behind in
knowledge of what later-day experiments have revealed on that subject.
Your note fully answers Sir John's remarks on the Lagulhas currents.
 NAVAL CIIRONICLE . 625

I cannot descend after Sir John in his questionable attempts at wit, and will
conclude by congratulating you on Sir John's “ disclaiming any intention of
condemning the practice” in question, as its withdrawal seems to arise from the
absence of reasonable grounds of objection.
I do not find it stated anywhere in your publication that currents were the
cause of the losses on the French coast, as is implied by Sir John ; truly , as he
says, they were partly attributable to the want of attention to the amount of
local attraction, but most certainly it was not the sole cause, as Sir John seems
to infer.
I am, &. ,
To the Editor, 8c . G. FishboURNE, Commander, R.N.

[We little expected while collecting our bottle papers into one focus in the
shape of a small chart, and joining their points of arrival and departure by a
straight line (to assist the eye in connecting those two points, and not as the
absolute track of the bottle as we then stated ,) that our labours would have been
cavilled at, our pains looked on as all thrown away, and our chart pointed at
as the “ bottle fallacy." But so it was termed , and considered as “ calculated
to do serious injury by misleading the Navigator, " by no less an authori than
Sir John Ross. We certainly felt no small disappointment at this decision of
an experienced seaman , and began to reconsider seriously, whether not only we
had done wrong in making such a compilation, but after all whether the 150
seamen out of the 500 or more who had thrown bottles overboard were not all
wrong, also that they had been indulging in an idle fallacious speculation , and
would have done better to have kept their bottles to themselves. The objec
tions brought against the whole system , are all formidably arranged in Sir
John's letter, in our May number, and we are much indebted to our corres
pondents Mr. Walker and Commander Fishbourne, for their consideration of
them . They at all events, with the 500 authors of the bottle papers, and our
selves dissent from those objections, and have elucidated from Sir John that, it
is the “ misuse " of the chart that he means, and which led him to pronounce
it the “ Bottle Fallacy' '. We beg to express our obligations to our correspon.
dents for obtaining for us this denouement, and while we are satisfied that no
intelligent seaman can possibly “ misuse” our chart , or , mis -comprehend the
purpose for which it is intended, we may proceed to add a few concluding
remarks to Sir John Ross's objections.
With regard to the experiment off Dover, the bottle drifting to leeward
against the weather tide shewed that it was carried by a surface current. How
deep that current extended would depend on the strength of the wind. The
bottles in the chart can have been drifted in a similar way , whatever current
was running beneath them .
The case of the Defence's topmast remains on the authority of Sir John Ross,
which goes to shew that the official log is imperfect, as the loss of the topmast
is unrecorded in it, while that of her top - gallant-mast is so. The topmast how
ever, appears to have been found in lat. 49 ° N. and long. 20°, while it was lost
in lat. 48 ° 7' and long. 7 ° 6', having drifted to, or arrived circuitously at, a point
above 500 miles to the westward. Now this is directly contrary to the surface
drift of all the bottles ; and it is also contrary to the drift of the masts of the
Little Belt, and other vessels on record † as having drifted from the westward
on to the coast of France . Thus the mast was not " stationary" by Sir John
Ross's own shewing, buthassomehow found its way 500 miles and more to the
westward, against 'known precedent, and that too, after 214 years attacks of
barnacles, weed, & c., which we should have considered with the rigging, would
have consigned it to some depth below the surface, where its own displacement
would be equal to its weight.
The experiment of the full and empty bottles, and the ice off St. John's

See his letter p . 321 . + See Purdy's Atlantic Memoir.

ENLARGED SERIES :--- NO . 9. -VOL. FOR 1843 . 41
626 NAVAL CHRONICLE .

correspond the former with the first experiment off Dover, and the latter with
the casks of the William Torr in the chart; and we are content to let the cylin
ders alluded to by Sir John fall into the north -east current which is known to
run off Cape Farewell, although the William Torr's casks all chose to take
the common set from the poles towards the Equator. All this we are content
to concede to Sir John Ross, and along with it the full benefit of his “ twelve
and a half years ' experience of “ cruising in the English Channel ; ” and his
having anchored in all weathers on the French Coast, and “ often exactly off
where the Conqueror was lost,” which experience has shewn him “ that the
determination of a current setting on that coast, by empty bottles having
drifted on it is a fallacy . "
But along with ourconcessions, and our respect for Sir John, we have a great
regard for our own bottles! and, if they do happen to shew a tendency for
drifting on to the French coast, in obedience to winds and currents, they only
conform to received opinions formed from experience also., .Here aretwo
of these opinions from old seamen, that were expressed in the Shipping Gazette
at the time of the catastrophe, and which are well worthy of Sir John's attention.
The first who signs himself " An Old Sailor" says “ There is another effect which
may if not very carefully attended to, lead the mariner astray in that part of
the channel ; and this effect it strikes mehas operated very powerfully in pro .
ducing the destruction of the Reliance and Conqueror, viz ., the tide which sets
on the flood ( according to the directions ) S.E.6.E. between the Isle of Wight
and Beachy Head, and east between the Head and Dungeness, and its influence
would tend to place a ship coming up channel in a position to run ashore, near
where the late losses occurred : for she would be set to the Southward and East
ward, and thus be nearer the French coast than imagined , and further up
channel; so that by continuing the course held by ships to the westward of the
Ness, she would fall in with the land, about the place where the Reliance and
the Conqueror went ashore , and in thick weather this would be more likely
to happen undiscovered .” So says the “ Old Sailor,” and Mr. Tucker who
signs himself “ A Master Mariner,” agrees tolerably well with him . He says,
addressing himself to the Editor of the same journal, " I beg to inform you , from
minute observations in coming up, and going down, the English Channel, that
vessels are liable to be led astray by the setting of the tide from the Owers to
Beachy Head. From three or four leagues distance off the Owers, the course
is E.b.S. ormore southerly. I have upon several occasions taken the first of
the flood tide, from the Isle of Wight and the elbow of the Owers, and steered
the above course with strict attention to it. By the time I have considered
myself in sight of the light, have seen nothing of it, and havekept runningon
the same course till I have thought myself abreast of the light . Upon taking
a cast of the lead find I have been considerably set to the southward, conse
quently have had to haul in due north for several hours, before making the light,
which has induced me upon latter occasions to watch the set of the tide from
thence by bearings of the land, the lead, and observations.”
“ As regards this part of the channel, instead of the flood tide setting S.E.b.E.
and the ebb N.W.b.w., I have found the flood setting S.S.E. and the ebb
N.N.W. , spring tides, at the rate of three and four knots per hour, in conse
quence of which vessels are completely led astray . "
It is clear that the experience of these two seamen differs from that of Sir
John Ross, who has found “ no indraught" on the coast alluded to. The
southerly set above alluded to, with theconcurring effects of local attraction,
sufficiently accounts for the Reliance finding herself where she was. With
regard to " indraught” it is but another name for current, and the accounts
published of the loss of the Reliance, testify that as this vessel broke up, “ the
fragments, which covered the sea around, were all evidently borne towards
the land by the current. " How they were found strewed along the shore, is
too well known ; what carried them there but the current, or that indraught
which Sir John Ross has not found . Having in a former page fully treated
 NAVAL CHRONICLE . 627

on this subject, we should not now have alluded to it, but that Sir John's
attack on our bottles has led us to do so.
But, to return to our subject, Sir John does not mean to say that the prac
tice of throwing overboard bottles is of no use," and allows it might be of service,
in telling “ the fate of the President.”. We venture to say that, there are
seamen , who can make a better use of it, even than of that nature, but as he
has sufficiently warned them from making a “ misuse of it," we shall be satis
fied if they find it of that use which was intended.
The general tendency of the surface water of the North Atlantic to run to the
eastward, in obedience to the prevailing wind, it is well known, has often formed
the subject of remark, and is distinctlyapparent on the Bottle Chart, which was
never intended to shew the currents of that ocean, but the general effect of the
surface drift. We shall continue to add to it as we receive further accounts of
bottles from correspondents, without that fear of such information be misused,
which seems to be entertained by Sir John Ross.
With regard to the replacing of the topmasts , on which subject Sir John
differs from us, although it has nothing to do with the question, it is as well to
recollect that the log says, two topmasts were got up, and it is equally im
portant to remember that the present methodical manner of stowing thebooms
in an iron frame (the invention of Commander J. Anderson, the late first- lieute
nant of the Howe,) is an advantage not known in the navy fifty years ago. By
this frame both topmasts can be got out without casting the boomsadrift,or,
indeed without unstowing or touching a spar belonging to them ; which we ap
prehend was not the case on board the Defence.
Butthese points are mere matter of opinion, and we shallnot misuse our
limited space in discussing them further, especially as Sir John Ross has him
self admitted that the bottle experiments may be interesting to those con
cerned, as well as amusing to all ; " which is just what we intended, although
they cannot be expected to conform to the precedent which he has laid down
of a drift to the westward near the mouth of the English Channel.
Wehave addedthe foregoing concluding letters from Commander Fishbourne
and Sir John on the subject.]

PAYNE's Wood PATENT.

House of Commons. - Mr. D. Barclay , member for Sunderland, put

a question to the first Commissioner of Woods and Forests, with respect
to Charles Payne's patent process for preserving wood from dry - rot, and
for preventing the spread of fire : these two properties he considered
would render the process of national importance ; but thinking it par
ticularly applicable for ship-building, he was desirous to place it before
his constituents, with the opinion of the government, as it appeared to
have been adopted by them; to which the Earl of Lincoln replied , that
the chemist of the Museum of Economic Geology had minutely investi .
gated Mr. Payne's process , and reported upon it, that it had been
adopted in the Claremont stables, and Regent- park. Time was re
quired to place its effects beyond a doubt, but that his own opinion was
favorable. The Admiralty had applied to the Commissioners of Woods
and Forests to know the result of the experiments, when the same
answer had been returned . The noble earl added , he had no objection
to lay the report upon the table . - Report ordered accordingly . - Morn
ing Chronicle.
628 NAVAL CHRONICLE .

THE VICTORIA AND ALBERT .

Portsmouth , Aug, 19. — The royal steam yacht , Capt . Lord Adolphus
Fitzclarence, will be here next Toesday. She is now all ataut,
with her sails bent, and is quite ready for sea . The specimens of paint
ings are said to be exceediogly neat and elegant, and are different tints
of drab , with a beautiful chaste moulding for cornice and skirting
board . The furniture , which has been transferred from the Royal
George yacht , has undergone a complete renovation, and is of beautiful
Spanish mahogany , but exceedingly plain and neat, consisting of a
library of books, wardrobes, state beds, numerous tables, sofas adapted
as beds for Her Majesty's attendants , and three others for the Prince of
Wales and the two Princesses, who will accompany their Royal Parents
on their marine excursions during the autumn.
Between seventy and eighty tons of iron ballast have been put into
her, in order to give her a deeper immersion and stability in the water.
The engines and boilers are exceedingly heavy , and from being placed
in a contracted space, the centre of gravity of the weight is unusually
high . The heaviness of the machinery, and the situation of the centre
of gravity of the collective weight was only knowa to the Engineer. It
was contemplated that the vessel should only have twelve feet immer
sion or draft of water to enable her to go into shallow harbours; and
she was first tried at twelve feet, when it was discovered ibat, owing to
the superiocumbent weights such a draft of water was incompatible with
a sufficient degree of stability . Ballast was then put into her equal to
one foot more immersion, which has much improved her steadiness and
stability ; and , as she has still three or four feet less hold of the water
than other vessels of her size and power, more weight can at any time
be added , without inconvenience to produce the greatest degree of stabi .
lity at the sacrifice only of additional draft of water, which can here.
after be reduced at pleasure, by lessening the weights of the boilers and
wheels, and lowering the centre of gravity. She will probably be sta
tioned in Shoreham barbour for Her Majesty's use while the court re
main at Brighton .
The Black Eagle is gelling ready to accompany the Royal squadron ,
she has been considerably lengthened, and has engines of 200 - horse
power by Peon and Co., of improved make.

Loss OF THE Pegasus STEAMER.

ANOTHER appalling steam-boat disaster has taken place, near the spot where the
Forfarshire was wrecked a few years ago, and where the late Grace Darling 80
heroically distinguished herself by saving five lives at the imminent risk of her
own. By the present disastrous occurrence no fewer than fifty human beings
have been suddenly deprived of life . The Pegasus, which has plied between
Leith and Hull for several years, left Leith harbour on Wednesday afternoon ,
She sailed with sixteen cabin passengers booked, and possibly one or two more
may have gone on board without booking, as is the case on the sailing of coast
ing steamers. She had also twenty steerage passengers, and a crew of a dozen,
in all forty- eight or forty-nine at the lowest computation. The vessel sped on
her way till midnight; just when the watch was changed , the Captain being on
the bridge, taking a look about him before he turned in. She struck on a sunken
 NAVAL CHRONICLE . 629

rock inside the Ferne Islands, near what is called the Golden Island, (Holy Island
the ancient Lindisfarne) forms a continuationof the main land of Northumber
land at ebb of tide, and becomes insulated at flow .
The rock on which the Pegasus is supposed to have been wrecked, is called
the Goldstone — a well known object,situated about two and half miles east, or
seaward from Holy Island. It is seldom or never left uncovered by ihe tide ;
is well known to, and anxiously avoided by, our coasting navigators in working
through the Fairway, or channel between the Ferne group and the main land
a channel generally preferred to the open sea by masters of vessels as a shorter
cut ; but never so preferred ( especially at night) without incurring a risk, which
infinitely counterbalances any saving of time thus acquired. Her head was
turned towards the shore, but she did not proceed many hundred yards when
the water, rushing in, extinguished the fires, and almost immediately the vessel
sunk. Finding the vessel sinking rapidly, there was a rush to the boats, which
were swamped.
The Martello steamer, belonging to the same company, on her voyage from
Hull, descried the wreck about five o'clock on Thursday morning. The first
object which attracted the attention of Captain Blackwood was a boat with a
man in it, drifting with the tide, and soon after a body floated past. This made
him aware that some accident had occurred in the vicinity. On coming up to
the boat, which was almost full of water, the mate of the Pegasus was found in
it, nearly insensible from cold and exhaustion. A person of the name of Baillie,
a passenger returning to Hull, was taken from a sort of a hatch, on which he
was afloat; a young man of the name of Hillyard, another passenger from the
neighbourhood of Hull, and one of the crew , were discovered holding on the
mast - the vessel had sunk in about six fathoms water. Six persons in all were
saved - namely, two passengers (Hillyard and Baillie), the mate, and three of
the crew, which, we believe, amounted in all to fifteen. Captain Blackwood
remained in the vicinity of the scene of disaster for several hours, and picked up
six dead bodies, which were brought to Leigh in the Martello. Three of these
were females. One appeared a middle -aged married woman, apparently preg ,
nant ; she was attired in a dark checked gingham dress, a Leghorn bonnet, and
black hard -spun woollen mantle. Another was a Miss Barton, who had in her
arms, when found, a child a few years old. The third seemed considerably
advanced in life, and was nearly undressed. The other bodies were those of
the second engineer or fireman, a very stout man , whose forehead bore the mark
of a violent contusion ; a lad, apparently 12 or 14 years of age, dressed in a
black vest and trousers, and a rough brown Petersham surtout; and the third
was the child found in the arms of Miss Barton. These bodies, on arrival at
Leigh, were placed in shells and conveyed to South Leigh church till claiined
by their relatives. Among the victims was Mr. Elton, late of the Royal
Theatres. Captain Brown had great experience in the navigation of the coast,
having sailed many years ascommander of one of the Leith and London smacks.
He was considered an excellent seaman .
From all we can learn there must have been about sixty persons on board,
including the crew , and only six of them have been saved . The vessel now
lies in the Fairway between the Ferne Islands and the English coast, about six
feet of her mast appearing above water at half tide. It would seem the accident
occurred nearly about the period of ebb. Mr. Pringle, a gentleman in the em .
ployment of the company, has been despatched to take charge of the bodies
that may be recovered. It may not be improper to state, that most of the facts
have been gleaned from parties officially connected with the company, who
seem desirous of affording every information upon this unfortunate subject.
The ill-fated vessel, it appears, was built at Glasgow , in the year 1835, and
was a somewhat noble-looking steamer ;she was 130 tons burthen , old
measurement, and had two engines of 40 -horse power, and was commanded
by a most experienced man, Captain Brown, of Hull. Her crew and engineers
consisted of about fifteen individuals. She was the property of the Hull and
630 NAVAL CHRONICLE .

Leith Steam -packet Company, who had bought her out of the Newcastle
trade.

Mr. Editor . — Whenever we hear of the loss of a ship or of a steamer, it gene

rally happens that attempts to sooth the regret, and excited feelings of the
public, accompany the accounts of the melancholy event.
The Captain whether he happens to sink or swim , and the owner whether he
loses or not, are seldom taxed with blame; in fact, it usually appears that
“ Nobody" is to blame. Who this “ Nobody " is, has long been a mystery !
“ De mortuis, & c ., ” is a proverb of old standing, and one which is generally
revered — but are not the living as well as the dead entitled to respect ?
When the mind is harrowed up by the details of some awful shipwreck amid
the roar of the breakers, and thehowling of the terrific tempest, we lose all our
feelings of indignation - on the want of foresight, caution, and skill, which, had
they been exercised with due circumspection , might have averted calamity, in
the generous emotions of sympathy and sorrow for human suffering ; but in
our cooler moments, we are unwilling to allow the spontaneous exercise of the
compassion of our nature, to blind us entirely against the faults and errors of
those whose business it is, and ever should be, to prevent as far as human care
and precaution can prevent - such distressing events from occurring.
But under what very, different circumstances was the Pegasus lost ? Here
we learn that this old established steamer, with an experienced Commander,
was wrecked upon a rock , the position of which was well known, and during
fine weather and a smooth sea, and that out of fifty -six persons, only five or
six were saved, and that too by their own individual exertion and fortitude !
The distressing circumstance is remarkable, and deplorable, but cannot
create wonder, since it appears that she was provided with only two boats
common boats, and these not sufficiently large to carry half the number of
persons that were on board ! Is “ anybody" to blame ?
The fact would seem to be that the desire of profit is so pressing, as to absorb
all other considerations, for we find in almost all cases that very slender means
had been provided to insure the safety of the passengers or crews, and this
will continue until some legislative measure binds down the owners to furnish
efficient means for the security of life.
In my humble opinion, if the following plans were adopted, there would at
least be a greater chance, as far as human means are available, of saving the
lives of the passengers and crews of such vessels.
1st. All steamers should be formed into compartments, the divisions water
tight.
2nd. A certain space iu the bow, and in the run , should be closed in and
rendered air and water tight.
3rd. All the boats should be safety boats, and every convertible article should
be rendered capable of being used as a float orlife-buoy.
4th . Steamers are built with a flush deck - if, however, they were provided
with a top - gallant forecastle, as it is called, and a small poop abaft, both fitted
so as to be easily separated from the bulwarks, when necessary, they would
serve with little additional preparation as rafts.
It would be saying too much, perhaps, to assert that a steamer ought not to
be lost, as so much depends on the skill and abilities of the Commander ; but,
there is no question that, with the advantages she possesses over a sailing
vessel, she has it much more in her power to avoid being placed in a dangerous
situation than a ship, whilst her machinery is perfect , and her fuel unex .
pended .
It would appear that very little was to be gained by the ill-fated steamer
passing through the Fairway, where the fatal Goldstone is situated, the passage
outside the Farne Islands being only a little longer and clear of dangers.
X.
 NAVAL CHRONICLE . 631

Loss of the COLUMBIA STEAMER .

It is with deep regret we record the loss of the Columbia steamer, which was
unfortunately wrecked on the rocks of Seal Island, in a dense fog, on Sunday,
the 2nd of July. The Margaret, a spare steam vessel belonging to the Boston
and Halifax Royal Mail Steam Packet Company, arrived at Liverpool on
Sunday evening, at half-past nineo'clock, under command of Captain Shannon
(late of the Columbia ), bringing the mails and the greater part of the passen
gers. At the time of the Columbia's departure for Boston, the wind was from
the southward with moderate breezes and thick weather. At 8h. P.m. of that
day the fog became dense with a calın sea, and so continued. The ship pro
ceeded on her voyage without any material occurrence until the 2nd when she
suddenly struck upon a rock or ledge at a quarter past 1 p m. At the time
when she struck she was proceeding at the rate of about ten knots an hour;
the sea was perfectly calm and the fog very thick. There was the usual watch
on deck and look -out in all parts of her. There was not the slightest appearance
or intimation of danger one moment before she struck . She ran upon the
ledge and settled down to about midships. The captain and crew when she
first struck, considered she had run down a fishing boat in the Bay of Fundy,
no one had any idea that she was near any land, or liable to any danger from
rocks or ledges .
After she had grounded, it was ascertained that she was ahead of the pilot's
reckoning, owing to the extraordinary indraught of the currentsand tides into
the Bay of Fundy . The fishermen who boarded the ship on her taking the
ground, allspoke with astonishment of the extraordinary indraught then pre
vailing, and all who knewthe navigation declared that for somedays previously
it had been greater than for any time for many years. Immediately the ship
struck, signal guns were fired, which after some time were answered from the
shore, and at about four o'clock p.M. a boat hoarded them from the Seal Island.
It was then ascertained that the rock, or ledge, on which the ship had struck
was called “ The Devil's Limb, " and was situate about a mile and a quarter
from the shore, and nearly the same distance from the lighthouse. The dis
tance was about 150 miles from Halifax , and it was about high water when she
first struck . Instantly on the vessel striking , the chain cables were hauled aft,
the coals thrown overboard, and every exertion was made to lighten the ship.
An anchor was carried out in order, if possible, to get her off , but all was in
vain. She was firmly fixed on the ledge about mid -ships, and from soundings
it was ascertained that at this time there was upwards of 27 feet of water at
her stern .
At aboutfour P.M. the passengers were, with their baggage, landed on the
Seal Island . For some time after the ship struck, she was found not to make
more water than could be easily got rid of by two pumps, but on the day follow
ing a gale sprung up with a heavy sea, which caused her to back upon the
rock and bilged her, and the water then flowed into her and out of her with
the tide. On the 3rd inst. the packet brig Acadian, on her passage from
Boston to Halifax, spoke the wreck , and information was forwarded on by her
to the agents of the company at Halifax, who instantly despatched the Margaret
to convey the passengers and mails. On Tuesday moruing, the 6th , the Mar
garet arrived at the wreck, the agent of the company being on board, and im
mediately took all on board, with the exception of some of the officers, pilot,
and crew of the Columbia, who were left with the wreck for the purpose of
saving any of the materials. When the captain left her she was lying bilged on
the rock, a complete wreck, and without the most remote prospect of her being
moved. The Margaret left Halifax on the 9th inst, at half -past five, and has
made the voyage in 13 days, stopping at Cove of Cork one day for a further
supply of coals. She has brought upwards of sixty passengers.
 632 NAUTICAL NOTICES.

THE SELECT COMMITTEE ON SHIPWRECKS.

On Monday the select committee appointed to enquire into the shipwreck of
British vessels, and the means of preserving the lives and property of ship
wrecked persons, issued their first report, in conformity with the order of the
House of Commons. The report enters very fully into those points which more
especially relate to the security of British shipping,and the committee, upon
which, amongst others, are the names of Sir C. Napier, Admiral Dundas, ' sir
H. Douglas, Captain Pechell, Captain Plumridge, Captain Fitzroy, Captain
Gordon , Mr. Gladstone, and Mr. Baring , report that the loss of British ships
during 1841, 1842, and 1843, as compared with those lost in 1836, 1837, and
1838, so far as could be ascertained from the returns registered at Lloyd's, bas
been less during the former then during the latter period, more especially as
regards timber -laden ships and the lives of the crews employed. There has been
a reduction in the loss of ships in each year of from 56 to 23, and a saving of
200 lives of seamen . In only one instance do they find a recurrence of those
horrible cases which occurred in previous years, where the crews of ships were
reduced to the necessity of existing on the remains of their comrades. The
committee consider that no ship is sea worthy when her deck is lumbered with
cargo, and recommend an extension of the act of Parliament prohibiting the
future deck - loading of ships. The report recommends the propriety of an en
quiry being instituted by Government as to the necessity of introducing an act
for placing all steam vessels, carrying passengers, under the superintendence of
Government inspectors. The committee lay considerable stress on the necessity
for appointing competent masters, mates, and pilots, for constructing efficient
light-houses and beacons, and carefully revising the charts now in use. They
recommend the immediate attention of Government to the construction of
harbours of refuge, but offer no decided opinion as to the use of the floating
breakwater, though they suggest that such national works, when constructed,
should possess the advantage of having powerful batteries. T'imes.

NAUTICAL NOTICES .

FALSTERBO Light.-We perceive by an advertisement that the alterations

alluded to in previous notices of 15th of April, and 4th of October of last year,
have been carried into effect in this light, which since the 24th of June last
became a fixed light. It also appears that a light vessel with two lights will
be stationed at the outer extreme of the reef off Falsterbo Point, an addition
to the lights of that coast, which will contribute greatly to the security of
Baltic Navigation.

Calmar Sound. — The Royal Swedish Administration, has notified that four
buoys will be placed in the Calmar Sound, at the spot where formerly stakes
were driven , viz., Nycket, a red buoy, E.N.E. 1,300 ells of the easterly Swino
land Point ; at Oswall, a white buoy, about 1,300 ells west of the northerly
end of the Ship or Wharf Holmes ; near the Torno Cliff a white buoy, about
1,059 ells, S.S.E. : E. of the town_rampart corner ; near the Castle Ground
(Skansgrund ) a red buoy, 350 ells E. A S. of the south - west rampart corner of
Grimskar. On all those buoys iron poles with names are attached and so
painted, that where before a stake with a broom was placed, the buoys are
red , and where there was only a simple stake, white.
The before mentioned bearings are by compass. The stakes, if no contrary
orders are given, will , at the close of the navigation, be every year removed ,
and in the spring be replaced .
 NEW BOOKS . 633

Dock Committee.- At the meeting on Thursday there were present Messrs.

Sands, (chairinan,) Boyden , Bulley, Holmes, Evans, Chilton, Holt, Smith,
W. R. Sandbach , Tobin , Bold, Ripley, Moore, and Middleton. The Marine
Surveyor reported that, in conjunction with his assistant, Mr. Jones of the royal
navy, he sounded the bar of the Victoria Channel on the evening of the 11th ,
and morning of the 12th inst., being tides of seventeen feet two inches by
Holden's Liverpool Tide Table . The examination indicated a depth of thirteen
feet in the morning, and twelve in the evening, increasing from six to twelve
inches in depth towards the western side. The weather was calm ,and the water
perfectly smooth on both these experimental occasions. The Liver buoy ten
der was anchored on the shallowest part of the bar during the whole period.
The City of London derry steamer, a vessel drawing 12 feet of water also passed
through the channel at dead low water on the 12th ; and also No. 1 pilot-boat,
and several other vessels, at low water on the evening of the 11th. The depth
obtained at low water, from corresponding tides in 1839, was twelve feet, as
deduced from a mean of many observations made at that period . From a tide
register, kept at the Liverpool Docks, it appears the tide of the 11th inst, was
eight feet below the sill at the Old Dock , and that of the 12th seven feet four
inches. A copy of the above was ordered to be sent to Capt . Bevis , agent to
to the Mail Packets, for the inforınation of the officer conducting her Majesty's
Mail Packet Service here. The committee then proceeded to the consideration
of financial matters, and soon afterwards adjourned . — The Liverpool Times.

New Books .

Tue Closing Events OF THE CAMPAIGN IN CHINA ; the operations in the Yang
tse -Kiang . - By Capt. Granville G. Loch, R.N. - London : Murray, 1812 .
( Continued from p. 571. )
“ Malcolm met the delegates on board the Blonde, this afternoon , for the last
time. He told them to inform the Imperial Commissioners that Sir Henry would
be ready for a conference to -morrow , on board the Cornwallis, and thatthe day
after he would return their visit within the walls of Nanking. To this latter
arrangement they, in evident trepidation , instantly objected, alleging as an
excuse, that they could not depend on the forbearance of the Tartar troops, all
of whom were exasperated against us for former defeats, and might do us harm ;
that if, on the other hand, we were accompanied by a strong guard, say 1000
men , an ebullition of feeling might excite a collision, and thereby effectually
destroy the present promising appearance of a peaceful and lasting arrangement
of all our difficulties; so this question is left for the present in statu quo.
“ 19th, the auspicious day has at last arrived when , as the Chinese say, “ the
powerful of nations are to meet and exchange the fiery eye of vindictiveness for
the smile of kindness, and the red hand of hostility for the white wand of
amity.
“ Between 11 and 12 A.m. the quarter-deck of the flag -ship presented an un
usual glitter ; gay uniformsof blue and scarlet in their first freshness, after
months of veiled brightness, had superseded the honest habiliments of service
dye. A captain's guard was under arms, life lines on the yards, and the little
Medusa steamer off the canal-all to do honour to our expected visitors. Three
guns, the Chinese royal salute , were to be fired upon the embarkation of the
Commissioners from the wharf, and at the month of the canal Commander
Richards, of the Cornwallis was stationed to take them from their unwieldy
conveyance to the Medusa.
“ The guns at last announced the long expected moment, and we could some
ENLARGED SERIES. ---NO , 9.-VOL. FOR 1843 . 4 M
634 NEW BOOKS.

times see, between the trees and houses, banners, streamers, and silk umbrellas
waving about as the boat floated down the stream .
Getting into the steamer, shod in their thick Tartan boots, was to them a
service of danger, and which caused considerable delay . At last they paddled
up and came alongside, from the steamer in the Admiral's barge.
“ The yards were manned, guard presented arms, drums beat, band played ,
and the Plenipotentiary, between the two Commanders-in -chief, received Ke
Ying, Elipoo,and Neu-King, the viceroy of the two Yeing provinces, and com
mander -in - chief of all their armies.
“ A number of subordinate officers and attendants, besides three or four man
darins whom we knew, from having been brought in contact with them at
Chusan and Ningpo, followed in their wake. They presented in their flowing
robes a lively contrast to our close fitting, and ( I think ) ungraceful dress.
“ After a few of us had been presented, the authorities entered the Admiral's
cabin, and were ushered to a large sofa, placed to face forwards, so that they
might see every body and every thing. Sir Henry sat on the left, the Chinese
seat of honour, the General on the right, and the Admiral as the host, I think,
next to him . Tea, coffee, wine, sweetmeats, and cherry brandy were handed
round, the last of which they greatly appreciated.
“ As this was merely intended to be a visit of ceremony, no questions relative
to future arrangements were mooted.
“ Ke - Ying evinced considerable interest in all he saw, although he never tres
passed on good breeding, or forgot what was due to his dignity, by asking
questions. Elipoo, who was upwards of eighty, appeared fatigued, and his
countenance bore a sad expression of mental suffering, which is not to be won
dered at, poor old man , considering the many misfortunes and heavy displea
sures of his Imperialmaster, that had arisen to him out of his intercourse with
us. Neu -King sat without showing any outward or visible sign, beyond an
occasional smack of satisfaction after each glass of cherry brandy.
“ The General was as loquacious as on the first occasion that I saw him , and
pretended a great interest in, and examined with a critical inquisitiveness, every
thing appertaining to the art of war. The band elicited very great attention .
The attendants outside were not so well mannered as their masters; they be
cametroublesomeand familiar, after their short - lived bashfulness had worn off.
“ The Commissioners, at the Admiral's invitation , walked round the various
decks ; and I was somewhat amused to see the men , to make their messes look
the smarter, had decorated the shelves with small jos images and a few other
articles of choice taste that they had picked up in their perambulations. Well
might the Chinese have exclaimed with Samson
“ O indignity ! O blot
To honour and religion .”

“ But they acted the wise part of " laissez faire,laissez paser ;" and even their
noisy train were by humbled vanity recalled to a temporary sense of decorum .
“ No very marked interest was shewn for anything but the music, which sur
prised me the more, as both Sir John Barrow, and Lord Jocelyn particularly
mention their apathy and want of taste for harmony.
“ They left the ship as they came, and highly pleased at their reception .
“ 22nd. The day appointed to return the visit of the Commissioners, who
were to receive us in the temple where we first met their delegates.
“ At 10h. A.M. about forty boats shoved off from different ships, full of
officers of both services, all dressed in their full uniforms.
“ The Admiral's barge containing the Plenipotentiary and the two Comman
ders-in- chief took the lead. The others followed as they best could . Vast
numbers of Chinese lined the banks of the canal, and accompanied us in their
punts. We landed at a wooden jetty thrown out for the purpose, and passed
under a bamboo gate decorated with a few red flags.
“ When our authorities stepped on shore three guns were fired, to announce
 NEW BOOKS . 635

their arrival to the Commissioners ; they then entered sedan chairs , and were
escorted by subordinate mandarins to the temple. About a dozen other chairs
were in attendance, and to them a charge was made by officers of all ranks,
resembling in dignity and activity that which the members of the House of
Commons occasionally make into the House of Lords, when they are summoned
there to hear an address from the throne. The younger, and consequently the
junior officers gained the day.
“ The Commissioners received Sir Henry Pottinger and the Commanders-in
chief at the entrance of the court-yard , and led them between ranks of unarmed
Chinese soldiers, clothed in new uniform , while the Plenipotentiary's guard of
honour, formed of the grenadier company of the 18th Royal Irish, and drawn
up in front, presented arms. The band of the same regiment struck up
Garryowen ,” while the penny-trumpets and hurdy- gurdys of the Chinese,
were in full force ; but the drummer with the big drum , who had an ear for
music, took care we should not hear a single note of the tune they played.
“ The large apartments were prepared , and tables spread with piles of sweet
meats, chairs placed in the form of a horse-shoe stood round the tables, while
the centre ones, occupied by our chiefs were elevated above the others. Our
vanity prompted us to think that the Chinese could not feel much humiliation
at having been conquered by the description of nen they this day saw before
them ; there were upwards of one hundred and thirty officers, besides the
guard, which was worthy of the distinguished regiment it belonged to.
“ This visit passed off in the same manner, as the first : namely in drinking
tea, asking questions, and making complimentary speeches.
“ The rooms were hung with festoons of embroidered cloth, round horn
lanterns, as large as half hogsheads, made of one entire piece * prettily painted,
and decorated with strings of beads, and hung from the roof. The floors were
carpeted with red drugget, and the tables and chairs covered with scarlet cloth ,
richly embroidered with silk .
" The numerous mandarins were plainly dressed, which caused an enquiry
on the part of the Envoy, and apologies from the Commissioners, who asserted
that the rapid dance we had led them prevented their carrying an extensive
wardrobe. This could not have been true, as they travelled by water, and
brought with them large establishments.
“ 23rd. The Chinese are gaining confidence, and abundance of bullocks have
been, by request, sent to the fleet; they are fatter, and apparently of a finer
breed , than those we ourselves have at different times procured.
“ 26th. This was the day fixed upon for the interview between Sir Henry
Pottinger and the Commissioners, to discuss and finally arrange the conditions
of the treaty .
“ The Plenipotentiary and his suite, consisting of Major Malcolm , Dr.
Woosnam, Messrs. Morrison , Gutzlaff, and Thom , (the three interpreters,) be
sides Mr. Eastwick, ( a friend of Sir Henry's,) and myself, proceeded in the
Admiral's barge up the canal to the appointed landing place, where we were
met by a detachment of Tartar cavalry, and a number of mandarins of rank .
Horses provided by the artillery were in waiting, as also the Envoy's guard
of honour.
“ Sir Henry landed under a salute of three guns, and a band struck up which
set one's teeth on edge. The horse artillery admirably mounted upon Arabs,
preceded the Plenipotentiary , while silk gowns and shaggy ponies offered a
striking contrast to our fine fellows. We entered the first gate we came to,
opening to the north -west, and passed for about a mile up a long street leading
to the southward, after which we turned to the left, and, lastly, to the right
into the street where the large government building appropriated to the inter
view, was plainly observable from the numerous flags and mandarins in front
of it.

The separate pieces of horn are consolidated by the action of heat .

636 NEW BOOKS .

“ Without dismounting, Sir Henry was conducted up the long enclosed

entrance of the outer court, and up the steps of the second (a royal honour) to
the door of the third, where the Imperial Commissioners were standing,
surrounded by their high officers and functionaries. We were received with
much dignified courtesy, and conducted through several rooms and passages
of this immense house, into the chamber of audience, a square apartment,
partitioned by a horseshoe railing, loaded with sweetmeats of every description.
The tables and chairs were covered with crimson drugget. The bottom of this
room opened into a court which was canopied by a chequered silk awning.
“ A more tolerable band than we had yet heard commenced, as we sat down ,
a tune resembling a pibroch, and continued to play throughout the repast.
Young white-buttoned mandarins handed round tea, hot wine, and sweatmeats,
while a conversation upon general subjects was maintained between the Com
missioners and Sir Henry , through the medium of the interpreters.
“ Numerous patties of minced meat, pork, arrow root, vermicelli soup, with
meat in it, pig's ear soup, and other strange dishes, were served in succession,
in small china and silver basins, and in proportion to our various capabilities
in making these messes disappear, we seemed to rise in the estimation of the
beholders. But human nature could not support this ordeal long, and, as a
coup de grace, Ke-Ying insisted upon Sir Henry opening his mouth while he
with great dexterity shot into it several immense sugar plums. I shall never
forget Sir Henry's face of determined resignation ,after he found remonstrances
were of no avail; nor the figure of Ke-Ying, as he stood planted before him ,
in the attitude of a short-sighted old lady threading a needle, poising the bonne
bouche between his finger preparatory to his successful throw .
“ After this the tables were cleared and business commenced.
“ The demands, written in both languages, were again read ; and, with the
exception at first of a slight demur at our detention of Chusan as a guarantee
until the full payment of the 21,000,000 of dollars, and a wish to exclude Foo
choo - foo from free trade, were unanimously agreed to. The Commissioners
were made perfectly to understand that the final settlement of the tariff, resi
dence of English families in the various towns and their vicinities, the future
management of commerce through our own consuls, and the entire abolition
of the Hong monopoly, were points only delayed in consequence of the time it
would require to discuss their minutiæ in detail, but that they were of such
vital importance that, if when they were broughtforward, any procastination or
refusal should occur, it would effectually interrupt the amity so auspiciously
commenced between the two empires.
“ None of the critical examination into phrases or expressions, so keenly
canvassed and suspiciously viewed by European diplomatists, occupied a mo
ment of their attention . All their anxiety, which was too powerful to be con
cealed, was centred upon the one main object. our immediate departure ; in
consequence, almost in the same breath with their assent, they requested the
Plenipotentiary to remove the ships away from the canals, and to send them
down to the river. To this the Envoy replied that, upon the treaty being
signed , the blockade would be removed, and when the last dollar of the first
instalment of six millions was paid , every town and fort within the Yang. tse
Kiang would be delivered back into their hands,
“ Sir Henry then remarked, that as every difference was satisfactorily arran
ged , he was anxious to say a few words on a subject, the great cause that pro
duced the disturbances which led to the war- he meani the trade in opium .
When this wastranslated, they unanimously declined entering upon the subject,
until Sir Henry assured them he did not wish to speak of it but as a topic of
private conversation. They then evinced much interest and eagerly requested
to know why we would not act fairly towards them , by prohibiting the growth
of the poppy in our dominions, and thus effectually stop a traffic so pernicious
to the human race. This, he said , in consistency with our constitutional laws ,
could not be done ; and he added , that even if England chose to exercise so
 EDWARDS' PRESERVED POTATO . 637

arbitrary a power over the tillers of the soil, it would not check the evil so far as
they ( the Chinese) were concerned, while the cancer remained uneradicated
among themselves, but that it would merely throw the market into other
hands.
" It, in fact ,' he said, ' rests entirely with yourselves. If your people are
virtuous, they will desist from the evil practice ; and if your officers are incor
ruptible, and obey their orders, no opinim can enter your country. The dis
couragement of the growth of the poppy in our territories, rests principally
with you , for nearly the entire produce cultivated in India travels cast to China ;
if, however, the habit has become a confirmed vice, and you feel convinced that
your power is inadequate to stay its indulgence, you may rest assured your
people will procure the drug in spite of every enactment; would it not, therefore
be better at once to legalise its importation , and, by thus securing the co- opera .
tion of the rich , and of your authorities, from whom it would ihus, no longer
be debarred, thereby greatly limit the facilities which now exist for smug
gling.'
" They owned the plansibility of the argument, but expressed themselves
persuaded that, their Imperial Master would never listen to a word upon the
subject.
“ To convince them that what he said was not introduced from any sinister
wish, to gain an end more advantgeous to ourselves, he drew a rapid sketch of
England's rise and progress from a barbarous state to a degree of wealth, and
civilization unparalleled in the history of the world, which rapid rise was prin
cipally attributable to benign and liberal laws, aided by commerce, which con
ferred powerand consequence. He, then , casually mentioned instances of
government having failed to attain their objects by endeavouring to exclude
any particular article of popular desire ; tobacco was one of those he alluded
to ; and now that it was legalised , not only did it produce a large revenue to
the crown, but it was more inoderately indulged in in Britain than elsewhere.
" Mr. Gutzlaff, a perfect master of the Chinese language, was the interpre
ter, and performed his part well. The Commissioners and surrounding manda
rins seemed greatly interested.
“ The Plenipotentiary also said, that he thought it probable that, upon the
return of the treaty from England, an envoy might be deputed to Pekin , and he
wished to know if he would be received with satisfaction and proper respect.
“ Ke - Ying immediately replied with earnestness that, he was sure the Em
peror would be very glad to receive an embassy, and took that opportunity to
express his sorrow at the treatment Lord Amherst had met with, which he
stated was caused by the machinations of a corrupt setof ministers then in office.
Shortly after this we took our leave, and , when Sir Henry mounted, another
salute was fired from two rude iron bars, hooped together, and planted perpendicu
larly on their breech . The crowd was greater than upon our approach, but
silent and orderly.
Elipoo, who appeared very weak and unwell during the conference, re
quested Dr. Woosnam to prescribe for him . It appeared that, added to old
age, he was suffering from violent attacks of fever, ague, and the liver ; and
from these he desired to be speedily relieved. The doctor said he would pre
pare medicines if a messenger was sent to the ship with us, to take them back .
Accordingly a mandarin of the nanie of Chang, a notorious drunkard, was
ordered to accompany us."

Edwards' Preserved Potato . - When this article was first shown to us, we
were of opinion , that when its qualities became known, it would acquire an ex
tensive sale ; and we have much pleasure in stating that it is ordered to be used
by the Hon. Company's Troops, and is also sanctioned by the Army Medical
Department, and II.Ň. Colonial Land and Emigration Conimittee. - See Adver
tisement.
 638 PROMOTIONS AND APPOINTMENTS .

ADMIRALTY ORDER.
Admiralty, May 31st, 1843. as if they had been borne on the list for victuals
Muchfrom
arisen difficulty and supernumeraries,
disposable inconvenience having only, and
when ments . not to be furnished with Pay Docu
embarked for Foreign stations, being borne in It is however to be distinctly understood, that
the ships conveying them to such stations as disposable supernumeraries who may be in
supernumeraries, for wages as well as victuals, debt at the time of embarking for Foreign
all disposable supernumeraries for general ser Service, beyond the amount of the two months
vice are in future to be borne as supernume advance to which they are entitled, are not to
raries for victuals only, until they reach the ship make allotments ; and in filling up vacancies
in which they are to be entered as part of the in the complements, either of theships in which
complement , except in cases of Men desirous they may take a passage, or in any of the ships
to allot a portion of their pay for the main on the station to which they are destined , per
tenance of their families on shore, which dis ference is always to be given, when practicable,
posable supernumeraries only are to be borne to such of the supernumeraries as have made
on the list for Wages and Victuals of the ship allotments, and their names, and the ships to
in which they embark for Foreign Service , to which they are appointed, are to be immedi
enable them the better to accomplish that ately reported to their Lordships for the infor
object ; and, when such disposable supernu mation of the department of the Accountant
meraries, who may have so alloted part of their General of the Navy.
pay, shall be discharged to the ship the com By Command of their Lordships,
plement of which they are to join, they are to SIDNEY HERBERT .
take their original entry in the same manner

PROMOTIONS AND APPOINTMENTS .

[ From the Naval and Military Gazette.)
PROMOTIONS . Brenan to Hydra - J. G. Williams to
Eurydice-J . Smith to Inconstant.
COMMANDER - A . Vyner. SECOND -MASTERS - H . M'Ausland to
Inconstant-J . Thomas to Albert.
APPOINTMENTS . ASSISTANT SURGEONS-L. Urquhart,
and J. Andrews to Camperdown -- H . R.
CAPTAIN-Sir S. Roberts, Knt . , CB . , Banks to Victoria and Albert - C , Cran
( 1815 ), to the out.pension of Greenwich dell, first appointment to Haslar Hospi.
Hospital. thl — W . H. Slogget to Penelope - J.
COMMANDERS-- A. Vyner to Wolf - C . Ward, first appointment (act.) to Caledo
0 , Hayes (1839) to Driver - H . B. Young ain— R . P. Chapman to Wilberforce - F.
( 1837) to Hydra - H . Bagot, ( 1838) to Morgan first appointment (act .) to St.
Wasp — A. Shade to Naval College-C. Vincent - W . Fasken , first appointment
J. Walton ( 1839 ) to Alert . to Plymouth Hospital –W , J. Domville
LIEUTENANTS — D . Woodruffe (1828) to Eurydice - H . Peacock to Chatham
to Victoria and Albert - A . T. Freese Dockyard - M . Burton, M.D., to Albert
( 1812) and E. Franklin ( 1825) to Con N. B. Alexander to Alert - W . Dunbar
way - H . Stokes ( 1842) to Penelope- C . to Skylark .
Knighton (1841), J. N.T.Saulez ( 1841 ) MIDSHIPMAN -J . H. Wilson to Eury
and A. Anderson ( 1842) , add. to Win- dice.
chester - H . F. Elliot ( 1842 ) add . to Illus VOLUNTEERS 1st Class_W , B. Urm
trious — A . P. E. Wilmot ( 1840) to be ston to St. Vincent - W . J. V. Baker and
flag -lieutenant to Vice -Admiral Sir W. W. Peterson to Penelope.
Parker - C . W. Bonham ( 1843) to Volage PurseR -- D . Crow to Hydra .
- W. B. Willis and T. C. Meheux to CHAPLAIN -J . W. Dickson to Mada
Alert - M . B. Cockcraft (act . ) to Albert gascar.
C. J. Walton ( 1840) , F. J. Diggens and CLERK— T. Ellard to Hydra .
D. R. B. Mapleton ( 1837 ) to Incon
stant- B . Woolcombe ( 1841 ) to Talbot Coast GUARD .
MASTERS - J . Pascoe to Alert - F , H ,
Niblett to Hydra.
Appointments - Lieut. C. G. Clarke to
Mates - H . Phipps to Albert - M . B. Shanklin - Lieut. H. J. Jones to Dart
Dunn , C. T. Cerjat, C. P. St. John, G. mouth - Lieut. E. M. Hogge to Burn .
Hancock , A , G , West, T. P. Coode, H. ham .
B. King , J. S. Mann to Naval College Removals . — Lieut. T. Hungerford to
A. D , Gordon to Ilustrious. Rathmullen - Lieut Knox to Osmeath
SURGEONS— J. Prior to be Deputy In- Lieut G. S. Penfold to Port Redford
spector of Hospitals and Fleets , in charge Lieut. J. Cambell to Rickham --M , M.
of the Naval Hospital and Royal Marine Annis , chief officer, to Penorth , Cardiff
Corps at Woolwich - G . Doak to Alert- Mr. J. N. Wordsworth to Boscastle.
J. Edwards to William and Mary- P.
 639

MOVEMENTS OF HER MAJESTY'S SHIPS IN COMMISSION .

AT HOME . In dock-Prince Regent, Bellerophon ,
Athol , Fox, and Bee steamer ,
ALERT, 10 , commissioned at Plymouth AT SPITHEAD , Prometheus, Modeste.
Aug, 2nd by Com , C. J , Bosanquet . AT PLYMOUTH ,—In harbour,-Cale
Castor, 36 , Capt. C. Graham, July donia , San Josef, Alert and Persian.
26th left Portsmouth for Plymouth, 1st, In the Sound - Pilot, and Maitland
Aug. sailed for China, transport.
CONWAY, 26, Capt. R. Fair, July 23rd
sailed for Cork, from Portsmouth . ABROAD .
Crocodile, 26, paid off at Sheerness.
Dee , st. v. , Mr. Driver, Aug. 2nd air , DUBLIN, 50, Capt. J. J. Tucker, 13th
at Plymouth from Halifax, 5th sailed for April at Valparaiso.
Woolwich , FORMIDABLE, 84 , Capt. Sir C. Suli
FISGARD, 42 , July 16th left Plymouth van, 6th July in the Tagus .
for South America, Gorgon , ( st. v .) Capt. Hotham , 21st
Hecate, st. v . , Com . H. Ward , 7th May at Bahia, 28th at Pernambuco.
Aug. arr, at Plymouth from Lisbon, and GROWLER , Com . C. H. M. Buckle ,
sailed for Woolwich . 28th May at Pernambuco ,
Hermes, st. v. Lieut, W. Carr, Aug. Lily, 16 , Com . G , Barker, 14th May
6th , left Plymouth for West Indies. left Simons Bay for a cruise.
INCONSTANT, 36, Capt . C. Freemantle MALABAR, 74 , Capt. Sir G. Sartorius,
July 31st paid wages and sailed for July 24th at Gibraltar from Cork.
Cork , Rose , 16 , Com . Sturt, July 14th , arr.
Iris , 28 , Captain Munday, July 30th , at Halifax from Cork ,
arr . at Portsmouth from Africa, August SAMARANG , 26 , st. v . Capt. Sir E. Bel .
15th paid off. cher, C.B. May 7th , left Simon's Bay
Modeste, 18, Com . Baillie , Aug. 19th for China.
arr, at Spithead from Sheerness. Spiteful, st, v. Com. W. Maitland ,
PERSIAN, 18, Com . Eden , Aug. 5th, May 21st , left Rio, for China ,
arr, at Portsmouth from Africa, paid off. Thunderbolt, st, v. Com , G. N.
Racer , 16 , Com . A. Reed , July 30th Broke , May 16th , arr. at Table Bay from
at Plymouth from Cork , Aug, 4th , sailed Simon's Bay, 17th returned ,
for South America . Winchester , 50, Capt . C , Eden , 15th
ResistaNCE , 42 , Com . G. E. Patey, May left Simon's Bay for the Mauritius .
July 29th , left Cork for Quebec, MALTA , Aug. 5,-DISTRIBUTION OF
Talbot, 26 , Capt. Sir T. Thompson , THE MEDITERRANEAN FLEET.--In Malta
July 14th arr . at Portsmouth . harbour, the Queen , 110, bearing the
VANGUARD , 80, Capt. Sir D , Dunn , flag of Vice -Admiral Sir E. W. C. R.
July 31st arr, at Plymouth from Lisbon Owen , the Commander-in -chief ; Ceylon ,
to be paid off. receiving ship , bearing the flag of Rear
Volage, 26 , Capt . Sir W. Dickson , Admiral Sir L , Curtis, second in com
July 14th arr. at Portsmouth , 31st sailed mand and superintendent of Malta Dock
for Cork . yard ; Monarch , 84 ; Hecla ,war steamer ;
Volcano , st. v . Lieut..com . C. J. and Acheron , steam packet. At Lisbon ,
Featherstone, Aug. 2nd arr, at Ports- the Formidable , 84. At Gibraltar, the
mouth from Coast of Africa , Indus, 78. Al Cadiz, the Malabar, 10.
WARSPITE, 50, Capt, Lord John Hay , At Carthagena, the Scout, 18 . At Bar
July 18th arr. at Cork. celona, the Medea war steamer, and
AT PORTSMOUTH -In harbour , -St, Locust, steam tender. At Marseilles,
Vincent, Victory, Excellent, Talbot, the Alecto steam packet. At Corfu, the
Eurydice, and Virago , Echo, Confiance, Magicienne, 24 .
and Fearles steamers .

DEATHS .
At Brislington , August 26th , Capt. J. At Cold Harbour , Gosport, August
Miller , RN. , who was a lieutenant in the 2nd , Mrs. Larcom , relict of the late Cap
Queen in Lord Howe's victory on the 1st tain J. Larcom , RN ,, Commissioners of
of June, 1794 , aged 83 , the Island of Malta , aged 82 years .
At Redruth , Cornwall, Retired Capt.
C. Bennett, Rn . , aged 68 years.
 610

METEOROLOGICAL REGISTER.
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory,
From the 21st of July, to the 20th of August, 1843 .
Month
.Day k
.Day
Wee

FAHRENHEIT WIND.
BAROMETER . THERMOMETER ,
In the Shade. WEATHER .
Qua ter. Streng.
9 A.M. 3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.
In.Dec In.Dec 0 0 0
21 F. 29.71 29.76 61 65 55 67 W W
22 s. 29.85 29.78 62 62 55 63 W SW 4 be qbc
23 Su . 29:50 29:48 56 58 53 60 NW NW 6 bem or (3
24 M. 30.03 30.10 55 61 46 62 NW NW 3 qbcp 2) bcpthr (3)
25 Tu . 30.18 30.22 56 61 65 NW NW 2 be O
26 W. 30-26 30.28 65 73 51 74 SW SW 1 0 0
27 Th . 30.10 30:00 62 69 57 NW 2 0 bc
28 F. 30:03 30.05 62 69 56 69 NW W or (2 bcp (3
29 S. 29.80 29.74 66 57 70 SW bcm od ( 4
30 Su . 29.67 29.70 60 SW 6 go
68 53 69 W 6 qo
31 M. 29.82 29.90 58 65 51 68 W NW 2 2 qbc bcp 3)
O bc
| Tu . 29.98 29.96
60 68 50 W SW 3 4
2 W. 29.80 29.70
63 61 50 SW S bc be
3 Th . 29.62 5 be od (3
63 57 52 70 SW SW
29.64
4 F. 29.58 29.60
60 66 55 67 SW SW qdc gbcphrt (3)
5 s. 29.80 29.90 qbcp (3)
6 Su. 29.94
60 67 52 68 NW W
61 69 52 70 NW W
30.04 b 2) bc
7 M. 30.26 30.25
69 69 50 71 SW SW 1 bep 1 ) qbc
8 Tu . 30.28 68 77 60 78 SW
30.26 2 2 bc be
9 W. 30:14 69 78 60 80 SE
30.08 2 2 bc bcm
10 Th . 30.04 30.12
59 63 58 65 N bcm bcm
11 F. 30.25 30:30
56 69 48 70 0 0
12 s. 30.27 62 73 51
30.26 b b
13 Su. 30.25 30.22
60 73 51 b bc
14 M. 30.09 30.05
66 76 60 NE bc b
15 Tu . 29.97 29.94 NE SE be b
67
better
62 NW SE 1 bcm
16 W. 30:02 67 68 61 69 NW SW
30.06 bctlhr (4
17 Tb . 3013 30.13
63 76 57 77 SW NE 1 go bc
13 F. 30:15 30.09
66 81 60 82 NE of
19 S. 29.88 29.82
70 82 59 83 E E 1 bcf b
20 Su. 29.72 29.74 E 3 3 b b
68 67 63 70 S SW 2 0 bcp (3
AUGUST- Meanheight of the Barometer 29-969 inches ; Mean temperature = 62•1 degrees ;
depth of rain fallen– 2:55 inches.
NOTE. — August 9th , in the evening and night incessant brilliant lightning played along the
horizon towards the north and east.

TO OUR FRIENDS AND CORRESPONDENTS.

We have not seen the letters alluded to by Capt . SULIVAN . The nature of their
contents would be quite sufficient to exclude from our pages such productions
as that, the copy of which he has sent us.
Fair Play is informed that we have nothing to do with the case he mentions,
but that he may record any good services of any person , on any occasion , in this
journal .
The Wanderer's passage will be found in our July number . p. 433 . We are
equally obliged to her captain.
CAPTAIN MILLER's observations at Nagore received .

Hunt, Printer, Carlislo - street, Maida - hill,

 641

DIRECTIONS FOR THE YUNG - KEANG , OR NING - PO RIVER .

THE Tabea, or entrance to the Yung-Keang, is divided into three

channels by the islets called Triangles in Thornton's chart of 1703 .
The first danger in the southern channel is a rock which is covered
at half tide , lying N. 70° E. from the summit of the eastern Triangle
2 } cables distant. If the inner Triangle or Passage Island be kept
open of the south point of the outer one , this danger will be avoided .
Having passed the east point of the outer Triangle keep it and also
the middle Triangle close on board , to avoid a sunken rock with 8 feet
water on it, which lies in mid- channel to the southward of the latter.
When on the rock a small islet eight miles to the westward of Chinbae
is in line with the foot of the High Bluff beyond it.
Then steer to pass a cable’s length to the eastward of the inner
Triangle,which must not be approached nearer than half a cable, or passed
further than a cable and a half, and keep for the foot of Chung-paou
or Joss - house hill, taking care that the tide does not set you over on
the southern side of the river, where the two fathoms bank is five cables
from the shore. The Chung-paou or Chinhae side is steep to, and good
anchorage in three and a half fathoms will be found under the hill
outside the stakes .
The second channel or that between the middle Triangle and the
Inner, or Passage Island ,“is perhaps the best, ( where all are bad and
should not be attempted , especially at spring tides , without a pilot or
local knowledge . )
A mud spit extends westerly from the middle Triangle 1 } cable
which will be avoided by keeping the Joss- house on the hill ( Chung
paou ) open of the west point of Passage Island . Then steer as before ,
so as to pass one cable to the eastward of Passage Island :
The channel between Passage and Chung-paou point is the broadest
but has only two fathoms at low water. The only danger is the Tigers
tail (Hoo -wei- tseao) which is a half tide rock lying rather more than
one cable N. 40° W. from the highest part of Passage Island . When
on it, Peaked Islet (a small islet on the south side of the river opposite
to Chung -paou ,) is in line with River Hill , (a remarkable brown peak ,)
bearing S. 16° W.
The river is staked across from immediately under the Joss -house
hill to Peaked Islet, through which there are two passages one of which
is close to the latter ; the other, which is in the centre of the river is
better. Sunken junks will be found on each side of the opening to the
southward of the stakes .
From Chinhae ( which will be seen on the north side of the river
immediately you are passed the Joss -house hill ,) to Ning- po the distance
is 11.4 miles by the river, which is nearly straight, all the beaches
except one , lying to the southward of west, and it has an average width
of two cables. Keep a mid - channel course , and if drawing more than
thirteen feet, wait for half flood, as in one or two places there is not
more than two and a quarter fathoms at low water.
At the city the river separates into two branches, the one taking a
N.W. and the other a S.b.w. direction . The latter is only one cable
ENLARGED SERIES.No . 10 ,-- VOL . FOR 1843 . 4 N
642 DIRECTIONS FOR THE YUNG - KEANG ,

wide , and is crossed by a bridge of boats , one quarter of a mile above

the junction . A spit extends off each point, at the entrance to the for
mer , which passes close to the city walls, and has a depth of from 2A
to 6 fathoms in mid - channel.
The Joss-house at Chinhae (Chung - paou ) is in lat. 20° 57' 8 " N. , long.
121 ° 43' 6 '' E.; variation 0° 57' 30" easterly 1841.-High water at full and
change 11h . 20m. Rise and Fall 12 feet 6 inches.
The best watering place at Chinhae is on the south shore , eastward
of Peaked Islet. At Ning - po the river is fresh at the last part of the
ebb.
( Signed ) RICHARD COLLINSON , Commander .

[ The banks of this river are so low that dykes are very necessary ;
the whole region with the exception of long ridges of sterile hills, is
highly cultivated. It was the time of wheat harvest , and all the people
were in the fields, cutting their corn , which this year amply repaid
their labour. Even in houses of the peasants we remarked more
comfort and neatness than in the parts we had hitherto visited . To a
mandarin boat which had come up with us, we gave a report of our
ship, and passed on undisturbed towards Ning-po, situated about eleven
miles up the river. The noise of junk building , and the large quan
tities of timber which were piled on both sides of the stream , announced
the neighbourhood of Ning -po. The people looked very disdainfully at
us, and repeatedly called out hih -kwei, - black devils ” . In the middle
of the city the river divides into two branches , neither of which has
fresh water .
The junks here were larger and more numerous than at Fuh-chou .
While in search of the principal office, we passed a broad street , well
lined with the most elegant shops , which even exceed those at Canton
European manufactures, as well as Chinese , were here displayed to
much advantage . Mirrors and pictures also, with the most splendid
silks , embellished and decorated the scene .
We were shewn to the office of the Che - heen , a magistrate of a small
district, several of which make a Foo. Our names were noted down ,
the particulars of our voyage inquired into, and this , as well as all the
other accounts, delivered in writing. As soon as we had duly reported ,
the Che -heen, who was an elderly man , and wore a white button, came
out, and offered to introduce us to the Che - Foo. We followed him at
some distance amidst a numerous crowd , and finally came to a large
hall with many books, destined for the examination of the lowset gra
duates , the Sew-tsae . The police runners belonging to this office are
very numerous, but by no means kept the people in order , who thronged
the passage , and could not be prevailed on to leave their stations.
The Che - Foo a stout man , of a very pleasing countenance , with a
blue button , soon made his appearance . Mr. Lindsay formally deli
vered his petition. He begun immediately to read it ; and after having
finished it, he turned towards us and said, “ This matter deserves our
attention ; we ought to deliberate upon the subject . In the meanwhile
I shall provide you with a lodging and board, don't you think this is
right." Upon receiving answer in the affirmative , he immediately
 OR NING - PO RIVER . 643

ordered his servants to conduct us to our lodgings. Wecrossed a floating

bridge, and arrived at the Cang-kung, Fuh -keen hall .
This was an extensive building, with spacious rooms, adorned with
Chinese pictures and idols. A very sumptuous supper was served up
in the evening, and every attention shewn us to make us comfortable.
We were fully sensible of this uncommon degree of kindness, and
made no remarks upon the dirty room where we were to pass the night .
In front of it were different idols , all gilt ; one of them was inscribed
with the name of the Emperor , and received his regular supply of
incense with much more attention than his neighbours .
May 27th - During the whole night, the vociferating crowds had never
wholly left us. To-day they re-assembled, and were not less anxious
to satisfy their curiosity , than yesterday , yet they observed decorum
towards us, and one hint from us would silence the most clamourous
crowd . Several merchants made enquiries after the prices of our mer.
chandise . Some of the inferior officers asked us what were the coun
tries bordering on our territories in Asia, and how far our power
extended . We were upon the point of going out to view the city, when
we received a visit from several mandarins , both military and civil .
Two of these were Turkomans by descent, and Mahomedans by profession .
Ma, one of them , was a tall man , with a blue button , and had passed
some time at Macao and Canton . He was a very intelligent man, well
acquainted with the customs of foreigners, and versed in all the diplo
matic arts of mandarins . The mandarins in general are exceedingly
iguorant of all the concerns of foreign countries which are either not
immediately under the sway of the celestial empire, or bordering upon
it. They were astonished to hear that our Indian possessions were
separated only by forests and mountains, from the Chinese province of
Yunnan , and could scarcely believe that we were so near them . Ma ,
however waived these topics of petty alarms, and entered into a full
discussion upon the European powers which traded to China . He referred
to Arabia and Persia as the cradle of Mahomedanism, and tried to repeat
some Arabic phrases to shew his adherence to the system of religion
which was delivered in that language . He was ample in his praise of
European character, highly extolled the advantages of a trade with
them, and frequently addressed the other mandarins upon the subject,
with true Persian flattery, and empty Chinese compliments . Yet his
conversation was most interesting, and would have been valuable, but
for being intermixed with too palpable adulation . We received appa
rently the niost cordial farewell of the mandarins, who ,whilst we were
going to the long boat, came down towards the river, and bowed as long
as we were in sight. The people, who by this time had read our
“ pamphlet " on the English nation , were highly gratified with such an
exhibition , and showed us the utmost attention .
We bought several articles from the shops, inquired after others for
exportation , and answered all the numerous questions of the natives .
Returning by a circuitous route to our boat, we came to the city wall ,
a very massive structure, but overgrown with weeds , and in a state of
decay. We had here a view of the whole city . In extent it may vie
with Fuh - chow, and in population is not inferior to many of the large
trading towns of Europe . It surpasses anything Chinese which we
644 HOW TO MAKE USE OF A HURRICANE .

have yet seen , in the regularity and magnificence of the buildings, and
is behind none in mercantile fame. The Portuguese traded to this
place as early as the sixteenth century. They found here a ready
market for European products , and they exported hence to Japan a
great amount of silk . After being once expelled they renewed it again ,
and other European nations participated with them in the trade, till
the extortions became so great as to limit the foreign merchants to
Canton. The English East India Company maintained a factory here
till the last century .
Whilst we were at Ning- po we received a list of the ships which had
formerly been at this port. They seemed to be very numerous, but at
the present time no traces of the foreign trade are to be seen , though
the old people retain still a faint remembrance of the foreigners. Here
the celebrated Jesuits from France, near the end of the seventeenth
century , landed and obtained permission to settle in Pekin . Two of
them became the constant attendants of the Emperor Kang-he, in all
his travels, and were the partners of his dangers in the Tartarian war.
What great results might one have expected from such an opportunity ,
both to benefit the highest personages in the Empire , and to impart to
the people the blessings of Christianity .
In these hopes we have been greatly disappointed . Instead of intro
ducing the reign of truth, they created intrigue ; in lieu of pure religion ,
they spread popery. Though possessing the greatest talents, they never
devoted them simply to the glory of their Saviour ; they never employed
them in giving to the benighted heathen , in their own language, the
blessed Gospel of our Lord Jesus Christ . This is truly lamentable,
that they should bestow such labours, encounter such sacrifices, and
defend their tenets with such heroism, to found an earthly religion which
confers few blessings in this life , and leads to a doubtful eternity. In
offering these sentiments, there is no design to depreciate their talents,
or to vilify their religious zeal ; but it is the language of deep regret
to see the salvation of the soul neglected amidst the best opportunities
of securing it ; and the most trifling ceremonies predominate over the
eternal welfare of men , which should have been the prime object of
their operations . But to return ,
Highly delighted with the hospitable reception we experienced, we
attributed it to the influence which the perusal of our little tract had
had upon the natives. Crowds of people were collected at the beach
to give us a kind farewell, whilst mandarins of all ranks vied with
each other in their expressions of friendship. - Gutzlaff

HOW TO MAKE USE OF A HURRICANE .

[ The following instance of the advantage of an acquaintance with the

iheory of circular storms , affords us much gratification in recording ;
as it at once shews a practical proof of the correctness of the theory , as
 HOW TO MAKE USE OF A HURRICANE . 645

well as how to turn it to account, and will, we trust, induce seamen

generally to make themselves familiar with it.
Moulmein, March 8th, 1843 .
DEAR SIR.-I am happy to have it in my power to contribute another
mite on the subject of tropical storms, which, if your listis not full, you
may think of sufficient value for publication in the Nautical Magazine,
as it shews that these terrific phenomena like other mighty agents of
Nature, may be turned to beneficial account, if perfectly understood ,
and cautiously dealt with . I cannot omit to say in the present instance,
that your little blue book has given me all the knowledge of these storms
that I possess, where they are explained in an easy and inviting way,
that every one can comprehend , unlike many other works where inter
esting scientific knowledge is found surrounded by such a labyrinth of
rocks and shoals, in the shape of hard words, that the very sight of
them makes a person's blood freeze.
In October last year I was lying at anchor in the roads of Nagore,
in lat . 10° 50', on the Coromandel Coast, and my next destination being
Madras, had the prospect of a beat of fifteen or twenty days against
wind and current to reach that port, when a friendly storm came on ,
and did the job for me in two days, nor was this altogeter unexpected,
for this coast is frequently visited by a hurricane about this season , and
I had made up my mind beforehand what to do in case of its coming
on . It is believed whether correct or not, that the storms in the Bay
of Bengal , seldom reach so far south as Ceylon, and my position being
only a little farther north than that Island, I supposed, and in this in
stance correctly, that I would be on the southern verge of the storm .
With that view I wayed as soon as I had satisfied myself of its approach
and steered to the northward for the purpose of getting a firm hold of
it, which fully answered my expectations, by the wind increasing rapidly
when I had on only, or , just as much I could manage under the close
reefed top -sails ; I ran off before it to the north -east, turning round the
circle more northerly as the wind veered , and in 30 hours from starting,
had Madras lying before me.
This hurricane did considerable damage to the ships within its influ
ence , five wrecked and two totally dismasted at Madras; two lost and
others damaged at Pondicherry , besides it is to be feared many native
craft, several of which I saw during the storm flying in all directions
in a forlorn plight, few having any canvass left.
Yours & c. ,
J. H. MILLER ,

Extract from the Log Book of the “ Lady Clifford " at Nagore ; Sunday
October 23rd , 1842.
During this day it blew a fresh gale at north, the sky clear and weather fine,
bar. 30:05, towards evening a thick cloud or bank gathered at north -east, and
a long swell set in from that quarter; at 10 P.M. the whole sky was overcast,
and the barometer began to fall, at midnight the wind decreased and drew
round to the north-west, the land wind ; swell still increasing, sky overcast but
not looking bad ; bar. 29.90.
616 SUGGESTIONS TO BOAT- BUILDERS.

H. K Course. Wind . Bar. Monday, October 24th, 1842.

1 29.90 A.m. light wind from the land, sky overcast but fine.
29.85
Daylight same weather, cloudy, but fine appear
ance, excepting the thick bank in the north -east
quarter which grew larger and darker, and the north
6 20-85 east swell still increasing ; not liking the appear
7 ance of the weather, wayed, and at 7 A.M. stood to
831 N.N.E. W.N.W. sea; bar . began to rise, wind freshening at westward.
94 N.E.E.N 10h . wind increasing to a gale, reefed the sails
105 130.00 and made snug .
116 N.E. West At noon it blew a whole gale and a drizzling rain
127 W.S.W. 30.00 came on , the weather looking stormy, but bar. still
18 high ; a little after noon bar. began to fall rapidly,
28 gale increasing
381 S.W.
48 29.70 4h.gale very severe, could just steer before it with
58N.E.b.N difficulty under close reefed top sails sheeted half
68 S.S.W. home, courses furled and topgallant masts on deck .
78 N.N.E 6 h. rain ceased and the sky broke into clouds, bar.
88 South 29.80 began to rise, 8 h. less wind, sky clearing.
918
107 S.S.E. Midnight wind abating fast, out close reefs and
117 set foresail, weather looking fine.
127 S.E. 29.90

Tuesday, October 25th ,

116 N.N.E. S.E. A.m. fresh gale and cloudy weather.

26
316
416 4h . out all reefs, set jib and mizen .
56
Daylight strong breeze, squally and showery.
E.S.E.

103 North East Noon light breeze, setled we'ther, occasional sho'rs
113 No observations.
1123 During the latter part of this day the wind fell
very light, and on the following day it was nearly
calm all day.

SUGGESTIONS TO Boat -BUILDERS . - By Lieut . W. H. Church , R.N.

In all clinch -built boats a chafing batten is attached to the bilge , which
batten is generally about finch in thickness. Now by making it of
harå wood or elm , and an inch and a half thick, and cutting open spaces
in it just sufficiently large and long enough to admit all the fingers of
a man's two hands, as shown in the sketch annexed at 1 , 2, 3 , 4, a ready
means is afforded to a boat's crew in case of capsize, either to right
the boat, if the sea be smooth , or to hold on by, or in case of the boat
 ON THE MARINERS' COMPASS. 647

maintaining an inverted position , of getting on her bottom . An objec

tion was at first made to it, that it would impede the boat's way ; but
we find in practice that such is not the case, as she can successfully
compete in pulling with some of the fastest boats here . As the battens
are in the line of the column of water to be displaced , the openings
can afford no extra resistance. Should a boat thus fitted be capsized,
the men at each side laying hold of this , and putting their feet on
the landing of the gunwale streak could mount on the bottom with
facility.
I have also thought that if two or three auger holes were bored
through the keel close to the garboard streak , near the middle of the
boat , as at a , b , c, that they would be handy in case the people got on
her bottom, to reeve a handkerchief or cravat through, the ends of
which being tied together into a grummet, would enable a man to
hold on securely by . The most experienced boat- builders here say , that
it would not weaken the keel .
A capsized boat is an unhandy affair , and may hap these simple and
cheap appliances might at least render her much more manageable,
and give the people confidence.
Would it not be useful to exercise the boat's crews of ships in the tro
pics or in warm weather, in the evening after quarters occasionally ,
in capsizing and filling their boats, and then systematically righting
them, stationing the men as if at a gun ? They could exercise righting
her, baling her out Krooman fashion, or making a grummet of their
handkerchiefs through the battens, resting with it under the armpit
thus.

ON THE MARINERS' COMPASS:-By Mr. W. Walker, Master R.N.

(Continued from p . 595. )
The following may be stated as Magnetic axioms or principles easily
demonstrated to be true by experiment, viz :
1st . The loadstone has two permanent poles , either of which will
attract iron , or steel, not rendered magnetic .
2nd . The poles of the same name or kind in different loadstones,
repel each other, but poles of an opposite kind attract each other ; thus
the north pole of one loadstone will attract the south pole of another ;
but, the north poles, will repel each other, as well as the south poles.
618 MR . WALKER , R.N., ON

3rd . The loadstone communicates a permanent magnetism to steel ,

and a transient magnetism to soft or cast iron.
4th . The poles of the loadstone communicate (by touch ) magnetism
to steel , of an opposite kind to their own . Thus, if the north pole of a
magnet touch one end of a steel bar, the end of a bar thus brought in
contact will be a south pole, and the other end a north pole .
5th . Steel bars rendered magnetic by the loadstone, become them
selves magnets, and are capable of rendering other bars magnetic.
6th . The attraction and repulsion between magnets , whether natural ,
or artificial, whether transient or permanent, are equal and mutual .
7th . If a magnet be cut into two or more parts, each part will be a
perfect magnet , with a north and south pole . But the magnetic force
of any magnet will not be so great as the combined magnetic forces of
all its parts, after division .
8th . The magnetic attraction or repulsion exerted between two mag
nets, (or between a compass needle and any piece of iron) is not im
peded diverted or lessened , by the interposition of any substance whatever
( iron excepted ). If, for example , an iron gun were stowed in the bottom
of a ship’s hold , and a cargo of the most solid materials were stowed
above it, the magnetic action of the gun upon the ship's compass, in the
binnacle would be precisely the same as if nothing had intervened be
tween them .
9th . Hard steel retains magnetism longer than soft metal, and the
harder it is made the better for retaining magnetism .
10th . If the north ( or south ) poles to two equal and similar magnets
be kept in contact, their magnetism will ultimately be destroyed , but
if their opposite or contrary poles be kept in contact, their magnetism
will be retained .
11th . If a steel bar be delicately poised on its centre of gravity, and
then touched by a magnet, the bar or needle will arrange itself in the
direction of the magnetic meridian , and in the direction of the magnetic
dip . Thus , in England it would point magnetically northward , and
downward, about 70 degrees from the horizontal plane.
The following facts are of much importance to seamen, as they relate
to that kind of magnetism which has been named “ Inductive," that is,
not strictly of a permanent nature, although exerting the same kind of
influence upon the Mariners' Compass, as a permanent magnetism would
exert .
12th. The earth is magnetic, and gives direction to magnetic needles ;
it has a north and a south pole , and since magnetic poles of opposite
names attract each other, the north point of a compass must be a south
pole, because it is attracted by the north pole of the earth and vicé
versá .
13th . If an iron sphere, or any regular or irregular solid of soft iron
be imagined as cut by a plane, at right angles to the magnetic meridian,
but in the same direction as the magnetic dip, and if this plane be again
cut by another imaginary plane passing through the centre of gravity
of the iron , and at right angles to the dip, this last plane will seperate
the solid into two magnetic hemispheres, where will be found north
and south polarity and a magnetic equator. If the solid be an iron
 THE MARINERS' COMPASS . 619

sphere it will represent a minature world , with its magnetic poles, and
if it be of considerable size, will control a small pocket compass when
held near it . This magnetism is received from the earth and will
hereafter be more fully explained .
14th. If an iron bar, bolt, or plate, be suspended by a small thread ,
or by any other means, so that one end shall dip (in England ) at an
angle of about 60 or 70 degrees from an horizontal level, the iron
although not previously magnetised , will come to rest in the plane of
the magnetic meridian ; its lower and north ends pointing nearly in
the direction of the magnetic dip .
15th . If a piece of soft, wrought, or cast iron , be taken and held
nearly parallel to the piece above mentioned , and if the upper end of
one piece be made to approach the lower end of the other piece, an at
tractive force will be developed ; but if the upper ends , or the lower
ends of the two pieces be brought near together a repulsion will take
place . These pieces (as well as all others) are magnetic by induction
from the earth, and will act upon each other, as well upon a compass
needle as magnets .
16th . If we place a long bolt, or bar of soft iron , in a perfectly hori
zontal position, and at right angles to the magnetic meridian, or in an
east and west direction ; and if a delicate compass be placed near the
end of the bar, the compass needle will not be disturbed. But , if the
further end be raised but one degree, the south point of the needle will
be attracted . If the further end of the bar be lowered a little, the north
point of the needle will be attracted and the south point repelled in
north magnetic latitude , and vice versa in the southern magnetic
hemisphere .
17th . If a small delicate and sensitive magnetic needle be allowed to
settle in the direction of the magnetic meridian, and if a long straight
bolt or bar of soft iron be laid in a north and south direction , with one
of its ends near to the centre of the needle, and either east or west from
it, the south point of the compass needle will be attracted by the north
end of the iron ( in England ) and the north point, by the south end of
the iron . If the end of the iron which is farthest from the magnetic
equator, and nearest to the magnetic pole be raised till the compass
needle returns to the true direction of the magnetic meridian, the axis
of the iron will then be at right angles to the direction of the magnetic
dip, or, in the plane of the magnetic equator, and by the application
Gunner's quadrant, ( or any other machine for measuring angles,)
the angle made by the direction of the axis of the iron, and the vertical
will be found equal to the magnetic dip in all parts of the world , and
the angle made by the iron , from a horizontal level will be found equal
to the complement of the dip.
18th . If we take a freely suspended or delicately poised compass
needle , and allow it to come to rest in the direction of the magnetic
meridian, either pole of the needle will attract and be attracted by any
part of a small piece of soft iron , such as a small nail : but if a larger
piece of iron be used , say an iron bolt, the inductive terrestial magnet
ism which the iron receives from the earth , will control the compass
needle, and by its position will either attract or repel the needle. Where
the iron is small, the permanent magnetism of the needle controls it ,
ENLARGED SERIES.-- NO . 10 , -- VOL . FOR 1843 , 4 o
650 MR . WALKER , R.N. , ON

but when the iron is large in quantity, its inductive magnetism will
control the permanent magnetism of the compass needle.
19th . The induced magnetism with which all articles of iron is satu
rated , is received from the earth , and the polar axis or line supposed to
join the two magnetic poles of any article of iron , not permanently
magnetic , is parallel to the direction of the magnetic dip .
20th. Since iron is magnetic by induction from the earth and polar
ised by position with reference to the direction of the magnetic dip,
therefore any change in the direction of the ship's head, or any altera
tion in her angle of inclination , whether in its direction , or its amount,
will be accompanied by a change in the polarity of the iron contained
in the vessel, aud by a change in the amount or direction of the local
attraction , and its influence on the steering compasses.
The Magnetic Dip is really an element of far more importance in
Navigation than has been imagined . The dip changes with the latitude ;
it is actually a measure of the magnetic intensity of the needle, and an
index to the inductive magnetic polarity of the iron within a ship, as
well as every where else . In high latitudes, seamen find that the upper
and under sides of articles made of iron greatly affect their compasses ;
it is because the dip is also great, and the earth's magnetism greater in
high latitudes than near the magnetic equator. But upon the magnetic
equator itself, the polarity of iron and its local attraction do not vanish ;
the polarity of the iron only coincides with the earth's polarity , but the
iron will still continue to act on the compass under a new form . If it
were possible to sail round the world on a great circle passing over the
magnetic poles, the dipping needle would perform a complete revolution
in a vertical circle, and the transient magnetic polarity of the iron in
a ship would also perform a revolution along with the dipping needle .
The dip, then , not only onght to be known and recorded on our charts ,
but ships should be furnished with means for finding the dip in long
voyages.
We have seen that almost every substance experimented on , has been
found susceptible of a transient magnetic state by induction, and that
the earth itself gives out magnetism of its own kind to solids separated
from it . Without having recourse to delicate experiments by refined
apparatus , the induced magnetism of iron is evident to the senses by the
rudest machinery, or even without any apparatus at all . Pieces of
wrought or cast iron act on each other, as magnets act on each other,
exhibiting all the phenomena of attraction , repulsion , and magnetic
conduction ; and these metals may be made either to control a mag
netic needle, or be controlled by it, in a variety of ways. This view of
magnetism has not been entertained by philosophers, because they have
never been in possession of a sufficient number of experimental facts.
We shall however put our nautical readers in the way of satisfying
themselves on these points, by means of materials used in their ordinary
vocation .
Iron , when long exposed to the atmosphere , or action of water, gets
covered with rust ; the outer surface being converted into an oxide of iron ,
the magnetic properties of the metal undergo a change. When spindles
of capstans, weather-cocks of buildings, & c. , remain long in a fixed
latitude , and in a fixed position , the oxidation of the metals and the
 TIE MARINERS' COMPASS . 651

magnetic action of the earth, communicate to the iron something like a

permanent polarity ; that is to say, a very considerable time must elapse
before the iron will part with the magnetism it had acquired in its
previous position .
Iron vessels furnish an illustration of this kind of magnetism . If an
iron vessel's keel be laid down in , or near to the direction of the mag
netic meridian , the time she may remain on the stocks , the processes of
hammering and clenching of the materials together, will in some mea
sure communicate a magnetism to the vessel of a semi-permanent cha
racter. For example, if tbe north end of an iron vessel , when on the
stocks be found to attract the south point of the compass, after the vessel
is launched and moored in an east and west direction , it would be pro
per to moor such a vessel in a direction opposite to that in which she
was built (and for a long period of time) before the magnetism acquired
in building would disappear. Attention is directed to this subject ;
those who intend to sail iron vessels should see to it.
If ships had continued to be built almost entirely of wood , their local
attraction would never have been noticed ; but the melals now enter
largely into the formation of modern ships, and their compasses are
proportionally affected. If the compass indicate a wrong course, and
we steer by it, we run the ship into darger or actual destruction . It
is surely, then , the duty, and the interest of all those who have any
thing to do with ships, to acquire some knowledge of practical magnet
ism , and more especially of seamen to learu the principles of their com
pass, how they may guard against its errors , and shape a course with
more confidence, and less risk , than those can possibly do who may
continue to jog on in the old way , preferring to remain ignorant of
causes that so materially influence their reckonings or endanger their
lives.
We now proceed to give experimental proofs of our fundamental
principles of practical magnetism :
It is necessary to bear in mind that all experiments made with iron ,
in order to exhibit its inductive and changeable magnetic polarity ,
should be made with iron of uniform quality throughout its mass, -iron
that has been re- manufactured is unfit for the purpose, because it may
contain pieces of old files, chisels , and fragments of old steel, which
might retain magnetism in a permanent form . We should therefore
select for our experiments, new iron, that has been derived from the
Ores, and manufactured by an uniform process by machinery ; that is
to say , drawn out, or rolled so as to be of uniform density, and of regu
lar form of bolt, bar, or sphere , &c.
Fig. 1 . Experiment 1st.
Take a piece of bolt or bar iron, a foot or more in
length , and let it be suspended by a small thread ,
with an inclination nearly equal to the angle of the
Magnetic Dip . When the twist of the thread (if it
have any ) has been got rid of, the bar will come to
B rest in the direction of the magnetic meridian , with
its lower end towards the nearest pole of the earth ,
and its upper end towards the magnetic equator.
652 MR. WALKER, R.N. , ON

Take now a second piece of iron B (Fig . 1. ) and hold it nearly

parallel to the suspended piece A , with the upper end of B, near to the
lower end of A , and it will be seen that an attractive magnetic force
will be exerted. But if the upper end of B , be brought near to the
upper end of A , (as in Fig. 2. ) a magnetic repulsion will take place.
Fig. 2.
In this experiment it is evident that the mag
netic action of the two pieces of iron upon each other
or upon a compass needle is in every way similar to
the action that takes place between two natural or
B artificial magnets. The magnetism of the iron is
due to its position with reference to the direction of
the magnetic dip of the place, and it will be found
that by changing the position of the iron , by turn
ing its ends , the polarity of the iron will be changed in it.
Experiment 2nd.
Suspend a bar of soft iron with an inclination equal or nearly equal
t the angle of the magnetic dip, and allow it to come to rest, ( fig. 3.)
Fig. 3.
then if a cast iron shot or shell be brought near to either
end of the bar , an attraction will be manifest; that is
to say , whether we bring the upper hemisphere of the
shot near to the lower end of the bar, or the lower hemis
phere of the shot near to the upper end of the bar, an
attraction will take place between them : because , here
B we present poles of opposite kinds, but it is not pracli
cable in this experiment, conveniently to exhibit a repul.
sion ; a repulsion may however be shewn, by bringing the shot near to
the upper half of the iron bar, but this requires some experience in the
operator.
Experiment 3rd.
If we take a large shot or shell of new metal, and free from rust,
and tie a coloured thread round it so as to represent a greatcircle, in
fact, so as to divide it into two hemispheres as A , B , ( Fig. 4.) then let
another thread C , D , circumscribe the shot in a direction at right
angles to A , B , so as again to divide the ball into two hemispheres.
Fig. 4.
Then place the sphere upon the horizontal
B line S , N , with the plane of the circumscribing
thread C , D, vertically and at right angles to
the magnetic meridian N , S ; let the shot be
rolled backward till C , D, becomes parallel to
А. the dip, and it will then be found that the cir
cumscribing thread A , B , has divided the cast
S
Niron ball into two magnetic hemispheres, where
C is a north and D a south pole . If now a small and delicate mag
netic needle be applied, it will be found that every part of the ball
below the thread A , B , will attract the south point of the needle, and
repel the north point , and all the upper hemisphere will attract the
north point of the needle and repel the south point .
 THE MARINERS' COMPASS. 653

Here we have an exemplification of the local attraction of the iron

in a vessel . The magnetism developed by the shot , and which it
receives from the earth , is precisely of the same kind as that of a gun ,
a tank , knee, or pig of ballast. The line C , D, corresponds to the mag
netic dip of the place , and indicates the position of the magnetic poles
of the iron , the shot ; and in fact every other thing has a magnetism in
it , and there is no such thing as magnetism without magnetic attraction
and magnetic repulsion . Magnetism is compounded of attraction and
repulsion ! The intelligent mariner will now begin to see how it is
that in these latitudes the north point of his compass is drawn forward
by the iron in his vessel ; he will observe that the upper part attr cts
the north point, and because all the iron is generally before the compass
and also below it. The north point of the compass card , which is a
south magnetic pole , must necessarily be drawn forward , so long as the
nearest parts of the iron in the vessel continue to retain the same kind
of magnetism that the northern parts of the globe retain .
Experiment 4th.
The magnetic dip being of much importance , we now proceed to shew
how it may be found without that expensive, and not over correct in
strument the Dipping needle .
Take a small delicate magnetic needle screened from the action of
the wind- (a good pocket compass answers very well ) and place iton
the ground , or on a table where there is no iron to affect it . When
the needle has settled in the direction of the magnetic meridian a rod
of pure iron , about 3 feet in length an inch in diameter, and perfectly
straight may then be laid in a north and south direction, with one end
within a couple of inches of the compass, and at the same height as its
pivot ; the rod will be found to derange the needle. Let C be a small
pocket compass placed on the north and south line S , N , and let R be
Fig. 5 . an iron rod provided for the pur
R pose of finding the dip of the
needle ; the rod R, when laid in
the direction of the line S , N, its
end at S , will attract the north
point of the compass needle, but
N if the north end of the rod be
raised as in the figure, the compass needle will return to its former
position ; and if the north end of the rod be raised still higher, the south
point of the compass needle will approach it. Let therefore the north
end of the rod be raised , so that its south end will neither attract nor
repel the compass needle, nor disturb it from pointing in the direction
of the magnetic meridian,—the axis of the rod will then be in the plane
of the magnetic equator , and consequently the magnetic dip will be at
right angles to it ; that is to say , the angle N , S ,R, is equal to the com
plement of the dip, and the angle R, N , S , is equal to the dip itself.
These angles are easily measured by common aparatus without a spirit
level, or, even without the line S , N , being a horizontal level. A sector,
or a protractor and plumb line applied to the rod R, will shew at once
the angle it makes, with a vertical line ; -a gunner's quadrant would
at once measure the angle of the dip . The dip then may be found by
654 THE MARINERS' COMPASS.

the ordinary means possessed by seamen , namely, by a compass, a bar

of iron , and a plumb line . The principle is sound , and the application
to any extent of accuracy , may be readily contrived by instrument
makers who know their business .
Experiment 5th .
In order to shew bow iron may , by its inductive property , either
control, or be controlled by a steering -compass, let a steering - com
pass be placed any where out of the influence of masses of iron . Take
any number of pieces of iron of different sizes, from a small nail up to
a large spike or bolt. Now , according to Experiments 1 , 2, and 3 ,
these nails are each , inductively , magnetic from the earth by position .
Take a small nail , and hold it vertically near the north point of the
compass , the lower end of the nail being at the same height as the com
pass needle. The nail, instead of repelling, will attract the north point,
because the needle converts the nail , for the time being, into an induc
tive magnet, and controls the earth's inductive magnetism . Change
the small nail for a larger, and as you increase the size, you will at
last find a certain sized piece of iron that will controul the compass
needle, by the induced magnetism , received from the earth . Hence we
infer that, although each and every piece of soft malleable iron is mag
netic by induction from the earth, yet the quantity of magnetism
which the earth imparts to a small nail , may be cancelled and con
trolled by a magnetic compass needle, although the natural quantity
of magnetism which the earth may communicate to a larger portion of
iron , may control the compass needle, and either attract or repel it
according to its position , with reference to the direction of the magnetic
dip , and the poles of the needle.
If an iron rod or bar be placed in an east and west direction from the
centre of a compass needle, and in an horizontal position , it will not
disturb the compass, nor will the needle be affected by it ; but a rod or
wire so placed will conduct inductive magnetism to the compass.
Experiment 6th .
Let C , ( fig. 6 ) be a magnetic needle,
mounted on a pivot in the box B , and
let WE be an iron rod laid in an east
Fig. 6 and west direction , and close to the box
B ; the needle C will not be disturbed
by the iron rod W E ; but if another
piece of iron V , be held in the direction
B of the magnetic dip , and brought into
to
contact with the further end of the
horizontal iron W E, its magnetism will
be conducted to the compass needle C , even if W E be several feet in
length . If the piece V be raised a quarter of an inch from W E, and
again be brought in contact , the needle will oscilate , thereby proving
that the iron rod W E is a better conductor of magnetism than atmos
pheric air .
This is an important fact, because great magnetic energy may arise,
and influence a steering compass, from arrangement of the iron in a
vessel . If, for example, a merchant vessel had a cargo of iron in her
 TIDES AND CURRENTS OF THE OCEAN . 655

hold , or , even iron tanks , steam boilers , or cylinders so stowed in the

hold , as to be in contact with an iron knee, or, iron truss, bolted to
the ship's side, and running upwards to the upper deck beams, such a
piece of iron , being in contact with large masses of metal in the hold ,
would conduct or transfer the magnetism from below, and would cer
tainly derange the magnetic needle , and cause the compass to indicate
a wrong course !
It is on this principle of magnetic conduction that separate pieces of
iron , when brought into actual contact, act magnetically as a single
mass. The water tanks in a ship- of - war , if stowed in actual contact ,
will act on the compass , as if a single tank of the same size as the agregate
number of small ones in the hold occupied their places . But if the
tanks be kept separate by thin slices of board , then each separate tank ,
&c . , will retain its natural quantity of inductive magnetism , and the
place of its poles will change with the motion of the ship.
( 7o be continued. )

REMARKS ON TIDES, AND THE PREVAILING CURRENTS OF THE OCEAN

AND ATMOSPHERE : - By W. C. Redfield.
[Read before the American Philosophical Society at their Centennial Meeting ,
May 27th , 1843.]

The summary remarks and suggestions which follow , relate chiefly to

the systematic currents the ocean and the atmosphere ; and were
drawn up on short notice in the summer of 1838 at the request of a
gentleman attached to the U. S. Exploring Expedition ,* and were
designed for reference, correction , and verification, by the scientific
observers of the Expedition .
The views thus submitted I had derived , in previous years, from
somewhat extensive examinations of the observations which had been
made by voyagers and travellers in different seas and countries, and
they are offered without any array of particular references to the
numerous facts and observations from which they have been derived .
This course was adopled, on that occasion , as being the least laborious,
and because it was the undoubted design of the observers of the expedi
tion to subject all general views and theories to the test of direct obser
vations.
As a substitute , however, for those specific observations from which
my results had been drawn , I delineated on maps and charts which
were furnished me for the purpose, not only the general outlines or
courses of the systems of general winds and currents which I had found
to prevail in the Pacific Ocean and other seas, but also, some of the
particular observations by which in my view , the existance of these
currents had been established . These maps, seven in number , were lost
by the unfortunate wreck of the Peacock , near the mouth of the Column
bia River.

James D. Dana, Esq . , geologist of the expedition.

656 MR . REDFIELD ON TIDES AND

It is not my design to bestow further labour upon this extensive

subject till the observations and results of the expedition shall have
been published. But as observations on meteorology and the cognate
branches of terrestial physics may have been more limited in the expe
dition than I could have had reason to apprehend , particularly in the
Atlantic, I venture now to lay before the Society my unfinished memoir
of that period , even without those specific delineations which would
have been afforded by the lost maps, which I have not yet attempted to
reconstruct .
I proceed now to the remarks which were addressed to the gentlemen
of the expedition .

The preparation and departure of the Expedition fitted out by the

government of the United States for the scientific examination of dis
tant seas and countries, naturally awakens feelings of interest and ex
pectation in the American public, as well as among the friends of sci
ence, in this and other countries. In such feelings the writer of these
remarks fully participates, and the opportunities for useful observation
which the Expedition is likely to afford , on various natural phenomena
which have engaged his attention, may, perhaps , justify the following
statements and suggestions, addressed to those who are to conduct the
movements, and perform the scientific labors of the expedition .
The instructions which have been drawn up by Sir J. F. W. Her
schel , for observations in meteorology , and by M. Arago, for the dis
covery vessel , the “ Bonite , ” together with the reports which have been
made to the U.S. Naval Lyceum by its committee and other distin
guished individuals, with direct reference to this expedition, have pre
sented many important topics of investigation .* There are still,
however, some points of interest and importance which seem to deserve
more particular notice.
Indeed , the subjects of natural science which invite the investigation
of the expedition, are too numerous and important to be easily ex
hausted .
Of Tides. — The valuable labours of Professor Whewell and Mr.
Lubbock have greatly enlarged our knowledge of the tides ; owing
chiefly to the fact that these gentlemen have followed the method of
direct induction from actual observations, made at different localities .
To the directions given by Professor Whewell for obtaining the correct
establishment, or true time of high water at the full and change of the
moon , nothing more need be added .
It is a question of some importance, however , if it be not already
determined, whether the main tidal wave of the North Atlantic be
derived directly from the great Southern Ocean, as Professor Whewell
supposes, or , whether it mainly follows a circuit of revolution , north of
the equator, around an elongated axis or neutral position, situated in
mid ocean , soniewhere between 18° and 26° north latitude, as had been
suggested at an earlier period . +
A like question arises in regard to the tide - waves of both the North
* See Naval Magazine for January , 1837, vol. ii , p . 64, el seg .
† See note in Silliman's Journal for Oct , 1833 , vol . XXV , P. 132 .
 CURRENTS OF THE OCEAN . 657

and South Pacific. The inquiry is therefore presented , whether the

tidal wave in the North Pacific Ocean does not move in a circuit ,
around a central position not greatly distant from the Sandwich Islands,
the wave moving westerly in mid ocean in the intertropical or equato
rial latitudes, and easterly in the higher latitudes ; and whether įhe
tide - wave of the South Pacific does not follow a like course, around a
central point or position at or near Tahita or the Society Islands . If
this view of the course of the tide waves should be sustained by, obser
vations in the Pacific, the tide - wave on the western coast of North
America will be found moving south -eastward , and together with the
counter- wave from the South Pacific, might fully account for the extra
ordinary convergence and height of the tides in the Bay of Panama.
Such a system of revolution in the tidal waves of the great oceans
may account, also , for the absence of any considerable tides at the
Sandwich and Society Islands , and at the Windward Islands of the
Antilles.
Such circuits of revolution in the tides, would bear some analogy to
those which , as I apprehend, are exhibited in the system of currents in
the several oceans, as well as in the system of general winds , which
likewise prevail. These systems of revolution and compensation , in the
currents of the aqueous and aërial oceans , I have ventured to refer
directly to the law of gravitation , as connected with unstable equili
brium and with the rotary and orbital movements of the several zones
and meridians of the earth's surface . *
As connected with the enquiry on tides , it is important to ascertain
the direction of the main stream of flood tide in the offing, at the several
islands and prominent headlands which are most exempt from the local
influences of reefs and shallows.
Currents ef the Atlantic.—The great system of aqueous circulation,
which appears to be developed under various modifications in the several
oceans on both sides of the equator, has been glanced at in the foregoing
remarks on tides. One of the most active , if not the best known cur
rent of this oceanic system , is the Gulf stream of the North Atlantic.
It appears to be established that a main portion of the Galf stream
moves from the American coast towards the Azores and the Canary
Islands, and thence along the coast of North Africa , turuing westward
till it again coincides with the equatorial current in its course towards
the Caribbean Sea . This great circuit of the ocean current is found to
coincide , mainly , with that which is also performed by the general
winds in the basin of the North Atlantic. For the trade winds, on
leaving the tropical latitudes, pass eastwardly through the temperate
zone, but in a more irregular manner , sweeping around the track of
ocean known as the grassy sea and the belt of summer calms , which
lies a few degrees north of the tropic , known to navigators as the horse
latitudes. It is in this extratropical region of calms, that the major
axis of this great elliptical circuit of general winds appears to lie . It
is this calm region that separates the general westerly winds of the
higher latitudes from the trade winds of which they are the counter

• The law of equilibrium in our system , I apprehend , is a law of motion , not of

rest,
ENLARGED SERIES .-NO . 10.- VOL . FOR 1843 . 4 P
658 MR. REDFIELD ON TIDES AND

part ; and it is chiefly these westerly winds of the higher latitudes

which , in the performance of their great circuit of revolution , are again
merged in the regular trade winds. * But let ns return to the consi
deration of the more limited currents which prevail in the ocean.
Having noticed that portion of the Gulf stream which , on passing 1
the bank of Newfoundland, moves towards the Azores and the African
coast, we will now follow that considerable portion of the stream which
is found to pass towards the western coast of the British islands and
along the coast of Norway, till it enters the polar basin . From this
frozen region it again emerges in the great polar current, covered with
floating ice, which , skirting the coasts of Labrador and Newfoundland,
falls in with the Gulf stream at the southern extremity of the Grand
Bank , and now becomes, mainly , a subaqueous current , the deeper por
tion of which can be traced only by its propelling effect on the deeply
immersed icebergs , which it forces athwart the warm tropical stream,
till they become dissolved by the higher temperature of the latter.
Observations of the temperature made in sounding at various depths
in the Gulf stream , and particularly in the region where it overruns
or crosses the polar current, would be of high interest, and of great
value in estimating the dynamics of the ocean currents .
As connected with the foregoing outline of the main system of super
ficial currents in the North Atlantic, I propose now a particular enquiry ,
relating to a single branch of this system of ocean streams, which per
haps may serve to show the origin or character of some currents which
pursue opposite directions in other oceans . From what source, then, is
that south -westerly current derived which commonly prevails along the
coast of the United States, in the direction which is opposite the Gulf
stream ?
I am aware that this is usually considered by seamen as an eddy
current, derived from the Gulf stream ; but from this view I am com
pelled to dissent. For, in the first place, this current never assumes
the gyrating form of an eddy ; but continues its course, when unob
structed by gales , in a direction which is generally parallel to the coast.
But, secondly, in case this current be derived from the Gulf Stream , it
must necessarily partake of the same elevated temperature ; whereas,
* I may add , that so far as the writer is concerned , the first exhibition of this
view is found in my communication published in Silliman's Journal for April, 1831,
vol . xx , p . 50. In this instance, however, I have ascribed the currents of the ocean
solely to the force of the winds, in compliance with the common theory ; a view
which I soon after found reason to abandon . The outlines of the great systems of
horizontal revolution in the winds I have also sketched in my summary of “ Facts
in Meteorology , ” which appeared in Silliman's Journal for October, 1833, vol. xxv,
pp. 122-135. Previous to this period I had examined the journals of whalers who
had cruised on the “ off-shore ground ” of the North Pacific, in that belt of calms
and light winds near the latitude of 30°, which is the favorite resort of the sperm
whales in that sea, and which corresponds to the so called “ horse latitudes ” of the
Atlantic. From this and other like evidence I had arrived at the conclusions which
I now maintain ,
Sir John F. W. Herschel maintains the connection or continuity of the trades
with the prevailing westerly winds of higher latitudes ; and refers to the well
reasoned explanations of Capt. Basil Hall , based on the common theory. He also
adds an important suggestion on the velocity of winds which subside from a higher
position in the atmosphere , and which may serve to explain the steady violence
which sometimes pertains to westerly gales in the United States and on the North
Atlantic . — Treatise on Astronomy, section 200 and ante,
 CU RRENTS OF THE OCEAN. 659

the reduction of temperature which occurs on crossing the north -western

limit of the Gulf stream is most remarkable, and is almost without a
parallel in the Atlantic, except in the immediate vicinity of ice.
It appears vain to allege the proximity of soundings or shallows as
explaining this extraordinary change of temperature, for this cannot
avail if the waters of the cuunter current be derived from the Gulf
stream , to say nothing of the erroneous character of the position here
noticed .
From the evidence which is afforded by numerous facts and observa
tions, it appears that the current in question is neither more nor less
than a more sluggish prolongation of the polar or Labrador current,
which sweeps along the north-eastern shores of this continent and the
island of Newfoundland . And this current, if I mistake not, may be
directly traced in its gradations of temperature , by the thermometer ,
from off the southern coasts of Newfoundland and Nova Scotia through
the entire distance to Cape Hatteras, if not to Florida.
An eddy current offsetting from the Gulf stream , would nowhere
be so likely to be met with as at the point of intersection of this stream
with the extremity of the Grand Bank of Newfoundland, and sweeping
from thence upon the southern shores of the island of that name ; and
yet , the harbour of St. John's on the southern coast of Newfoundland
is known to have been continued ice -bound in 1831 so late as the month of
June , although in the latitude of Paris . This fact is a convincing
proof of the unimpeded continuation of the polar current to the south
ward, in this region , notwithstanding the near proximity of the Gulf
stream .
That Col. Jonathan Williams and others should have ascribed the
reduced temperature of the ocean near our shores simply to the effect
of shoals or shallow soundings, need not excite our surprise, as such
striking reductions of temperature are found on the Great Bank of
Newfoundland , and on that of the Lagulhas, off the Cape of Good Hope,
and while so little has been known of the system of ocean currents, and
the proximate origin and courses of the colder streams of this system .
And it is well known, that the low temperature of the sea on these
banks and shallows has been ascribed to the effects of radiation . But,
if I mistake not, it has been shewn that a non - luminous body is inca
pable of radiation through water ; and should this be otherwise, any
possible effect of this kind is wholly overborne by the cold of the great
polar currents, which constantly traverse the banks and shoals referred
to .
If I am correct in this view, it is the reduced temperature of the
currents from the polar regions, or, from contiguous ocean depths, which
has led Williams, Davy , and others to support the erroneous , or at least
very questionable generalization, which ascribes a reduced temperature
to the sea on all banks and shallows . If the ocean was devoid of cur
rents, I think we might expect an increase af temperature on shoals in
summer, or in warm latitudes, and a reduction of temperature in winter .
A friend who made a full set of observations in crossing the Atlantic,
informs me that, on arriving at soundings in the English Channel, he
found an increase of 2 ° in the temperature of the waters . *

* George W. Blunt , Ese.

660 MR. REDFIELD ON TIDES AND

Perhaps I may be allowed to refer, for a moment , to the geological

agencies of the polar currents. It is well known that extensive fields
and packs of ice, including many icebergs of vast magnitude are con
stantly carried by the polar currents towards the lower latitudes. On
reaching certain regions, such as the banks of Newfoundland and the
Lagulbas of Southern Africa , the ice is brought into proximity or con
tact with the warm counter - currents of the system , which flow from the
torrid zone, where the ice is soon dissolved . The numerous masses of
earth , rocks, beach boulders, and sedimentary matter, which are borne
by the ice in great profusion from the cliffs, the shores and the sea
bottom of the Arctic regions, and probably also from the Antartic, are
thus added continually to the vast submarine deposits which there accu
mulate. May not the continuance of this transporting process, through
a long series of ages , be deemed sufficient to account for the existence
and present extent of the great banks referred to ; without particular
reference to the evidence of successive elevations and subsidences, in
extensive areas of the earth's crust ?
Currents of the Southern and Pacific Oceans.— That the currents of
the Atlantic ocean are connected with, and form an extension of those
of the Indian and Southern oceans, has been proved by the researches
of Rennel and others. Hence it follows, that the drain of these cur
rents must be compensated by other currents which pass from the
Atlantic to those seas, by some unknown or unexplored route, currents
which move either at the surface, or at lower depths. If these com
pensating currents exist at the surface , as is quite probable, on what
meridians of the extreme South Atlantic are they to be found ! *
In view of an attempt to penetrate the Antarctic regions, it seems
important to ascertain those routes by which the warmer currents of the
great Southern ocean enter the polar basin , and on what routes or meri
dians they again emerge as ice- bearing currents, moving towards the
lower latitudes. The thermometer will prove an important' auxilary
in determining these localities, and the course of the polar currents from
the Antarctic basin is now partially known, by the course of the ice
bergs which descend to the lower latitudes . It is by following the course
of the warmer currents which enter the polar basin that the nearest
approach will probably be made to the Antarctic pole ; and the same
system of continuous current might afford the means of final escape ,
should a ship be compelled to winter in the ice of that perilous re
gion .
As regards the great system of currents in the Pacific, we may infer
from the facts already known, that a current from the Antartic region
sets to the northward, several degrees west of Cape Horn , which unites
its waters with those of the more temperate latitudes in their flow to
the coasts of Chili and Peru , and thence towards the equator . If an
ice current does not thus unite with that of the coast, the latter is
mainly supported by the great afflux of the extra- tropical currents from
the west, which in performing their constant circuit of revolution , next
+ The consideration of the connection of the currents of the North Atlantic and
the Arctic seas with those of the North Pacific, through Bhering's Strait, has been
purposely omitted, as being less important in a general view , and beyond the ex
pected range of observation by the expedition .
 CURRENTS OF THE OCEAN . 661

sweep from the coast of Peru towards the eqnatorial latitudes, where
they continue their course to the westward, again to leave the inter
tropical latitudes with an elevated temperature, which is in turn con
veyed to the higher latitudes. *
The numerous archipelagos of islands, and the extensive groups of
coral reefs in the Pacific, serve to intercept the regular westerly pro
gress of its warm intertropical currents , and to determine more than
one circuit of compensation and revolution in each' hemisphere. This
class of obstructions partly supplies the place of a continent, in defining
separate basins of revolution for the currents of this vast ocean , and
this is particularly the case in the South Pacific, where these obo
structions are scattered over wide areas. Hence , strong currents setting
to the eastward have been found in various parts of the Pacific, below
the latitude of 30°, moving in direct opposition to the influence of the
strongest portion of the trade winds. † . Thus the system of currents, as
we shall find of the winds, becomes more complex and irregular in this
vast ocean than in the Atlantic ; wbieh , at least so far as relates to
winds , is contrary to representations which have been often erroneously
made by scientific writers ; representations which doubtless were founded
in general reasonings on the calorific theory of winds .
Good observations on the direction , strength, and temperature of the
currents, in all parts of the Pacific, will prove of great importance, and
should be made and registered , most carefully, by the expedition .
The obstacles which thus modify the natural system of currents are
least numerous in the North Pacific, where the trending of its conti
nental coast, except in high latitudes, is favorable to a strong develop
ment of the regular geographical currents, near to these coasts. Hence,
on the coasts of China and Japan we find a current which fully repre
sents the Gulf stream of the Atlantic. This current, I find, was fre
quently noticed , incidentally, by the officers of Cook's last exploring
expedition, and its velocity stated , in some instances, at five miles an
bour. Other observations, to which I have had access, have confirmed
the existence of this current , and have shown the elevated temperature
which this stream carries from the lower latitudes ; so that near one
thousand miles east of the coast of Japan , in lat . 11 ° north , the temper
ature of the surface water has been found at 794° of Fahrenheit.I In
the South Pacific , near the coast of New Holland there is found , also,
a like warm current, pursuing its southern circuit, through the higher
latitudes of that hemisphere.
But owing as I apprehend, to the great width of the Pacific, and
to the consequent absence of a defined ocean boundary near its central
meridians, there is here less of apparent regularity and system , both in

From information which I have gathered , I entertain nodoubtof the blending

of this ice current with the general current towards the equator on the west coast of
South America ; and the very reduced temperature which this current carries to the
equator, at or near the Galapagos Islands, is proof of the fact.
| This counter current, running to the eastward, is sometimes found in the equa
torial ions of the Pacific and other seas, and bears some analogy to the westerly
monsoons of the Indian and Pacific oceans.
Voyage of Capt. Dupetit Thouars. Other and earlier observations had attracted
my attention, particularly in the cruising voyages of our American whalers, but I
now refer to this as a more recent and convenient authority.
662 PORT ESSINGTON.

currents and winds, than, perhaps, in any other ocean ; the constant
and reciprocal equatorial and polar tendencies of oscillation not per
mitting a single circuit of revolution to extend from Asia to America
without deflection . Hence we find more apparent irregularity and
complexity in the currents and winds of mid ocean , in this vast sea,
than in those regions which are more nearly adjacent to the continental
coasts.
A knowledge of the currents and winds of the Pacific Ocean, I am
convinced , will serve to remove all mystery and all doubt from the once
vexed question of the first peopling of its islands, from the Asiatic con
tinent ; in spite of the long urged objection of the opposition of the
trade winds. A case is still recent where the wreck of a Japanese junk
was drifted the entire distance to the Sandwich Islands, with its sur
viving crew ; thus completing nearly half of the great circuit of winds
and currents in the North Pacific . But we shall find an additional
means of transport near the equator, which is afforded in the north
west monsoon of the Indian and Pacific oceans, and which , according
to my inquiries, is found to extend , at one portion of the year, as far
eastward as the Society Islands ; or, more than half the distance from
the Indian Ocean to the coast of South America.
( To be Continued . )

Port ESSINGTON , 18th April, 1813 .

Sir . — Having recently observed in the number for February , 1842 , of

the Nautical Magazine , an extract from a letter, written by some per
son residing at Port Essington , reflecting on the officers of H.M.S.
Britomart, who, as stated by the writer, were the authors of certain
letters, which appeared in the Swan River and Sydney newspapers, I
am induced to offer a few remarks on that production , which you will
oblige me , by inserting in your periodical .
I do this, not so much with the view of exculpating the officers of
the brig, who have been unfortunate enough to incur ihe displeasure
of the writer, as to remove any misconception in the minds of your
readers, regarding this much vaunted colony , as well as to shew you
how liable you , and others, are to be imposed on by certain characters,
who, with unblushing effrontery, hesitate not to make assertions as un
warrantable, as they are gratuitous. Who the correspondent may be,
or what may have been his object, in thus bringing the Britomart's
officers into notice, is more than I can positively say, but from part of
the contents of his letter, I am led to suppose, he is the individual that
was permitted to sojourn at Port Essington, for some months, while em
ployed by some person or persons as a bird stuffer .
This will of course account in some measure , for the numerous little
mistakes he has made, which to those well acquainted with the subject,
will be rather entertaining than otherwise. It would have been as well
I think , and peradventure better, had he confined his labours to the
 PORT ESSINGTON. 663

above reputable and profitable occupation , and not have endeavoured to

stuff animals of a higher order ; as I have every reason to believe the
attempt will be a failure. Before noticing those passages in his letter,
which refer to the officers of the Britomart, I may observe that they
never had the honour of the writer's acquaintance, nor, I believe did
one of them ever even see him , the brig having left Port Essington ,
previous to his arrival .
Whether the officers of the Britomart did , or did not write the letters
complained of, is a matter of perfect indifference to me, but whoever
the author or authors may have been , I perfectly coincide with them in
opinion , as I think all sensible and impartial persons will , and instead
of considering the account given of the place, a disgraceful one, as the
correspondent has styled it , I think it entitled to every praise in having
exposed the exaggerations and incorrect statement contained in the des
cription of the settlement, which was published by some one on board
the Alligator .
I will now select a few passages from the correspondents letter, which
require a little comment. He says, “ I should first tell you that these
persons” (the officers of the Britomart) “ although there several months
never any one of them , walked or rode out so far as five miles from the
settlement, and the greater proportion scarcely left their ship, and yet
these persons from mere prejudice and other peculiar motives, attempted
to give a description of a country , its advantages and disadvantages ,
its want of water, description of sail , &c. , which they have never taken
the trouble to walk out and see. Now, I think , Mr. Editor , you will
agree with me, that any man venturing to canvass the conduct of people
whom he never saw, should be particularly cautious in selecting his
authorities, for what he states concerning them.
So far from the officers of the Britomart seldom leaving their ship, I
can most positively declare, that all but one lived on shore , from the
period of the departure of the Alligator, ( the 3rd of June ,) to the occur
rence of the hurricane, ( the 20th of November, ) more than five months,
on which occasion their habitation was blown down, compelling them
to return to their ship. The cottage occupied by them was the nightly
resort of several of the officers of the settlement, which must be as well
known to some individuals there as myself who have spent many a
pleasant evening with them . I can , with equal truth , as positively
assert, that they were constantly in the habit of walking out, and occa.
sionally riding , and the extent of their excursions, I should fancy at
least equalled those of any other.
Again , he talks of their being prejudiced, and of their having pecu
liar motives for speaking ill of the place. How can he possibly form
an opinion never having seen them , or what “ peculiar motives” should
they have more than others ? I must confess , I never observed it.
Talking of the buildidgs, this person remarks, “ My arrival was not
very long after their departure, and yet, I could count many good build
ings, and be it remembered most of these had been either rebuilt, or
repaired after the hurricane ; since that time a number of stone build
ings have been and are in course of erection , that would do credit to
any town in Australia ; they have two just commenced , a few buildings
of bricks made in the settlement. '
664 PORT ESSINGTON.

Unfortunately he has not told us, what these buildings are, or where
to look for them . I have been there since he left, but I do not recollect
seeing any buildings , either of stone, or brick, or, in fact, any others
that would bear the slightest comparison with those seen in other towns
in Australia .
Again , they say there is a want of water, and that all is obtained
from the wells . I had not been here a week when I was shown four
running streams, and several springs in the immediate vicinity of Vic
toria , and these I remarked kept running the whole of the dry season ;
and so far from the wells failing, it has been just the contrary, for all
the water required , these wells have supplied in abundance the whole
eight months I have been here ; so much for these parties attempt to
throw discredit on the founders of the settlement for choosing a sile ,
say they , that will in all probability be in want of water during the
dry season .”
I wonder who it was that shewed him those springs ? No one was
ever civil enough to point them out to me , and how very odd that I
and others, should not have discovered them ourselves , being situated ,
as we are told in the immediate vicinity of the settlement ! I suppose
they had all dried up before we arrived, for not a spring did I even see
or ever hear of, and notwithstanding what the writer may say , I affirm
that I recollect the time , when one of the wells was completely dry ,
and further that every drop of water that was consumed , was obtained
from the wells . He says,
“ The want of good land too is another item in their abuse of this
place , as I have been over nearly every part of the peninsula ( having
walked on the main land a farther distance than any European had
ever before done) I hope I may be allowed to offer an opinion : - At all
events, I can relate what I saw and observed , and I am happy to say
I can speak quite to the contrary as to there being a want of eligible
spots for settling . Perhaps I shall surprize you , when I tell you , that
in this much abused place , I have seen a much greater proportion of
good soil and well watered than in any other part of Australia, I have
yet visited . My expedition to the interior was of ten days duration ,
and myself and party crossed on the average four small rivers a day ,
and but twelve miles was our day's walk , ( four streams in twelve miles
is pretty well ! ) the banks of all these streams being either of a black
loam or a reddish brown colour."
Whether the soil in this part of the world , be good or not, I care
not, as I am not at all interested in the place , but this I can safely say,
that in the course of my perambulations while there, I never came
across any land that could be called even tolerably good , and this I
have beard many others say, who were I should think yery nearly as
competent judges as the writer. As I have never been in the interior
as he has, I, of course, cannot tell , what he there saw, but the soil may
be good or it may not, but if the only recommendation he can give it,
is , that it is better than any he has seen in any other part of Australia,
it is not saying much for it.
He crossed four small rivers a day , in a march of twelve miles : this
being the case, entitles the place to some consideration ; but should
these rivers turn out to be nothing but gutters after all , over which a
 PORT ESSINGTON . 665

kitten might jump, than which I think nothing more probable , we

should be somewhat disappointed. It is rather singular, I heard
nothing of all this the last time I was there, but I suppose that like
the springs in the immediate vicinity of the settlement, they had dried
up. He adds,
“ Several times we passed over some tracts of country where the
grass was growing most luxuriantly, this was in August, which is the
latter part of the dry season : for it was evident to us we could not go
over the same part of the country during a rainy season , or immediately
after, as the lagoons ( at this time quite dry ) must so run into each other
as to effectually prevent horses travelling. It was in these luxurious
tracts that we started up numbers of wild ponies and buffaloes, all as
fat as our cattle at home when driven to the market at Christmas. "
This is certainly giving a glorious description of the country through
which he passed . Wild ponies and buffaloes ! as fat as our own cattle
at home ! Does he wish by this, to wheedle people into a belief that
these animals are indigenous to the place when he says they started
numbers of them ? This is rather an indefinite term , but I believe I can
tell pretty exactly how many were running wild , though not how many
he saw . Six ponies had at different times broken from their tethers,
and escaped into the bush , and I think between twenty and thirty
buffalues.
Regarding the grass, whose luxuriance of growth he seems so much
delighted with , I can only say that the last time I was there, the buf
faloes were feeding on it , and from its being so luxurious they were all
dying, the average loss being about two every week , and instead of their
looking fat, as our cattle at home, they were about as lean as any poor
beast I ever beheld ; but who ever heard of a buffalo being fat ? as to
be compared with cattle at home.
It has been almost a wearisome task to wade through the statements
which this individual has been induced by some unaccountable means,
to publish , but having undertaken to expose them , and further they
having appeared in the Nautical Magazine , I considered it necessary
to proceed thus far, regretting only they have been allowed to pass so
long unnoticed , and I leave it to you and your readers, to form your
own opinions of the country in question , as well as of the character of
its respectable advocate.
In conclusion I may remark , that should the government be desirous
of retaining possession of this place , they cannot do better than make
a penal settlement of it , for which , it is in many respects admirably
calculated , if, severity of punishment be the object in view .
I am Sir, &c. ,
AN OFFICER IN H.M. Navy .
To the Editor fc .

ENLARGED SERIES , -NO . 10.-VOL . FOR 1813 ,

 666

ON THE DAMAGE WHICH HAS OCCURRED IN THE BRITISH NAVY BY

LIGHTNING , with an account of the attendant phenomena, abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . — By W. S. Harris, F.R.S., fc.
(Continued from p . 617.)

RACEHORSE , 18 .

1831. October 17th , at sea between Port Royal and Santa Martha,
4h . 30m . A.M. squally with lightning , wind E.N.E. The lightning
struck the ship and shivered the main - top - gallant, and main - top -masts,
and split the after pump ; all the bulk heads about the mast were
thrown down ; the man at the wheel stunned , and the chain pendant
of the awning broken in pieces. The main -mast also exhibited traces
of the discharge by a black mark along it .
Wind on the previous days easterly, light breezes and fine, on the
17th E.b.N. A.M. , after which E.N.E.; 4h. squalls ; 7h . 40m . ship
taken aback, wind south -west; noon moderate and cloudy. The wind
remained to the south -west, moderate with fresh breezes .
RACER, 16.
1834. October 30th , off Carthagena ; lat . 11 ° N., long. 73 ° W. , A.M.
shortened sail to a squall ; 2h . the ship struck twice by lightning , found
both topmasts gone by the cap ; the fore-top -mast and fore - top- sail- yard
much damaged .
The winds had been variable and light , succeeded by a violent thun
der squall ; the lightning was most intense. About this time the shock
of an earthquake was felt at Jamaica . The lower masts were saved by
the chain top- sail-sheets acting as conductors, as in the case of
Hyacinth .
RACER , 16 .
1835. May 26th , lat . 39º N. , long . 63º W. , 7h . A.m. the fore-top
gallant-mast struck and shivered by lightning .
The wind was moderate and south - easterly .
The vessel on this occasion had a chain conductor on the main -mast ,
which emitted sparks, and a rustling sound , the lightning was not very
intense, nor was the thunder loud .

RHADAMANTHUS . - Steam Frigate .

1837. March 13th , moored in Santander Harbour ; A.M. fresh
breezes N.N.W., heavy rain , thunder , and lightning ; 3h . squally , with
hail and rain ; daylight found the main - top -mast splintered by the
lightning The wind continued N.N.W , and N. , P.M. moderate.
RODNEY, 80.
1938. December 7th , Mediterranean , off Syracuse ; Cape Pasaro ,
eight leagues east ; 9h . A.M. a heavy squall with hail , rain , thunder,
and lightning. The electrical discharge struck the ship ; main -top
gallant-mast shivered in pieces ; top -mast cap split open ; main - top -mast
 BY LIGIITNING IN THE BRITISH NAVY. 667

damaged , and the gear in the bunt of the yard et on fire. Main -mast
severely damaged , thirteen of the iron hoops burst open , casing of
Hearle's pump split in pieces , a strong smell of fire with the appearance
of smoke in the orlop deck . Two men killed in the top-mast cross- trees,
and two burt. Fire balls are said to have traversed the decks.
The wind at the time was from the south- west ; dirty rainy weather,
blowing strong , with occasional squalls.
The top - gallant-mast was shivered into such small pieces , that the
sea appeared covered with chips of various sizes . The royal pole fell
on the cross trees uninjured. On examining the mast at Malla, the
spindle through the heart of it was found completely charred . The
electrical discharge divided on the hull and passed over the gangway
with a terrific explosion in one direction , and in another by the copper
pipe of Hearle's pump, and by the metal bolts through the ship. For a
few minutes the ship was in a precarious position , but the great firmness
of her officers, and the perfect discipline on board , soon enabled the
crew to extinguish the fire in the main -top without further damage.
The main -mast so shook and damaged was 2 feet 5 inches diameter,
and 87 feet long, the iron work about it weighed above a ton ; the top
gallant -mast weighed 8 cwt. , yet such was the sudden effect of the
lightning, that it was not even seen to go in pieces, it was in a moment
reduced to shavings and chips, which were observed floating past the
ship, like the refuse of a carpenter's shop .
RACEHORSE , 18 .

1840. January 12th , off the Bahia de Sol River, Para , Coast of
Brazil ; 2h . 40m . lightning struck the ship and shivered the fore -top
gallant-mast ; wounded three men , split the fore bitts and fore -mast
beam , and ripped the tin lining off the galley .
The vessel was running before the wind, fresh breezes W.S.W. , stud
ding - sails on both sides. A heavy thunder squall took all aback at 2h .
40m . which carried away all the studding -sail booms. Whilst clear
ing the ship of sail , a discharge of lightning fell on the foremast . It was
conducted from the top - gallant-mast by the chain tye and sheets to the
bolts without further damage to the masts. The main - top - gallant
mast was also slightly damaged. The squall was attended by heavy
rain ; 4h . P.M. moderate , the ship anchored . The wind continued north
east , after which on the 14th land and sea breezes.
This case is not unlike the cases of the Cambrian and Clorinde
before mentioned .
Sea HORSE , 36.

1780. July 31st , Straits of Malacca ; 5h . 30m . A.m. heavy rain ,

thunder, and lightning, wind E.N.E. a flash of lightning carried away
the main -top - gallant-mast, threw one of the seamen overboard, shivered
the cheek and fish of the main -mast, carried away the wouldings, and
damaged a great deal of the sails and rigging.
Wind on the 30th east to south - east ; 31st A.M. E.N.E. and Eb.N.
after which south -west with a shift of wind . August 1st, south - west ,
north -west, and S.S.W.
The ship appears to have been much damaged in her masts and sails .
668 MR . SNOW HARRIS ON DAMAGE

The ship's company were employed in making good defects for several
days .
SWIFTSURE , 74 .
1801. February 10th , moored in Marmorice Bay , Mediterranean ;
P.M. mizen -top -mast struck by lightning, and shivered in pieces .
Wind on the 9th south -east, light breezes with rain ; 10th south-east
to north -east with thunder and lightning ; 111h light breezes south -east,
cloudy . The electrical discharge descended straight down to the lower
deck , and passed without further damage out of one of the stern
ports .
SUPERB, 74 .
1802. September 19th , moored in Gibraltar Bay ; A.m. heavy
rain , thunder , and lightning ; 9h . main- top- gallant - mast struck and
damaged. Winds easterly , after which variable. This damage occur
red in the same storm in which the Active and Gibraltar suffered so
severely .
SHEER HULK.- At Woolwich ,
1804. On Sunday evening, June 24th , a discharge of lightning
struck the Sheers, set the cap on fire, together with the hood at the
head of the mast . The spout was shivered in pieces, and also set on
fire, and several of the hoops were burst open :
Much alarm prevailed , and the bell rang for the men to assist in ex
tinguishing the flames. John Flower, a smith , got on board the Hulk ,
and ascended the Sheers, and by his exertions the fire was in a great
measure cleared .

SQUIRREL , 28 .
1804. November 18th , St. George's Bay , Bengal ; A.M. 9h . 15m .
main - top -gallant-mast, main -top- mast, and main -mast struck and shiv
ered by lightning. The fishes of the main -mast were quite shattered ,
and the other masts rendered quite unfit for further service.
Wind on the 17th S.L.W. , light breezes and thick weather . On the
18th , south- east, A.m. light airs ; after which at 9 A.M. a heavy tornado
with rain , thunder, and lightning ; 10h . moderate, wind south - east ,
moderate and cloudy .
SQUIRREL, 28 .

1805. February 23rd , Cape Palmas, N.W.208 miles , Cape Coast ;

7h . 10m . A.M., top - gallant-mast, top- mast , and main -mast were struck
by lightning, the latter rendered perfectly useless ; the main -mast was
damaged in five different places . Two men severely hurt.
The mast was so damaged that no sail could be caried on it with
safely . The discharge descended into the hold , and went out at the
side ; in its way it stove a plank and loosened all the caulking from the
fore to the main chains. The ship made 8 inches of water per hour.
Captain Shortland who commanded the ship was covered by a blaze of
luminous matter. Further particulars from the Naval Chronicle .
 BY LIGHTNING IN THE BRITISH NAVY. 669

The main - mast was removed when the ship arrived at Portsmouth .
The wind on the 21st south - west , fresh breezes and clear weather ;
P.M. fresh breezes and variable ; 8h . taken aback ; midnight light winds
and cloudy ; lightning in south -east; 22nd , A.m. cloudy threatening
weather from the eastward with lightning ; 6h . squally and unsettled
with heavy rain , thunder, and lightning ; 7b . 10m . ship struck .
Winds on the 22nd south - west, west, variable ; northerly , variable ;
S.S.E. variable, and south ; light airs and cloudy, wind southerly .
SCORPION, 18 .
1806. September 20th , at sea, Payal north - east , 1544 miles ; A.M.
10h . 40m . moderate breezes, south - west; thunder, lightning, and rain ;
main -mast severely splintered . One man killed , and one wounded .
Wind on the 19th south -west, light airs and cloudy ; on the 21st
west, cloudy with fresh breezes .
The ship had a new main -mast on her arrival at Plymouth .
SURINAM, 18.
1806. December 11th , off Belleisle ; 8h . P.M. strong flashes of
lightning with thunder and heavy rain ; 11h. 30m . a furious squall
with thunder and lightning, wind westerly ; main- mast struck by the
lightning and split in pieces, a large piece of it stove in the deck , and
destroyed the cabins beneath, the other parts fell in the waist and on
the booms; the discharge split both pumps,killed two men and wounded
four. It passed into the gun - room , and struck down in the magazine
passage, where it melted some solder of the canisters containing shot .
The wind on the 10th north- west, then variable and foggy, with
rain ; on the 11th north- west and west ; 121h heavy gale with rain ,
north- west.
The ship on being so damaged made signals of distress ; 12th A.M.
threw up rockets with blue lights and false fires, signal guns ; but the
gale was now so high , with heavy rain and sea , that we could not
see whether they were answered . The ship laboured much , employed
clearing the wreck , and getting small sails aft to keep the ship's head
to the sea and wind to prevent her drifting upon the shore . Hove
overboard several casks , sails , & c ., from the wreck ; at 4h . more mode
rate ; 11h . 45 m . anchored .”
They rigged a jury main -mast, and went to Plymouth for refit.

SWIFTSURE , 74 .

1807. January 22nd , Palermo ; 8h . P.M. , strong gales with light

ning and rain ; 8h . 10m. the fore -top -mast was struck by a flash of
lightning , which set the mast on fire together with the fore- top- sail ,
and rent the mast from head to foot.
The mast and sail burned vividly, and with the greatest exertions
on the part of the officers and crew , it was not fairly extinguished be
fore nine o'clock .
The wind on the 21st west , light airs and cloudy ; on the 22nd
W.N.W., strong gales ; struck yards and top -masis ; 23rd moderate
with rain ; wind N.N.W.
 670 MR . SNOW HARRIS ON DAMAGE

STAUNCH , 16 .
1807. March 10th , Rio de la Plata ; 5h . 30m , A.M. wind east,
strong breezes, and thick cloudy weather, with heavy squalls of hail ,
rain , thunder, and lightning ; 6h, 40m . the electric fluid fell on the
fore- top - gallant-mast, and shivered it in pieces , then set fire to the fore
top - sail ; split and shivered the fore -top -mast from the heel to the cap,
forced a piece out of the cheek of the fore-mast, and separated the fish
from the mast all the way to the deck , and shivered the mast through
very much , to within eight feet of the deck . The discharge also shivered
the fore-top -gallant-yard as it stood in the rigging,and the swinging
boom ; and tore the sail in pieces. It drove in the larboard bulwark
and broke one of the hammock staunchions, making a hole full four
feet square. The copper at the waters' edge below the scupper- hole
was melted .
They fished the fore -mast, and went to Monte Video, where the
vessel had a new mast and general refit.
SULTAN , 74 .
1808 . August 12th , moored off Mahon ; 12h . 30m . a ball of fire
struck the jib - boom , shivered it in pieces , killed seven men and wounded
three severely, and struck thie bowsprit in several places, but without
doing any serious damage .
The ship had loosed sails to dry , and the lightning struck the jib
boom whilst the men were furling the jib.
Wind A.m. S.S.E. light airs , occasionally variable, followed by fresh
breezes and rain ; noon , dark cloudy weather ; variable winds all
round the compass, with thunder and lightning and fresh breezes.
The weather had been previously squally on the 10th , with rain ,
wind variable from W.S.W. to north - east ; on the 11th light airs from
S.S.E .; after the storm moderate ; on the 13th from north - east, and fine ;
on the 14th light breezes and variable.
SHELDRAKE, 16 .
1811. June 23rd , at anchor at the mouth of the Great Belt ; Sh .
P.M. a heavy squall with thunder and lightning ; 8h . 30m . main - top
gallant- mast and main -top -mast struck by the lightning and split in
pieces ; main-mast much shook .
The masts are said to have been split into ribbons, and the main
mast looked like a bundle of laths ; one of the jaws of the boom was
split off, and the pilot under the boom wasknocked down ; a hole about
the size of the top of one's finger was found burned through his clothes
into his skin , just between the shoulders ; he could not straighten him
self without pain for some time after.
Wind on the previous day north and N.N.E. , and variable ; 23rd
A.M. east , fresh breezes and cloudy, thunder, and lightning ; P.M. mode
rate and fine , E.L.S. , after which south- east with heavy squalls . The
wind remained at the south -east on the next day .
SULTAN , 74 .
1812. September 19th , off the island of Tavolaro, north coast
 BY LIGIITNING IN TIIE BRITISH NAVY . 671

Sardinia ; P.m. moderate and cloudy ; 4h . squally weather ; main- mast ,

main -top -mast, and top - gallant-mast split in pieces by lightning ; also
the top-gallant yard and sail .
The chafing mats on the yard were set on fire ; the top -mast was burst
into shreds like laths , and stood open in that way for some minutes ; on
putting the ship before the wind , it fell with a tremendous crash . Such
was the complete destruction of it , that the decks were covered com
pletely with chips . With respect to the main - mast the heart of it was
completely knocked out. There were one or two holes sufficiently large
for a boy to creep into, and the chips from it fell in great abundance.
It was not without great care and difficulty, that fishes and wouldings
were applied in time to save it from falling ; when hauled on shore at
Malta , and the fishes and wouldings removed , the mast came completely
in pieces .
The wind had been N.E.b.N. on the 18th , moderate and cloudy ;
on the 19th W.b.N. A.M. , but at 4h . P.M. a thunder storm with heavy
rain , 'wind S.S.W .; at 8h . S.E.b. E .; at 10h . north ; on the 20th
north , fresh gales ; P.m. moderate and hazy , wind south -east ; on the
21st , fine weather, E.N.E to N.N.E.
The ship went to Malta to refit, and did not again sail until the 8th
of October following.

SALVADOR DEL MUNDO, 112 .

1812. February 25th , Hamoaze , Plymouth ; A.M. squally , wind

S.S.W. with rain ; 11h . a heavy squall with rain in torrents, sharp
flashes of lightning, and loud claps of thunder . The lightning struck
upon the main -top - mast cross -trees, and knocked off Michael Wright,
a seaman , upon the deck, by which he was killed ; P.M. S.S.W.,
squally .
See Helicon and Tonnant, damaged in the same storm .

SWIFTSURE , 74 .

1813. September 2nd, off the Rhone at anchor ; main - top -mast
struck by lightning and shivered in pieces .
The wind had been on the previous day south - east, moderate and
hazy ; 2nd, S.S.E.strong breezes and cloudy, with thunder, lightning,
and hard rain . The wind, on the ship being struck , shifted directly to
N.N.E .; but after a short time it came again from the southward .

SAN JOSEF, 112 .

1813. September 25th , off the Rhone ; A.M. fresh breezes with
thunder and lightning; at daylight found the main -top -gallant-mast
and main - top - mast badly shivered by the lightning.
The wind on the 24th south and south - west , after which north
east ; on the 25th , N.N.E., strong gale ; at 3h . 30m . the ship veered a
whole cable , and braced the yards to the wind ; after the lightning
the wind veered to S.S.E., and continued on the next day from south
east to S.b.W.
672 ON DAMAGE BY LIGHTNING .

STANMER .— ( Packet . )

1818. September 15th , off Cuba, West Indies ; P.M. light airs, dark
threatening weather ; 5h , violent squalls, thunder , lightning, and rain ;
5h . 30m . the lightning struck the ship, shivered main - top - gallant-mast
and main -top -mast, and damaged the main -mast.
The discharge passed through the fowl coop , and killed all the wls
except two, which appeared to have been in one corner of it out of the
course of the explosion .
The lightning continued until 11h . P.m. with heavy rain. Several
waterspouts appeared in various directions about the ship .

SAPPHO, 18 .

1820. February 9th , at sea , lat. 4 ° 38' N. , long. 19° W .; P.M.

light airs and fine weather, wind E.N.E .; 6th cloudy with thunder
and lightning ; 8h . squally with rain ; 8h . 20m . fore -top - gallant-mast,
top -mast, and lower mast struck and shivered by lightning. Four men
were struck off the fore- yard and never seen afterwards; two men were
killed on deck , and four others died soon after in consequence of the
injury which they sustained ; several others were knocked down and
stunned , and upwards of fourteen were severely hurt.
The wind had been from the east and E.N.E., after which calm with
light airs at noon , when the ship was struck it came more to the north ,
and at night flew in to S.S.E .; on the following day easterly and
northerly, cloudy with lightning ; after which north -east , variable and
calm ; midnight of the 10th light breezes and cloudy .

SOUTHAMPTON , 52 .
1832. November 5th , at anchor in the Downs; P.M. 12h . 30m .
mizen - mast and mizen -top -gallant-mast struck by lightning and con
siderably damaged. The discharge passed through ten beams on the
upper deck , shook four and exploded in the Captain's cabin .
The lightning first took the heel of the mizen - top - gallant-mast,
which was housed , and then set fire to the paunch mat on the mizen
top - sail yard It ran down the mizen -mast to the copper in the wake
of the boom , which seemed to disperse it ; the quarter -master and the
signal-man were seriously injured. It started the oak plans and bolts
about the wheel. The discharge got to the main - deck , and divided
upon a copper bell wire , by which a portion reached the cabin , and in
its general course shook the beams, and tore down all the lining of the
sky -lights and other joiners' work , another portion traversed the deck ,
and shivered a box containing grape shot, to atoms, and then striking
a 241b . shot left on it marks of fusion . The lightning passed into the
gun - room by a bolt in the waterway , and shivered several boxes and
shelves in pieces .
The wind on the 4th N.N.W. , moderate breezes and fine weather ;
on the 5th south -west ; A.M. moderate and fine ; noon strong breezes
and rain ; P.M. north- east , squally with thunder and lightning. The
wind remained at north - east; on the 6th , squally ; on the 7th E.N.E.,
strong breezes and cloudy.
 NAVAL CHRONICLE , 673

During the thunder storm several waterspouts were observed about

the ship. The storm was eventually attended by a shift of wind from
south- west to north-east.
( To be continued . )

THE MAGNETIC EXPEDITION .

We take the following with some amendments of our own from the
Literary Gazette , as a connected account of the proceedings of the
magnetic expedition under Captain Ross . The letter of Captain Ross
relating to his discovery, with the chart shewing the position , of it
our readers will remember in our vol . for 1841 p . 634. ]

Tie Erebus, Capt. James Ross, and the Terror, Capt. Crozier, left England on
29th Sept., 1839 , and made observations at Madeira, Port Praya, St. Paul's
Rocks, and Trinidad . On the last day of January, 1840, the expedition reached
St. Helena, Capt. Ross having been desirous, in taking this course, to deter
mine the important point of minimum magnetic intensity , and the nature of
the curve connecting those points in which that intensity is weakest. This he
accurately accomplished ; and we may note that the large space of Atlantic
Ocean so traversed possesses the least magnetic intensity of any like portion of
the surface of the globe. The position of the line, presumed to be proceeding
towards the north , being thus ascertained, it will be easy in all future time to
mark its progress, and establish a certain law upon the subject. ( Vide Trans
actions of the Royal Society for 1842.) The position of the line of no -dip or
magnetic equator was also determined, and fixed grounds laid for subsequent
observation of the changes to which it may be liable.
The magnetic observatory of St. Helena having been set on foot, and the
officers and instruments landed , the expedition sailed again Feb. 8 , and March
17th arrived at the Cape of Good Hope, where similar services were performed.
A series of daily experiments was made on the temperature and specific gravity
of the sea, at the depths of 180, 300, 480, and 600 fathoms,and at length
soundings at the bottom of the ocean were struck . ( See Nautical Magazine,
vol . for 1810.) From all which, the physical condition of this element will
come to be better understood .
April 3. The Cape was left behind, and the system of magnetic observation
sedulously and zealously continued, to connect the voyage with the observa
tories established in other parts of the world . Kerguelen's Land was reached
on 12th May ; and on the 29th ( the day previously fixed for simultaneous
observations), the magnetometric instruments were noted every 2 minutes,
for 24 hours ; and , fortunately, one of the magnetic storms which have been
noticed in various parts of Europe, occurred , and its affecting the instuments,
as at Toronto, afforded complete proof of the vast extent of magnetic influences,
pervading the earth's diameter with a velocity equal to light or electricity,
on Large
fossil trees were found in the lava, and indicated the igneous origin of these
islands. Extensive seams of coal were also imbedded in the volcanic mass,
which may, with great benefit, be employed for the purpose of steam naviga
tion in this quarter of the world, and be of immense importance to the com
merce of India.

First Year . - From Hobart Town , Van Dieman's Land, the expedition pro
ceeded to Auckland Islands, and completed a perfect series of magnetic obser
ENLARGED SERIES.No . 10.- VOL . FOR 1843 . 4 R
674 NAVAL CHRONICLE.

vations on the important term -day of Nov. 1840. The anticipatory attempts
of the American Lieut. Wilkes, and the French Commodore D'Urville, having
become known to our countrymen , Capt. Ross wisely used his discretionary
power in altering his route from that originally intended. He accordingly
directed his course for the utmost south , at about the 170th degree of east long.
by which the isodynamic oval and the point exactly between the two foci of
greater magnetic intensity might be passed over and determined directly
between the tracks of the Russian navigator Bellinghausen and our own illus
trious Cook. He then proposed to steer S.W. towards the pole, rather than
attempt its approach directly from the north on the unsuccessful footsteps of
preceding voyagers.
On the 12th of December he quitted Auckland Islands, touched at Campbell
Island, and passing through numerous icebergs to the southward of 630 lat.
made the Pack-Edge, and entered the Antarctic Circle on New -Year's day,
1841. This pack was not so formidable as represented by the French and
Americans, but a gale and other unfavourable circumstances prevented the
vessels from entering it at the time. A gale from the northward blew them
off; and it was not till the 5th that they regained it, about 100 miles to the
eastward , in lat. 66° 45' S., and long. 174° 16' E. , when, though the wind was
blowing and the sea running high directly upon it, the entrance was achieved
without the slightest injury to either ship. After advancing through it a few
miles, they were able to make their way to the southward with comparative
ease and safety. Thick fogs, however, ensued, and, with light winds, rendered
their course more difficult as well as tedious ; and constant snow-showers im
peded their operations. Whenever a clear glimpse could be obtained, they were
nevertheless encouraged by seeing a strong water-sky to the S.E.; and on the
morning of the 9th, after sailing above 200miles through the pack, they gained
a perfectly clear sea, and bore away S.W. for the magnetic pole !
Jan. 11 , lat. 70° 47' S., and long. 172° 36' E. , land was discovered at the
distance of nearly 100 miles, directly in their course and between them and
the pole — the southernmost known land ever discovered, though somewhat nearly
approached by the Russians twenty years ago. As those who accomplished
this honour for their country approached, it was seen to rise in lofty mountain
peaks of from 9000 to 12,000 feet in height, entirely covered with eternal snow,
and the glaciers projecting from the vast mountain brows for many miles into
the ocean. By and by exposed patches of rock were visible ; but the shore was
so lined with bergs and pack -ice, with a heavy swell washing over them , that
a landing could not be effected . They therefore steered to the S.E. , where
were several small islands ; and on the 12th Capt. Ross landed, accompanied
by Capt. Crozier and a number of officers of eachship, and took possession of
the country in the name of our gracious Queen Victoria. The island is com
posed altogether of igneous rocks, and lies in lat . 71 ° 56' S., and long.
171 ° 7' E.
The east coast of the mainland trended to the southward , and the north took
a north-westerly direction ; and Capt. Ross resolved on penetrating as far as
he could to the south , so that he might, if possible, pass beyond the magnetic
pole, which the combined observations had placed in 76° S., nearly, and thence
proceed westward till he completed its circumnavigation . They accordingly
steered along this magnificent land , and on 23rd January reached 74° 15' S.,
the highest southern latitude that had ever been previously attained !
Here strong southerly gales, thick fogs, and perpetual snow-storms impeded
them ; but they continued to examine the coast to the southward, and on the
27th again landed on another island, in lat. 76° 8' S., and long . 168° 12' E.;
like the former, all of igneous rocks. On the 28th a mountain , 12,400 feet
above the level of the sea, was seen emitting flame and smoke in grand pro
fusion ; which splendid volcano received the appropriate name of Mount
Erehus. Its position is lat. 77 ° 32' S. , long. 167° 0' E .; and an extinct crater
to the eastward of it was named — though not quite so fitly Mount Terror.
 NAVAL CHRONICLE . 675

Continuing to follow the mainland in its southern trending, a barrier of ice,

stretching off from a prominent cape, and presenting a perpendicular face of
above 150 feet, far above the mast- heads of the vessels, shut up the prospect of
further advance in that direction. They could just discern beyond, the tops
of a range of very lofty mountains towards the S.S.E., and in lat. 79° S. This
barrier they explored to the eastward , till , on the 2nd of Feb. , they reached
lat. 78° 4' S. , the highest they were at any time able to attain ; and on the 9th ,
having traced its continuance to the long . of 191 ° 23', in lat. 78° S., a distance
of more than 300 miles, their farther progress was stopped by a heavy pack
pressed closely against it, and the narrow lane through which they had hitherto
found their way being now completely covered by rapidly forming ice, nothing
but the strong breeze which they fortunately had with them put it into their
power to retrace their course. At the distance of less than half a mile they
had soundings on a bed of soft blue mud, with 318 fathoms. The temperature
was 20° below the freezing point; and nought more here being impracticable,
they bore away for the westward, and again reached lat. 76° S., ( that of the
magnetic pole) on the 15th of February. They found the heavy ice partially
drifted away, but its place supplied by more, recently formed, through which
they got a few miles nearer the pole —lat. 76° 12 S., and long. 164 °, the dip
88.40, and variation 109.24 E .-- thus only 157 miles from the pole. The nature
of the coast rendered it impossible to lay up the ships and endeavour to reach
this interesting point by land ; but it is satistactory to know that it was ap
proached some hundreds of miles more nearly than ever it was before, and that
from the multitude of observations made, in so many different directions, its
position can be determined with almost as much certainty as if the spot had
been actually visited .
The advanced period of the season in this high latitude now rendered return
advisable ; but yet they made another effort to land on the north part of the
coast, which was defeated by the heavy pack-ice. They found it terminate
abruptly in lat. 70° 10 S. , and long . 165 ° E. , trending considerably to the
southward of west, and presenting an immense space, occupied by a dense pack ,
so firmly cemented together by the newly formed ice, as to defy every attempt
to penetrate it. The whole southern land thus traced extends from nearly the
70th to the 79th degree of latitude, and was distinguished by the name of our
beloved Sovereign .
Their way from hence lay near the chain of islands discovered by Balleny,
in 1839, and more extensively explored by the American and French expedi
tions in the following year. On the 4th of March they recrossed the Antarctic
Circle, and being necessarily close by the eastern extreme of those patches of
land which Lieut. Wilkes has called “ the Antarctic Continent," and having
reached their latitude on the 5th , they steered directly for them ; and at noon
on the 6th , the ships being exactly over the centre of this mountain range,
they could obtain no soundings with 600 fathoms of line ; and having traversed
a space of 80 miles in every direction from this spot, during beautifully clear
weather, which extended their vision widely around, were obliged to confess
that this position , at least, of the pseudo -antarctic continent, and the nearly
200 miles of barrier represented to extend from it, have no real existence !!
Continuing to bear westward, the expedition approached the place where
Professor Gauss supposed the magnetic pole to be, which was proved, by ex
tended investigation , to be erroneous; and they then, April 4th departed for
Van Dieman's Land .
No disease or casualty of any kind attended their first labours, and there was
not one individual in either ship on the sick list ! Sir John Franklin , too, the
estimable friend and arctic companion of Ross, was still at the opposite pole,
ready to welcome and entertain him . It was doubtless a happy meeting.

Second Year.—The magnetometers, & c. , again strictly compared with those

676 NAVAL CHRONICLE .

of the fixed observatory, the crews refreshed , the ships refitted, the gallant band
again proceeded with their arduous task. The expedition went to Sydney and
the Bay of Islands, in order to extend the magnetic observations,and finish
meteorological and other philosophical experiments. These at the Antipodes of
European observatories, and equally separated from each other, are of much
interest to science ; and have decided the important question of the exact cor
respondence of the momentary magnetic perturbations. The perturbations at
Van Dieman's Land and New Zealand were found to be in exact accordance.
Nov. 23, 1841. They sailed from the Bay of Islands, and passing by the
Chatham Islands, bore away to the eastward, to examine the supposed position
of the focus of greater magnetic intensity, and, favoured with fine weather,
obtained a series of observations which demonstrated the error of the assigned
position . They accordingly proceeded to the south to resume the examination
of the Antarctic seas.
Dec. 18. In lat. 62° 28' S. , and long. 146 ° 57 ' W., they made the pack
300 miles farther north than before ; which unexpected obstruction showed
that they were too early for the season . They entered, however, and pursued
their voyage for 300 miles, when it became so close that they could push the
ships no more to the southward. With untiring zeal and unflinching fatigue
of officers and men , it wasagain New-Year's day, 1842, before they could cross
the Antarctic circle. The intense brightness of the sky foreshewed them that
they would still have to encounter vast bodies of ice in that direction , whilst
more encouraging appearances held out inducement to try their fortune to the
westward. By Jan. 19, they had succeeded in reaching within a few miles of
the open water, when a violent gale sprung up and placed them in a situation
of appalling jeopardy . The rudder of the Erebus was shattered, and that of
the Terror was soon after utterly destroyed ; and violent shocks against the ice
for twenty- six hours, as they rolled deeply among its heavy masses, severely
tried their strength , and threatened their existence. On the 21st the gale
abated ; and though driven back far into, and closely beset by the pack, they
went to work to repair damages and prepare for new efforts. Their condition
was very helpless, and their vexation the greater, as the last days were fast
shortening, and the season drawing to a close. They had, however, gone
through the pack in a direct line 450 miles, and were more south than Cook or
Bellinghausen had been able to reach in more favourable seasons.
At length Feb. 2, they cleared the pack in lat. 67° 28' S., and long. 159° O'
E., after an imprisonment of forty -six days in the “ thick -ribbed ice . " This
was only ten days earlier than they had been obliged to abandon their opera
tions the year before ; but still they advanced to see what could be done. They
pursued their course to the southward along the edge of the pack, but it was
found to trend to the westward across their course, which obliged them to
stretch farther in that direction than was wished ; and a continuance of violent
gales added more to their difficulties. They fought against every obstacle, and
at midnight, on the 22d, they had the satisfaction to make the great barrier a
few miles to the eastward of the spot where their examination of last year had
concluded. This enormous mass gradually diminishes, from its commencement
at the feet of Mount Erebus, where it is about 200 feet, to 150 feet at the
eastern extreme, as far as could be seen . At the point now reached it was
farther diminished to 107 feet, and broken into deep bays and low projections
not above from 50 to 70 feet high. Soundings in a bed of blue mud were ob
tained at 290 fathoms; which , together with the strong appearance of land ,
gently rising in ridges to the height of several hundred feet, at a distance of
50 or 60 miles from the barrier, leaves little doubt of the existence of an ex
tensive country to the southward, but so entirely covered with perpetual ice as
to conceal every conceivable feature of marked character to establish its positive
existence .
The barrier was, with a strong breeze, traced about 130 miles farther east
ward than in the preceding year, but all beyond was fruitless. Captain Ross
 NAVAL CHRONICLE. 677

therefore retraced his course , and , where he was before prevented by the
weather and fogs, obtained two additional lines of magnetic determinations at
no great distance from the pole, by which its position can be still more accu
rately ascertained. The Antarctic circle was again repassed , and another
hazardous enterprise undertaken, in these long dark nights, which confirmed
the opinion regarding the non - existence of the supposed focus of magnetic
force. " On 12th March, in a heavy breeze, the ships were driven into violent
collision with an extensive chain of icebergs, and the bowsprit, fore-topmast,
and some smaller spars of the Erebus, were carried away and lost. The vessels
were providentially preserved from being dashed to pieces ; and the coolness,
proniptitude, and activity of their crews were never more energetically dis
played . A direct course was held for Cape Horn, as far from the tracks of
former navigators as possible ; and in a heavy gale, James Angeley, Quarter
master, fell overboard and was drowned — the only casualty during 136 days of
arduous duty, and again without one man on the sick-list. Provisions were
supplied from Rio de Janeiro , and the ships were put in as complete a condition
to renew operations as the day they sailed from England.

Third Year. On the morning of December 17, 1842, the expedition sailed
from the Falkland Islands, and on the 24th saw the first icebergs, when nearly
in the latitude of Clarence Island ; and next day their progress was arrested,
by a rather solid pack. The 26th was spent in endeavouring to find out a
penetrable part, and they were led to stand along its edge to the westward.
Captain Ross, being persuaded that the great extent of open water found by
our late worthy friend, Capt. Weddell, to the 74th degree of latitude, was pro
duced by the prevailing westerly winds driving the ice away from some exten
sive shore, probably the eastern side of Graham Land, determined, if he could .
to get hold of that coast, and penetrate to the southward and eastward , between
its shores and the pack , and thus he hoped to arrive at the open part of the
open sea found by Weddell ; deeming it more desirable to trace the land to the
southward than to attempt to follow his track , from which no discovery could
be expected. On the 28th they discovered land, extending S. to S.W.b.W .;
but its shores lined with so extraordinary an accumulation of grounded icebergs,
as to prevent all approach nearer than three or four miles. They had therefore,
only to pass along, and examine the coast as they could . The whole land , with
the exception of two bold projecting headlands near its north extreme, was
found to be entirely covered with snow or ice , which descended from the height
of 2000 or 3000 feet into the sea , where, broken by the violence of the waves,
it formed perpendicular icy cliffs of from 20 to 30 feet high, from which the
bergs already mentioned constantly broke away and grounded in the shallow
water. Between them the whirlpools, caused by a strong tide, were very
troublesome ; and several small islets, quite free from snow, were observed,
extending to the south -eastward from the farthest visible point of land. Á
dense fog arose, and compelled the expedition to haul off to tlie eastward, where
they soon met with the western edge of the packs.
On the evening of the 30th they again closed the land, and steered across a
deep gulf for the extreme point ; but the pack was close against the shores,
and by the 4th in latitude 641° S. , the ships were beset, and drifted rapidly
back to the north ward. Next day they were extricated , and finally succeeded
in landing on an island at the extreme of a deep inlet on the south side of the
gulf, of which Captain Ross took possession in her Majesty's name. This
island is of volcanic origin , and though not more than two miles in diameter,
projects a perfectly forined crater to the height of 3500 feet above the level of
the sea . It lies in lat. 64° 12' S. , and long. 56 ° 49' W. A magnificent table
topped mountain to the westward rises to the height of 7000 feet, and the
whole western shore of this great gulf consists of mountainous ranges covered
with everlasting snow. It was named the Gulf of Erebus and Terror; is about
40 miles between the capes, and nearly as many. miles deep. Excepting the
678 NAVAL CHRONICLE.

south part, it was full of heavy pack -ice, and there were two spaces at its deepest
parts where no land could be discovered , and which probably communicate
with Bransfield Strait. In the evening the ice being driven off the land, they
rounded the south part of the gulf, and coursed the land to the south -westward,
between its shore and a chain of grounded bergs two or three miles distant.
All this portion was free from snow for 20 miles, when they again came to the
perpendicular icy cliffs descending from a snow-covered mountain about 2000
feet high. This was a complete barrier in minature, and tended to confirm
Captain Ross's opinion that an extensive continent exists to the southward of
the great barrier discovered in 1841 , extending to the east 450 miles from
Mount Erebus.
Ice, in various forms, beset them for some time, and observations were taken
on that which was fixed . No doubt remained that the strait before spoken of
communicated with Bransfield Strait , and probably with the canal d'Orléans;
but it was so completely closed that nothing farther could be done to decide this
geographical point. The struggles with the ice continued to 1st of Feb. when
it became essential to extricate the ships, and endeavour to penetrate to the
south . On the 4th they succeeded in gaining the pack -edge, and were once
more in clear water, after having been more or less entangled for the space of
40 days. East winds and thick fogs prevailed, and the best of the season was
passed. They, however, in lat 650 nearly , crossed Weddell's returning track,
and found pack -ice where he had perfectly clear sea. They could not penetrate
beyond lat. 65° 15' S., where their position was 100 miles to the southward of
Admiral D'Urville's track, where he unsuccessfully attempted to follow the
route so nobly achieved by our countryman Weddell. On the 22nd they
crossed the line of the no- variation in lat. 61 °, and long. 24' W. , in a dip of
57° 40 '; a fact of much importance to magnetic science, since the observations
appear to prove that the supposition of there being two magnetic poles of ver
ticity in the south (as is well known to be the case in the north) is erroneous,
and that there is in reality but one magnetic pole in the southern hemisphere.
We may notice that the whole of this year's observations tend in a remarkable
manner to confirm the position assigned to this pole by Captain Ross, from his
first year's experiments in its close vicinity.
On the 23rd they rounded the last extreme of the pack, and stood to the
south -east, and crossed the Antarctic circle on the 1st of March, in long 71 W.
From judicious considerations Capt. Ross now tried to penetrate to the south
ward in the meridian exactly between Bellinghausen's and Weddell’s tracks,
and consequently stood to the south-west.
On the 23rd, in lat. 68° 34', and long. 12° 49' W. , he was becalmed, and
seized the opportunity to try for soundings, but 4,000 fathoms of line failed to
reach the ground. This great depth is against the probability of meeting with
land near. For some time, however, they persevered in an attempt to get
farther to the south, but the ice was too strong for them , and considerable
danger was encountered in a tempestuous gale, which lasted, without interrup
tion, during three days. The darkness of the nights and the number of ice
bergs seemed only to increase the confidence and courage of the men ; and the
manageinent of the ships was, throughout most worthy of admiration. At
length, on the 8th , the wind veered to the eastward, and with hearts overflowing
with gratitude to God for his merciful protection, when human efforts were all
but useless and unavailing, our brave fellows were in safety, and steering for
the north . It was not, however, till the 12th , that they were relieved from the
apprehension of being driven against the still- threatening pack .
On the 17th they reached the latitude of Bouvet Island (64 ° 19'), about 8 °
to the westward of the assigned position ; but they, like Cook, searched for it
in vain : and Captain Ross concludes that Bouvet had been deceived by the
form of an iceberg. The last berg was seen on the 25th in lat. 47 ° 3' S., and
long . 10° 51 ' E., when bearing away before a fair gale for the Cape of Good
Hope, where the expedition prosperously anchored on the 4th of April.
 NAVAL CHRONICLE . 679

In the third season , it will thus be seen, they did not penetrate so far as
Weddell ; yet the unusual prevalence of easterly winds preventing the pack
from drifting offshore, was the means of enabling them to reach the latitude of
7140 S. , on a meridian usually occupied by the pack when driven by the pre
vailing winds from the east shore of Graham's Land , and extending their
researches in that meridian ( 15º W. ) 'twelve degrees of latitude beyond their
predecessors, Cook , Bellinghausen, and Biscoe.
The discovery and examination of a considerable extent of unknown coast ,
proving the insularity of those portions of land first discovered by Bransfield
in 1820, for years afterwards frequented by our sealers in search of their prey,
and finally, in 1839, seen by Admiral D'Urville, and called by him “ Louis
Philippe's Land ," cannot but be regarded as important additions to our know
ledge of those parts, which , though islands of inconsiderable size, might have
extended, and were supposed to extend , even to the pole,
At the end ofApril, the Erebus and Terror left the Cape of Good Hope, and
touched at St. Helena and Ascension for the purpose of repeating the magnetic
observations they had formerly made, and verifying their instruments. In
order to render the whole series complete, it was necessary to repair to Rio de
Janeiro, which the expedition reached on the 18th of June. After a few days
employed in observing and refitting, they sailed for England , and touched at
one of the Western Islands, made the land of Scilly on 27th August. The
passage up Channel was rendered tedious by calms and light winds, so that
Captain Ross was unable to land until Monday, 4th September, when he dis
embarked at Folkestone, and arrived in town on the afternoon of the same
day . Need we add that his reception at the Admiralty was most cordial and
gratifying ? Lord Haddington complimented him in the warmest manner in
the presence of the other Lords, and all joined in the highest eulogy upon his
services . This is only the preface to the fame he has, with his brave comrades,
Capt. Crozier, Commander Bird , and the rest, so nobly earned ; and it will be
echoed not only now and by his country, but by the whole civilized world and
for ever.
Heartily do we wish him , and all who were with him, the perfect enjoyment
of that high health in which they have been restored to us after all their fatigues
and perils.

The Defence's TOP -Masts:

Bovisand, September 11th, 1843 .
Sir . As part of a top-mast with its cross and trussel-trees, and some of the
top-mast rigging was picked up by H.M.S. Acteon, in latitude 49° N. , and
longitude 20º W. , in the year 1815, and as the broken mast, the trussel-trees,
and cross -trees, bore the name “ Defence " as well as a broad arrow on them ;
and the remaining standing rigging of the top -mast had the rogues' yarn in it,
the officers of the Acteon on observing these marks, were justified in believing
that the floating relict had belonged to H.M.S. Defence. But neither the
buoyant state of the wood, the place were it was found, the general drift of this
part of the Atlantic, nor the direction of the winds that prevail, were at all of
such a nature as to induce a belief that the gear picked up by the Acteon in
1815 , was lost from the Defence in the year 1793, whilst in chase of a French
Fleet.
The Defence's Official log for November 1793 , records the carrying away of
her top-masts and the rigging of others—not the loss of a top -mast with its cross
and trussel-trees, and part of the rigging ; the opinion therefore that this mast
had remained for 214 years in the sea, and that too, nearly stationary, cannot
be sustained !
680 NAVAL CHRONICLE .

We may sometimes entertain erroneous opinions, or form hasty conclusions

from superficial observations, and when we give these opinions to the public ,
we should allow them to be calmly discussed ! Here was the Wreck of a top
mast picked up by the Acteon in lat. 49° N. , and long. 20° W., in the year
1815 , which it seems, the Defence did not lose in November, 1793. It is
recorded in the Naval History of this country that H.M.S. Defence (along
with the St. George 98, ) was totally lost on the Coast of Jutland at the end of
the year 1811 , and that out of 1300 men who composed the two ships com
panies, only 18 were saved. The masts went overboard and the ships went
to pieces.
Let us now enquire into the possibility and probability of the wreck of one of
the Defence's topmasts being drifted from Jutland to where the Acteon picked
it up :
It is an acknowledged fact that the prevailing westerly winds in the Atlantic,
raise the mean level of the channel above the level of the North Sea , and that
these westerly winds prolong the periods of flood, and shorten the periods of
ebb, in the Straits of Dover. The fiood tide is not only prolonged in time, but
its velocity is greater than that of the ebb, hence it results, that there is more
water passing (by the Straits of Dover) into the North Sea , than out of it.
If we examine a Map of Europe, it will at once be seen that the waste water
drainage of its northern parts falls by the river, either into the German Ocean,
or Baltic Sea. Now the Baltic discharges a vast volume of water into the
Sleeve, in a northerly direction , and this stream is joined by the easterly set
along the Dutch Coast, and the discharge from the rivers of Germany * the
result of these currents is an outset from the North Sea, between Shetland and
Norway.
" In Norway the most frequent winds are the South , S.W., and S.E .; the wind
at Bergen is seldom directly west, but generally S.W. 10 S.E. : a N.W. and
especially a N.E. wind are but seldom known there.” +
The wreck of a top-mastfrom the Coast of Denmark would be carried by the
current into the Northern Ocean , and the prevailing winds would accelerate
its progress ; reaching a northerly latitude the same prevailing winds and
currents, that carried the Norwegian Pirate “ Naddodr ”, to Iceland, would
influence the drift of the spar in question . When the ice breaks up in the
Greenland Seas, it drifts to the west and south -west, and when it reaches a
temperature above the freezing point it dissolves. The easterly winds that
prevail in the higher latitudes would cause the top-mast in question (the heel
being above water) to drive to the westward , and in this way it would go
“ north about,” and reach a part of the Atlantic having an easterly set ; and
had it not been picked up, it might have found its way into the English
Channel.
In the winter of 1803, H.M.S. York , 64 guns, Captain Henry Mitford,
foundered in the North Sea. It was supposed she struck upon the Dogger
Banks . This however is certain ; one of her lower yards was washed on shore
near Montrose ; that is to say, it drifted to the northward.
The Defence being wrecked in the year 1811 , and the top-mast referred to
having been picked up in 1815 , a period of 34 years may have elapsed. Now
a greasy top -mast might resist the ravages of marine boring animals, and preserve
its buoyancy, in high latitudes, for 3 or 4 years, and I think it not only possible,
but probable, that a broken top- mast from the wreck of the Defence, made the
circuit of the British and Ferne Isles, and was picked up in lat. 39° N , and
long. 20° W., by the Acteon .
I am, Sir, &c.,
WILLIAM WALKER .

See Nautical Magazine Sept. 1835 , Article “ Currents of the Ocean.”

+ Encycl. Britannica , “ Article Meteorology . "
 NAVAL CHRONICLE . 681

RODGER S ANCHOR . — We have always entertained the opinion that,

Rodger's anchor is superior to any other yet made , and have not hesi
tated to express that opinion , confirmed as it has repeatedly been by
those of experienced officers and seamen , already before our readers.
But that the high encomiums passed on it in the following letters may
be properly appreciated , it is right we should inform them that , Capt .
Smithett has had thirty years experience in Mail Packets , fifteen of
which have been in command ; and that , he obtained great credit for
the masterly manner in which he conducted Her Majesty's yacht into
the harbour of Ostend on her late visit . The acknowledged experience
of Capi . Smith , as a seaman in the Yacht Squadron , as well as the
Royal Mail Steam Packet Company, with that of Captain Smithett,
whose first rate qualities are well known to many of our readers , is
another confirmation , gratifying to ourselves, of our own view of this
important article of a ship's furniture .
H.M. Packet Ariel, Dover, Mar. 16th, 1843 .
Dear Sir.- After several months repeated trials with the Small.
Palmed Anchor you supplied for the use of Her Majesty's Mail Steam
Packet Ariel , under my command, I have great pleasure to inform you
that I have never known it to start under any circumstance in which
I have required it, and I consider it far superior to the common anchor
I bad in use before .
I assure you I feel the greatest confidence and security when at
anchor now, compared to what I ever experienced before I kuew of the
merits so justly due to your admirable invention, and which I shall at
all times feel the greatest pleasure in recommending .
I am , &c.,
( Signed ) LUKE SMITHETT,
To Lieut. W. Rodger. Commander.

Royal Mail Steam Packet Medway,

Blackwall, May 3rd, 1843.
MY DEAR RODGER . - It affords me much pleasure after a trial of
nearly five years to give you my opinion of your Patent Small - Palmed
Anchor. Whilst in command of the Flower of Yarrow cutter - yacht, of
145 tons, she was anchored off the Morina , in the Bay of Naples , and
rode out a very heavy gale with the wind dead on shore.
I have also had the command ( since July 1842 ,) of the R. M. Steam
Packet Medway, 1,300 tons, and on all occasions have used your an
chor. On the 3rd September , 1842, the Medway was caught within
the limits of a hurricane whilst at anchor off the light-house, Nassau ,
which induced me to lift the anchor, and run into Cochrane's Anchor
age , where she rode the gale in four fathoms water with sixty fathoms
of chain .
Again on the 12th of January , 1843 , the Medway rode out a very
heavy norther under the Castle of St. Juan de Ulloa, Vera Cruz, when
all the strain was on your Patent Anchor with only sixty fathoms of
chain . Such is my opinion of your anchor that , if the Medway had
ENLARGED SERIES.— NO . 10.–VOL . FOR 1843 . 4 s
682 NAVAL CHRONICLE .

been caught in a hurricane on the Campechey bank ( such as I have

seen ) I should haveinade use of your anchor, and endeavoured to have
rode it out.
Wishing it may meet with that success its merits deserve ,
Believe nie, very truly yours ,
( Signed ) H. SMITH ,
To Lieut. W. Rodger. Commander R.N.

From New Zealand, January, 1843. — Extract of Letter.

WILLOUGHBY Shortland, Esq . , ( Lieut. R.N., ) the gallant officer administering
the Government, pro -tem , since Captain Hobson's demise, seems dispused to
act favourably towards this part of the colony ( Wellington) . He is going to
undertake off-hand, the adjustment of the land claims, the settlement of which
having been neglected, very much retarded the operations ofthe agriculturists ;
and, as several roads are now being formed, which run into the interior from
different points, we look for better times. Among other public buildings, the
Governor, not forgetting his old profession, is about to erect a light-house
here, .
Great preparations have been made with respect to Flax, and it is anticipated
that, in the course of the present year, 2000 tons of that useful article will be
brought into port (Nicholson ) for shipment.
I wish thatexcellent Naval' work, the Nautical Magazine (which by the by
finds its way even to this remote part of the world, ) would stir up the question
of communication by England with Australasia, via Panama. A regular con
veyance for letters is most desirable, not alone to satisfy private feelings, but
for the benefit of trade, which here will soon grow into importance, and which
I need not add is of some importance to Old England.
The ship Clydesdale takes home a piece of furniture, a side-board, a specimen
of our ornamental woods, as a present to our beloved Queen Victoria, from
the Wellington Merchants. So that though far distant, and busy enough with
our own affairs, you will perceive we do not forget our Lady Sovereign ," or
allow our loyalty to rust among the forests of New Zealand.

ERRATA AND CORRECTIONS IN THE Second EDITION OF THE PRACTICE OF

Navigation . — By Lieut. Raper, R.N.
(Continued from p . 279.)

Page 23, line 17, alter triangle to angle.

73, No 226, Ex, alter 2.4473 to 2.4476 .
183 , No 489, Hour Angle, alter 48s to 478.
240, Ex. 1 , the rem . 62 ° 26' should be 62° 28', the hour angle is 2h,
27m , 35s. and errors of the watch 523. and Im.. 30s.
244, note + line 3, alter alt. to lat.
note I last line, alter at, to lat.
268, line 8, alter P.P. 58' to H.P. 58'
283, alter ) app. alt 29° 27' 30" to 29° 47' 30 "
The log sec. of the lat. should stand at the top of the column .
 NAVAL CHRONICLE . 683

Page 347, line 31 , alter 87° E. to S. 87 ° E.

362, Expl. Table 40, in the rule for computing a term crase 2d. before
Reduction .
460, ( 2) 2, St. Kilda , alter the long. to 8 34.5 .
(2) 3, Rockal, alter the long. to 13 41 .
461 , (3) 3, Limerick, alter 52 35.0 to 52 40.
(4 ) 1, Buncrana, alter the long. to 7 27.2.
[ The last three corrections arise from a recomputation of the position of
Buncrana ; Balta, and the other places ( Practice of Navigation p. 350) remain
unchanged .
471 , ( 23) 3, Goonung Apee, the symbol should be placed with the line
vertical instead of horizontal.
473, ( 27) 3, alter Hammock to Hummock .
480, Ascension , erase C. G. Hope 1 36 49.
481 , Buncrana, erase Greenwich 0 29 39
Diamond Id. erase Madras.
483, erase Nicola Mole C.
Port Jackson, erase Port Philip ; Rewa, insert 1 49 21 .
709, Col. 2, Bussra, remark, alter 350 2nd par. to 349 last par.
719, Tonga, alter p. 471 to 475.
727, At Hour angle, alter 107 , No. 306, to 130 No. 360.
A page containing the whole of the Errata of Raper's Navigation , dis .
covered up to the time of the latest correction , may always be obtained on appli
cation at the Publisher's, Mr. Bate, 21 , Poultry.

FIRST REPORT FROM THE SELECT COMMITTEE ON SHIPWRECKS .

( Ordered by the House of Commons to be printed, 10th Aug. , 1843. )

Tue Select Committee appointed to enquire into the shipwreck of British
Vessels, and the Means of Preserving the Lives and Property of Shipwrecked
Persons, and to whom the Reports of 1836 and 1839, and the several Petitions
on the subject, were referred, and who were empowered to Report thereupon
from time to time to the House ;-have considered theMatters referred to
them , and have agreed to the following, being their First Report :
Their enquiry has embraced two points : 1st. The Loss of British vessels,
and the means of diminishing that loss in future. 2nd . The means of Preserv
ing the Lives and Property of Shipwrecked Persons.
Having obtained returns of the British ships lost during the years 1841-2-3,
as regards the whole of the mercantile marine, from Lloyd's, and also of the
loss of timber- laden ships from British America to Europe from September
1839, the date from which the Act took place prohibiting the deck -loading of
these ships, they have been enabled to make a comparison ; 1st, of the general
loss of ships in the years 1841-2, with those lost in 1833.4.5 , in proportion to
the registered tonnage ; and, 2dly, of the loss of timber ships, in the years
1840-41 and 1842, with those lost in 1836-7-8. In both cases they have the
satisfaction to find, that the loss has been much less in the later periods than in
the earlier, more especially as regards timber-laden ships, and the lives of the
crews employed on board of them , where there has been a reduction in loss of
ships in each year from 56 to 23 ; and, as near as can be calculated , a saving
of 200 lives of seamen . In no one instance during the last period do they
find, in those ships to which the Act of Parliament alone applies, any of those
horrible cases stated in the Report of the Committee of 1839, of the crews of
several ships in each year having been reduced to the necessity of existing on
the remains of their comrades. They feel, however, bound to report one of
this description , which appears to have taken place but a shori time ago,
684 NAVAL CHRONICLE .

reported from New York, 14th December 1842, in regard to the “ Naiad , ”
bound from Halifax to Demerara, where one man remaining only out of a crew
of 17, was taken from the wreck 50 days after the 22nd of September, when
the ship had been upset. (See Evidence, No. 3699. ) Your Committee
consider that no ship can be sea -worthy, when her upper deck is lumbered
with cargo of any kind ; and they strongly recommend to the consideration of
Her Majesty's Government, a still further extension of the prohibitory clauses
of the Act of Parliament against the deck-loading of ships.
Your Committee felt it their duty to enquire into those points which seemed
to them more essentially to regard the security of Shipping :
1. The character of ships. 4. Harbours of Refuge.
2. The competency of Masters and Mates. 5. Lighthouses, Beacons, &c.
3. The facility of obtaining good Pilots. 6. Charts and Compasses.

Character of Ships.
The new Association formed for the survey and classification of Merchant
Vessels, especially alluded to and described in the Report of the Committee of
1836, under the name of Lloyd's Register Society for British and Foreign Ship
ping, has made regular progress from that time ; and as appears by the evi
dence of the secretary, (Ev. No , 4015) any objections entertained against it in
the first instance are now removed, and Shipowners are generally ready to sub
mit their ships and stores to the fair examination of the Surveyors of the Society,
for the purpose of having them classed in the Register-book according to their
real quality.
Your Committee beg to call attention to the return laid before the House,
dated 24th February, 1843, of the number of ships of war and Government
packets which have foundered at sea and have not been heard of from the year
1816 to the present time; 11 of which appear to bave been of the class of 10
gun brigs, 6 of those having been employed in the Packet Service.
Your Committee recommend to the consideration of the House the propriety
of an enquiry being instituted as to the necessity of introducing an Act of Par
liament, placing all Steam- ressels carrying passengers under the superinten
dence of competent persons, to be appointed by Government.

Competency of Masters and Matcs.

Upon this subject evidence of a somewhat contradictory character has been
laid before your Committee. Opinions have been advanced, and the example
of foreign nations cited, in favour of the establishment of Boards for the exami
nation of Masters and Mates ; whilst on the other hand , most of the leading
Shipowners appear to be decidedly hostile to the enforcement of examination
by Act of Parliament, considering such compulsory examination an unnecesary
interference with their interest in the selection of such persons as they may
think most likely to serve them best in the various duties they have to perform ;
all parties at the same time agreeing to the propriety of encouraging the
increase of scientific knowledge as much as possible in the Mercantile Marine.
Your Committee, however, after carefully weighing the evidence adduced,
consider that under all circumstances it would materially promote science, and
preventthe loss of life and property, if a legislative enactment were introduced
by the Government, establishing local Boards for the purpose of examining into
the ability, conduct, and character of all who wish to qualify as Masters and
Mates in the Merchant Service . And your Committee further recommend the
establishment of Schools for the purpose of teaching Navigation in the different
Sea- ports, to be supported by a small tonnage duty, to be levied on the vessels
belonging to such port.
Your Committee have examined many witnesses on the propriety of investi
gating the conduct of the Masters, Mates, and crews of ships lost, and most
 NAVAL CHRONICLE. 685

of the witnesses are favourable to such investigation ; and the Committee

therefore recommend that an enquiry into the causes of the loss of ships should
on all occasions take place.

The Facility of obtaining good Pilots.

No point can he of more importance to the security to shipping than this ;
and, although the Boards established under the Lord Warden of the Cinque
Ports, the Trinity -Houses, and other Boards, are as effective as can be expected
in their local arrangements, yet, from changes in time and circumstanees, and
the great increase of shipping, the Committee strongly recommend that a
commission of competent persons should , every three years, visit the different
pilot stations of the United Kingdom , and report to the Board of Trade any
arrangements or alterations that may appear to them calculated to promote
the security of shipping and the commercial interests of the country. A change
has been stated to the Committee to have taken place in late years, by the dimi
nution of hovelling boats cruising in the British Channel, with boatmen
licensed to pilot ships into the Downs, for the purpose of getting employment
on board homeward -bound ships, arising from the want of that encouragement
which would remunerate them for so doing, partly attributed to the alteration
which took place some years ago in the Cinque Ports pilots cruising off Dunge
ness. The statement appears to be confirmed by the Report of the Commis
sioners appointed in 1836, who admitted the justice of the boatmen's complaint,
and recommended a general regulation, “ that if a master chooses to employ a
boatman or any other person until a pilot presents bimself, the former shall be
entitled to part of the whole charge of pilotage, proportioned to the distance
which he shall have conducted the vessel , provided he be not superceded by a
regular pilot within a reasonable distance after the vessel shall have come within
the limits of pilot water. The Lord Warden ( Ev . No. 5273, ) approves of this
proposed regulation , and the Committee strongly recommend its enforcement by
Legislative enactinent.
The Committee wish to advert to the evidence of Mr. Ingram ( Ev. No. 3659 ,)
and to the letter from Mr. Mason, read before the Committee on 18th July, as
to the state of the pilotage on the Hoogly, as a fit subject for farther inquiry at
Calcutta.

Harbours of Refuge.
Witnesses of the highest authority have given evidence before the Committee
proving the want of harbours accessible at all times of tide, and urging the
necessity which exists for their erection on those parts of the coast where such
harbours do not exist ; Your Committee strongly recommend the immediate
attention of the Government and the Legislature to this subject.
The witnesses to whose evidence the Committee refer, have pointed out dif
ferent localities as most eligible ; but the Committee abstain from recommend
ing any particular situations for harbours, from a conviction that these points
will be best decided on by a body composed of scientific and competent persons,
whose attention should be specially and exclusively directed to this subject.
Attaching the greatest importance to this vast project on national grounds,
as well as for the protection and security of trade, Your Conimittee think it
most desirable that as large an appropriation of national funds, as can be made,
be devoted annually to the construction of Harbours of Refuge in such localities
as may be recommended,
To the various plans and models of Floating Breakwaters, the Committee
have devoted their best attention ; and considering the expense of constructing
and maintaining them in repair, compared with the durability of solid break
waters, ( which should be calculated to endure for ages, ) Your Committee are of
opinion , that whatever may be decided on, as to the formation of Harbours of
686 NAVAL CHRONICLE .

Refuge, such national works should possess the most perfect solidity, to resist
the force of any sea, afford shelter to the trade, and the great and essential ad
vantage of having powerful batteries erected on them.

Light-houses, Beacons, 8c.

The light-houses and beacons around the coast are so immediately under the
direction of the Trinity Board , whose attention is constantly directed to these
points, that the Committee feel they have to notice what has been brought be
fore them upon the subject, rather than to express their judgment thereon.
The numerous wrecks on the north-west coast of Cornwall induces your Com
mittee strongly to recommend that one or more light-houses should be erected
on that rugged shore. Towen Head appears to Your Committee to be the
most desirable situation , as it is in evidence that there is already a small pier
near thereto, which might be extended , so as to render it a fair harbour of
refuge. Models of light-houses have been brought before them by Captain 1
Sir Samuel Brown , Mr. Bush , and Mr. Steward ; but as neither of these has
been tested, they do not offer an opinion upon them . Two light-houses erected
by Mr, Mitchel , upon a new and ingenious principle in regard to their founda
tion , having now stood the test of more than two years, one upon the foot of
the Wyre Sand off Fleetwood, and the other on the Maplin , the Committee do
not hesitate to recommend to attention . They feel it right also to notice a
beacon erected by Captain Bullock of the Royal Navy, upon the southern edge
of the Goodwin Sands, which has now stood two winters, and having been
erected at a very small expense, (not exceeding 551. ) may prove of the greatest
service if brought generally into use,
Your Committee recommend that Sound Beacons should invariably be placed
near light-houses, as well as on board light-vessels, to warn ships of their danger
in foggy weather.

Compasses and Charts.

Your Committee have had represented to them the great and unequal devia
tion of the Needle in different vessels and situations, from the local attraction on
board, from 30 to 18° , according to a Report from the Admiralty, (see Appen
dix) , which may have been the cause of the loss of some vessels, from themas
ters not being aware of it, and which can alone be guarded against by the
closest attention .
The safety of ships, and the lives of all on board so much depending upon
the correctness of charts, a general and constant revision of those most in use is
well worthy thecontinued attention of Government, and would be a great boon
to the Mercantile Marine. Your Committee are also of opinion that the atten
tion of shipowners should be called to the propriety of masters being supplied
with the latest authorized edition of charts .
In regard to the second point of inquiry, the Means of Preserving the Lives
and Property of Shipwrecked Persons, Your Committee have received the Evi
dence of the Deputy -Comptroller and several officers of the Coast Guard, who
have of late years been more the means of saving the lives and property of ship
wrecked persons upon the British coast, than any others, from their duty hav .
ing required their continual look -out upon the spot. From this evidence it
appears, that their first object, as the most effectual means of rescuing the
crew, upon a wreck taking place, and when it has been impossible for their
own boats to live through the sea , has been , to endeavour to effect a communi
cation with the vessel , either by life- boat, if they have one, or by a line thrown
on board by one of Captain Manby's mortars, or rockets provided by Mr. Den
nett of Newport, and Mr. Carte, in the Ordnance service at Hull. Either the
mortar or rocket, should the distance of the vessel from the shore not exceed
250 or 300 yards, will, in most cases, prove effectual, and indeed many valu
 NAVAL CHRONICLE. 687

able lives have been saved by these means. The comparative value of each of
these plans depends upon the greater or less distance they will carry their re
spective lines against the same force of wind, as it appears by the evidence there is
no difference in the correctness of the direction in which they will carry them .
They have had given in, a comparative statement of trials, which is annexed
in the Appendix . They consider, that both the mortars and rockets should be
furnished to the Coast Guard in all stations, where wrecks are likely to take
place, as the best mode of effecting a communication with a wreck in extreme
cases, when the ship has no means within berself of communicating with the
shore, which few , if any have at present. Scarcely any ships or steamers are
sufficiently prepared with the means of saving the lives of those on board, in
case of accident to the vessel by fire, wreck, or even in the case of an
individual falling overboard in severe weather. In regard to steamers,
irrespective of their other boats, an invention of Captain George Smith , R.N. ,
(whose Evidence appears, No. 2934,) for fitting the covers of the paddle-boxes,
so that they may form perfect beats, and be easily lowered into the water,
should be universally adopted. The advantage of this recommendation will be
seen by reference to the cases of the Isis and Solway, (Ev. No. 2558) . Every
ship should also be required to carry at least one of her boats, fitted upon the
principle of a life-boat, kept ready for lowering down , in case of need. The
numerous lives lost in the case of individuals who may have fallen overboard,
as well as of others in the attempt to pick them up, is alone sufficient to justify
such a regulation . The evidence of three Commanders of East Indiamen, ( Ev.
No. 3211, No. 3637, No. 5472, ) who have all carried boats of this description
on board their ships; the Deputy -Comptroller, and other officers of the Coast
Guard ; the Annual Reports of the Royal Society for the Preservation of Life
from Shipwrecks; and no less than twenty individuals, by letters addressed to
the Chairman of the Committee, hare recommended such boats as the best and
surest means of saving life .
Your Committee suggest that water-tight divisions in steam -vessels are cal
culated to prevent total loss of vessel and machinery, and to ensure the preser
vation of life, by affording time for the preparation of boats for the reception of
passengers and crew ; Your Committee, however, are not prepared to point out
what number of those water-tight divisions should be before and abaft the
engine -room and machinery.
The Committee look with admiration to the many instances in which the
officers and men upon the Coast-Guard service have, at the greatest personal
risk, exerted themselves in saving the lives of others ; and in the case of Lieu
tenant Lingard , with the loss of his own life and that of several of the crew, in
Robin Hood's Bay.
Your Committee venture strongly to recommend such devotion to the favor
able consideration of Governinent as an encouragement to others.
With regard to the preservation of shipwrecked property, the Evidence shows
that there is on many parts of the coast a want of that moral principle which
should inculcate a just regard for the rights of such property. It is rather
looked upon as a chance gift, which each has a right to scramble for as he can ,
notwithstanding the laws which have been passed from the earliest period, to
prevent or punish such depredations. ( See Law of Wrecks Considered, by
W. Palmer, Lond . 1843. ) The plunder of shipwrecked property on the coast
has been carried on to an enormous extent, and this seems to have arisen from
there having been no person on the spot, when a wreck had taken place, to
look after the property. Since the establishment, however, of the Coast-Guard,
by whom, from different stations, every part of the coast is now watched, this
plunder has been much reduced ; but still it exists to a considerable degree,
as in the case of the Jessie Logan, and the Frances ( Ev. Nos. 3831 & 4848,)
and other vessels wrecked on the disastrous 13th of January last. By the
evidence of Captain Sparshott ( Ev. No. 3406-7) , and other officers, this system
of robbery arises, from the Coast Guard having no authority to interfere, ex
688 NAVAL CHRONICLE .

cepting where the articles from the wreck are subject to custom's duty. The
Lord Warden states ( Ev. No. 5245 ) , that notwithstanding the strictest orders
given by him within the jurisdiction of the Cinque Ports, plunder still takes
place. ( See also Evidence, No. 4995. )
Your Committee wishing to ascertain the state of the law in other countries,
obtained the Evidence of Mr. Van Houten ( Ev. No. 3515 , et seq.), stating that
the Government of Holland takes charge of all abandoned shipwrecked pro
perty for the benefit of the parties, to whom it may belong, if claimed within a
certain time; if not so claimed, it then becomes the property of the Govern 1
ment. By the Evidence (No. 5002-6) it appears that the French Government
take charge of all shipwrecked property for the benefit of the right owners ;
this will be seen by reference to Ev. No. 5741 to 5745, in the case of the wreck
of the Conqueror, off Etaples. The Committee strongly recommend that all
abandoned property from wrecks on the coast of the United Kingdom should
be vested in the Government, in trust for those, to whom it may belong ; a
regular register and account being kept of all such property.
Your Committee recommend an international arrangement to be made if
possible, upon the subject of wrecks, with all other friendly powers, for the
return of shipwrecked persons to their own country, and the restoration of pre
served property to its right owner.
The Committee consider that some better code of Maritime Law than that
which now exists for the regulation of the duties of Master and Seaman on
board of Merchant Vessels is much wanted , with a view of increasing the
security of shipping, promoting the comfort and health of seamen , and of
preventing desertion .
Your Committee have received various suggestions for life -boats, safety- capes
and belts; and some drawings and models have been presented for their inspec
tion ; but not having sufficient means of testing their respective merits, they
can only now recommend them to the consideration of Her Majesty's Govern
ment, in the event of any legislative enactment on that subject.

HER MAJESTY'S MARINE EXCURSION .

Her Majesty and Prince Albert left Windsor Castle on Monday the 28th of
August, at 25 minutes before 8, in a close carriage -and -four, escorted by a
detachment of the 1st Life Guards, for the Farnborough station of the London
and South Western Railway.
It was expected that the Queen would reach the station, on her journey
across the country from Windsor, about half -past 9 ; but, with the energy
which characterises all Her Majesty's movements, she anticipated these calcu
lations, and within a very few minutes after 9, the carriages conveying Her
Majesty and suite, escorted by a Guard of Honour, arrived at the station. The
Royal party alighted without delay, and being received by two of the Directors,
entered the building, where the Queen seated herself for the brief space which
was required for the adjustment of the cushions, & c., in her carriage, and the
completion of the preparations for starting. This done, Her Majesty, accom
panied by Prince Albert, entered the conveyance. Everything being now in
readiness, the word was given to start, and at 20 minutes before 11 the uplifted
voices of hundreds of the good “ folke” of Southampton announced that
England's Queen had reached the terminus.
Here were assembled the Duke of Wellington , Lord -Lieutenant of the county ;
the Earl of Aberdeen , the Earl of Liverpool , the Mayor, the Civic Authorities,
and Directors. Two Royal carriages were in waiting. A detachment of the
7th , or Queen's Own Hussars, were present as a Guard of Honour, and the
Marine band from Portsmouth played the national anthem . On alighting from
the railway -carriage addresses were presented through the Earl of Aberdeen ,
 NAVAL CHRONICLE . 699

as Secretary of State — the one to Her Majesty, and the other to Prince
Albert.
Southampton, which had never been honoured by the presence of a Sovereign
of the House of Hanover, seemed determined to welcome with the utmost
cordiality Victoria and her Royal consort . From the terminus to the pier the
whole was one continued scene of extreme devotion and well-timed display.
A royal salute announced the departure of the Royal cortège from the terminus,
the bells rang merry peals, and the cheers of the assembled thousands marked
the Royal progress. At the pier- head, but moored some five yards off, was the
Royal Victoria and Albert yacht, and close by her the Lightning , Lieutenant
Winniett, which had conveyed the Lords of the Admiralty, who, with Adm.
Sir C. Rowley, were waiting to receive their Sovereign ; Cyclops, Capt. Austin ,
and Prometheus, Capt. Lowe. The Firebrand and Fearless were also near.
Round about were the South Western , the Monarch, Ariadne, and other private
steamers ; and the Great Liverpool Oriental steamer, and many private yachts,
with all their colours displayed.
When the Royal cortége arrived at the Royal Pier, an interesting circum
stance occurred, which enabled the Queen to have an instance of the ready
loyalty of the Southampton Mayor and Corporation. From some cause the
Royal Yacht had not been brought close to the pier by the time the Royal
party arrived, and it became necessary for Her Majesty to go into the barge to
be pulled two or three boats' length to go to the yacht ; and the scarlet baize
spread over the stage intended to be run on to the yacht when alongside, was
taken off to cover the pier steps ; that, however, left the stage so wet and dirty,
especially as it was raining at the time, that the Earl of Haddington exclaimed
“ Wemust get some covering for the stage ,” which was being used between
the Queen's carriage and the steps. Nothing could be obtained, and Her
Majesty waiting to alight, the members of the Corporation , like so many
Raleighs, stripped off their robes of office in a moment, from which those of the
Mayor and Alderman were selected ( they being scarlet) , and the pathway was
covered for the Sovereign's use , so that Queen Vi ria, like Queen Elizabeth ,
walked comfortably and dry-footed to her barge. Her Majesty appeared much
gratified by this spontaneous act of attention , and was pleased to step so as to
avoid the velvet collars of the robes of office.
The Duke of Wellington was at the head of the pier, and having handed
Her Majesty from the carriage into the Admiral's barge, retired to the tempo.
rary house on the pier, evidently very wet, and returned to town by the quarter
to- twelve- o'clock train .
The Queen and Prince Albert, with their suite, were rowed by twelve seamen
from the pier to the steam - yacht, where they were received by Adm . Sir C.
Rowley, Capt. Lord A. Fitzclarence, the Earl of Aberdeen , and the Earl of
Liverpool. Her Majesty embarked amidst a royal salute from the town guns,
fired from the platform . At twenty minutes past twelve, the steamer left her
moorings, saluted again by the town guns and by the guns of the Great Liver
pool. She was soon followed by the other Government steamers , as well as by
the Ariadne, having on board the Mayor and Corporation ; the Monarch, and
other private steamers. Captain Hall , the Commander of the Royal yacht, has
been left behind sick with the ague and fever, which most Officers having
served in China are subject to on their return to England; in consequence of
this, Capt . Horatio Austin , of the Cyclops, has been appointed Steam Captain
of the Victoria and Albert, and Lieut. Schomberg is doing duty, pro tem ., as
Captain of the Cyclops. Commander Sheringham , of the Fearless, had the
honour of steering Her Majesty from the pier of Southampton to the yacht on
her embarkation , the Victoria drawing too much water to allow her to go along
side. The landing of Her Majesty at Ryde presented a very gay and animated
scene , The pier, which extends a very considerable distance from the shore,
was thronged with ladies and gentlemen, amongst whom were some of the first
rank and fashion . The standard of England had been hauled down from the
ENLARGED SERIES.- NO. 10. -VOL . FOR 1843 . 4 T
690 NAVAL CHRONICLE

barge, and replaced by the flag of the gallant Admiral who commands here,
and had been hoisted on the pier. A small battery was firing a royal salute,
and the assembled throng were welcoming Her Majesty and her Royal consort
to the shores of this beautiful island with cheers. At a short distance from the
shore the war steamers were lying at single anchor, with their yards manned
by the gallant crews, all dressed with a uniformity that had a very pretty
effect; while in the distance at Spithead lay the St. Vincent. Innumerable
yachts of all sizes and descriptions, and of various rigs, some of them rigged as
schooners with square sails, others as fore and aft schooners, yawls, cutters, &c. ,
and all beautiful of their kind, were thickly scattered about in all directions as
far as the eye could reach . The scene altogether was very splendid and inter
esting, and one that has seldom if ever beensurpassed in these seas.
The Royal party, after landing, walked along the pier to the town , the parties
on the pier forming a line on either side to enable Her Majesty to pass. The
Royal pair graciously acknowledged the enthusiastic but respeciful greetings of
the persons assembled on the pier, and by whom they had to pass. Her Majesty
and the Prince then proceeded in a carriage to the residence of Lord Harcourt,
whom she honoured by visiting. After staying there a short time the Royal
party returned on board the yacht, which immediately got under weigh , and
returned with the rest of the squadron to Cowes Roads and anchored there,
Her Majesty dined and slept on board the yacht , and early next morning,
accompanied by the Prince, went on board the Earl of Yarborough's yacht
(the Kestral). They were received on board by the Noble Earl, and conducted
by him over the vessel . The Queen and Prince Albert afterwards landed at
West Cowes, where the carriage of the Earl of Delawarr was in waiting to
receive Her Majesty, to convey her and the Prince to Norris Castle, where Her
Majesty formerly resided when Princess Victoria . Upon landing a salute was
fired from Cowes Castle, and another from the Royal Yacht Squadron Club
house, and the yards of the Modeste were manned.
As soon as Her Majesty returned on board the Royal yacht from Norris
Castle, the vessel got under weigh, and went to the eastward , round St. Helen's,
and on to the back of the island. She was accompanied by the Cyclops,
Prometheus, Lightning and other steamers, and also by Commodore the Earl of
Yarborough, in the Kestral, and a numerous fleet of yachts. The Royal yacht
only went at a quarter speed to enable the sailing vessels to keep up with her,
which, however, they could not do, and when off St. Helen's they fired a Roral
salute, and the Victoria and Albert proceeded on towards Ventnor, the Royal
yacht squadron following in the best way they could .
Her Majesty and Prince Albert, afterhaving visited Ventnor, Shanklin Chine,
Blackgang Chine, Freshwater, and other places at the back of the Isle of Wight,
proceeded on in the yacht to the westward along the coast. The yacht was
attended by the Cyclops, Capt. Austin, Prometheus, Lieut. Com . Lowe, and
others of Her Majesty's steamers. Of the Royal Yacht squadron which left in
the morning with the Queen, not one vessel was able to keep up with the
yacht, and ihe headmost of them , when Her Majesty left the Isle of Wight,
were seen hull down, many miles astern . Between five and six o'clock the
Royal yacht let go her anchor in the Portland Roads off Weymouth .
The Mayor and Corporation proceeded in a boat to the yacht, which had
anchored about three miles off, to receive Her Majesty's commands, and to
know if it was the Royal pleasure to land. The hopes which had been enter
tained of the Queen and Prince Albert coming, on ishore were doomed to be
disappointed, for the intelligence brought by the Mayor was, that Her Majesty
did not intend to land .
The Veteran Admirals, Sir William Hotham , G.C.B. , and Admiral Hancock ,
went off to pay their respects to their gracious Sovereign and Prince Albert,
and were presented by Lord Adolphus Fitzclarence ; Capt. Dunn , R.N. , Inspec
tor of Mail Post-office Steamers, and Capt. Dobson, rin ., Commander of the
 NAVAL CHRONICLE . 691

Coast-Guard Station , also went on board, and were presented by Lord Adolphus ;
Lieut. Crispin, R.N., of the Vulcan steamer, went on board the Royal yacht,
and from his knowledge of the coast, offered to the Admiral his service as
channel pilot, which being communicated to Her Majesty, the Lieutenant
received orders to pilot the Royalyacht on to Plymouth.
At six o'clock on Wednesday morning, the yacht and the other steamers got
under way and proceeded down the Channel.
Plymouth, Wednesday night, Aug. 30 ,—This evening, soon after five o'clock ,
Her Majesty and Prince Albert arrived here . At the Heights, the Breakwater
Light-house, Tower, and other commanding situations, persons had been sta
tioned to watch Her Majesty's arrival, and soon after five o'clock her approach
was first descried by the men at the Breakwater. Within a few minutes after
wards a signal-flag was hoisted at Mountwise, and also on board the Caledonia
flag-ship, anchored in the Sound, on which the several men-of-war in the har
bour, including the Caledonia, Inconstant, Formidable, and a Neapolitan frigate
fired a Royal salute . The yards were then manned, and the ships were deco
rated with flags ofall descriptions. The Royal yacht entered at the eastern
channel, and rapidly passed through the Sound 'to Barnpool , where she was
moored. Royal salutes were fired from the men-of- war, the citadel, Mount
wise, and Mount Edgecumbe, as Her Majesty approached. The numerous
workmen of the Breakwater were drawn up at the eastern end, and gave three
times three hearty cheers as her Majesty passed that great national under
taking.
Devonport, Thursday -night. - At an early hour this morning Her Majesty
landed at Mount Edgecumbe, and walked for some time in the groves and
gardens of that beautiful place. Prince Albert, attended by Lord Haddington,
Adm . Sir G. Seymour, the Hon. G. L. Corry, Adm . Sir D. Milne, Rear-Adm .
Sir S. Pym, and other Naval authorities, proceeded in one of the barges belong
ing to the Royal yacht to the Dock -yard, and afterwards to the Victualling
Establishment, and inspected the various departments of both these establish
înents. His Royal Highness was saluted by the garrison upon landing, and by
the shipping upon re-embarking.
Her Majesty held a Levee on board the Victoria and Albert, which was
attended by Lord Haddington, the Hon . S. Herbert, Adm . Sir G. Seymour,
the Hon . G. L. Corry, Adm . Sir D. Milne, Lord Aberdeen , the Earl of Liver
pool, &c. Among the presentations to Her Majesty were, Sir S. Pym , the
Adm .- Superintendant of the Dockyard ; Capt, Sir T. Fellowes, Superintendent
of the Victualling Yard ; Col. Beattie, Commandant of Marines ; the Clergy
of Plymouth, Stonehouse, and Devonport ; the Mayor, Aldermen , and Council
of Devonport; the Mayor, Aldermen, and Council of Plymouth ; and all the
Officers in command of Her Majesty's ships and vessels in the Sound and the
Harbour, the Captain of the Neapolitan frigate La Regina , &c.
Addresses from the Mayor and Corporation of Devonport, and from the
Mayor and Corporation of Plymouth, were presented at the levee through the
Secretary of State . At three o'clock a company of Rl. Marines and the band
of that corps marched to the landing place in the Dockyard, to be in readiness
to receive Her Majesty upon her landing. At the same time the 76th Reg.
marched , with their band playing, to the Dock -gates, and took up a position to
line the streets in Devonport, through which Her Majesty would pass — l'ore
street and St. Aubyn -street. Another short street was lined by a detachment
of the 51st. The troops who did this duty at Plymouth were the Rl . Marines
and the Depôt of the 75th .
The Queen and Prince Albert were received upon their landing by the Naval
Authorities of the Dockyard, and by General Murray, the Military Commander
in - Chief of the district, who was attended by a very numerous body of Officers,
all mounted. Her Majesty and the Prince having taken their seats in one of
the royal carriages, immediately left the Dockyard, escorted by the General
and his staff. As soon as the Queen and Prince made their appearance outside
692 NAVAL CHRONICLE .

the Dockyard gates, they were received with enthusiastic cheering by the
assembled multitude. Her Majesty proceeded at a very slow pace along the
line of route, and thereby afforded the persons assembled a good opportunity
of seeing her and the Prince. Every where as she went along she was greeted
with the same enthusiasm .
After leaving Plymouth, the procession returned through Devonport, headed
by the Mayor, to the dockyard, where Her Majesty re-embarked and went on
board the yacht. Her Majesty remained a short time on board, and the Royal
party then went to view that stupendous national work, the Breakwater, upon
which they landed and remained some tiine ere they returned to the yacht.
In the evening there were bonfires and fireworks, and all sorts of rejoicing ;
but by far the most magnificent sight was afforded by the men- of war in the
Sound . At nine o'clock when the gun fired , the whole of them manned their
yards, each man having a blue light in his hand.
The Queen and Prince Albert left Plymouth on Friday morning, and went
to Falmouth, where they remained but a very short time, and returned up
Channel, passing the Eddystone, in the evening. Between 5 and 6 o'clock
the St. Vincent hove to in the offing, and telegraphed with the Caledonia,
which was then lying in the Sound. After which ihe Caledonia and Formid
able got under way and joined the rest of the Squadron. The Royal yacht
got under way from her moorings at Barnpool at 9 o'clock, and proceeded at
half-speed through the Sound and Cawsand -bay, and out to sea by the western
passage of the Breakwater. While passing through the Sound, ' Her Majesty
was saluted on her departure by all the men -of-war in the port, and by the
batteries on shore. The yards of the shipping were manned , and their crews,
as the Royal yacht passed by them , gave Her Majesty and Prince Albert three
hearty cheers. It was a gratifying and a magnificent scene. Her Majesty
was accompanied by a Fleet of men -of-war, consisting of the St. Vincent, 120,
Capt. Rowley, with the flag of Admiral Sir C. Rowley ; Caledonia, 120 , Capt.
Milne ; Camperdown, 104 , Capt. Brace ; Formidable, 80, Capt. Sir C. Sulivan ;
Warspite, 50, Capt. Lord John Hay ; Grecian, 16, Com . W. Smyth ; Cyclops,
steam -frigate, Capt. H. Austin ; Tartarus, st., Capt. F. Bullock ; and Prome
theus, st. , Lieut.- Commander Lowe.
On Saturday at four o'clock the Royal yacht came in sight of Treport, when
a cannon was discharged as the signal of Her Majesty's approach. At five the
Royal cortège of France left the Palace of Eu to proceed to meet our Queen.
At a quarter before six o'clock the Queen of Great Britain and Prince Albert
placed their feet on French soil under a salute from the battery and forts
erected along the shore, and from all the vessels that rode at anchor at
Treport.
On the Queen leaving her yacht the Royal standard of England was immediately
lowered, and the standard of England and of France were hoisted on the King's
barge. All vessels in the roads then saluted the Royal party, and the salute
was returned from the batteries on shore. The firing continued during the
whole time the party were on the water. By the timethe barge had appproached
the landing -place, the ladies of the Royal Family of France, and all their Lords
and Ladies in Waiting, had placed themselves round the top of the stairs, in a
curved line, but in such a manner, however, as not to hide the interesting
scene of meeting from the spectators. The Queen of the French stood two
paces in advance of the brilliant line. This was, perhaps, the most interesting
moment of the day. Each person , no matter of what degree or quality, stood
mute, breathless, and sedulously observant — a fitting image of expectation .
At length the Royal barge touched the shore, and the King of the French
taking Her Majesty of England by the hand, assisted her up the steps with the
care and paternal gallantry of a French gentleman of the olden times. The
Queen of the French advanced to receive the Queen of England, amidst the
most enthusiastic cheering, in which the Military most cordially joined. Louis
Philippe, immediately presented Queen Victoria to the Queen of the French ,
 NAVAL CURONICLE . 693

who took her by both hands, and saluted her several times on both cheeks, with
an evident warmth of manner, which shewed that she meant more than mere
courtly etiquette. The Queen of the Belgians, and other ladies of the Royal
Family , then came forward, and also saluted her with great cordiality and affec
tion . The shouts of “ Vive la Reine Victoria,” “ Vive la Reine d'Angleterre, ”
which from the landing continued almost without interruption, was redoubled
upon seeing the kindly feeling exhibited by the royal personages on both sides,
This demonstration of sympathy on the part of the people continued till the
royal party retired to their tent.
Her Majesty continued her visit till Thursday ; two fêtes champêtres, a
review, concerts, and other entertainments occupied the time. The kindly,
nay, fatherly reception given to Her Majesty by the King of the French, and
the distinguished hospitality shown to her by him and his whole family, have
been felt by the people of France as if it were their own act. They considered
Queen Victoria as the guest of the nation , they felt pride and exultation in
having her among them , and in the King they saw but the organ through whom
their hospitality was dispensed. None but those who were present at Her
Majesty's landing, and at her subsequent appearance in public, can be fully
sensible of the extent to which the enthusiasm extended , nor of the warmth and
unanimity with which it was expressed.
It is reported that the King of the French has conferred the “ grand cordon "
of the Legion of Honour upon Prince Albert, that Queen Victoria lias also
conferred some honours, and that the Prince de Joinville has been made a
Knight Grand Cross of the Bath.
Thursday being the day fixed for the departure of Queen Victoria and her
illustrious consort from the shores of France, the whole of the populations of Eu
and Treport were on foot at an early hour,
The Queen and Prince Albert left the Cl ; âteau at a little after eight, in the
large and splendid char-à-banc which conveyed her to the château on her arrival.
She was accompanied by all the menbers of the Royal Family, including the
King and Queen of the French , the Queen of the Belgians, the Duchess of
Orleans, Madame Adelaide, the Princess Clementine, the Prince and Princess
of Joinville, and the Dukes of Aumale and Montpensier. The escort consisted
of a troup of the splendid regiment of Carbineers. The 1st regiment of the
line was stationed upon the pier at Treport, and the 24th occupied the court of
the Château d'Eu . " The royal party were received throughout the line with
cheering and every demonstration of respect.
On the arrival of the cavalcade at Treport, they were received with loud
shouts, the yachts in the harbour manned their yards, and gave three animated
cheers, which were enthusiastically responded to by the multitude. The royal
party entered the tent prepared for their reception , where they remained for
some minutes in friendly discourse. Upon leaving it, the King, taking the hand
of Her Majesty , led her on board the barge which was prepared for the occa
sion . The King, the Duke d’Amaule, and the Duke of Montpensier, together
with M. Guizot and some others, accompanied Her Majesty and Prince Albert on
board the yacht. On leaving shore, shortly after vine o'clock , a royal salute
was fired from the batteries, which was returned by the ships, the people cheer
ing the party loudly until they reached the yacht.
The King of the French and his suite remained on board for a short time,
and on leaving was saluted with a royal salute from all the English ships. Im
mediately afterwards the royal squadron sailed .
Brighton, Thursday, Sept. 7. This morning opened bright and clear, and at
daybreak the St. Vincent, 120 guns, and three other three-deckers, from the
former of which the Emerald cutter brought despatches to the Post office for
London last night, were discovered about three or four miles south of Kemp
Town . At seven the Mercury steamer left the pier with a large party, in order
to meet the royal squadron. By twelve v'clock , the hour at which Her Majesty
694 NAVAL CHRONICLE .

was expected to land, thousands of persons were assembled on the cliffs and on
the beach .
Soon after one o'clock guns were heard in the distance, which was the signal
of the approach for the royal squadron, and shortly afterwards a detachment of
the Grenadier Guards marched on the Pier Esplanade to form a guard of honour
to Her Majesty on quitting the pier. They were followed by a detachment of
the Coast Guard, under the command of Lieut. Pratt , who formed a guard of
honour at the outer head of the Pier, and shortly after they were drawn up, a
detachment of Hussars arrived .
The Royal yacht outstripped all the vessels which accompanied her ; while
she went at little more than half -speed the whole squadron managed to keep
up with her , until, having receded some considerable distance from the French
shores, she then increased her speed , and soon began to drop them astern. At
one period of her passage she put on her full power for a short time, but then
she distanced the whole of them so rapidly, leaving them hull down in her wake
in a very short space of time, that she again moderated her speed, to enable
them at least to keep her in sight. The Queen and Prince Albert, and the
Prince de Joinville, were on deck nearly the whole of the passage, the weather
being remarkably fine, with a light top- gallant breeze from the southward and
eastward. The yacht tehaved uncommonly well, and was much admired by
the French Prince, who is a first-rate sailor himself, and understands what a
ship should be. His Royal Highness went over every part of the vessel , and
seemed much gratified at what he witnessed. The patent windlass, with its
powerful leverage, and the pumps, which can be used as fire - engines as well as
for pumping the ship, seemed especially to strike his attention.
At half-past 3 o'clock the Royal yacht let go lier anchor about two cable's
length from the pier- head, and the barge was immediately lowered and brought
alongside, Her Majesty being received by a royal salute from the Pier guns.
Her Majesty's barge was lowered, and immediately afterwards it came alongside
the pier. Her Majesty was loudly cheered by the assembled thousands on the
cliffs and on the beach. At the end of the Pier Esplanade Her Majesty, Prince
Albert, and the Prince de Joinville, got into a close carriage, and was sur
rounded by a guard of honour, composed of the Grenadier Guards, the band of
which immediately striking up the national anthem .

Her Majesty and the Royal suite left Brighton for Ostend on Tuesday morn
ing, Sept. 12th , at a quarter to 9 o'clock. After passing the night in the Downs
Her Majesty disembarked on Wednesday, at a quarter past two. The authori
ties were very nearly taken by surprise. The nautical people here fixed the
time for Her Majesty's arrival at between half -past three and half-past four
o'clock. At half past one o'clock there stood in front of the Casino, in the
great square, a group consisting of some of the most respectable residents of
Ostend, when the Secretary of the British Consul arrived breathless to say, that
with a powerful telescope a two-masted steamer had been discovered in the
direction of the Coast of Kent, " bearing right down upon Ostend. ” That the
vessel so descried was the Royal yacht was deemed improbable, but in the doubt
the parties separated to dress, and to assemble at two o'clock, in order to pro
ceed with becoming form to the quay to receive her Majesty at the landing
place prepared by order of the King. The steamer continued her course , and
without firing a gun, or (it is said ) without hoisting any signal, and thus allow
ing only barely sufficient time to the civic and other civil authorities to arrive
at their appointed stations, came to anchor at the quay precisely at two o'clock,
“ steering" said an old sailor, " right into the harbour as if she belonged to it " ;
and, it is everywhere admitted , with a correctness and a rapidity perfectly
astonishing. Their Majesties the King and Queen of the Belgians and their
suite, with an immense crowd of the inhabitants and all the visiters of Ostend ,
were on the quay to receive' our august Sovereign . The King of the Belgians
 NAVAL CHRONICLE . 695

embraced Her Majesty with all that warmth of affection which his near relation
ship to his royal visiter permitted. The moment the royal standard of England
was displayed, the band, which occupied the tasteful temporary orchestra
erected opposite the landing place, struck up our national anthem , “ God save
the Queen ,” which was responded to by the crowd and the troops. Her
Majesty had scarcely set foot on the shore when an enthusiastic shout of " God
save the Queen ," in downright English , burst from one particular portion of
the mass, which attracted Her Majesty's attention, and produced not only a
gracious acknowledgement, but a smile—for conspicuous by his strength of
lungs, woolly crop, and herculean proportions was to be seen among them the
“ coloured" commissionaire of the Hotel des Bains, a retired British “ man -o'
war's-man," of 28 years' service. At a quarter-past two the royal cortège left
the quay . Her Majesty and the King of the Belgians occupied the back seat
of an open carriage. Opposite them sat the Queen of the Belgians and his
Royal Highness Prince Albert. Her Majesty looked in even better health
than when she embarked at Treport last Thursday morning. Prince Albert
also looked well , and all in excellent spirits. Throughout the whole line of
march the Queen was saluted with the most rapturous cheering, and acknow
ledged it with that grace, kindness, and dignity which it is needless to describe.
It is not necessary to name Her Majesty's suite. Among the distinguished
persons who were in attendance on their Majesties of Belgium to receive our
beloved Sovereign were General Goblet, Minister for Foreign Affairs ; Count
d'Aerschoot, Grand Marshal of the Palace ; M. Conway, Intendant of the Civil
List ; the Burgomaster, M , Serruys ; the Consuls of Great Britain and the
United States, the Sheriffs ( Eschevins) , the Town Council ( or Aldermen ),
several general and other officers of distinction, and a considerable number of
elegantly dressed ladies. The entire populace was abroad , and displayed as
much enthusiasm as a similar number of the most loyal and affectionate of our
Queen's own subjects could have testified .
Antwerp, Wednesday, 20th .-At half-past twelve o'clock her Majesty and
Prince Albert embarked on board the royal yacht on their return to England.
The King and Queen of the Belgians accompanied Her Majesty on board , and
proceeded with her about twelve miles down the Scheldt, as far as the fortress
of Lievekens Hoek, opposite Lillo, a small fortified town on the right bank of
the river. Here one of His Majesty's royal barges was in waiting to convey
their Majesties on shore. At the landing -place at Lievekens Hoek, a very
elegant little pavilion was erected for their Majesties' accommodation. The
fortress of Lillo, and the gun -boats abreast of it, saluted Her Majesty as she
proceeded .
As the royal yacht passed Batch , the first town on the frontier of Holland,
the guns of the fort fired a royal salute. The Cyclops, Tartarus, and the other
steamers forming the royal squadron, immediately hoisted the Dutch colours
along with the English.
When Her Majesty arrived off Flushing, the forts saluted, and a Dutch
frigate lying in the roads manned her yards and fired a royal salute. The fort
of Bruschoes, on the opposite side of the river, also saluted.
The royal yacht then shaped her course towards Margate Road, where
she brought up for a few hours during the night, waiting the flood tide, there
not being sufficient water to enable her to pass the flats.
Woolwich, Thursday.-- About eight o'clock, A.M. , the Blazer steam -vessel,
Capt. Washington, arrived opposite the Dockyard, having been dispatched with
the intelligence that her Majesty intended to embark at Antwerp, to which
place the royal squadron had been ordered to proceed from Ostend, and that
Her Majesty might be expected in an hour or two.
At a quarter before eleven o'clock, the royal steam yacht was brought to her
moorings, opposite the Dockyard, and Her Majesty appeared on deck, under
an awning, in conversation with Prince Albert, Lord Aberdeen, Lord Liver
696 NAVAL CHRONICLE .

pool, Admirals Sir W. Gage and Sir G. Seymour, who had proceeded alongside
in the Admiralty barge, iinmediately went on board. Afterwards Her Majesty
descended the companion ladder into the Admiralty barge , followed by Prince
Albert, Lady Canning, and Miss Hamilton . Lord Aberdeen , Lord Liverpool,
Lord Adolphus Fitzclarence, and Admiral Sir G. Seymour, entered the barge ;
and the Royal party were steered to the shore by Admiral Sir W. Gage, amidst
the enthusiastic cheers of thousands.
Her Majesty was received at the bottom of the steps of the landing- place by
Captain Sir F. Collier, and other distinguished Naval and Military Officers.

THE SLAVE Trade.

The Portuguese schooner of 44 tons the Esperanza, has been condemned by the
Mixed Commission Court, and broken up for sale, agreeably to our treaty with
Portugal. Her instructions contain a tale of horror, requiring no varnishing to
render it a romance . She was commissioned for the Coast of Africa, for the
Mozambique, and with a crew of ten men, and provisions for fifteen days ( !!! )
was to take in 220 slaves, or if small bales, so the slaves are termed, 250 !
and easily packed, in a space of (what ? gracious God !) the hold of a vessel of
44 tons, with a height of thirty-two inches,-ay inches ! between the slave, or
under, and the upper deck . Manacles and chains were on board to the number
of 900 for another cargo . And with provisions for fifteen days was this fright
ful freight, this cargo of human misery, to cross the wide Atlantic, to traverse
at a bird's flight nearly 4000 miles.
Suppose calms, or adverse winds, or storms occurred ; suppose the voyage
was delayed for twenty days, to no port dare the slave -ship run ; from no ves.
sel dare she seek for assistance; 250 human beings, without water or food ,
crammed into a space not high enough to sleep when lying down in one posi
tion for twenty days and nights, in a holdfetid with their own filth , without
ventilation , with a putrid and foul atmosphere on a deck thirty-two inches from
the ceiling. Can any fiction, any romarice portray what might have been the
bitter agony - the tortures of these Africans ?
A slave can be purchased for ten bars of baft, or ten pieces of blue cloth
say twenty shillings, and will fetch at Brazils 480 dollars, or often 1201. ; the
immense profit renders the slave traders regardless of human life, one slave in
every ten, if brought to Cuba or Brazils, yields an ample return ; and anxious
as our cruisers are to check this wretched traffic, the western coast of Africa is
too vast and extensive for the fleet employed to watch it. - Naval & Military
Gazelle.

EXTRAORDINARY PHENOMENON . — Extract from the log book of the brig

Parssboro', at Belfast, from Barbadoes, 2nd instant: - “ In lat. 23 ° 50' N ,, long.
32 ° 40', Cape de Verd Island bearing S.E. , distant 590 miles, the appearance
of a heavy squall rising in the S.E. direction. Half-past six p.m. , lightning,
thunder, and the squall approaching nearer. At thirty minutes past-six P.M.,
the sun , about fifteen degrees above the western horizon, became overcast with
peculiar looking clouds, and every appearance of an approaching storm , I
consequently shortened sail , although the barometer did not indicate anything
serious. At eight P.M., the wind became very variable, from N.E. to S.W.
every ten or fifteen minutes alternately, for two hours. There was a fall of in ,
when the heaviest of the squall was on the zenith . At midnight it had all passed
to the S.W. , and the wind resumed its former place again, ( east). At daylight
 NAUTICAL NOTICES . 697

the decks, rigging, spars, and paint-work, were covered with mud ; and as the
sun dried it, it had the appearance of a very fine red mould, with no sand
in it ." - Shipping Gazette .

NAUTICAL NOTICES .
Ladd Reef and SPRATLY ISLAND.- China Sea .
April 1st, 1813. Cyrus, whaler, China Sea.
Sir.-I beg leave to transmit to you for general information the position and
description of two dangers in the southern part of the China Sea, with extracts
from my journal.
March 22nd passed through the Straits of Ballabac, and steered to the S.W.
under easy sail during the night.
March, 23rd, at 4 p.m. madethe Swallows Rocks, and passed to the south
ward of them , distant two miles, steering through the night to the W.S.W.
under easy sail.
March 24th, lowered without success after Sperm Whales, in lat. 7° 37' N. ,
long. 111 ° 40' they going fast to the E.N.E. amongst the reefs.
March 28th , standing to the N.N.E. with a light breeze from the eastward .
At 6h . 30m . A.M. an extensive reef was seen from the mast-head , bearing N.E.
ten miles, only visible with the glasses ; at 8h . 30m . the reef bore east ,
distant three miles, extending in a S.S.E. and N.N.W. direction , about four
miles, but the extent to the westward could not be seen. It is level with the
water's edge, with large black rocks visible about the middle, and though the
water was very smooth, broke heavily from one end to the other of it. At noon
it bore S.E.E.S. eight miles, and our observations place it in lat . 8° 42 N.,
long . 111 ° 41 ' E. , by two good chronometers, from the Swallow rocks , allow
ing them to be in 113° 51' E. , or S.W.b.W., twenty miles from West London
reef.
March 29th , 1843, Standing to the E.b.S. with a steady breeze, and fine
weather ; at 9h. A.m. a low sandy island was discovered from the mast-head,
bearing S.E.b.E. four leagues. On vearing it the beach was visible to the water's
edge , the top appearing to be covered with small bushes, and about the height
of a Ship’s hull, with a black patch dividing the sandy beach in nearly two
equal parts to the water's edge. . It appears about one mile in extent east and
west with breakers on each extremity ; and inhabited by thousands of the
feathered tribe. Noon observations place this danger in lat. 8 ° 40' N., long.
111° 56' being south a littie westerly, sixteen miles from the West London
Shoal,
Stood to the N.W without sighting the West London Reef, and made Tree
Island at 5h. 30m . P.m. April 1st, again proving the correctness of our chrono .
meters, and vouching for the position of these dangers.
One I call Ladd's Reef, after Captain Ladd of the Ship Austen , who appears
first to have seen it ; the other Spratly's Sandy Island.
I remain Sir, &c. ,
RICHARD SPRATLY .

APPROACHES TO AUCKLAND, New Zeeland. - We have received the following

from the harbour master at Auckland . They were previously alluded to in our
volume for 1841 .
No 1. a rock situated to the eastward of the Island Tiri Tiri Mantangi distant
from the island about one mile and a quarter, having about one foot of water
on it at low water (springs) , and fifteen fathoms water close to it on every side,
from which the following bearings were taken .
Southern extremity of the island S.W. W. a remarkable White rocky islet
ENLARGED SERIES .- No. 10 .-- VOL . POR 1843 . 4 u
698 NAUTICAL NOTICES .

at the north western extremity of the island N.W.b.W. { W., centre of the
Little Barrier Island due north . Peak of Rangitoto S. 1 E.
From the position and shape of the Island Tiri Tiri Mantangi, not being
correctly marked in the Admiralty Chart of the Gulf, the bearings ofthe distant
land marks do not agree on the chart with those of the extremities of the
Island. ( We find them to agree toberably well.-Ed.)
No. 2. a rock off the northern side of the Island of Waikekie (marked on the
chart position uncertain ) from which the following bearings were taken.
North eastern end of Waikekie due east . Bird Island E.b.N. I N.
Northern end of Hura Kia Island S.W. W. This rock is even with the
water's edge at high water, and has deep water within a short distance on all
sides of it
These bearings were taken by (the only means in my power at the time, ) a
boats ' compass.
No. 3. A small rocky patch , about half a mile from the shore, between the
North Head of the harbour, and the first point of land outside, from which the
following bearings were taken .

Peak of Ranguitoto N.35° East ANGLES

Bastion Rock S. 18° East. Signal mast extreme of N. Head 37° 5'
Beacon on the reef, projecting from the Extreme of North Head and Bastion
south shore S. 45 ° East . Rock 32° 46'
Extreme point of North head S. 11° W. Bastion Rock and Peak of Rangitoto
Signal mast on Mt. Victoria S. 48° W. 126° 28'
This rock has six feet of water on it at low water (springs), two fathoms
( sandy bottom ) about it, and four fathoms (mud ) inside, and outside of it.
This small patch of volcanic rock had been accidentally overlooked, in the
survey made by Captain Stanley, of H.M.S. Britomart; a Red buoy has
recently been placed near it, as it lies directly in the way of Shipping entering
the harbour.
David Rougi , Harbour Master.

Dispatch Rock, Cape of Good Hope. - A heacon having been placed, to point
out the position of the Dispatch Rock, (commonly called the Roman Rock,) si
tuated in this Bay, the following is a description of the said mark :
It is a black spar, with a red board across the top, and the words Roman
Rock painted on it ; and floats about 7 feet above the surface, and nearly up
right. As it is moored some distance, say 40 fathoms, inside, or western extre
mity of the rock, it leaves between the beacon and the shore a safe and comino
dious passage ; but any vessel passing in the outside, or eastward of the beacon,
is particularly recommended not to approach nearer the beacont han three-quar
ters of a mile.
Port Office, Port Elizabeth, H. G. DUNSTERVILLE ,
Cape of Good Hope, 22nd April, 1843. Harbour Master,

St. John, Newfoundland, Aug. 25.-A light-house, which has been for some
time in the course of erection at Cape Bonavista, on the north- east coast of
this island, will be in operation from and after the 10th of September (proximo) ,
from sunset to sunrise. This light will revolve at regulated intervals of two
minutes, exhibiting alternately a red and white light, and will burn at an eleva
tion of 150 feet above the level of the sea.

West Hoyle Sand, Liverpool. — This Corporation having directed a beacon buoy
coloured white with black ball and perch, the words " West Hoyle," painted
on the head and sides, to be placed on the north -west edge of the Hoyle Sand
 NEW CHARTS . 699

notice thereof is given, and that the said beacon buoy lies in four fathoms at
low water spring tides, with the following compass bearings
The old light-house at Point of Air, S.S.E.
Chester bar buoy, S.W.b.W.
North -west light-vessel E. 1S.
Great Orms Head W.IN .
J. HERBERT, Secretary.

Agulhas Light. - In a recent number we made a remark on the “ Proposed

Agulhas Light.” The following extract from the Cape Gazette of the 2nd of
June last, will put our readers in possession of some information on that sub
ject.
The Committee having been lately in communication with the Colonial
Governmenton the subject ofthe AgulhasLight, in consequence of adespatch
which His Excellency the Governor had received from the Right Honorable
Lord Stanley, Secretary for the Colonies, in which His Lordship desired infor
mation as to the amount of subscriptions raised towards the accomplishment of
that important work, with a view to the Home Government granting their aid
and assistance, and the Committee having every reason to expect that that aid
will be granted, it has become necessary that the outstanding subscriptions,
which have been held back by subscribers in consequence of the report that the
Home Government intended to build the light-house at their sole expense,
should be immediately collected, the Honorary Secretary has been requested to
make application for the same.
The collections already received are as follow :-Subscriptions received from
Calcutta — Globe Assurance Company £ 100 0 0
Alliance Assurance Company, Rupees 1000 : 96 17 10
£ 196 17 10
Bombay - Chamber of Commerce,-Bills on London,
£563 13s. 6d. sold for 570 0 0
Madras — Per Parry, Dare, & Co. , bills sold at par, 148 8 10
Manilla — Per Kerr, Murray, & Co. , do. 39 7 6
St. Helena - Per Capt . Carew 5 0 0
London - Per Dickson, Burnie, and Co. 12 0 0
Collections in the Colony 469 9 6
3

£1441 3 8
Amount paid for Printing, Stationery, Advertisemnents,
and Postages 29 8 10
Balance £ 1411 14 10
In the Cape of Good Hope Bank, 590 x 7} including Interest.
South African Bank,
Hands of the Secretary 7 16 2

£ 1479 3 9
Subscriptions not yet collected in the Colony, £253 0 0
By Order of the Committee,
EDWARD NORTON , Hon. Secretary .

New CHARTS .
( Published by the Admiralty, and Sold by R. B. Bate, 21 , Poultry.
[Since our last number the following Charts and Plans have been published
by the Admiralty .]
PORT VENDRE, South Coast of France. From a French Survey.
700 ADMIRALTY ORDERS .

Port OTRANTO, Adriatic. - By Capt. W. H. Smyth.

Port Pirano,-BRINDISI, -Extends from C. Gallo to Point Cavello .
Bourbon Island, — With the roads of St, Dennis, St. Giles, and Port D'Abord .
Port Chagres and Limon Bay, or Puerto de Naos, with an enlarged plan of
Lorenzo Castle . - By Commander Barnett.
Pearl Cay Lagoon , with plans of great and little Corn Islands. - By Com
mander R, Owen.
The Nurse Channel . -By Commander E. Barnett.
Wax Car Cut, Exhuma Sound, Bahamas.
Apia Bay, Navigators Islands, by Mr. G. Johnson, Master R.N.

ADMIRALTY ORDERS.
Admiralty, Sept. Ilth , 1843. the Lords Commissioners of the Treasury, to
My Lords Commissioners of the Admiralty alter such rates in various of Her Majesty's
are pleased to direct that a statement be added Colonies and Foreign Possessions, and to add
to the usual report of sailing qualities of ships, to the Table herein -before referred to certain
shewing any particular circumstances which other Foreign Coins both Gold and Silver :
may have occurred likely to affect the copper, And whereas, the alterations and additions
such as getting on shore, or whether they have before -mentioned have produced a variety of
experienced any storms of lightning, and stat rates instead of the uniform values heretofore
ing also the stations on which the ship has been assigned to the Foreign Coins in question :
employed since last coppered . We do therefore hereby desire and direct,
By Command oftheir Lordships, that from and after the date of this Order, or
SIDNEY HERBERT. as soon afterwards as it may be received , the
Foreign Gold and Silver Coins specified in the
Whereas, by an Order in Council of His late annexed Table, shallbe accounted for at the
Majesty King George the Fourth , dated the rates therein assigned to each .
23rd day of March , 1825, certain rates were Given under our hands this 10th day of July,
established at which the Foreign Silver Coins, 1843.
mentioned in theTable theretoannexed, should W. H. GAGE,
pass current in all British Colonies and Foreign W. GORDON .
Possessions : By Command of their Lordships,
And whereas, it has been found expedient by SIDNEY HERBERT.

Table shewing the rates in Sterling Money at which the undermentioned Foreign Coins are to
TARTA
Game

be computed (when British Coin cannot be procured ) for Necessary Money , and issued in
Dependencies
. ettlements

payment of Savings and Monthly Allowance tothe Seamen of Her Majesty's Fleet in Foreign
Majesty's
Territories

parts, and also in every other payment, the amount of which may be stated in Sterling
Company
,Newfdind

Mauritius
.Bermuda

Foreign
Dieman's

Money.
uiana
GBI.,| slands

within
places
America

Helena
British

Africa
,British

OOO

Ceylon

Dominions
Land
Island

Island

India

Ionian
Island
Wales

East
Ile
South

Her
Hope
India
rit
Brit

Malta
Gibraltar
West

Good
,Cape

not
All
,New
Van

and

,and
the
.oW.

.and
the
Son
,Ct
St.
f

its
of
,of

of
of

of

s
.

Island

.
.

Foreign Coin ,

GOLD, £ . 8. d. £. S. d. d. £. $. d
8. d. £. $. d. £. 8. d. €. S.
Doubloon, Span. & S. Amer. 3.4 0 3 0 3 4 0 3
8 3 4 0 03 6 8 3 6
Half doubloon 112 0 1 12 0 1 12 0 1
4 1 12 0 12 0 1 13 4 1 13
Quarter doubloon .. 0 16 0 0 16 0 0 16 0 0
8 0 16 0 16 0 0 16 8 0 16
Eighth doubloon 08 0 8 0 0 8 0 0
4 0 8 0 8 0 0 8 4 0 8
Sixteenth doubloon 0 4 0 0 4 0 0 4 0 0
2 0 4 0 4 0 0 4 2 0 4
Piece 22 francs, French 0 15 100 15 0
Mohur, East India Company 1
1 92 9 2 1 9 2
llen

IIIII

SILVER .
Dollar, Span. & S. America 0 4 2 0 4 2 0 4 2 0 4 2 0 4 2 0 4 4 0 4 2
!!!I
Il

Dollar, U. States of America o 4 2 0 4 2

Dollar, Sicilian .... 0 2 0 4 0
Five franc piece, French* JO 3 101 03 104
Crusado Novo, Portuguese .. 0 2 3
Rupee, East India Company 0 1 10 110 0 1 10

The smaller French Coins are not a legal tender in sums of less than Five Francs.
 PROMOTIONS AND APPOINTMENTS . 701

BIOGRAPHICAL MEMOIR.
CAPTAIN THOMAS WITHERS , K.N., (See obituary for August,) entered the Service
in 1793 , In that year he had the good fortune to join the immortal Nelson in the
Agamemnon, 64 , forming part of Lord Hood's fleet at the occupation of Toulon, and
bore a part in the reduction of Bastia and Calvi , and in the several actions in which
the Agememnon was engaged , In a boat affair during this period he was wounded
in the foot, and was taken to the Austrian head - quarters at Loano for the extraction
of the ball. In another he was taken prisoner by the French , and was fortunate
enough , three months after, to be included in the exchange brought about by the
generosity of Nelson, in restoring some private property of Napoleon's, taken by
the Agamemnon. In 1796 , he joined the Captain , 74 , and in the following year,
at the battle off Cape St. Vincent, had the distinguished honour of command
ing the division which boarded the San Nicolas, and from that ship the San Josef.
He was made Lieutenant the next day, and was soon after appointed to the Terrible,
74, under the command of Sir Richard Bickerton , and served during the expedition
against the French in Egypt. At this time he rendered an important service, which
received a warm public acknowledgement from Sir Alexander Cochrane , and which
was peculiarly characteristic of his unwearied zeal .
With his lead , line, and compass , which he always carried with him while de
tached from his ship on an enemy's coast , he had , while engaged in a blockade of
Fort Marabout, occupied himself in a survey, which enabled him , at a critical junc
ture, to lead the British squadron into port when no one else in the Fleet could
have done it, and at a moment when the success of the movements of the Army
upon Alexandria, under Sir E. Coote, depended upon its co -operation.
In April , 1803 , he was appointed to the command of the Expedition , 44 , and was
chiefly engaged in the Mediterranean till 1804. In 1805 , Captain Withers accepted
employment under the Transport Board, and in the arduous and harassing service
repeatedly received the highest public commendations from Officers in command in
the Army and Navy, who had witnessed and been benefitted by his indefatigable
exertions. Such was the confidence reposed in him that at one time the tonnage
of the transports entrusted to him , amounted to no less than 50,000 tons. In 1809,
Post- rank was bestowed on Captain Withers. He was engaged in the defence of
Sicily, in 1810, and from 1812 to the termination of hostilities in 1814 , was chiefly
employed on the east coast of Spain . The whole of Captain Withers' active service
embraces a period of 21 years . It was characterised throughout in the various
situations of trust which he filled by an earnest devotion to his duties, which
uniformly procured him confidence and esteem .

PROMOTIONS AND APPOINTMENTS .

( From the Naval and Military Gazette.]
ADMIRALTY, September 5.–With reference to the note added to the Gazette of
the 23rd of December last , the under-mentioned promotions have taken place, in
consequence of the recent war in China, the Commisions dated December 23, 1842 ;
Lieutenants to be Commanders.
H. J. Lacon , J. G , Bynon , V. A. Massingberd , J. C. M. Touzeau , T. Woodgate.
Mates to be Lieutenants.
S. S. Shore, J. Reid , W. F. W. Parkinson, and W. P. Johnson .
PROMOTIONS . COMMANDERS– S . Wriford ( 1815) to
the Ordinary at Plymouth - 11. C. Bin
COMMANDERS- G . A. Bedford - B , F. stead ( 1841) to Apollo - F . Scott ( 1841 )
West, W.S. Cooper, to Hyacinth - R . J. W. Dunlop ( 1842) to
LIEUTENANT- S . S. Shore Star .
S
SURGEON - A.C . Air, K. R. Risk, LieUTENANTS - E . G. Bremer to Gre
Pursers—T . Hocking, late Clerk of cian - E . J , B. Clarke ( 1841) to Camper .
the Vanguard , W. Hopkins. down - G . Wichelo ( 1825) and Wood to
Poictiers — T . M , Rodney ( 1832 ) to Mo
APPOINTMENTS , deste - 0 , J. Jones ( 1839) to Pilot - T .
COMMODORE - A . R. Sharpe, C.B. , to White ( 1812) to Ordinary , Sheerness
• Imaum , E. H. B. Proctor ( 1841 ) to Cyclops - G ,
702 MOVEMENTS OF THE NAVY.

C. Briggs ( 1841 ) to Pilot - E. F. T. MIDSHIPMEN- H , Dawson to Camper

Roberts to Excellent - G , Walker ( 1841 ) down — A. de Horsey and J. J. S. Jos
to Talbot v. Sir F. Freeling to Haslar ling to St. Vincent- E. F. King to Cale
sick – J. H. Crang ( 1840) to Hydra - D, donia - W . P. Chase to Eurydice – W .
Woodruffe ( 1828 ) to command Albert on Palliser to Penelope - J. E.Montgomerie
the coast of Africa — B . G. Rowles ( 1843) to Modeste.
to Hyacinth . VOLUNTEER 1st Class-Davy to Hydra
Masters-J . Underwood to Caledonia - J. Jenkins and J. M'Crea to St. Vin
-G , J , Gibbon to Alert . cent — D , E. N. Wynyard to Conway.
Mates - H , Charleton ( 1835) and E. PURSERS—W . H. Brown to be secre
F. N. K. Wasey ( 1812 ) to Penelope - P , tary's clerk to Admiral Sir C. Rowley
Barclay ( 1843) to Alert - C . D. B. Ken- R. Parker to Alert .
nedy to St. Vincent - T . Gresham to NAVAL INSTRUCTORS - G , F. Parker to
Formidable -- G . W. Towsey to Penelope Talbot -M . E. Frost to Excellent - J .
-A . D. Gordon to Illustrious - H . Smith Gowan and F. W. Bonter to Eurydice.
to Modesle - R . R. Easto to Talbot - F . Clerks - F . Rutter and T. H. Powell
G. Simpkinson to Excellent. to Taliol - H . B. Retallick to Penelope
Second -Masters-F . F. F. Taylor te -H . H. Gilbert to Cornwallis,
Madagascar - A . R. Burstall to Eury
dice. Coast GUARD ,
SURGEON- W . D. Wilkes to Alert.
MASTERS- AssistaNTS-A. J. Parks to Appointments - Lieut, Joseph Elwin to
Alert - H . J. Johnson to Hydra – J. W. command the Active - Lieut. G.M. Tom .
Young to Penelope. lin to Marchwood - Lieuts. J. OʻReilly
ASSISTANT SURGEONS - J . S. Peddie to and H. Warren to command stations
William and Mary yacht, for service in Lieut. P. Inglis to Romney- Lieut W.
Woolwich dockyard - N. B. Alexander H Goddard to Clackton Wash- Lieut.
and Willan to Hydra - C . T. S. Kevern J. Drew to Prussia Cove - Lieut. H. F,
to Caledonia . Sewell to Kilmore.

MOVEMENTS OF HER MAJESTY's SuiPS IN COMMISSION.

AT HOME . WARSPITE 50, Capt. Lord John Hay,
18th Aug. at Portsmouth ,
Avon , st, v. Lieut.-Com . D.Mapleton , PORTSMOUTH - Ships in Port - Victory ,
Aug. 25th, arr. at Plymouth from West and Excellent.
Indies. PLYMOUTH . -In Harbour . - San Josef,
Belleisle , 72, Capt. J. Kingcome, Belleisle, Apollo, Star, Express, Confi.
Sept. 5th , arr. at Plymouth from Cape ance, Virago,
of Good Hope. In the Sound ,—Anson .
Cyclops , st. v . Capt. H. J. Austen ,
Aug. 24th at Portsmouth from Wool .
wich . ABROAD .
DoLPHIN, 3,Com . W. O'Brien Hoare ,
Sept. 2nd , left Plymouth for Coast of ALBATROSS, 16 , Com. R. Yorke, July
Africa. 12th , at Port Royal .
Erebus, Capt. J. C. Ross, 12th Sept. Beacon , sur, v . , Com . T. Graves, 15th
at Woolwich , 23rd paid off Aug. arr. at Syria.
Grecian 16 , Com . W. Smyth , 23rd BelvidERA , 38, Capt. Hon . G. Grey,
Aug. arr . at Portsmouth from Cape Good Aug. 15th at the Piræus of Athens.
Hope. Detastation , st. V. , Com . H. Henry,
INCONSTANTT 36 , Capt. C. H. Free. Aug. 15th , Constantinople .
mantle , 3rd Sept. left Cork for West FISGARD , 42 , Capt. J. Duntze , 26th ,
Indies, arr, at Madeira , 28th sailed for Rio.
Pilot, 16 , Com , W. Jervis, 18th Aug. FORMIDABLE, 84 , Capt, Sir C. Sulivan ,
left Plymouth for China . bart, Aug. 15th at Lisbon .
Terror, Com . F. Crozier, 12th Sept. Geyser, st , V. , Com . E. Carpenter,
at Woolwich, 23rd paid off Aug, 15th , at Beyrout.
VIRAGO 18 , Com . G. Otway , 20th Aug. Gorgon , st. v ., Capt. G. Hotham, 12th
left Portsmouth far Mediteranean . June left Rio for Monte Video.
 BIRTHS, MARRIAGES, AND DEATHS . 703

GROWLER, 6 , Com , C. H. M. Buckle, QUEEN, 110, Capt. G. F. Rich , Aug.

July 14th at Pernambuco from a cruise . 15th , at Malta.
Hecla , st. v. , Com . J. Duffil, Aug. Rodney , 92 , Capt. R. Maunsell , June
15th at Tunis. 12th , left Rio for Cape ofGood Hope.
ILLUSTRIOUS, 72 , Capt. J. Erskine , Rose , 16 , Com , H , R , Sturt, Aug, 6th ;
Aug, 12th , at Quebec , Jeft Halifax for Bermuda .
Isis , 44, Capt. Sir John Marshall , May Savage , 10 Lieut. -Com . J , H. Bow
23rd at Cape of Good Hope . ker, Aug. 15th at Malta.
Locust, st. v. Lieut. - Com . J. Lunn , Scout, 18, Com . Hon . J. R. Drum
Aug. 15th, at Gibraltar, mond , Aug. 15th , at Carthagena.
Magicienne , 24 , Capt R. Warren , SNAKE, 16, Com . Hon . W. B. Deve
Aug. 15th , at Coifu . reux , Aug. 15th , at the Piræus of Athens.
Magpie, st, V. , Com . T. Brock , Aug. THUNDERBOLT, st. V. , Com . G. N.
15th at Syria. Broke, May 17th at the Cape of Good
MALABAR, 74, Capt. Sir G. Sartorius , Hope.
Aug. 15th . at Cadiz . THUNDERER, 84, Capt.D. Pring, 20th
Medea , st. v . , Com. F. Warden , 15th May sailed for the Mauritius.
Aug. at Barcelona. VERNON, 50, Capt. W. Walpole, 15th
MONARCH , 84 , Capt. S. Chambers, Aug. at Beyrout,
Aug. 15th , at Malta, Vesuvius, st. v . , Com . E. Ommaney,
Pickle , 5, Lieut .-Com . J. Bainbridge, Aug. 15th , at the Piræus of Athens.
July 23rd , at Grenada. Volage, 26 , Capt. Sir W. Dickson ,
Pique , 36, Capt. Hon . M. Slopford, sailed for the West Indies .
July 23rd, at Grenada.

BIRTHS, MARRIAGES, AND DEATHS.

Births. At Sunninghill , Sept. Ist, Capt. Sir
T , Bourchier, K.c.3., to Jane Barbara,
At St. Leonards- on - sea, Aug. 22nd , eldest daughter of Admiral Sir Edward
the lady of Capt. Macwaine, R.N. , of a Codrington , K.C.B ,
son . At St. James's, Sept. 5th, R. Ward ,
At Reading, Aug. 23rd, the lady of Esq . , to Margaret, daughter of Lieut .
Capt. Murray, R.N. , of a daughter. Batt, R.N.
At St. Day , Cornwall, Aug. 15th , the On Sept.6th, Lynal Thomas, Esq ., to
Jady of Lieut . 2. Andrew , R.N. , of a Blanche Charlotte , daughter of Captain
daughter. Marryat, C.B. , R.N.
At Stonehouse, Aug. 16th , the lady of In Argyllshire, Lieut , R. Campbell ,
Lieut. Lambert, R.M. , of a daughter . R.N., to Eliza, daughter of H. A , Man .
At Harbour Terrace, Falmouth, the sell , Esq . , of Guernsey.
lady of Lieut. T. James, R.N. , Admiralty
Agent, Peninsular Steam Company, of a
daughter. Deaths.
At. Capt. Clavell's, Greenwich Hospi
tal , Mrs. Blount , widow of the late Com At Bettysdown, near Drogheda , Mary
mander W. S. Blount, of a son . Ann wife of Commander J. Adams , R.N.
At Gosport , Sept. Ist, the wife of At Langlee , Roxburghshire , Bertha ,
Licut. W.E. Triscott, R.N. , of a son . the lady of Capt. R. Elliott, R.N.
At Falmouth , the lady of J. James ,
Marriages. Esq ., R.N.
At Balmeer, May 22nd, F. F. Stra
At Bathwick, Aug. 22nd, the Rev. J. chey, son of Capt. Strachey, R.N.
Walker to Catherine, daughter of Capt. At Stonehouse , Aug. 11th , Mrs. Cow .
Carroll , C.B. , R.N. ling, aged 90, widow of the late Mr.
On Aug. 31st, at Hackney , Charles, Cowling, master R.N.
son of the late Lieut. Chapman , R.N. , to At Berwick - on -Tweed , Sept. 8th , aged
Louisa, daughter of Lieut. J. Finlayson , 17 , Charlotte, the daughter of Lieut.G.
R.N. Howes, R.N.
At St. Ann's, Westminster, Aug. 31 , At South Lambeth , Sept. 7th , Jane
J. P. Reall , Esq . , surgeon , to Jane, relict of the late Capt. M. Halliday , R N.
daughter of the late E. Cubison , Esq., At Topsham , aged 92 , the widow of
R.N. D. Folliott, R.N.
 704

CHINA :-Extract of a letter. - Shippoo is a most extraordinary place, lying S.W. 12 miles
from Patchecock, and in lat. 29 ° 11 ' N., long. 122° 0 ' E., a good roadstead for vessels of 15 feet .
It communicates with an immense gulf called Sammoon. Taichow or the pleasant city, is situated
West of us; the natives say that the river is not navigable for large vessels. There cannot be a
better harbour than that of the Taichow Islands. It is situated between the two largest of the
islands visited by the Wellesley, with from seven to ten fathoms water muddy bottom ; many
streamsof fresh water, and plenty of vegetables, goat, mutton ,and pork in moderate quantity :
lat. 28° 27' N., long. 121 ° 56' E., sheltered from the trade wind. We are all well on board, and
everythinglooking like confirmed peace around us ; the Chinese hereabouts, now that they know
us, shew every confidence in the English .

METEOROLOGICAL REGISTER.

Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson, of the Royal Observatory .

From the 21st of August, to the 20th of September, 1843 .
y h
.Weyek
. nt

FAURENHEIT WIND.
Da
Mo
Da

BAROMETER . THERMOMETER , WEATHER .

BOSS
In the Shade. Quarter. Streng.
Max
SS
SS

9 AM . 3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.

In.Dec In.Dec 0 0 o
21 M. 30.02 30.00 58 66 52 68 N W 3 b be
22 Tu . 29.70 29.60 60 58 50 62 S 6 o qor (3)
23 W. 29.65 29.63 57 61 50 SW 2 b or 3 ) (4 )

‫ܩܩ‬
24 Th. 29.64 29.82 55 65 53 NW NW 3 or ( 1 ) b
25 F. 29.87 29.87 61 68 50 72 S SW bc belp (3
26 S. 29.97 30.01 64 69 58 70 SW SW bc

‫ܩܘ‬
27 Su. 30.17 30:17 56 66 49 67 S SW bc

‫ܩ‬
28 M. 30.04 29.98 63 63 50 66 SW SW 0 od 3)

2
29 Tu. 30.01 30.04 64 68 62 70 SW SW 0 bc
30 W. 30.15 30.15 68 68 62 69 SW SW bc o
31 Th. 30.25 30.24 66 76 59 77 SW S 0
I F. 30.33 30-34 67 77 57 79 W W 1 1 bm bm
2 S. 30.40 30.48 67 78 57 79 NE NE 1 1 b bm
3 Su. 30.33 30.31 65 77 58 78 SW SW 2 3 bc bc
4 M. 30.32 30.35 62 69 56 70 N b bc
5 Tu . 30:43 30:42 57 68 47 69 NW 2 b b
6 W. 30.32 30.30 55 72 49 73 NW bm bm
7 Th . 30:31 30:33 62 76 52 78 b b
8 F. 30:32 30.32 66 74 56 76 E b b
9 S. 30.23 30.20 66 75 62 76 E E bc b
10 Su . 30.06 30.04 62 68 59 NW SE of bcp
11 M. 30.00 30.08 62 67 57 69 SW SE 1 bc bc
12 Tu. 30.25 30.25 63 73 59 74 N NE 2 of b
13 W. 30.15 30.12 60 69 51 71 E 1 E 2 b
14 Th . 29.88 29.89 60 64 50 68 NE 1 SE 2 0 o
15 F. 29.87 29.93 65 72 61 73 SE SE b b
16 S. 30.05 30.08 65 76 56 77 NE SE 1 b b
17 Su. 30.20 30.20 63 77 56 78 NW s 2 b bc
13 M. 30.17 30:17 66 76 58 77 NW S 1 bcm b
19 Tu 30.22 30.22 56 72 60 74 E E 1 bcmp 1) bc
20 W. 30.16 30.14 60 73 NE SE 1 2 b b
AUGUST--Mean height of the Barometer = 29.990 inches ; Mean temperature = 63-2 degrees ;
depth of rain fallen = 4:10 inches.
Note. During the evening and night of August 23rd, no less than 2-67 inches of rain fell !
Error in page 640 last number, for " August,” preceding Mean height, &c. read “ July ."

TO OUR FRIENDS AND CORRESPONDENTS .

CAPTAIN Perley's letter shall appear in our next.
We hope also to resume our “ Leeward Jsland Station ,” which want of space has
prevented appearing in this number, as well as the continuation of the “ Sulphur's
Voyage ”, and “ Indian Archipelago ” .
Thanks to a friend for the “ Mexican Papers."
We have been obliged to curtail the account of Her Majesty's Marine Excursion ,
of many interesting points which may appear hereafter.
CAPTAIN SPRATLBY's letter in our next.
Hunt, Printer, Carlisle-street, Maida-hil .
 705

THE PORT OF ARECIBO .

VESSELS bound to Arecibo should make the city of Porto Rico early
in the morning. This will allow of their running their distance so as
to make the anchorage of Arecibo in good time before night, which is
very desirable, as the currents are often strong and uncertain . The
longitude of each place is correctly stated in the Columbian Navigator,
giving the distance between them thirty - two miles. In running down
the coast at about three or four miles from it, two towns will be seen ;
the first Tortugera, about seven leagues from the city , the next Arecibo ,
which may be known by its having a circular fort on the beach to the

IB

G
KO

DI

One Mile
They
References to the Sketch of the Port of Arecibo.
A Schooner-channel between reefs, E Warehouses.
which are nearly covered at high F Fort.
water . G Town of Arecibo,
a Boat channel between cliffs and the H Bridge.
reef. K Ruins of a church.
B Lookout -house with flag -staff, L Ferry,
Branch of river from Manati . M Apparently the remains of a wreck
D River Arecibo,navigable for launches on the edge of the reef.
only.
The anchorage has 4 fathoms in it, the reefs are steep to, and the depth gradually
decreases to the mouth of the river, which is nearly dry. The rise and fall at springs
is three feet.
ENLARGED SERIES.NO . 11.- VOL . FOR 1843 . 4 x
706 THE ANN AT SAMBOANGAN .

right, and the ruins of a church in the middle of the town , and also
by a lookout-house and flag -staff on a steep hill to windward of the
port about a mile from the town.
It is the custom on vessels approaching the anchorage for a pilot to
come out in a small boat , bearing a while flag , not to board , but to
pull in before the vessel by way of leading in ; but as the sea breeze is
generally strong, it often bappens that the vessel overruns the pilot- boat,
and the captain has to look out and bring his ship to anchor himself.
The bolding ground at Arecibo is very indiferent, and in the season
of the nortbers ; viz . from November to February, ships ought lo anchor
in the offing at least two miles outside the reef, and be ready to slip ;
but in the months of April, May , Jove, and July , they may anchor
inside, and close to the reef in 4 or 34 fathoms.
The trade of Arecibo is rapidly increasing. From the 6th to the 21st
of July , one ship, two barques, three brigs, and two schooners completed
their cargoes at that port.

THE ANN AT SAMBOANGAN .

Cyrus, China Sea, April 1st, 1843.

Sir . — The perusal in the Nautical Magazine of the account of the loss
of the “ Indian Oak ," on the island of Luo -choo, and ihe humane
treatment of the officers and crew of that ship, by the chief and natives
of that island , bas led me to contrast the different conduct met with by
Captain McAlpine of the barque Aon of Greenock , at one of the Philip
pine Islands, after that ship bad been on shore in the Strails of Basi
lan , and assisted into the roads of Samboangan on the north side of those
Strails .
The Ann of Greenock , Capt . Duncan M'Alpine, from Canton , with a
valuable cargo , consisting of tea , silk , and sundries, struck on a coral
bank , of two fathoms water, at 8 P.M. on the 14th of June , 1842,
to the south -west of St. Cruz Islands in the Straits of Basilan , and
about four or five miles from the Spavish fort and village of Samboan
gan . This place is a penal settlement, where all convicts are sent to
from the different Spanish ports amongst the Philippines, and under
the government of Manila ; having attached to it a military governor,
a naval commandant of gun- boats, an artillery commandant command
ing the fort, a collector of customs, and a padre, (the whole of these
are Europeans,) with a militia force of about 1000 men ,
The Cyrus and Marshall Bennett, whalers, were lying at this place
refreshing their crews, and procuring water, when , on the 15th June ,
at 9 A.M. word was sent off that, an English ship was on shore on the
reef outside the islands, but completely bid from view of the ships in
the roads. Capt. Hunter and myself immediately manned five boats ,
with as many of the crews of the two ships as could be spared , ( two
gun -boats having gone out just previous). After an hour's pull we got
on board the Ann at 10 A.m., and tendered our services to Capt . Mc
Alpine , which being accepted , we succeeded in getting the ship afloat a
 THE ANN AT SAMBOANGAN . 707

little before 1 P.M. , with loss of some of her false -keel, rudder unshipped ,
and all the pintles, but the upper one broken , the ship making about
twelve inches water per hour. After securing the rudder with chains,
we succeeded in getting the ship into an anchorage in twelve fathoms
water, near the east point of St. Cruz Islands ; and, as his own crew
could then keep her free without much difficulty we left, and went on
board our own ships. The gun -boat, with the only commissioned officer
on board , left before we got on board the Ann ; the other we sent away
after she was afloat.
June 16th , Capt. McAlpine made bis protest before the governor,
who acts as notary , and obtained a promise of assistance to repair his
ship ; the marine commandant, Don Juan Acha, engaging even to heave
the ship oul , and do all that was requisite to the rudder , supply boats
to land the cargo and re-shipit. This seemed all very straight forward ;
and no idea was entertained but that the Ann could be made sea -worthy
here . Upon enquiring we found the collector had ample room for
storing the cargo ; but said it would be subject to a duty of one per
cent. on the gross value, which , we expressed our opinion as being enor
mous . Capt . McAlpine then oblained len men 20 assist at the pumps,
and proceeded on board : this day being too far spent to get the ship
any nearer the anchorage owing to the strong tide, she still remained
under St. Cruz Islands.
June 17th and 181h was spent in vain attempts to get any satisfac
tory answer from the authorities on shore, relative to making the ship
seaworthy, they now refusing to enter into the repairs at all , but stating
that the cargo must be landed , and the ship sent to Illo lllo or Manila
to be repaired, for which purpose they would lend men to assist ber
there ; but refusing any assistance to take her to Java , strenuously
opposing every suggestion to that effect. At noon the Ann anchored in
the roads.
June 19th . Arrived the barque Australasian Packet , Capt. Parker,
from Canton , bound to Sydney ; cargn - lea and sundries; having had
a narrow escape on the same bank . There being another master, ( Capt .
Metcalf , ) a passenger, on board the packet, a second survey was held on
the Ann , and the result was , to take the ship to Sourabaya under pro
test , there being no possibility of repairing her at this place ; the car
penters of the whalers being able to hang the rudder, with temporary
iron pintles, to carry the ship there, and Capt . Hunter with the barque
Marshall Bennett, engaging to accompany her to her destination, and
assist with half his crew lo pump on the passage down . The authori
ties on shore would then render no more assistance whatever, and the
governor ordered all the labourers on shore. The rudder was taken on
board the Marshall Bennett, the pintles made, and the rudder shipped
again on the 21st .
June 23rd. The Ann being now quite ready , at 10 A M. weighed,
and sailed in company with Cyrus, Marshall Bennett, and Australasian
Packet ; but owing to light winds the Cyrus only, was enabled to clear
the Straits that evening ; and it was not until the 26th , at 6 P.M., the
other ships again made their appearance , and got through the Straits.
The Cyrus accompanied them ou their way as far south as the Island
Belwan , the Ann working as well as though no accident had happened
708 NAUTICAL RAMBLES.

to her, and the leak still continuing the same without any increase,
notwithstanding the weather was rugged and very squally.
I parted with the Ann on the 28th , she making the best of her way
towards Sourabaya, where she arrived safe ; was eventually condemned ;
and the cargo immediately re - shipped for England in another ship,
as I was afterwards informed .
I have no doubt this would have been a case of serious loss to the
underwriters, and all concerned in the Ann and her cargo , had she not
been fortunate enough to procure assistance from the before-named
English ships, at the time of her disaster ; for had the cargo been once
landed at Samboangan, I have little doubt in saying, a very large por
tion of it would never have left that place ; for they boasted ,if the Ann
was condemned there , tea would be very cheap in Samboangan.
I leave you , sir, to make what comments you may think proper to
this statement, should you deem it worthy of your notice, and beg leave
to subscribe myself,
Yours , &c.,
R. SPRATLEY ,
To the Editor, &c. Master of the larque Cyrus.

[The foregoing treatment of the Ann at Samboangan , is an important addition

to the account of that vessel getting on shore, (owing to an omission in Hors.
burgh's chart,) which was given by Capt. Hunter of the Marshall Bennett, in
p. 217 of this volume; because it will serve to place our seamen on their guard,
as to what they may expect there in future. Capt. Spratley bas, therefore,
rendered them an important service in this respect, while Capt. Hunter has
done no less so, in pointing out many important particulars in deficiencies of
the charts, as well as the resources of Samboangan itself. And we take this
opportunity of ascribing to Capt. Hunter, the paper to which weallude, and
which, accidentally appeared without his name attached to it. The omission of
Horsburgh shews,that seamen should not place an unbounded reliance on their
charts; although this was an imperfection in his, rendered less excusable by
the appearance of the very danger, on which the Ann 'grounded, in a chart
published years ago by Dalrymple. We recommend our Chinese traders to
look to Dalrymple's chart of the Sooloo Archipelago, as an important help to
them in this dangerous navigation . — Ed .]

NAUTICAL RAMBLES.- THE LEEWARD STATION DURING THE WAR,

Port Royal and its Associations .
(Continued from p . 530.)

Our jaunt upon the whole proved a very agreeable one, and full of
novelty to us tars ; the relief from the confinement of the ship can only
be fully appreciated by those who like ourselves had been cooped up in
a “ floating prison ” for a length of time. The shore- man in possession
of unrestrained liberty may smile when told that such a trip was almost
considered an era in the life of those who enjoyed it ; and if the relax
ation from professional duties, for the brief period of two or three days,
was held in such high estimation by officers, in what light must a four
and - twenty hours' run on shore be considered by the fore -mast man ?
 THE LEEWARD STATION. 709

Jack , although proverbially a bad horseman , seems never to be more

pleased than when trying his equestrian powers. A gentleman told me
that he once met a sailor on a pony trotting along the sandy beach of
Lucea ; in a short time the saddle girts gave way and off came the
tar. “ Thunder,” exclaims Jack_ " who can stand against such a head
sea ?” The sand was in ridges, and the violent motion of the animal
had unbuckled the straps. The gentleman was convulsed with laughter,
which did not seem to please the tar very well : " Well ," quoth
he— “ and what are you laughing at, did you never see a fellow go
overboard before ? D— my eyes, if I don't run you a race for a
dollar. " “ Done,” said the gentleman , “ and as your nag is rather
short in the legs, I'll give you a start of a hundred yards. ' “ I'll be
d - d if you do : no, no, fair play is a jewel , we'll start together ;
let's brace her up taut a bit, and I'm blessed if she won't take the
shine out of you !” To work the tar set, and having adjusted every
thing in order, mounted , as usual , on the wrong side . He was told of this,
but he looked at the speaker with an expression of sovereign contempt,
as he roared out— " Teach your granny to suck eggs!” The gent .
laughed until the tears ran from his eyes . Jack looked as serious as a
judge , and merely muttered whilst replenishing his quid— “ I'm d-
but you're a rum customer !” “ Well are you ready Jack ? " · Stop,
how's the wind ? -by the pipers right ahead — that won't do , I'll try
her on the other tack ! ” Off he got and shifted the saddle end for end ,
“ braced ” it tight , and then tried to remount, but fell several times by
his foot coming in contact with the pony's neck ; at last he managed
to seat himself with his face to the pony's tail . The gentleman tried
to persuade him that he would not be able to retain his seat for a
minute in such a position . " That be d - d , are you going to teach
me how to stow ballast ? Can't I ease her when she pitches ? But, you're
a lubber , and know no more how to trim a craft , than the Governor's
wife does how to skin an eel.” This was accompanied with one of
Jack's contemptuous expressions, and set the gent. off in a burst of
laughter again .
Having “ trimmed his craft ” to his liking, the tar called out— " Now
I'm all ready , give the word .” “ Start,” cried the gent. and away they
went, helter skelter, Jack swinging from side to side , belabouring the
stern of the poor pony most unmercifully all the while with a piece of
bamboo. The scene was so ludicrous and so out of the common course
of even a donkey race at a fair, that the gent. could scarcely retain his
seat from laughter, and eventually having distanced his opponent , on
turning round to see how he was acquitting himself , his foot slipped
out of the stirrup and he was unhorsed . In an instant after , Jack came
dashing past like a whirlwind , making the welkin ring again with his
aproarious huzzas . On rising up from the sands he beheld the tar and
pony floundering in the water ; for, having lost his balance from using
one hand to wave his hat, and being unwilling to let go his hold of
the pummel , both pony and rider slipped off the bank souse into the
surf. On arriving up to the foundered tar, the gentleman tendered him
a dollar, and was about to depart, when Jack who was busy in extri
cating his little quadruped from the briny flood, called out — “ Avast
shipmate ! I'll not touch your rhino ; but, you'll acknowledge I beat you
710 NAUTICAL PAMBLES .

hollow , so no coiling the truth 'gainst the lay of the strand - you under
stand , that's all." The gent . insisted that he should take the money ,
he had fairly won it , and was entitled to it. “ No,” said Jack , “ it
warnt for the money , but for the honour I ran the race ; you'll mind I
beat you out and out, that's all .” “ Oh ! I'll not forget that , but come
stow the dollar in your backy box, it must be pretty empty by this
time.” “ Well, I've a thort howsomdever, hand it over,I'll give it to the
pony , for by Gor ' twas he as won , a'ter all said and done." “ Well , do
as you like, but ponies don't eat silver, eh !” “ My eyes ! what a knowing
chap you are ; belay all that , do you take me for a Yahoo ? Can't the
pony eat a dollar's worth of corn , eh ! d— my eyes he shall have a
blow out for once in his life, or my name's not Dick o’the Dust. But,
here, give us your fiipper, and mind no coiling your fakes against the
sun . I beat you out and out , clean as a whistle ,and that's all.” Mount
ing his horse, the gentleman was about to start off, when the tar ran
up the bank , and called ont: — " I've a notion shipmate d'ye see, that
I don't count this here dollar as lawful prize money . lis a regʻlar gam
bling consarn , and that's 'gainst the Articles o ' war , so I gives it in
charity to the pony—but you mind I beat you hollow , that's all."
The gentleman , Mr. W. B. , assured me that , although he had often
been greatly amused at the whims and anties of the Sons of the Ocean ,
this lar surpassed all he had met with for drollery of expression, both
in words and gesture. The whole affair was extremely ludicrous and
laughable.
We may now , having disposed of Jack and his pony , return to our
account of the jaunt to , and return from , the mountains . The scene as
we entered the town was extremely animated . The negroes were moving
about in crowds ; scores of women , with bundles of the Guinea grass *
upon their heads, were walking at a rapid rate, with their petticoats
drawn up and tied round the waist with a string. In addition to wbich
burden , some of them carried their piccaninies slung in a sort of hood
depending from their shoulders, their little black poles only being visi
ble . There is a feature pertaining to the black ladies , which , although
not agreeing with our northern taste of what constitutes beauty in the
daughters of Eve, (a strange alteration in colour if they all come from
the prima donna ! ) is so singular as lo arrest instant attention in the
stranger : I allude , with all becoming tenderness for the bashful reader's
blushes, to the extraordinary length of those useful appendages to the
female " form divine,” -- the pa pillaian ducis. It would scarcely appear
an exaggeration to assert, that some may be found sufficiently pendent
The introduction of this singular species of the order Gramina into the island
was unintentionally effected by a mere casual circumstance, The captain of a ship
from the coast of Africa, having brought some small birds as a present to a gentle .
man , the remaining seeds which had been obtained to feed them with , were thrown
away upon the ground. In a short time these vegetated , and produced the valuable
grass, which being undescribed, received the name of “ Guinea grass, " from the
country whence it was brought , and where it is indigenous. Its superiority over the
grasses of the island, soon obtained for it a celebrity which it retains to this day ; and
it has long since been universally cultivated . It grows to the height of six or seven
feet ; and at a certain season , the stubble is burnt down ; but the roots remaining
uninjured, send up shoots again immediately after the first shower of rain falls, and
with renewed vigour . Its rise is remarkably rapid , and its progressive growth may
almost be seen .
 TIIE LEEWARD STATION . 711

as to be capable of being thrown over the shoulder for the immediate

use of the little biped , in his snug bag on the opposite side of their
natural position !
Jack is a bit of the physiologist in his way , as well as a wag, and de
lights in gulling the raw hand . Two of these originals once happened to
be standing on a wharf, when a negress with the aforesaid lengthy
appendages passed by. One of the tars was an old slager, the other quite
a “ greenhorn :” the first exclaimed , “ My eyes , Tom, only look , there's
a pair of bab's comforters for'ee ; they bangs the bosun's long conch by
a fathom !” “ Well ! ” replied the greenhorn, straining his eyes ;
“ I'm blest if I ever saw the like o’ihat afore - ihey baint the real
nat'ral thing to be sure ? " " Lord love'e, ” says the experienced one ,
“ to be sure they baint—why , you warnt such a fool as to think that
ever a real natral woman could carry such heavy rigging o'flesh and
blood ? They be sham leais made of inge- rubber .” 66 Bother me , Ben ,
but you're coming the old soger over me inge -rubber be d -- d ! ”
“ Why, you grass-comber, d’ye think I'm circumventing a lie ? As
to the matter o’that , why , I've seen 'em streich more nor three fathoms
out o'window , for the 'commidation o'the piccaninies out at play , when
the mother were busy inside washing her duds ! ” “ Belay all that,
messmate ; " says Tom .
At every opening, as we proceeded , we encountered droves of mules
similarly freighted , all in the same hasty mode of advance, as if their
fate depended upon a speedy arrival at theirdestined goal . The intel
ligent reader will not need the enquiry ; " To what did all this speed
and hurry lead ? ” In all countries, among all people, where barter
for the precious meials have been established, the desire of possession
bas seized hold of the heart of man ; who are exempt ? From the sove
reign to the peasant gold acts as a talisman, and has brought more
misery into The world, and been the cause of more crime, than any
other production , whether natural or artificial . But , in the present
constitution of the civilized world , money has become a necessary evil
it adds to our comforts, feeds , clothes us, and physics us ! administers to
our latest necessities ; and , finally , when the fiiful dream of existence
shall have passed away , provides us with a last home ,
As we proceeded the throngs increased , but these , unlike the others,
seemed to bave no particular object in view, except amusement. There
is something so animating in the gaiety , the light- hearted jollity of a
congregation of negroes, when they sally forth in the cool of the even
ing after the toils of the day , that, one can hardly reconcile the idea to
one's self, of their being in a state of slavery . In no part of the world
have I ever observed demonstrations of unfeigned happiness more conspi
cuously displayed, than in this island , by the blacks ; or instanced any
feelings , approaching near to such happiness, in degree a convincing proof
to my mind that , the chain which has since been severed , was light in
comparison with that which a free peasantry will have to drag when
left to provide for their own wants . - The die is now cast," and the
planters have been looking blue enough at the prospect suddenly opened
before their eyes , and say , with what truth time only can tell, “ That in
thirty years, or less , the island will not be worth , to England, the value
of one hair of Lord Brougham's legal wig ! ” A gentleman who has
712 NAUTICAL RAMBLES.

lived forty years in the island writes thus : “ Before the present gene
ration of blacks passes away , regret at the altered condition of things
will be at its full with that people .
“ Hitherto all matters went on smoothly ; the social , as well as the
moral condition of the negro was gradually improving ; robberies were
rare, and crimes of atrocity almost unknown among them , and , the rea
sons for which are obvious, their wants were all supplied , they had only
then to give their labour in return , to dance, sing, and be merry. The
greatest restraint put upon their liberty was that of not having the
power themselves of changing masters ; and , in this perhaps existed the
only difference between their condition and that of the freeborn peasant
of Europe ; but even this was often conceded to them, and their manu
mission granted whenever they were able to effect it . But how will
the matter stand a few years hence ?
“ If with all the vices and weaknesses of human nature these people
possess constitutionally a habit of indolence, which whilst in a state of
bondage was the hardest matter the white man bad to keep under sub
jection in his overseership , can it be expected that the anticipations of
the philanthropic party who have consummated the desire of the zealous
religionists, by adding twenty millions to the burthens of a people eter
nally growling about oppressive taxation , will be realized ?
" Assuredly those who imagine such a result will be disappointed . You
may as well try to wash the skin of the negro white, as to expect him
when become his own master, to drudge through the labour of crop - time ,
when waste land being plenty, he may by digging a few holes, plant
his yams and his plantain sucker, and so leave kind Nature to fulfil
the rest .
" And when want, or a desire to obtain that which he has not the
means of purchasing shall invite him , will he be restrained from dis
gracing his title to the human state by any improvement in his moral
feelings arising from his altered condition ? Assuredly not,he will rob
whenever his wants or his desires press him , and he will do, too, what
was rarely done in his state of bondage, he will murder ! where oppor
tunity places victims in the way of the accomplishment of his wishes
and desires. "
Sacrifices must be expected in the accomplishment of any great good
resulting from great changes . There may be great truth , honestly ex
pressed , in the foregoing extract; and it may be possible, indeed , not at
all improbable , that, ultimately, the Blacks will become possessors of
the island , to the entire exclusion of the Whites . But, such results as
have been contemplated , cannot rob the good natured Mister Bull of the
merit of having acted justly in the abstract instance of emancipating
the slaves of the British West Indies , &c . , however light the sin may
lie upon the old fellow's conscience , of binding his soldiers as voluntary
slaves for the term of their natural lives. However hollow Old John's
pretensions to general philanthropy may appear to, and be questioned
by his loving offspring “ Yankee Tom ”, it is but Christian charity to
give him , as every other being, credit for sincerity . Of the two condi
tions, the white and the black slave ; the black when he was so , assu
redly had the best; and I am inclined very much to admire the obser
vation of Admiral Sir Charles Rowley, That, had he been born to the
 THE LEEWARD STATION . 713

station of the daily labourer, he would have given the preference to

the life of the negro slave in Jamaica , over that of the European pea .
sant." The gallant seaman was right , for even with the exception stated
in the letter above, I think there could be no comparison to discover
which of the twain was best off, and most happy .
Indeed , under the circuinstances of their altered state, and considering
that a warm climate does not entail , even in indigence, that degree of
misery which a cold , boisterous, and wet one is sure to compass poverty
with , and that they are constitutionally suited to the nature of the
country of which they are now the free denizens, we might grant that
their condition would be superior to that of the English , the Irish , or
Highland peasantry , if they would follow the dictates of reason , and
labour with the same industry ( the fruits being now their own ) which
necessity formerly compelled them to exercise .
In a short time we arrived at the tavern , not a little weary from our
unaccustomed exercise ; and thus ended our jaunt to the mountains. I
may here, however, touch on some of the subjects discussed with our
kind host whilst at his hospitable mansion , as these may serve to amuse
the naval reader.
Speaking of the great proficiency obtained by the ships on the
station , in making and shortening of sail ; the fine style in which our
vessels are brought to anchor, and the perfect state of discipline reigning
in them ; our host observed : - " That it was a beautiful sight to see
several of them come to anchor in a port ; the wonderful precision
which is observable in all their movements and evolutions, has often
been a matter of surprise to me ; and I could never clearly make out
by what means such extraordinary regularity and perfection have
been attained , although I had been given to understand that they
mainly depended upon three things, —the lash , periodic timing, and
practice. I was not, however, quite satisfied with the explanation , and
therefore, determined to test it myself; considering that the black,
equally with the white, man , was capable of exerting his physical and
mental powers to the same advantage.”
- Well , sir, what was the result ? ”
Why, a complete failure ! It proved perfectly abortive, and gave
rise to such confusion , insubordination , and desertion , ( to use your ex
pression ,) that I was compelled to relax again into our former state of
half measures ; still more puzzled to account for, not only the perfection
of the system on board ship , but also for the apparent ease with which
it is carried on ; being farther convinced that there exists something
essentially different between the black slave and the white freeman
under restraint, which I could not comprehend . Perhaps," added he ,
addressing himself to one of the officers ; “ you will be able to give me
a solution of this apparent enigma ? ”
“ I think the reasons for your failure sufficiently plain ; deep -rooted
habits, customs, and opinions cannot be shaken off , or changed precipi
tately ; and, the older the subjects you have to experiment upon the
greater the difficulty of succeeding. A very limited experience will
serve to convince us that, the impressions produced by habit are not
confined alone to man , but partaken of by all animated nature .
“ There is nothing, perhaps, essentially different in the intellectual
ENLARGED SERIES . — No . 11. - VOL. FOR 1843 . 4 Y
714 NAUTICAL RAMBLES.

capacity of the negro from that of the white man , although some physi
ologists seem to believe that there is : the difference of the form of the
skull of Caucasian and the Ethiopic races is , however, very marked ;
and , indeed, there are other points of difference equally remarkable ,
which almost staggers belief that they have sprung from the same
parents. We must be content, however, from our inability to enter into
the merits of that question, to pursue our reasoning alone from known
facts.
“With respect to their common morality , we may not be far wrong in
considering them upon a par, or, if there should be a difference, per
haps, the balance may preponderate on the side of the negro. I here
speak of him, you must recollect, as a civilized being ; and it is essen
tial that the peculiar situation under which he is placed, should be
borne in mind , as from that, his temptations to err are in a great mea
sure lessened , and the proneness of his nature to evil restrained ; so that
whatever merit may seem to attach to his character on that account is
to be considered as being negatively so.* In some measure, indeed ,
the same may be said of the man -of-war seaman ; but as his range of
action is greatly circumscribed over that of the other, he has still less
temptation to err ; and although the free-will of both is, as it were ,
kept within certain bounds, the habits induced from such restraints are
unquestionably instrumental in giving a wholesome spring to their
actions, and , perhaps, purifying their thoughts, whilst the natural de
sires of the heart remain unchanged but dormant.
“ But there is a great difference in the dispositions of the two : in the
negro obstinacy is a general trait, and that alone would act as a
powerful.damper' to your endeavours to enforce regularity of conduct
by a strict discipline. Besides, there are feelings and motives which
must influence the actions of the white , which are unknown, or rather
unfelt by the black — the love of country, the recollection of the ties
which bind him to his native land ; that land which he serves. Where
can we find a more powerful incentive to action , to praiseworthy conduct
in the individual than the Amor Patriæ ? What are the African's
sentiments towards his country , that country which he is doomeå never
more to revisit ? As the land of his birth it has no claims upon his
patriotism ; there is in fact no exercise for such a sentiment, it is in
applicable to his situation . He may wander in imagination again and
again over the scenes of his childhood ; for, however rude these may
have been , they cling to the heart upon which their impressions were
stamped , whilst yet, like the plaster clay, it was in a state to receive
and retain them . He may feel even a melancholy pleasure in treasur
ing the remembrance of his early days, those days the traces of which
are rarely effaced from the memory ; the natural attachment of his heart
to the being that gave him birth, the Mother ; he may feel regret that
his eyes can never again behold the playmates of his infancy, the brother,
the sister. He may meditate upon the withering of these joys, the only
joys destined to his unhappy lot ; he may still by blinding the present
with forgetfulness, bring balm to his desolate heart by treasuring the

* This exemption from inebriety is a positive merit, however, which Jack cannot
claim .
 THE LEEWARD STATION. 715

past, but hope of the future ; that beacon amidst expectation's wreck , with
him is, alas ! a blank !
“ But , these feelings and regrets have no association in the motives
which guide his conduct under his present condition . He has not even
the incentive of the mercenary who fights the battles of a country that
does not recognize his claims to more than he can earn , gain in fact ;
he toils for another without a motive ; he is an alien alike by birth and
feeling
“ You will say perhaps, that the same feelings are found in all races,
human nature the same everywhere ; true , but that which guides those
feelings to a different issue is, the training, the education if you will ,
not the education of letters, but the tutelage of modes and manners .
This will appear obvious if we reflect on the variation observed in the
conduct of the being, from the wildest savage up progressively to the
civilized peasant. The refinement of sentiment arising from letters we
must leave out of the question ; it has but a very trifling connection
with either party .
“ But, there is a natural delicacy of feeling, in which benevolence
predominates, not altogether inseparable from a rude state ; instances of
which are not infrequent. It is the sunshine of the heart peering through ,
if I may so say, the cuticle of darkness that enshrouds it ; but it is more
than an indication , I had almost said vindication , of the majesty of
man's nature, struggling to overcome his fallen condition ! But,
although it may belong to all , the predominant stamp of evil , like the
ash that smoulders the spark ,hides its brilliancy without extinguish
ing it, it must be fanned to produce a perceptible flame.
“ But little can be brought to the argument by these emanations,
indeed they hardly bear upon our question . But, they are nevertheless
attractive , they claim and will always command respect ; they are the
jewels which adorn the robe of Virtue, and are never seen but to be
admired .
« Let us now return to the seaman : There is another spring to his
action which is scarcely less powerful than his love of country , the
Esprit de corps, the love of his profession , a profession which in his
estimation has no equal under the sun . What is there in the calling
of the poor slave to enamour him of it ? Can he feel that emulation
which animates the heart of him who is conscious that he has a name
enrolled in the temple of Fame ?
“ The sociable qualities of the negro may be, and from all Ihave seen
are extremely lively ; he may , and does delight in the good fellowship
of his associates for the gratification which repays him with usury for
the loan of his company, but does he feel alike with the seaman that
fraternal regard , warm , strong , and unchangeable for his messmate, and
sharer in the “ battle and the breeze” . The slave undergoes the same
toils, it is true, with his fellow labourer ; he rises at the same hour,
follows the same pursuits, is fed and clothed alike , but he is not cooped
up within the narrow bounds a floating house , shut out from all other
human society , and constrained for weeks to view no other features of
the creation than the wide ocean and the azure sky . He fights not the
battles of the country forced upon him for his adoption ; he has no appre
hension of the dangers that environ the seaman , no horrors of shipwreck,
716 NAUTICAL RAMBLES .

no lurking shoal, no foundering vessel amidst the terrors of the awful

hurricane ; from these he is exempt, they call forth no sympathy in the
suffering of his immediate associates, they bring no pang to his heart
as to that of the survivor of the engulfed vessel : here then we can draw
no comparison in their condition , nothing to knit him firmly to the
sharer of his toils but what springs from the common feelings of his
nature . In fact, his condition is not of that isolated character that the
other's is ; his regards and his affections are less excited , and probably
centre in his own family ."
“ We may next consider the feeling of loyalty in the seaman . There
are few indeed , who do not acknowledge its influence, however varied
in degree that influence may be . But, blended as it intimately is with
the love of country, it supports him under the many trials which he
has to contend with , strengthened by the invigorating principle, he be
comes patient in the endurance of hardships, - hardships which, to the
black slave are unknown; calm under privations,-privations never
suffered by the negro ; and whilst his heart is thus buoyant, danger he
meets with a firm front, throws his whole energies and soul in the con
tention with an enemy for superiority ,* triumphs but to save, rises supe
rior amidst the frowns of adverse circumstances, and wins his renown
with a constancy and temper all his own .
“ These are the links of that chain which binds him to bis noble pro
fession , which , winding around his heart, inspires him with zeal
for its interests, and fosters that willing obedience which the rigorous
Jash has no power to enforce, and which, being unknown , or not under
stood by the negro , can never elicit from him the desired good .
“ But these considerations are not all , - you must recollect that a lad
destined to a sea -life, commences his career at that early period of his
existence when the parental tutorage has not ceased . From the res
traints of his childhood he steps at once into a life of the greatest acti
vity, where he finds himself constrained to exert to the utmost the acti
vity of his bodily powers ; and in which every latent spring of his mind
is called into immediate play. In this new state of his pilgrimage he
soon finds that alacrity , nbedience to the commands of his superiors in
station , unceasing attention to the routine of duties imposed upon him ,
are the elements upon which not only bis present happiness depends,
but also his future prospects of advance in that up - hill laborious ascent
inseparable from the condition he has voluntarily embraced .
“ It has frequently been observed that a seaman is but a child of
larger growth - if this be meant to imply that he is ever under the
guardianship of others , and that the powers of his mind are directed by
the controlling authority , then indeed there may be some truth in it.
Beyond that, beyond the mere abstract idea it becomes a solecism ; he is
capable of something more than the tiny efforts of the infant mind ; he
has claims to manhood , both physically and morally , that place him
upon a parallel with any of his sex in any condition of life, not except .
ing the most exalted station .
* “ There is something of pride in the perilous hour ,
Whate'er be the shape in which death may lower ;
For Fame is there to say who bleeds ,
And Honor's eye on daring deeds ! " -- Byron .
 THE LEEWARD STATION . 717

“ As his novitiate is generally passed in the mercantile marine, it has

the advantage of gradually bringing him to the endurance of a state of
subjection up to the period when he enters upon his career in the public
service, wherein he has necessarily to sustain the rigours of a strict
discipline.
“ In some way or other restrictions environ the life of every member
of a civilized community. This comparative bondage every one feels
to be necessary for the individual as for the general good ; but among no
class is the principle carried out to so full an extent, with the conviction
of its necessity, as in the profession of the seaman . In the time of ac
tive war, when the passions of the mind are wound up to the highest
pitch , the habit of command surrounds the heart with an impervious
covering of adamant , to penetrate which , benevolence exerts her appeals
in vain ! But whenever the excitement shall cease, and peace restore
men to their sober thoughts, and afford leisure for reflection , we may
rest assured that, the better feelings of his nature , which the times and
the circumstances restrained from action , will burst through the enve
lope and vindicate humanity ; melioration will be the order of the day,
and the fetters of “ Poor Jack " will be struck off, and his claims to be
accounted a rational creature allowed to the fullest extent compatable
with his well - being . All this has happily been verified.
“ Now it would seem clear, if there be any truth in the effects that
we have supposed to arise from the causes which operate in the life of
a British seaman, he will be easily governed ; and that, with a very
little tact on the part of the ruling power, he may be kept in that effi
cient state which you so much admire , but are so much puzzled to
account for. Whereas the negro without those stimulants to action , un
accustomed to strict habits of regularity, allowed a license of speech and
an unrestrained approach to his superiors, can neither feel nor under
stand the necessity for, or the reason why these should be restrained
within narrow bounds as observed on ship -board, and is consequently
incapable, under his present circumstances , of conforming to a life of
strict discipline,undeviating regularity , and alertness of action : indeed ,
if the experiment were tried with the piccaninies it is questionable
whether complete success would be obtained ; nor if it could be obtained ,
does it seem desirable.
“ On the score of humanity, which all are ready to admit as the
great bond of society, a too rigid exaction of punctual obedience to forms,
ceremonies , and modes of conduct in those who are already bound by
the heavy yoke of bondage , is to be deprecated , supposing it were pos
sible to command it without violence. And whether the plan and the
practice now existing were the result of necessity or compassion, they
appear to be the best suited to the character and temperament of the
generality of the beings subservient to them .”

( To be continued . )
718 ON LONGITUDES.

ON THE LONGITUDES OF THE PRINCIPAL MARITIME POINTS OF THE

GLOBE . — By Lieut. Raper, R.N.
(Continued from p. 450. )
218. Colonel Colby has favored me with the result of a re- compu
lation of the position of Buncrana Church , viz. 55° 8' 3.4 " N., and 7 °
27' 11.3" W. This is 1' 17" E. of the former ordnance position , ( 7° 28'
28 " ,) and 2 ' 30" W. of the long. adopted from Capt. Vidal's chrono
meters ( Nautical Magazine, 1842, p. 19, and Practice of Navigation,
p. 350. ). We have, therefore, to add 2' 30 ' to the longitudes of Rockal
and St. Kilda. If this correction should be found to apply in its whole
amount to the ordnance long. of Balta 0° 46' 59" W. , it will reduce it to
0 ° 45' 42", which is very nearly what we have adopted , or 0° 45': 5 .
Thus, though the same correction may not exactly apply to Balta, we
may infer that our long. of Balta is not much in error, and we , there
fore, preserve the positions of Thorshaven , Rona, and Sulisker depending
on it unaltered . *

219. Port Stephens.

Pt. Step. Flind. 152° 10'. King 152° 9' 45 " .
Obs. pt. D. Beth. D.L. Sydney 4ch . 12d. [ 1 ] 55 ' 45" 1520 9 45"
Barruinee Pt. Wickh. D.L. Sydney 0° 50 ' 0 " 152 4 0
Do. D.L. Port Essington 19 53 35 152 4 20
As this last point is not marked on the charts, we have no means
of comparing the above authorities, and we cannot, therefore, yet assign
the position . We preserve the above, however, because Capt. Wick
ham's station , wherever it may be, is connected with other places.
[ This should have preceded No. 217, p. 450.]
220. Bay of Islands Point Kororáreka.
C. Three Brothers, Dup. 171° 43' 18 " , adopting Port Jacks.
in 148° 50' 9 ", or the D.L. 22° 53' 9 ", the Three
Brothers being about 3 ' 36" W. of Pt. Koror. gives
the D.L. from thispt. 22° 56' 45 ' . and Pt. Kor. 174° 10' 45"
D'Urville employs the D.L. from Port Jacks. 22° 57' 15"+ 174 11 15
FitzRoy, i Paihea Islet, D.L. Sydney 15ch. 19d. 22 52 52
This islet, (which is not marked on any chart or plan I have seen ,) we
shall suppose io be that one of the two islets off the village which is
* These positions were stated in my Navigation , p. 350, to depend upon Bun
crana, because Balta itself was then referred to Buncrana. It would appear, in the
present state of the question , that the connection between these places is not satis .
factory, and consequently that Rockal is not to be considered as connected with the
two places above it ; Navig, p . 460, col , (2), div . 3 .
+ M. D'Urville adopts M.Duperrey's long, nearly, except as regards a small sub
sequent correction of 35 ' , which in the present state of the position we need not
consider.
Capt. FitzRoy gives also D.L. Otaheite 16ch. 28d ., 36° 24' 0 ", which places
Pt. Koror. in 1740 710". This we omit in the discussion , not only on account of
the length of the interval , but in order to avoid introducing in the result the errors
in the positions of the two secondary meridians, ( Port Jackson and Pt. Venus ,) to
which ,in consequence of the uncertainty of their present determinations, they may
be liable,
 ON LONGITUDES . 719

north of it, and which by M. Duperrey's Atlas, ( No. 19,) is 1 ' 5" W.
of Point Koror . , this gives the
D.L. for Pt. Koror. 22° 53' 57" 174° 7' 57"
D. Beth . 1838. D.L. Sydney 4ch. 9d. [78.] 22 54 174 8 0
These measures agree nearly, and afford a presumed position of 174°
8' 0 " ; but there is an uncer nty in one of the stations , and as one
of the intervals is long, the mer . dist. requires confirmation . We shall
accordingly , for the present, follow M. D'Urville here and elsewhere ,
unless we have reason to the contrary , as he has published surveys of
considerable extent on these coasts, and shall adopt for Pt. Tapeka, 174 °
11 ' 15 ", and for Pt . Koror . 25 " W. of Pt. Tapeka, 174 ° 10 ' 50" .
221. Entry Id ,
M. D'Urville places the middle of the island in 174° 52' 23" . He
quotes Mr. Grey who arrived from Port Jackson in twelve days, in
Jan. 1827, with 1 chron , which gave D.L. 23° 40' 47" , but the pre
cise spot of observation is not stated .
Capt. D. Bethune on Oct. 30th 1838, observed on Hummock Id. between
Entry Id. and the Main,
D.L. Port Jackson, 4ch. 11d. 23° 39 ' 37" 174° 53' 37"
As the island does not appear to have been closely examined , we
cannot compare these authorities; but as M.D'Urville did not approach
nearer than 20 miles, we shall adopt Capt. D. Bethune's position, or
Hummock I. 174 ° 53' 37".
222. Cloudy Bay . Entrance Pt . of Port Underwood .
M. D'Urville places the N. pt. of Cloudy Bay in 171° 58' 25" ( Paris)
which is 23° 7' 43" E. of his position of Sydney, and the S.pt. in 1710
56' 28". But he appears to have passed at a considerable distance.
D. Beth. Oct. 23d , D.L. Port Jacks. 4ch. 14d. 22° 52' 46 %
Entr. Pt. being 26" S. of his station (in 41 ° 20 ' 15" S. ), and
24" W., the D.L. above becomes 22° 54 ' 22'', and gives 174° 8' 22"
Which we adopt.
It may be proper to state bere why we have followed Captain D.
Bethune in preference to M. D'Urville, contrary to the principle adopted
in the Bay of Islands ; or why we have not reduced our long. accord
ing to the latter. Capt. D. Bethune has furnished no connection between
Cloudy Bay and the Bay of Islands. Now we are not to assume, in
' the absence of such connection that his diff. long. between Sydney and
the Bay of Is. would agree or not, with that between Sydney and
Cloudy Bay, and then, in virtue of such assumption, undertake to alter
mer. dists. which have been measured independently.

223. Astrolabe Creek , (Anse de l’Astrolabe) .

Bayley, 3d . Voyage of Cook , 41 series of lunars 173° 3' 5" ; M.
D'Urville 173° 5' 50 '. As 50 days elapsed between M. D'Urville's
visits to this place and the Bay of Is . , and 30 days between this place
and Port Jackson , we have no satisfactory evidence for estimating the
value of the position .
224. C. Campbell.
720 ON LONGITUDES:

Admiral Krusenstern adopted 174 ° 27' 10 ", M. Bellingshausen

174° 24' 45" , Herd 174 ° 15', Grey, according to the positions quoted
by M, D'Urville, 174° 31 ' 22 " , and M. D'Urville 174 ° 27' 32 " , which
we follow .

225. Southern Port . Cable Id . anchorage .

Herd, 1836, by 40 series of lunars 167° 26' 45 "
226 . C. South .
S. 33° W. , 7 miles from anchorage 167° 21' 0"
But Herd adopts, as reduced from Cable 1 . 167 18 30
Which we follow .

227. The Snares. N.E. Island .

Herd D.L. Cable Id, anchorage 1d . 1 ° 6' 36" 166° 20' 9

228. Howes Id . Island off N. end .

Howes I. Horsb. 159° 0' E. , also adopted by Adm . Krusenstern .
D. Beth . D.L. Port Jackson 2ch . 4d . 89 5 ' 58 " (sea) 159° 19' 58 "
We adopt 159° 20'.

229. Norfolk Id . Nepean Id .

Mt. Pitt, 168° 2 !, Cook, Krusenstern , D'Urville.
D. Beth . Jan. 30th, D.L. Sydney, 10d. 16° 33' 42" (sea) 167° 47' 42"
We adopt 167° 48 ' C.
As Capt . D. Bethune passed Norfolk Id . on Jan. 30th , and Howes
Id . on Feb. 5th , or only six days afterwards , we may consider these
relative positions as pretty good. This long. derives some confirmation
from the diff. long , between Vavao town and Nepean Id . 18° 19' 53" ,
measured by Capt . D. Bethune Jan. 18th to 30th ; this applied to
Vavao town , which we shall find to be very nearly 173° 55 " W. * ,
when we come to consider other positions in the Pacific referred to
Otaheite, gives 167° 45'.

We shall now proceed to correct the positions on the coast from Pa

nama northwards, by means of Sir Edward Belcher's later observations,
to which allusion was made in p. 146 .
In adhering strictly to the system we have laid down, we should at
once regulate the whole from San Francisco, as the secondary meridian ;
but as all the chronometric measures are not of equal value in conse
quence of the inequality of the intervals of time in which they were
measured , and as Panama appears to be one of our best established posi
tions , ( Nautical Magazine for 1839 , pp . 757, 758 , and for 1841 , p .
112, ) we shall begin at this point,
230 . We had adopted 79° 31 ' 9 " as the long, of the N.W. bastion ,
it should have been that of the N.E. bastion , at which Sir E. Belcher

This position of the town gives Vavao Pt. , in the middle of the W. side of the
North Id ., 174° 2'7" W. , which differs about 2' from that given in my Navig . p .
475 (31 ) 2, which was deduced before Sir, E. Belcher's observations had been re
ceived in a complete state.
 ON LONGITUDES . 721

made his observations. The N.W. bastion is only 4 of a mile, or 1s.

further west. The error of the place , however, is of no consequence as
we still adhere to the same longitude.
Tabego 4.2s , or 1' 3" W. of Panama, 79° 32' 12".
231. Bahia Honda . Id . on S. side of entrance.
Belc. Mar. 1837. D.L. Panama 11ch. 5d . [ls. ] 1° 59 ' 52 " .
Do: Mar. 1839. D.L. Do. 12ch . 11d. į9s.] 1 59 54
We> shall employ the first, and adopt 81 ° 31 ' l " .
232. Magnetic Id . (Naut. Mag. 1841 p. 379, No. 163.)
Belc . Mar. 1837. D.L. Bahia Honda 13ch. 2d . [ 1s.] 0° 16' 22" 84° 47' 23"
Do. Mar. 1839. D.L. Do. 13ch. 1d . (3s .] 0 16 28 81 47 29
Do. D.L. Taboga 12ch. 11d. [ 7s.] 2 14 54 81 47 6
We adopt 81 ° 471 2911.
233 . Cardon Id . (No. 157. )
a Belc. Mar. 1837. D.L. Magnetic I. 8ch. 13d. [3s. ] 5 ° 21' 27" 87 ° 8' 56 ''

The above connection of Bahia Honda and Magnetic Id . with Pa

nama, is satisfactory ; but before we adopt a final position of Cardon
we will consider all the data which we have for the mer. dist. between
this place and Panama.
( 1 ) Malaspina (quoted No. 157 ,) 7° 38 '
(2) Belc. Mar. 1837, Panama - B . Honda 11ch. 5d. [6s.] 1 59 25
Mar. 1839, B. Honda - Magn. Id . 13ch. 13. [3s. 0 16 28
Apr. 1837, Magn. Id . - Cardon 8ch. 13d. [3s.] 5 21 27
Average 11ch . 19d. 7 37 57
(3 ) Do. Oct.-Nov. 1838, Panama - Cardon 12ch. 17d. [26s.] 7 37 51
(4) Do. Jan. 1839, Cardon - Nicoya 9ch . 6d . 2 17 46
Feb. do. Nicoya-Cano Bay 13ch. 1d . [3s.] 0 13 54
Feb, do. Cano b.—Magn . Id . 10ch. 10d. ſ6s. 2 50 50
Mar. do. Magn. Id.-B. Honda 13ch. id. ſ3s.) 0 16 28
Mar. 1837, B. Honda – Panama 11ch . 5d. ( 1s.] 1 59 52
Average 11ch. 23d . 7 38 50
(5) Do. Mar. 1839, Panama - Cocos Id. 11ch. 16d. [9s. ] 7 29 21
Mar. 1838, Cocos Id . - Cardon 11ch. 16d. 0 9 10

Average Ilch. 32d . 7 38 31

The mean of the last four which differ only 53" from each other,
and seem to be nearly equal in point of value, is 7° 38' 17 " . This,
added to 79° 31 ' 9 ' gives 87° 9' 26". This exceeds the result by direct
measurement from Magnetic Id . by 30" ; but as only eight chron. were
then employed , and as 13 days is a long interval in a single point of
evidence, we prefer to charge the discrepancy upon this measure, and
shall adopt 87° 9 26 " .
( To be Continued . )
ENLARGED SERIES. — No . 11.-VOL . FOR 1843 . 4 z
 722

ON THE MARINERS' Compass.-— By Mr. W. Walker, Master R.N.

( Continued from p. 655.)

EVERY body who has been much at sea, or , who has been in the habit
of watching the motion of the Mariners? Compass, must have observed
that the compass card does not remain very steady in its bowl, during
bad weather. When the ship lurches heavily , or rolls from side to
side, the compass card oscillates several points from the actual direction of
the ship's keel: when a ship is running before the wind , in a high
sea, and rolling, perhaps 15 or 20 degrees, on each side of the perpen
dicular, her compass card may swim or vibrate a couple of points on
each side of the course !
To remedy this oscillation of the compass card weight is added in
the shape of wax , brass bars, &c. , for it has been considered that this
vibration arose from mechanical action . There is, however, no
“ law of mechanics ” whereby this action can be satisfactorily ex
plained !
We have already explained how the poles of a piece of iron are to
be found by means of the magnetic dip. Now the magnetic dip has
reference to the earth , and not to a ship and the iron she may contain .
We may for our present purpose, regard the earth as a fixture, but a
ship when afloat and at sea, is a moveable body , changing her position
and direction ; inclining by the force of the wind on her sails, or rol
ling and pitching about by the action of the waves on her hull ! Now
the magneticdip of the needle, and the consequent magnetic polarity
of the iron that a vessel may contain , is always referable to a plumb
line ; (because we measure the dip from a vertical) consequently the ship
and her contents are constantly changing their relative positious to the
dip , and also to the magnetic attractions and repulsions which every
article of iron that the vessel may contain receives by induction from
the earth . Whenever a ship changes her position, or her inclination ,
a new magnetic force is brought to bear upon the compass ; and when
the ship rolls alternately from side to side, equal and opposite magnetic
forces act upon the compass needle, and cause it to oscillate on each side
of the true magnetic direction of the ship's keel . I beg to call the
mariner's special attention to this part of our subject, and to refer him
to Fig . 6, in our last experiment, where it is shewn, that an iron bolt
laid in an east and west direction by the side of a compass ( as W , E ,)
will not affect a compass needle, even if it be within an inch or two of
Fig . 7 . the compass. Now, let us suppose
that there is a long iron gun on each
side of a ship's quarter-deck, and
exactly abreast ofthe binnacle. When
the ship's head is either north or
south , the guns will be in an east
and west direction , and like W , E,
(in Fig . 6 , ) will not derange the
compass needle so long as the ship
remains quite upright . But let the
vessel be inclined as in Fig. 7, the magnetic polarity of the two
 THE MARINERS' COMPASS. 723

guns, and also of every bolt, bar, or nail that may be fastened through
the sides of the vessel, will have changed its place in the iron. Let
the direction of the ship's head be north ,and her inclination be to star
board, then the breech of the lee gun, B , will attract the north point
of the needle, and its muzzle will attract, the south point.
On the other side of the ship, the breech of the weather gun , A , will
attract the south point of the needle and repel the north point of the
compass, so that the north point of the compass card will be drawn to
leeward by the gun , B , and driven to leeward by the gun , A, whilst
the south point of the needle is drawn to windward by the gun A , and
driven to wind ward by the gun B. If the water be smooth, and the
ship's inclination be permanent, this kind of local attraction will per
manently derange the ship’s course ; but if she roll from side to side , the
compass card will also vibrate on each side of the course .
If the ship's head be north (as before) but her inclination to port, by
a strong easterly wind, the polarity of the guns will be inverted : that
Fig. 8. is to say, the lee gun A, ( Fig 8,)
will attract the north point of the
compass needle, and draw it towards
the lee side of the ship ; and the
weather gun B, will repel the north
point and attract the south end of
the compass needle. In this way
the compass, instead of indicating a
course atnorth, may shew a N. , E.
or a N.b.E. course , in smooth water
and in north magnetic dip, but should the vessel be running before the
wind , and rolling heavily from side to side, so that at every roll of the
vessel, the inductive polarity of the iron within her is actually trans
ferred from one side to the other, the compass card must necessarily go
on in an endless oscillation , unless means be devised to prevent it. The
ordinary means resorted to by seamen , is to increase the weight of the
card , that is to say, to use a more sluggish instrument.
It was owing to the vibratory motion of compass cards mounted in
wooden bowls, that brass bowls were substituted for the wooden one . The
fact is, that copper, or brass, is capable of receiving an inductive mag
netism from a magnetic needle near it ; and although a brass bowled com
pass may not vibrate like a wooden bowled compass, it is beyond a doubt,
that a card mounted in a brass bowl , is more sluggish in fine weather.
It is even frequently necessary to have small lines attached to what are
called heavy compasses, in order that the helmsman or quarter-master
may agitate the compasss and cause it to traverse in light winds and
smooth water. The means , therefore, that have hitherto been adopted
by seamen , as well as by the makers of ship’s compasses, have not been
founded on sound principles. These oscillations were supposed to arise
from some principle in mechanics not easily understood . Whereas the
vibration of the needle arises from a change of place in the magnetic
1 poles of the iron, and other things that enter into the construction of
the vessel and her contents ; and it will be shewn hereafter how these
vibrations, and in fact the local attraction generally may be rectified
and got rid of.
724 MR. WALKER , R.N. , ON

But in order to convince seamen that the oscillation of their com

pass arises from magnetic action , the following experiments may be made
in any vessel. Place a short plank ( in equilibrium ) upon any thing,
so that it may rock , or roll from side to side like the rolling of a ship.
Place a compass upon its middle, the plank being in an east and west
direction ; and it will be found that the compass card will not vibrate ,
although the plank be moved or heeled from side to side. Place now
a large bolt or bar of iron on each side of the compass, and it will be
seen that the compass card will swing or vibrate, if motion be given to
the plank.
The experiments we have been explaining prove beyond any doubt,
that iron is magnetic, that it has magnetic poles, and that these poles
are always referable to the direction of the dip of the magnetic needle,
and do not remain in a permanent position in the iron . Any attempt
that may be made to correct the local attraction of a ship's compass, or
the oscillation of the needle in stormy weather must necessarily fail,
unless the operator understands clearly the philosophy of his subject.
Professor Barlow failed , because he believed , that the central action of
all the iron in a ship remained constant, in all parts of the world ,* and
he did not believe that iron was polarised as we have shewa it to be.
“ I am the more anxious to establish this point,” says the author, “ in
consequence of its immediate connection with the method I have pro
posed for correcting the errors of a ship’s compass, which has been ob
jected to, on the ground, that according to the theory we have been
controverting , the central action of all the iron on board would not
remain constant under all dips, and in all parts of the world , but if the
hypothesis I have advanced be correct, then the central action of any
irregular mass of iron , will be in the centre of attraction of its surface,
whatever may be the magnetic direction , and must necessarily remain
the same , while the iron and the point from which its action is esti
mated , preserve the samerelative situation ; as in the case with the iron
of a vessel and its compass.” + Now although the iron in a ship and
her steering compass do actually preserve their relative position within
a ship, yet the magnetic energy of the iron and its inductive polarity,
do not preserve their relative position in the ship, nor to the binnacle ;
for we have proved that the magnetic poles of a piece of iron in a ship
is referable to the earth and not to the ship .
The Astronomer-Royal published in the United Service Journal for
June , 1840 , practical rules or directions, “ for correcting the compasses
of iron -built vessels.” Now vessels built entirely of malleable iron, will
hold inductive magnetism , and many of its pillars will , in this country ,
exhibit a permanent magnetism . For independent of that magnetism
which an iron vessel may receive, in the progress of building (and
which we have already noticed ) the upright bars may conduct upwards
(See Fig. 6 ,) a magnetism from below or from the boilers, &c.
The practical directions published by Mr. Airy , although they may
be of great practical utility in any iron built vessel that may navigate
the English Channel , or in fact, around the British Isles ; yet the plan
he has proposed and the directions he has given are not applicable for

* Barlow on Magnetic Attraction, 2nd Edition , 1842, p . 307 . + Ibid. p. 182 .

 THE MARINERS' COMPASS . 725

listant regions. His plan is to find the local magnetism of the vessel
upon its compass, by swinging the ship in the usnal way , and then to
correct the local attraction of the ship and her contents by means of
permanent magnets, placed at a convenient distance from the compass .
His method therefore is, to correct the inductive magnetism of the malle
able or cast iron fabric of the vessel, by means of permanently magnetic
steel bars : that is , to correct, or cancel in one hemisphere, by a con
stant quantity a magnetic agency that may vanish , or from being posi
tive will become negative in the other hemisphere.
In iron-built vessels the compass must always be liable to great de
rangement and irregularity and less dependence should be put upon
their dead reckoning. In ships built generally of timber, the local
attraction upon the compass presents nearly a uniform character although
the amount of deviation may vary in different ships and with different
cargoes . The rudder is fixed at the stern , the steering wheel is near
the rudder, and upɔn the upper deck , consequently, the compass must
be placed near the helmsman , that is upon the upper deck and near the
after end of the vessel . The principal quantity of iron in a ship will
therefore, be before and below the compass and the nearest inductive
magnetic poles in the iron will act more powerfully on thecompass than
the more distant and opposite poles . The result is that in our hemis
phere the north point is drawn forward, and in south magnetic latitude
it is the sonth point of the compass that is drawn forward by the ship's
local attraction , and the greatest effect takes place when the ship’s head
is nearly east or west.
The amount of attraction or repulsion of iron upon a ship's compass,
will depend upon the quantity , mass, or magnitude of the metal , and its
distance from the compass needle. The disturbing magnetic action of
the iron increases as its distance from the compass diminishes, in the
inverse duplicate ratio of the distance ; that is to say, if we place an
iron bar at four feet from the compass needle , its magnetic action will
only amount to one - fourth of what it would be at two feet, and one
sixteenth of what its force would be at one foot distant, and so on , the
force increasing in the inverse duplicate proportion of the distance.
We see then, that a very small quantity of iron , as an iron bolt in the
corner of a hatchway , or skylight, if near the binnacle, may act upon
the compass as powerfully as a gun would act when secured in a port
at the side of the ship.
The derangement of a compass by the magnetic action of masses of
iron, may be ascertained at sea , by its oscillation , and by its indicating
different bearings of a distant object, when the ship’s head is in different
directions, at the same anchorage. Another sign of the existence of
local attraction in a ship at sea is noticed when beating to windward ,
say with a northerly wind, when the ship appears, by the compass, to
lie within four or five points of the wind . Whereas, when beating to
the southward she may appear to be no closer to the wind than six or
seven points. These anomalous appearances in the direction of the ship's
head, arise from the north point of the compass card being drawn for
ward on both tacks by the local magnetism of the vessel. Whenever
these symptoms appear a compass should be placed on the forecastle of
the ship, and the magnetic direction of the ship's bead on both com
726 MR. WALKER , R.N. , ON

passes noted . The one in the binnacle will have its north point drawn
forward , and the compass forward will have its north point drawn aft.
Hence the correct magnetic bearing, or direction of the ship's head will
be intermediate. When doubts exist in a merchant ship about the cor
rectness of the course, the above plan of carrying a compass forward and
comparing it with the one abaft affords an excellent check against any
local attraction that may arise from receiving a new cargo, or from
making changes in the stowage in a vessel.
The magnetism which the iron within a ship receives from the earth
in all latitudes, will act upon the steering compass in the following
manner :
1st . In north magnetic dip, the higher or upper parts of the iron
being north poles, the north point of the compass card (which is a south
magnetic pole ,) will be drawn forward in the vessel, and the south point
will be repelled towards the stern , and hence the compass will indicate
a course farther to the northward than the ship steers ; consequently,
the ship will be to the southward of her reckoning.
2nd. In south magnetic dip, the highest or upper parts of the iron will
possess south magnetic poles, and the south point of the compass needle,
( which is a north magnetic pole,) will be drawn towards the ship's
head , and the north point repelled towards the stern , and hence the
compass will indicate a course farther to the southward than the ship
steers, and she will be found to the northward of her reckoning.
3rd . In north magnetic dip, and by reason of the changeable polar
ity of the iron in a vessel (Fig. 7,) as for example in a man-of-war,
the north point of the compass card is drawn towards the lee side , and
the south point is attracted towards the weather side, whenever the
ship is inclined by the force of the wind on her sails ; or, in fact by
any other means, as by shifting her cargo. 5
4th . In south magnetic dip , and when a ship is inclined from an
upright position , the south point of the compass is drawn to leeward ,
and the north point is drawn to windward by the induced magnetic
poles of iron being transferred from end to end of a gun or bolt in a
ship's side, & c. But when a ship rolls from side to side , in regular
succession , the compass card obeys the magnetic impulses of the change
able polarity in surrounding objects, and goes on in regular oscilla
tions.
These are generally the conditions of the local magnetism of all sail
ing vessels, and of almost all wooden -built stean vessels, whose com
passes have not been corrected by artificial means , or removed beyond
the sphere of the ship’s local magnetism. If the local attraction of a ship
has been correctly ascertained by swinging her round, and the amountof
- local magnetism noted upon each of the two-and - thirty points of the
compass, then these corrections may be safely applied to the courses, so
long as the ship continues to be navigated in the same amount of mag
netic dip ; but, if the ship's local attraction has not been correctly found , we
may deduce the following practical results from the principles we have
been propounding .
1st. Almost all ships will be found nearer to the magnetic equator
than the dead reckoning will place them : thus, in England , or in north
magnetic latitude, ships get to the southward of their reckouing ; but
 THE MARINERS' COMPASS. 727

at the Cape of Good Hope, or Coast of Brazil , they generally get to the
northward of the reckoning.
2nd. With regard to the change which takes place in the polarity
of the iron in a vessel as she changes her position , and which involve
important considerations to the navigator, we may deduce the following
general rules .
3rd . In north magnetic latitude, and when a ship is on a wind , and
steering a northerly course , she is liable to be to leeward of her reckon
ing ; but when steering to the southward , she is liable to be to windward
of her computed position .
4th . In south magnetic latitude , and when a ship is on a wind , and
consequently inclined , she is liable to be to leeward of her reckoning
when standing to the southward ; but liable to be to windward when
standing to the northward .
So that in any magnetic latitude, whether north or south , a man-of
war, when on the wind , and steering towards a magnetic pole, is liable
to be to leeward of the reckoning ; but when standing towards the mag
netic equator, and inclined by the force of the wind on her sails, will
get to windward of her place by dead reckoning, when all other things
are equal. ( See Figures 7 and 8. )
We must go a little farther into our subject and remind our readers
that, the general mass of the metals, being in every ship below and
before its steering compass, the magnetic needle is acted on most power
fully by the nearest magnetic pole of the iron before it, and that the
greatest effect is produced when the compass needle is nearly parallel
to the ship’s beam , or at right angles to the keel. If the ship be per
fectly upright, and both sides perfectly alike with regard to the iron
entering into her fabric, then , when her head , or, rather ber keel is in
the direction of the magnetic meridian, the local attraction on the com
pass is 0 ; but when ihe ship's head is either magnetically east or
west, the local attraction is a maximum ; the vessel being supposed per
fectly upright. But if the ship be inclined from an upright position,
the induced polarity of the iron in the vessel is transferable from side to
side ; and the local effect upon the compasses, under these conditions, is
greatest, when the ship's head is on the magnetic meridian , and least
when either east or west. Now, when the ship's course is either N.E,
S.W. , N.W. , or S.E. , it is evident the local magnetism of the general
mass of the vessel and her contents, as ascertained when perfectly up
right , may either go to cancel, or combine with the magnetism arising
from a change in the ship's inclination from starboard to port ; although
the direction of the ship's keel may not change ! Our investigations are
assuming rather a complicated appearance, but we sball endeavour to
make ourselves understood .
Ex. gra. Let a ship be steering a north - east compass course from
the Longships to Milford, then , it is possible that the north part of her
compass may be drawn forward half a point by the local magnetism of
her contents, when the ship is quite upright ; consequently , although
the compass might indicate a north -east course , the ship would actually
be steering a N.E. 1 E. course. Let it now be granted that the wind
may change to north-west, and that by the ship's inclination , the north
point of the compass card may be drawn half a point towards the lee
728 MR . WALKER , R.N., ON

side (Fig. 7.) of the ship, if continuing to be guided in her course by

the compass, would now be steering at N.E.b.E. instead of N.E. If
the wind be south -east, and the ship inclined to port, and the north
point of her compass be drawn half a point to leeward , this quantity
arising from the change in the magnetic polarity of the guns, knees,
or bolts, in the vessel would cancel the other kind of local attraction ,
and under our conditions, the compass course would be correct on the
starboard tack ; but one point in error on the larboard tack , and in this
way the quantity that the north point of the compass card might be
drawn forward by the general magnetism , might be either cancelled or
doubled , by the quantity that the north pointmight be drawn or driven
to leeward by the ship's inclination . A commander of a vessel un
acquainted with these magnetic anomalies might, in making a passage ,
pronounce his compass free from error, and on another occasion might
find his vessel one mile to leeward of the reckoning, for every five of
her distance run . What would he do ? Why, place his errors to the
account of a strange and unaccountable current !
On the 30th of July , 1843 , H.M.S. Vanguard, Captain Sir David
Dunn , being some 80 or 100 miles south-west from the Lizard , and
being sure of their position shaped a course for the Lizard , with a moral
conviction of correctly making the lights ahead ! The weather was
perfectly clear, with a fresh breeze from the north-west ; but the ship
got a long way to leeward of her intended course. On her arrival at
Plymouth , the circumstance was mentioned to the writer, who gave Sir
David Dunn and the officers a practical demonstration of the way
whereby the north point of the Vanguard's compasses was drawn for
ward as well as to leeward , on a north-east coast with a north- west
wind .
Those who have clear conceptions of magnetism , and who know some
thing of the composition and resolution of forces, will have no difficulty
in comprehending how these results must influence a ship's reckoning ;
but those who have not paid attention to the subject, would , in order to
follow our reasoning, require practical illustrations by means of a
model . It is one thing to announce a principle, and another to make
the reader comprehend it.
I might easily quote recorded instances or errors arising to the reckon
ing of ships under my immediate charge, in order to bear out the con
clusions to which we have arrived ; but I deem it more fitting to refer
to cases of disaster at sea , with which the public may be informed :
cases where ships have run ashore with fair winds , steering compass
courses, intended to lead them clear of all danger, but which really led
them to destruction . If it can be shewn , as I have shewn , that when
the local magnetism of ships is generally of such a character as to cause
the vessel to deviate from her intended course in one particular direc
tion, the mariner is forewarned of his danger, he knows on what side
of the course the ship is likely to diverge, and takes his precautions
accordingly, even if he should be in a ship, where no pains have been
taken about the steering apparatus , and where nothing whatever has
ever been done to determine the deviation of the needle on the different
courses the ship is liable to steer.
 THE MARINERS' COMPASS . 729

It is well known (and the public have paid pretty handsomely for
their knowledge of the fact,) that our ships when running up Channel
with a fair wind, run ashore more frequently on the coast of France,
than on the English Coast ; that is, they get to the southward of their
reckoning. The coasting steam- vessels that regularly ply between
London, Plymouth, and Dublin , know from experience, without know
ing why ! that they must steer from the Start to St. Catharines E. I S.
by compass , and from St. Catharines to the Start , W.b.N. N. This
they regularly do, traversing the same line in perfect safety ,by steering
courses not given in their sailing directions, nor diametrically opposite
to each other. It will be in the recollection of our readers that the
West India Mail Packet Solway , left the harbour of Coruna on a fine
evening, and about two hours after rounding the light-house ran upon
the rocks and went down along with the greater part of her passengers
and ship's company. The steamer shaped a compass course to clear the
island of Sisarga, but her compass was affected by the local magnetism
of the vessel , and in the same way that the Irish packets' compasses are
affected . The north point was probably drawn a point forward on a
W.N.W. course ; and consequently, the vessel, instead of going W.N.W. ,
was making a W.b.N. compass course ; that is, she got to the southward
of her intended route, ran upon sunken rocks, and in a few minutes
went to the bottom .
In the month of November, 1842, several vessels were either lost, or
in great jeopardy , near Boulogne. A ship called the Reliance, of 1550
tons from India, having about 120 persons on board, and laden with a
valuable cargo , ran on shore on the coast of Merlimont, when it was
believed the vessel was on the English coast ; this fine ship was destroyed,
and about 115 persons drowned . The Reliance, like many others, was
a long way to the southward of her reckoning, by steering a compass
course that should have led her along the English shore: A good deal
has been written about the loss of this fine ship ; but no sufficient cause
has been assigned . We are, however enabled to shew how this fine
Indiaman, laden with teas and other Indian productions, should be mis
led by her compass, and run upon the coast of France even with a
south -west wind . The following extract is from a newspaper, dated 1st
April , 1843 : - " During the last ten days, Mr. Kent and his associates,
who purchased the wreck of the Reliance, near Boulogne, have been
busily employed in their endeavours to bring the wreck to land ; they
have found a chronometer, several silver and plated dishes, and a large
iron tank, 46 feet long by 8 feet deep, and 6 feet wide.”
Having made enquiries about this huge tank, I was informed by a
gentleman who knew the ship, and had seen the tank, that it was
placed abaft the mainmast, and before the binnacle, and probably 18 feet
below the compass ; now here was a tank of malleable iron that would
exert a magnetic action upon the compass , as powerful as that of a solid
mass of iron of the same linear dimensions, that is equal to 2208 cubic
feet of iron , which would weigh 468 tons . When the Reliance was
running up Channel, she was probably steering a compass course of E.b.S.
and the wind being on the starboard quarter the weather binnacle
would be used . Now the ship would have an inclination to port, and
all that part of the huge iron tank that lay on the larboard side of the
ENLARGED SERIES .-No . 11.-VOL . FOR 1843 . 5 A
730 THE MARINERS' COMPASS .

ship would attract the south point of the compass , and the weather end
would draw the north point forward , because, if a line had been drawn
transversly through the body of the tank instead of being in the plane
of its magnetic equator, its starboard or southernmost end would have
been elevated 25 or 30 degrees above it, ( See Fig . 5,) and therefore the
ship was steering a compass course under such circumstances, as to be
under the maximum magnetic influence of this immense tank. The tea
and other things stowed above it would not cut off, or in any way im
pede its action on the steering compass, whose north point must have
been drawn forward very considerably , for at the time the ship struck
they supposed the vessel off Dungeness; that is to say , eight or nine
leagues farther to the northward. If this hugeiron tank had never been
placed in the after hold of the Reliance, it is probable she would have
arrived safely ; its presence must necessarily have produced a deviation
in her compasses and in the direction we have indicated ; for a cargo of
empty iron tanks when stowed in the hold of one of Her Majesty's Naval
transports has drawn the north point of the compass 18 degrees forward
ou a W.N.W. course . In the year 1810, H.M. Ships Nymphe, Pallas,
and L’Aimable ran ashore on the south side of the Frith of Forth when
steering a course intended to lead them up to Inch Keith. How many
of our men of war have been lost off the Coast of Holland at a time
when the pilots believed the ships farther to the northward . There is
no current setting upon the Dutch coast ; on the contrary there is ac
tually an off-set by reason of the discharge from the river of Germany.
That ships navigating high northern latitudes do get to the southward
of their calculations, is beyond any doubt, and that these errors in the
reckoning arise from localmagnetism is equally certain .
Three of the West India Mail Steam - packets have been wrecked , and
three others of the same Company have run on shore but were floated
again . Now if these six vessels , being under the full power of their
engines , and steering a course by order of their Commanders, which
courses ran the ships ashore instead of clearing adjacent dangers , it is
evident , that the courses ordered to be steered were either wrong courses,
or else the vessels' compasses were under the influence of local attraction ;
and as the whole of these vessels were to the southward of their computed
positions in north magnetic latitudes, it is fair to infer that their com
passes were deranged by the local magnetism of the steamers, that is,
the north points of their compasses were drawn forward, and the south
points repelled aft. It is not in the latitude alone that these errors
arise , the longitude is equally affected, for let a ship be steering a south
west course by her compass, and a distance of, say 100 miles ; then , if
the compass be so acted on , by the ship's magnetic attraction , that its
north point be drawn forward half a point, the difference of latitude
made will be greater, and the departure less than if the compass indicated
a correct course .

( To be continued. )
 731

The COLLISION OF STEAMERS .

SIR.— I noticed in a late paper a proposal from some ingenious pro

jector, for preventing collision betwixt steamers at night. A system of
lighting is intended to be employed , by which it may be known the
way the approaching vessel has her helm , &c. This would seem to imply
complication, and if so , I may venture to predict its failure , forany propo
sal for compassing so desirable an end must be both simple and practical;
by it must be indicated on the instant how the stranger's head is, without
regard to his helm, otherwise it would be necessary to refer in memory
to a complicated scheme of movements, and as a consequence, the vessels
would be aboard of each other, and the damage done, before the plan
of action was determined upon .
At the same time I would not be understood as decrying the scheme
I have referred to : far from it ; publicity may prove it to possess univer.
sal merit ; and , besides, proposals of the sort should at all times be most
favorably entertained in virtue of the interests involved . But discussion
on such a subject is comparatively harmless,and is sometimes beneficial
by supplying practical hints, and helping projectors to the employment
of simple means to insure success to their schemes.
No one who has been in the practice of navigating our eastern coasts
at night but must allow it to be a service of great danger . It is diffi
cult enough from want of a well understood system of lighting to keep
clear of sailing vessels, and this difficulty again is increased fifty -fold
in the case of steamers. The rapidity of their approach is such , that a
few spokes of the wheel wrongly applied , or an order misunderstood , is
sufficient to insure the dreaded collision . No doubt a portion of the
accidents of this description which occur may be laid to the score of a
“ bad lookout, ” ignorance of the parties in charge of the deck , & c .;
but were the truth fully elicited, I think I may venture to affirm , that
the principal cause would be found to be the one I have adverted to,
" a defective system of lighting." At present companies are guided in
this matter, solely by their own fancies . Some steamers exhibit coloured
lights , some have lights in each paddle-box, others a light at the mast
head in addition ; and , others again have simply one at the bows, or
at the fore -mast head .
I know not whether the proposition I am about to make on the sub
ject can claim the merit of novelty . Perhaps not ; but if it acts as a
pioneer to a practical hint from some other competent quarter, it will
serve a useful purpose.
I would suggest then the expediency of passing an act of parliament ,
rendering it imperative under a heavy penalty, for steamers navigating
at night to carry two lights, one at the bows, and the other at the
hounds of the fore-mast . By this arrangement, directly the approach
ing vessel's lights became visible, the course she was steering would be
instantly known : and excepting in cases of the most palpable neglect,
she might be approached closely, and passed safely , but the exact posi
tion with respect to the advancing vessel, with the lights thus arranged
will be better shewn by the following diagrams, where i represents the
place of the light :
732 THE COLLISION OF STEAMERS .

L LΔΙΔΑ L
Larboard Beam . Larbd . Bow . Ahead. Starbd. Bow . Starboard Beam .

In the event of a steamer closing a vessel at anchor, the latter should

show one light ; vessels underway two lights at the bow horizontal.
The foregoing arrangement will at once recommend itself from its
simplicity . The practical man will perceive, that it leaves not the
smallest opening for mistake.
While apologizing for trespassing so long on your time , I may briefly.
remark, that this important subject claims the most serious attention of
the legislature, for, from the want of some settled system of the sort,
life and property are placed in constant jeopardy . Foreign powers
should be invited to join us in its adoption ; we should then have a
distinct and universally understood system of lighting ; and navigating
even the most crowded thoroughfares at night, would thus be rendered
a comparatively easy matter.
Your obedient servant,
E. K. CALVER .

SIR.—The constant recurrence of these accidents requires that close in

vestigation into their cause should be made, and that some general
means should be adopted for their prevention.
It is highly probable that if the circumstances attending the collisions
were minutely inquired into, the carelessness of the lookout-men would
be found, in the majority of the cases, to be the cause .
In the instance of the “ Veloce , " and the “ Lizard , ” there appears
to have been negligence on the part of the French vessel , as the lights
of the English steamer were at her mastheads, and therefore could be
seen at a greater distance than if placed on her paddle - boxes ; and , as
to the night having been dark, that was rather a favorable circumstance
than otherwise, as everybody knows that a light will shine more con
spicuously the darker the medium is through which it is seen ; we are,
therefore, justified in believing that a careful lookout was not kept on
board the Veloce. Had a gun , however, been in readiness in the
Lizard , and fired at the moment the lights of the approaching vessel
were seen , it might have prevented the collision , unless, indeed , the
Frenchmen were dozing, in which case it would probably , by the sud
den surprise, have added to the confusion . As it was, the event appears
to have been completed by the Frenchman putting his helm the wrong
way , which shows, either his confusion or his ignorance of the general
rule promulgated for the guidance of steamers approaching each other.
It is desirable that a plain set of rules should be drawn up, and
adopted generally by the steamers of all nations ; and I would suggest
 TIDES AND CURRENTS OF THE OCEAN. 733

the propriety of a gun being kept in readiness to be fired at a moment's

warning, at alltimes, or a blue -light when there is no fog.
It appears injudicious to place the lights so low as the paddleboxes,
as the densest portion of a fog generally , in the open ocean, rests on the
surface of the water ; at least I have frequently found it so, for in
approaching vessels, I have seen the tops of the masts before the hulls
came in view . This is particularly observable on approaching the
fishing craft on the banks of Newfoundland . But it sometimes happens
otherwise, especially on the coasts, when the vapour begins to rise or to
disperse . It appears that the “ Acadia,” steam packet, lately arrived
from America , ran down a bark on the Banks. What better warning
could be given of the approach of one of these vessels, in a fog , or at
night, than the whistle as used by the loco -motive engines on railroads ?
It could not be mistaken . The « blow " of a whale is a whisper to it !
The announcement of another fine steamer, the Queen, lost on an islet
near Milford haven, has just been made ! The intervention of a dense
fog is stated as the cause .
I would merely observe here, without meaning to apply the remark
to this particular case , that an overweening confidence in intricate navi .
gation, often proves as detrimental to safety as carelessness, want of
judgment, or ignorance. It may be stated here that the captain of this
unfortunate vessel is one of the very best seamen of Bristol, and an ex
perienced navigator, having commanded a ship to Australia and the
East Indies, and moreover is a worthy man ,
S.

REMARKS ON TIDES, AND THE PREVAILING CURRENTS OF THE OCEAN

AND ATMOSPHERE . — By W. C. Redfield .

(Continued from p . 662.)

Of General Winds, or Prevailing Currents of the Atmosphere . - One

of the most remarkable characteristics of the atmosphere is its constantly
progressive action ; exhibited in movements which are more or less
rapid, and mainly horizontal .
To whatever general cause these movements may be ascribed , they
are found in most countries to predominate in particular directions in
the surface winds, but more uniformly at higher elevations. The
greatest uniformity of the surface winds has been noticed chiefly in
certain zones or regions which, for the most part, lie between the
parallels of 30° latitude, north and south ; limits which comprise half
of the earth's surface. These more regular winds have hitherto been
known best on the great routes of commerce, on the Atlantic and certain
portions of the Indian oceans, and hence have been called the trade
winds.
In order to account for the supposed uniform character of the trade
winds, a general theory of winds has been adopted , of much plausibi
lity , found on the alleged effects of calorific rarefaction in the equatorial
 734 MR . REDFIELD ON TIDES AND

region . Aided by successive emendations, this theory continues to re

ceive the general sanction of the scientific world.
It is not my design , in this communication , to discuss theories. But
the facts and results which I have delineated on the accompanying
maps,* indicate courses of circulation in the atmosphere which are
nearly and mainly horizontal ; while the common theory alleges a
course or circuit of circulation , in each hemisphere, which is essen
tially vertical, the warm air being supposed to ascend near the equator
to great elevations and there flow outwards, to supply the inward
currents from the higher latitudes ; the obliquity from a north and
south direction being a course due to the earth's rotation . I propose,
therefore, to state in a summary way, some of the facts and consider
ations which , in my own view , serve to invalidate this calorific
theory . -
1. The specific difference of mean temperature in the inter-tropical
winds as compared with equal zones of extra -tropical winds, is inade
quate and wholly disproportioned to the dynamical effects which are
exhibited in these winds . I am not aware that any successful attempt
has been made to prove the converse of this objection .
2. The rising of the whole body of the trade winds in the equa
torial latitudes , in the manner alleged , has never been confirmed by
observation ; and, as I apprehend , may safely be denied . Nor has any
proof of the effect been offered , other than inferences drawn from com
mon but very limited phenomena, which I think may be explained in
a more satisfactory manner.
3. The perpetual snow line of the Andes has been found near one
thousand feet higher in 16° to 18° south latitude than at the equator,
or on the parallel of the equatorial calms of the Atlantic. This fact, in
a region so favourable to an equable development of natural influences,
I deem to be wholly conclusive against the theory . +
4. The semi-annual change , to the north and south , of the locality
of the trade winds and the belt of equatorial calms, which results from
the change of seasons, bears no adequate proportion to the alternate
geographical declination of the sun , nor to the actual geographical
change in the zone of greatest temperature, which follows the sun's
declination . I
i he semi-annual change of the locality in the trade winds is believed
to be greatest in the Atlantic, where it does not appear to average
more than 7° or gº of latitude ; while the annual range of the sun's
declination exceeds 46°, and the actual transfer of the zone of heat,
which follows the declination , appears to be nearly 40° of latitude .
These facts, also, I deem to be conclusive against the theory .
5. Even within the ordinary geographical limits of the trade winds,
there are extensive portions of the system of winds which , in their
course and direction , do not accord with the received theory , but appear
wholly irreconcilable with its requirements.
* Those lost in the Peacock.
+ See the observations of M. Pentland in the Journal of the London Geograph
ical Society. Also, Cyclopedia, Vol . VII , Art, CLIMATE .
In other words, an essential geographical change in the locality of heat, of some
months' duration, does not change , materially, the locality of the trade winds.
Hence , these winds are not, mainly, the result of heat.
 CURRENTS OF THE OCEAN . 735

To illustrate this objection , I refer, first, to a circuit of inter - tropical

winds in the equatorial basin of the North Atlantic, which appears to
extend from the delta of the Quorra, the ancient Niger, for more than
two-thirds the distance to the coast of South America ; in which circuit
the winds revolve to the right , with more or less of regularity, around
a central and probably elongated axis. And second, to the existance
and great extension into open sea of those portions of the monsoon
winds which blow obliquely from the equator, in directions where
there can be none of the continental rarefaction which has been alleged
as explaining these alternating winds. For if the winds of the eqna
torial latitudes rise to the higher regions, the monsoon winds of the
Indian Ocean , on departing from the south side of the equator, could
never be made to sweep eastwardly upon the earth's surface for even
six thousand miles, as they now do annually , instead of ascending
four or six miles in latitude, to flow off from the equator as superior
winds . *
6. The sixth objection which I offer to the common theory of the
trade winds, consists in the frequent occurrence, in our American
climate, of the highest summer heats for several days in succession ,
sometimes irrespective of the immediate heat of the sun , which heated
air, as appears from comparative observations, is mainly brought to us
by geographical transfer along the earth's surface , and which appears
to depart in the same manner. This could never happen if the most
heated portions of the atmosphere necessarily ascend from the surface .
A like objection is derived from the frequent interstratification and
horizontal transfer of currents of unequal temperatures and hygrome
trical conditions, which appear to move over great distances without
any obvious change in their relative altitudes.
Having already noticed , in the course of these remarks , the system
of horizontal circuits of revolution pursued by the winds on each side
of the equator, it is now only necessary that I refer the observers of
the expedition to the particular delineations of these circuits, and of
the alternating system of monsoon winds, on the maps which are
furnished herewith . +

M. Bougainville says, “ from the 23d of February to the 3d of March , we had

westerly winds, constantly varying between S.W. and N.W. , with calms and rains ;
every day either at a little before noon or soon after, we had sudden gusts of rain
accompanied with thunder, It was strange to us to meet with this extraordinary
wind under the tropic, and in that ocean so much renowned above all other seas for
the uniformity and freshness of the E. and S.E , trade winds; which are said to reign
in it all the year round . We shall find more than one opportunity to make the same
observation ."
This relates to the southern Pacific in long. 110° and 115° west from Greenwich ,
and serves to show an extension of the westerly monsoon winds at that season , even
to the meridian of California . Numerous observations have tended to confirm the
vast extension of these winds in the intertropical latitudes of the Pacific, opposite to
the alleged course of the trade winds. Over the whole western coasts of inter
tropical America, the course of the winds is also at variance with the calorific
theory.
# In the absence of the maps referred to, some general notion of the system of
monsoon winds thereon delineated, may , perhaps, be obtained by referring to the
summary description of these winds found in this Journal for October, 1833 , Vol .
XXV, p. 124-125 .
 736 MR . REDFIELD ON TIDES AND

It must not be supposed , however, that these circuits of revolution in

the great winds, are generally uniform or strictly defined in their
location or development, even on the open ocean . On the contrary ,
the winds which proceed outward from the trades, often overlie those
which at the same time are returning into the trades. This often
occurs extensively, on different meridians along the same parallel ;
besides the incidental Auctuations and disturbances to which the winds
are always liable , and the shifting of their field of revolution to the
north or south , by the change of seasons. But the general result , is a
continued and successive series of laminated or stratified currents, over
lapping and moving upon each other in like series of subordinate
circuits, the major axes of which, in the northern summer, are princi
pally found in the calms of the horse latitudes .
The calms and light winds which are peculiar to this last mentioned
region in summer, result not so much from any general suspension of
the aerial movements , as from the absence of that brisk relative motion
which commonly prevails in other latitudes . For , the predominating
movements of the atmosphere being either from the east or west , in
conformity with the law of the earth's rotation , and there being little
movement of the surface winds in these directions along the parallels in
which lie the axes of atmospheric revolution, it follows, that only the
more sluggish northerly and southerly winds chiefly prevail on these
parallels, in mid ocean , at this season. And I may here suggest, that
a like explanation is mainly applicable to the claims of the equatorial
region , both between the regular trades , and the Indian monsoon .
Towards the eastern borders of a basin of revolution , such as the
North Atlantic, there appears to be less of sluggishness in the aerial
currents ; which move to or from the lower latitudes ; which here
appear more clearly defined and more strongly developed, and hence
are more readily traced in their course ; as is seen in the northerly
winds which gradually merge in the N. E. trades , in the region be
tween Madeira and the Canaries, and thence to the tropic. While ,
near the western borders of the Atlantic and over the adjacent coasts
of America, the opposite southerly and south -westerly winds of the
circuit are often well developed at the earth's surface , at least in the
warm season . Like characteristics pertain to the system of winds
in like latitudes, in other circuits of atmostpheric revolution , in differ
ent oceans.
That the N.E. trade winds have not sooner been traced in their
horizontal curves into the south-west winds, may be owing in part to
the frequent overlying of the south- westerly upon the easterly winds,
which occurs mostly towards the exterior portion of the trades ; and
partly , to a neglect to inquire into the actual and successively varying
directions of the trade winds, in the central and western parts of the
ocean basins, in the inter- tropical latitudes. In these latitudes , in the
regions here mentioned , the N.E. trade winds are more often found
nearly at east, and veering to E.S.E. or S.E., than has been generally
imagined .
But the courses traversed by storms, in the trade -wind latitudes of
the western Atlantic, and in corresponding latitudes in the western
portions of other seas, as shown by my own inquiries and those of Col.
 CURRENTS OF THE OCEAN. 737

Reid , I conceive to have proved this horizontal course of atmostpheric

circulation, in the clearest manner ; and it was this kind of evidence
which first brought conviction to my own mind .* In pursuing this
branch of the evideoce we are thus able fully to establish the western
half of the north Alaotic circuit of revolution in the general winds ;
while , the belter defined courses of the regular winds from the latitude
of Madeira 1o the trades, in the eastern Atlantic, is such as to remove
all reasonable doubt of a nearly continuous circuit of revolution, from
left to right, around the region of extra-lropical calms, called the horse
latitudes.
I may add , on this occasion , that if further proofs were wanting of
this horizontal circuit of revolution in these general winds, it is found
in the rolation of the great storms, from right to left in the northern
hemisphere, around their several moving axes, while pursuing their
natural course of progression in this great aerial circuit. The ques
tion bas often been asked , why sbould all these storms revolve in this
direction , rather than in the opposite ? And why the contrary rotation
which is noticed in the southern hemisphere ? Now I have been con
vinced for several years, that this law results from the conditions which
necessarily allend ihe earth's rolation . For, in the westwardly move
ments of ihe almosphere upon the earth's surface, obliquely from the
equator towards the poles, the narrowing of the meridional spaces and
the reduced velocities of rotation in the earth's crust on the parallels
newly arrived at by the surface wiod , with the constant relardations
of eastern movement in the front of the mass which results therefrom ,
conjoin lo induce a rotatory tendency in the incumbent winds, in the
very direction in which the storms are found to revolve. +
This dynamical tendency to gyration in the atmospheric currents or
winds which are in contaci with the earth's surface , is constantly pro
ductive of sensible effects, particularly as we proceed from the inter
tropical to the higher latitudes. This, I apprehend, is the chief cause
of the changes and variableness of the winds in these latitudes, and
also of the remarkable increases of the barometrical oscillations, the
great storms being only the more strongly marked cases of gyratory
action ; while the numerous weaker or abortive cases which go to fill
up the intervals of space , and partly overlie each other , and which are
also modified by the ordinary disturbances of temperature and locality ,
have excited little notice or inquiry . It is this law of terrestrial
rotation which , as I apprehend , is maintained by Prof. Dove of Prussia ,

See my published maps of 1830 and 1835 containing the tracks of storms; also,
my communications in Silliman's Journal and the Nautical and Naval Magazines,
since April, 1831 ; likewise , the charts , &c . , of Col. Reid , R.E., published in the
Professional Papers of the Royal Engineers, and his elaborate work on the Law
of Storms, issued at the time these remarks were in preparation ; a copy of which
work was received and forwarded to the expedition . More recently the labours of
Mr. Piddington of Calcutta have offered much additional evidence, as relates to
the Indian and China seas.
# It will be noticed that the rotation of the great storms, as well as more ordi
nary atmospheric gyrations, is opposite to that of the great natural circuit of winds
in which they are carried forward. Thus, if a general current of revolution swept
around such a lake as Ontario from left to right, the eddies and local gyrations near its
borders and in the body of the stream would exhibit a contrary rotation , from right
to left .
ENLARGED SERIES. NO . 11.-- VOL . FOR 1843 . 5 B
738 MR. REDFIELD ON TIDES , ETC.

in his attempts to show the elements of gyration in the general wind ;

a writer with whose labours I have been but lately and partially
acquainted .
The general correctness of the foregoing view of the prime cause of
local gyrations in the atmosphere, as well as the rotation in the great
storms, may be shown by an experiment made on the surface of a com
mon globe ; which I have occasionally pointed out to friends interested
in these inquiries . Let a concave surface of wood or other substance , of a
circular form and a diameter equal to five or ten degrees of the globe,
be prepared and perforated with a small hole in the centre , through
which a pin may beloosely placed , to serve as an axis. Then let the
concavity be lined with flannel or other yielding material, and placed
upon the top of the globe near the equator. Then cause the globe to
revolve from west to east in the direction of the earth's rotation , while
the concave body is guided , carefully, by the pin at the axes, in the
direction of the storms tracks which are found on my chart of 1835 ,*
and so as to impinge with equal weight and surface on all sides of the
pin or axes, and the incumbent body will be found to revolve from
right to left, in the manner of the storms in the northern hemisphere.
This experiment requires delicate management, and is more difficult
because of the necessary rigidity of the incumbent surface, causing one
part partially to counteract another ; hut in the case of a fluid , where
all the particles move freely upon each other , no such impediment
exists.
As it is chiefly the lower stratum of wind which is thrown into gyra
tion from this cause, it must be evident, as above suggested , that within
the geographical limits of the trade winds the great circuit of aerial
revolution must be a nearly horizontal one, and that the storm tracks
mark distinctly the usual course of this revolution . Consequently , the
main outflowing course of the trade wind from the equatorial latitudes
is not in the upper regions of the atmosphere .
It was my design to have followed these general remarks with a de
tailed explanation of the delineations of the several systems of prevail
ing winds, which I have placed on the maps before referred to. This
was particularly my intention as relates to the extensive developements
of the monsoons, and the several belts of light winds and calms, which
may be viewed as the anticlinal and synclinal axes, so to speak, of the
several systems of general winds. But the lateness of the call and my
necessary avocations have prevented me from fulfilling this labour, in
time for the expedition .
This imperfect summary of the results of inquiries which I have pur
sued with no little interest, is now commended to the gentlemen of the
the expedition, for their impartial examination ; and with the expecta
tion , and desire, that truth only , as apart from any favored theories,
will be the object of their researches in natural science .
This chart may be found in this Journal, Vol . xxxi, forOctober, 1836 ; also in
the London Nautical Magazine, April , 1836, and Col. Reid's work on the Law of
Storms .

WRECK OF THE PEGASUS .—The following letter appeared in the

Norwich Mercury :
 DAMAGE BY LIGHTNING IN THE BRITISH NAVY. 739

“ Waborne, Oct. 11th, 1843.

“ SIR . — A few days since one of my men found on this beach, a bottle with
the enclosed paper, apparently just washed on shore . As Elton was a public
man I thought it probable you or some of your friends would know his hand
writing. You can publish it or not, as you think proper ; then I should wish
you to forward it to the Shipping Gazette.-- I remain , &c., J. BOLDING."
“ • Pegasus - God help us ! she's sinking ;
the bottle 's empty, 'twill swim ,
& we also into eternity- Farewell.
ELTON . ' '

ON THE DAMAGE WHICH HAS OCCURRED IN THE BRITISH NAVY BY

LIGHTNING , with an account of the attendant phenomena , abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . - By W. S. Harris, F.R.S., fc.
(Continued from p. 673. )
SCORPION , 10.
1838. February 27th , off the south end of the Island of Sardinia ;
8h . 5m . A.M. squally with hail , thunder, and lightning ; main -top -mast
and main cap split open , main -mast splintered and otherwise damaged ;
part of the after main beam carried away and the beam sprung, casing of
the pumps stripped off. The pipe of Hearle's wash- deck pump split
open, and other damage done in the dispensary and armoury.
Wind un the 25th south -west and west, strong gales and squally ;
26th north- west and west ; 27th W.N.W., heavy squalls ; 28th mode
rate and fine, W.N.W .; 29th fresh breezes and moderate, west and
south -west as at first on the 25th .
The brig had been sent with dispatches, and was endeavouring to
get to the westward when she was struck by lightning, and obliged to
return to Malta . The master and two of the men were stunned and
burnt by the discharge .
SNAKE, 16 .
1838. June 25th , West Indies, between Nassau and Halifax , lat .
29° 45' N. , long. 74° 25 ' W .; A.M. 9h . 20m . main - top-gallant and
7
royal mast shivered by lightning ; main -mast severely damaged .
The ship had been running with an E.S.E. trade wind for some days,
moderate and fine weather ; on the 25th at 8h . 40m . A.M. dark and
threatening appearance S.S.W. with heavy rain , thunder, and light
ning. A dense arch of clouds rose in the south-west and passed up
toward the ship with a shift of wind to S.W.b.S .; when the clouds
were nearly vertical over the masts, an electrical discharge of a vivid
purple colour, burst on the ship with an instantaneous explosion . The
discharge left the heel of the top - gallant-mast, and passed down the
chain top -sail-tye without damage to the top-mast, to within eight feet
of the deck , where the chain terminated , here it fell on the main- mast,
and divided under the saddle of the main - boom ; one portion passed
out at the quarter-deck port, the other descended to the lower deck ,
and passed through the ship at the heel of the main-mast .
The mast was taken out at Halifax, and found to be sprung at the
740 MR . SNOW HARRIS ON DAMAGE

partners, two inches deep and fifteen inches in circumference. The

mast sounded hollow, and was found much shaken . The grain of the
wood at the step was quite open following the course of the circular grain
of the wood .
Captain Milne who commanded the ship has given an interesting
account of this case in the Naulical Magazine, vol . for 1839 ; he states
that several of the officers were turned sick by the effects of the shock,
and that a similar effect was produced on two officers on the coast of
Cuba , by discharges of lightning between the clouds. “ They were,"
he says, “ lying in their hammocks, and were perfectly siupified , and
seized with sickness and weakuess of the limbs so that they were un
able to stand ; they did not recover until the lightning, which was very
near the ship had passed off."
TERRIBLE, 74.

1779. April 23rd , moored at Spithead ; wind W.S.W., strong

gales ; 5h . 30m . A.M. heavy squall with thunder and lightning ; the
fore -top -mast and fore- masts siruck and shivered by lightning.
Wind on the 22nd west ; 23rd W.S.W. , 24th W.N.W.
The explosion made its way into the store - room directly over the
fore magazine and shivered two carlines in pieces , a sheel of lead under
the galley was melted . The officer of the watch said that the lightning
ran iu a circular stream down the fore -mast. Two men on the lower
deck had their shirts singed on their backs without further damage.
TUSEE, 32.
1786. January 1th , St. Mary's Scilly , S. 17 ° E. , distant 43 miles ;
4h . P.M. hard gales, thunder, and lightning ; the electrical discharge
struck the ship and disabled several of the people ; a second flash set
the mainsail, main - top, and mizen -stay -sails on fire ; obliged to cut
away main -mast in consequence of the flames. Fore - mast and fore-top
mast also shivered by the lightning.
The wind had been S.b.E. , after which W.S.W. , and subsequently
N.W., fresh gales and clear . The ship had been hove to under storm
stay -sails at 2h . P.m. , blowing very hard from S.b.E., with showers of
hail and rain . The main- mast carried away with it mizen - top -mast
and fore -top -sail- yard , and stove the cutter, which was afterwards des 3
troyed . The fore -lop -mast also went overboard at 9h . P.m., and thus
the ship was reduced to a mere wreck .
She rigged jury -masts on the 5th, and went to Portsmouth for
refit.
THUNDERER , 74.
1797. August 12th , Cape Corrientes E.b.N. eight leagues ; P.m.
wind E.S.E., squally with thunder and lightning ; 8h . 15m . a flash of
lightning struck the mizen - mast , and blew up 28 powder horns hang
ing round the mast on the lower deck , and set fire to a main -top -sail
under repair there ; seven men and a boy were wounded by the explosion
of the powder.
Wind on the 11th E.N.E. , 12th variable and E.S.E., 13th E.N.E.
and variable.
 BY LIGHTNING IN THE BRITISH NAVY. 741

Trusty , 50.
1801. October 16th , Malta ; P.M. fresh breezes and variable winds ;
4h . 30m . a heavy squall with thunder and lightning ; 4h . 40m . mizen
top -mast and top - gallant-mast shivered in pieces, and the mizen - mast
much damaged .
The winds had been easterly and variable all round the compass for
several days, on the 17th moderate, 181h wind easterly.
TRINCOMALEE , 20.
1802. June 23rd , at Trincomalee ; P.M. squally, W.S.W. with
rain , thunder, and lightning ; 4h . 30m . fore - mast , top -mast , and top
gallant-mast struck, and shivered by lightning .
Wind on the 22nd N.N.E. and variable ; 23rd N.N.E. with a shift
of wind to W.S.W .; 241h moderate, W.S.W.
The ship had a new foremast in consequence.

TOPAZE , 36 .
1802. July 23rd , West Indies ; at sea off the west end of St.
Domingo , about three leagues from the land ; light airs and variable,
N.E. to S.E. , with thunder, lighlning, and rain ; A.M. 2h . 30m . the
lightning shivered the mizen - lop - gallant-mast, mizen- top - mast , and
mizen- mast ; killed one seaman and wounded several others, one of
whom died soon after .
The wind on the 22nd from S.E. to N.N.E. ; on the 23rd N.b.E. ,
north - east, south - east ; 241h W.S.W .; after which it wen : back again
to the east.
The ship was becalmed near St. Domingo, when in the middle watch
a light air came off the land , and they got the ship’s head seaward ,
with her stern to the shore. A dark isolated cloud moved toward the
ship, which emitted intensely vivid flashes of lightning, attended by
loud claps of thunder, when it came within a short distance of the
masts ; a heavy discharge fell on the ship . The lightning, after shiver.
ing the mizen -mast, penetrated the captain's cabin, and exploded two
powder horns hung to the beams. The lightning passed into the cabin ,
it is supposed , by a small bell wire which passed between the horns, of
1 which there were several hung to the beam ; after this the discharge
escaped by the stern windows . The Rev. Dr Scott, now Rector of
Catterick in Yorkshire , was severely wounded by the explosion whilst
asleep in his cabin. The men who were killed were lying close to the
mizen -mast.
The ship shifted her mizen -mast at Port Royal, and had a complete
refit.
THESEUS , 74 .
1803. October 19th, off Cape Francois, St. Domingo ; 8h . 30m .
A.M. ship struck by lightning ; fore -top -gallant-mast shivered , top - mast
and fore -mast shook and splintered in pieces. One man killed on the
lower deck .
Wind on the 18th E.N.E. to S.E.B.S .; 19th N.N.E., after which a
change to the south- west toward the evening, with thunder and light
742 MR . SNOW HARRIS ON DAMAGE

ning, and heavy rain ; on the 20th variable, after which the wind re
turned again to the east and E.N.E.
The electrical discharge penetrated the forecastle deck, and went
through the galley ; the man who was killed was in the act of fixing his
table to the fore-mast, the people had just been piped down to breakfast ;
he was standing on the magazine scuttle ; this scuttle was covered with
a stuff called “ fearnought, it was burned to a cinder. The greatest
panic prevailed . Every one endeavoured to rush up the hatch ways, under
an impression the ship was on fire in the fore magazine. The seamen
were with difficulty prevented from jumping overboard , or taking to
the boats. The panic for above two minutes was most fearful ; the
quarter -deck , gangways, and forecastle were covered with chips of the
damaged spars.
The ship was obliged to leave her station and proceed to Port Royal,
where she got a new mast and a refit.
Ships log and further particulars by Lieutenant E. W. Pitt, R.N.,
then a midshipman in the ship.
TRIDENT, 64 .
1803. October 27th , Coast of Malabar, lat. 13° N .; 1h . 45m . A.M.
the lightning shivered the main -top - gallant-mast, and main - top- mast,
and severely damaged the main -mast. The main- top-sail , top - gallant
sail , and main -sail together with the mizen -stay-sail rent also by the
discharge.
Wind on the 26th , N.N.E. , to N.N.W. , 27th , A.M. N.N.W. moderate
and cloudy ; 1h . 30m . squally with heavy dark clouds with lightning ,
after which the wind veered to the east and south -east ; 28th , N.N.E
S.S.E., and north .
The weather on the 27th , was very sultry and oppressive, and the
clouds seemed to be pressed down under the mast-heads. They had just
furled top - gallant sails in a moderate squall , without much appearance
of lightning, when in an instant the electrical discharge burst forth
from a dense black cloud right over the ship with a most awful crash ,
as if the main deck guns had gone off. The mast was a country mast
made of teak, large pieces were torn out of it, and the iron hoops burst
asunder . The top - gallant-mast and top -mast were shivered and knocked
overboard . The ship was filled with smoke, accompanied by a suffoca
ting smell of sulphur ; four men were much injured in the main-top,
and all their hair burned off. When the discharge reached the main
deck it divided , one portion reached the lower deck injured several men
and tore away some tables and shelves from the ship's side, the other
passed through the ward-room and out of the stern windows . The
place seemed in a blaze, five or six pieces of glass were completely mel
ted , so that the glass hung in apparent icicles from the frame work.
The ship was taken in tow for two days by the Tremendous, she was
one of Admiral Rainer's squadron at Trincomalee . They were trying to
get to the southward before the monsoon set in . Further particulars
by Captain Carter, R.N.

TRIUMPH , 74 .
1803. December 6th , off the Isle of Sardinia, Mediterranean ; 8h .
 BY LIGHTNING IN THE BRITISH NAVY. 743

P.M. the ship was struck by lightning, by which two men were killed ,
and several wounded .
Wind on the previous day variable from south to west ; on the 6th
variable from west to N.N.E .; it afterwards on the 7th set in from
N.N.E. to west .
The log gives but a very imperfect notice of this case ; it appears by
other accounts that some damage was done to the spars, and the mat on
the main- yard set on fire.
TIGRE, 80.
1809. November 9th , off Toulon ; lat. 41 ° N. , long. 2° 20' E .;
P.M. 4h . 20m . the lightning struck the main - mast.
Winds on the 8th E. to N.N.E .; on the 9th E.N.E. until toward
the afternoon , when it shifted to S.S.W. , with thunder, lightning, and
heavy rain ; squally ; after which calm , with light airs, at midnight ;
the wind remained at S.S.W. and south , until the next evening, when
it again shifted back to the east.
The log of this ship also gives but an imperfect notice of the acci
dent . The main- mast, however, was rendered unserviceable ; and was
shifted at Gibraltar on the 26th . The discharge entered the mast one
foot under the catharpins, came down its centre, and passed out about
ten feet above the deck . Immediately after the accident, the log states,
that they were obliged to get the main -top -gallant-mast on deck, the
main runners up, and lower the main yard .
TONNANT, 80.
1812. February 25th , Cawsand Bay , near Plymouth ; 11h . 50m .
A.M. the fore and main masts shivered by lightning, also the main -top
mast and fore -royal-mast.
This ship was damaged in the same storm with the Helicon and St.
Salvador (See Helicon .) Wind south -west to W.N.W., squally with
heavy rain . The ship had just anchored in Cawsand Bay, she was
subsequently obliged to go into Hamoage and have both her masts
shifted, consequently her services in the channel fleet were lost for the
time of the refit.

TAMAR, 26 .
1822. July 11th , off Jamaica , 5h . 15m . A.M., the main -top -mast
carried away by lightning , and main-mast severely wounded ; main
top-sail barned, two top-gallant - studding-sails lost overboard ; top
gallant and royal sails torn in pieces, part of the top-gallant rigging
lost overboard .
The wind on the 10th , easterly and variable with heavy rain ; 11th ,
east and north -east ; on the 12th easterly and variable.
The ship had just sailed out of Port Royal with a large convoy ; she
was completely crippled by this accident .

THETIS, 46 .
1828. April 8th , Rio de Janeiro ; P.M. cloudy weather with vari
able winds ; 6h . vivid lightning and thunder, and heavy rain. The
744 THE SULPHUR'S VOYAGE .

electrical discharge struck the ship and shivered the fore -top -mast and
fore -mast ; the larboard cheek of fore -mast fell on the deck, and part
of fore- top - niast went overboard .
They were obliged to get the fore -mast out, and obtain spars from
the Brazilian dock - yard . The ship was detained for some time, not
being enabled to gel a new mast, and then only at a greal cost .
The weather was extremely sultry ; the winds westerly and variable,
with fresh breezes and squally.
Of the Brazilian squadron , for the protection of our trade, the Thetis
and Heron were disabled, so that convoys could not be granted.-See
case of Heron .
TAMAR , 26.
1835. June 1st, River Hooghly, East Indies ; A.M. struck by light
ning, which shivered the main -mast in pieces . The weather on the
previous days had been moderate and five ; wind S.S.W .; on the 31st
May , squally at night ; June Ist S.S.W., fresh breezes and heavy rain .
The wind continued S.S.W.
The royal , top - gallant , and top -masts were split in pieces and ren
dered useless ; the sheaves in the truck were melted , also some of the
belaying pins round the main -mast, slightly . Many of the ship's com
pany were severely shook by the discharge. The lightning played
round the chain cable for some time.
TYNE , 28.
1839. January 17th , at anchor off Troy, Dardanelles ; 9h . 20m .
A.M. main- mast struck and damaged by lightning, lop - gallant-mast
shivered , and the main - top -nast shook about six feet below the cross
trees.
Wind on the 15th , S.S.W. , and south - west ; squally dark strong
breezes , it continued to back to the west on the 16th , and went from
west to north - west and north , then N.N.E. , with heavy squalls, so that
the ship pointed the yards to the wind . Al night N.N.E. , moderate .
On the 17th , the wind continued to back toward the east and became
E.N.E., E , and S. to N.E .. theo E.b.s. , S.E., and variable , strong
breezes with beavy squalls from east to north -east in the morning when
the ship was struck ; vivid lighining again at night . The wind on the
181h went back to north - east, where it remained .
( To be continued . )

OUTLINE OF THE Sulphur's Voyage.* — By Mr. C. George, R.N.

(Continued from p , 601. )
On the morning of Neptune's visit all hands were anxious to see what
preparations had been made during the night , but the arrangements
had been carried on , with such system and order, that as day dawned ,
* In p. 559 , 13th line from bottom for long. 6° 21 ' N. , read lat. 60° 21 ' N.
 THE SULPHUR'S VOYAGE. 745

all was completed, and nothing particular was to be seen as had been
anticipated ; the only thing unusal was a large lower studding sail ,
triced up by the four corners, on the main -deck under the skid gratings ,
and filled with water, having several ropes passed under it to support
its weight. This, it was said , was intended for the use of Father
Neptune , who according to the best received religious ceremonies, after
catechising his children, baptizes them , previous to taking them under
his particular care.
At about 10 A.M. , it was announced that Neptone was coming on
board . Every one hastened to the upper deck to receive him , but here
it was soon to be perceived that Neptune, in order to make his entré,
distinct and different from all other visitors, does not enter, as is usual ,
by the gangway , but comes in over the bows. To accommodate him
and his attendants, to form the line of procession, a screen was stretched
athwart the forepart of the upper deck , and no intruders were allowed
to approach beyond a certain distance. When Neptune had completed
all his arrangements the mizen topsail was backed , a great splashing
over the bows was heard, the screen was suddenly dropt, and to the
surprise of all that were to be introduced , there appeared a very gay
procession , which now moved on towards the quarter-deck.
First came Neptune and Amphitrite, seated on a car, covered with
flags, drawn by several Nereids, while others around , helped the car
along. As this group comprised the principal figures in the procession
I shall proceed to describe them, as it shews out, one of those striking
features in a seaman's character, that of adapting himself, with inge
nuity and address, to every circumstance and position in which he may
be placed. Both Neptune and Amphitrite were so well and appropri
ately disguised that it required a second, and even a third look to dis .
cover which of our crew they were. Neptune was chosen from one of
the seamen whose peculiar cast of feature gave him the appearance of a
person twice the age he really was ; his natural voice and manner of
speaking, quite adapted him for the character, and he played his part
well . Amphitrite was selected from one of the youngest and best look
ing of the crew, a florid , beardless youth , just stepping from boy to
manhood ; his natural bashfulness and effeminate appearance was in
good keeping with the part he was to act ; they presented an exceeding
good representation of shrivelled old age and youthful bloom .
Their dress was very well adapted to convey the idea of what has
been the received notion of the appearance of these “ watery deities.”
Neptune's hair was left flowing over his shoulders, which was augmented
by a white wig of oakum ; his head was adorned with a crown, taste
fully coloured ; in his right hand he held his trident, formed of a boarding
pike, the additional prongs were supplied by the carpenter ; his face
was painted with a due mixture of black, white, and red , with the addi
tion of an immense flowing beard ; his dress was made skin tight, and
dyed with a flesh coloured tint, over his left shoulder was thrown a
mantle of blue cloth , in which attire he presented a pleasing and strange
appearance . Amphitrite was dressed in robes of flowing white, covered
with spangles , which , by -the- by , I strongly suspect had been procured
from some of the ladies of the Portsmouth theatre, and kept for this ex
press occasion ; her head was adorned with a small coronet, beneath
ENLARGED SERIES . - No . 11.-VOL . FOR 1843 . 5 c
746 THE SULPHUR'S VOYAGE .

which flowed her flaxen ringlets ; her face was not painted, the natural
florid hue of her complexion rendered this superfluous; the selection of
this person , for this particular character shewed a discrimination on
the part of Jack , that can scarcely be conceived .
In the formation of the car, the bow - chaser (a long nine-pounder,)
had been unshipped , and the carriage at once formed the body of the
car. The back ofit was composed of a circular-framed work, which be
ing covered with flags, gave it a suitable superb appearance ; following
the car were numerous attendants dressed as Nereids and other sea
nymphs.
Next came the two “ razor-bearers ,” each having a huge razor of
peculiar form and size. They were made of iron hoop at least three feet
long, cased in wood ; one was jagged like a saw, and the other was
smooth , each being suited for a particular service : then followed Nep
tune's shaving - pot, borne by two attendants. It would be impossible to
describe the component parts of this mixture, it certainly had not the
odorous perfume of Rowland's celebrated Kalydor . Next came the
bearers of the shaving-brushes, one about the size of a large paint
brush, and the other with a handle about two feet long, (on other occa
sions a tar-brush , ) then numerous figures grotesquely dressed and
painted ; lastly , Neptune's constables, who kert order and , attended to
the arrangement of the procession .
When the whole of the groupe had reached the quarter- deck , Neptune
and his consort rose to address the captain and officers ; he expressed
the pleasure he felt in thus being again welcomed , on the arrival of the
vessel into his territories, and was glad to see so many of his old friends
near him ; he also remarked he could see several strange faces whom
he hoped the captain would more particularly introduce to him . Upon
being answered in the affirmative, the procession slowly marched round
the upper deck , and at last rested at the starboard gangway .
All authority of the ship seemed now given up to Neptune, who im
mediately issued orders to shew all those who never had the honor of
being introduced to him , down below , that they might be handed up one
by one, so that none might be overlooked . The constables immediately
selected all those who had never “ crossed the line, ” and placing them on
the lower deck, put the hatches on , and stationed sentries over them .
On the upper deck , the skid - gratings were taken off, a capstan - bar
placed across the after part of the skids for the accommodation of those
who were introduced . Four of the stoutest of the Nereids go into the
sail , ( as bears,) and the rest provide buckets and fill them with water ;
the hoses are screwed on to the force pumps, the barbers baving duly
arranged their razors and shaving - pot, Neptune desires that the intro
ductions may commence .
The head constable having provided himself with a list of the names,
calls for one to be handed up; he is conducted by two constables from
the lower to the main deck , where he completely blindfolded , and
thus led to the upper deck , where all is profound silence . The consta
bles now leave him , and Neptune addresses him. On turning his head
in the direction from whence the sound proceeds, he is saluted by a
dash from the fire engines in full force , the nozzles having been kept
stopped a few seconds, nearly to bursting . He receives the whole in his
 THE SULPHUR'S VOYAGE. 747

face , which nearly suffocates him, and makes him stagger for breath.
As soon as he recovers a little from this first salute, theNereids having
surrounded him , keep up a continual drenching with their water
buckets, and thus terrify him into the idea that he is actually over
board , and he may be seen striking out in the act of swimming: the
buckets of water being exhausted , he is conducted up to Neptune , and
seated on the capstan -bar placed there for his particular use, and then
all is again silent .
Neptune then remarks that, although his eyes are dimmed with age ,
he can see his young friend wants shaving, as well as washing. This
hint is sufficient for the barbers, who immediately begin lathering. The
size of the brushes, ( for they are both used ,) and the rapidity of their
movements renders this operation quicker than sight ; mouth ,nose , ears,
and the whole head is covered with lather , and in an instant the contour
of the visage is changed , (the eyes are protected by the bandage.) This
is ten times worse than the watery ordeal he has just passed through ,
all attempts at breathing being checked by the constant working of the
brushes about the mouth and nose.
A moment of breathing time is now given the aspiring hero of the
deep, and Neptune endeavours to draw him into conversation, in order
to let him recover himself. The barbers, however, do not seem to appre
ciate the kind intentions of Father Neptune, they are now seen waiting
with their brushes all ready to lather the inside of his mouth , for it
would seem they had some idea of shaving the inside of his head , as
well as the outside. Every means are employed in this part of the
operation to make him open his mouth , for, if ihey do not succeed dur
ing the conversation with Neptune, they try themselves by asking
questions ; whether he would prefer being shaved with a sharp razor or
a blunt ove ? If this will not do he is made to feel the edge of the
razors. His hand being passed down the edge of the jagged one, he is
told , that is the blunt one, and that the notches are made on purpose
to accommodate any moles , &c., on his chin , and that would give him
a twopenny shave ; on feeling the other he is told , that is the sharp
one , and gives a sixpenny shave. By thus worrying they at last suc
ceed in lathering the inside of his mouth , He is then shaved with the
razor they think will best suit his face , and when finished he is turned
round to Neptune, who pronounces whether he is cleanly shaved or not,
and according to his standing on Neptune's books, it has some influence
whether the operation of shaving is repeated or not.
About this time he begins to find his seat uneasy and he is suddenly
lost sight of, being made to perform a feat even greater than a double
somerset ; he is turned backwards head-over -heels into the font below,
placed on purpose to receive him . Here he finds again his ablutions
are not at an end . “ The bears” seize hold of him and seem endeavour
ing to make him an amphibious animal , by keeping him under the
water; he ultimately makes his escape out of the fore end of the sail ,
where there is an aperture left for that purpose ; he may then , if his
good nature will permit him, go on the upper deck again, and placing
himself under the order of bis adopted father, assist in passing others
through the same trial .
The introductions last until late in the afternoon , and thus ends this
748 NAVAL CHRONICLE.

old antiquated custom , when Neptune feeling satisfied that all have been
introduced, resigns his authority, takes his farewell of the Captain and
Officers and then bis departure . Before “ quarters” the decks are
dried up, and everything in its place again , and thus with good
humoured jokes, merriment, and fun, is concluded the evening of this
eventful day.
We thus crossed the equator on the 30th of January , and two days
afterwards when in lat. 1° 0' S. , found we were approaching the limits
of the south-east trades, which at this season appeared to blow home,
nearly to the equator, commencing at south and gradually veering to
S.E.b.E., the average strength of the wind was 4.5 .
Our course was directed towards the Abrolhos, and on approaching
these dangers , a very complete series of soundings from deep sea to a
few fathoms on them, which doubtless afforded much interest to Geolog
ists, &c .
We arrived at Rio Janeiro about two months after leaving Spithead,
here we remained four days, and then sailed for St. Catherines, where
the surveying duties commenced.
( To be continued . )

CAINESE INTELLIGENCE.
The following account of the winding up of the Chinese treaty has been handed
to us. Extract— " At 5 P.M. the captains, in full dress, (therm . 100°, ) met at
the government -house, all the troops, officials, and public being present to wit
ness the ratification of the Treaty of Peace, which was done in great form under
salutes from the forts and ships. The Chinese did not seem to care about it ;
but it was some comfort to us to find they felt the heat as much as we did.
“ But, when dinner came the scene was different. We sat down in white
jackets, about fifty. The commissioners appeared quite at their ease ; they
drank an enormous quantity of wine, chatted, laughed, and finished every glass,
turning it over to show that it was empty, and helping themselves from the
decanters. Old Keying ( the chief commissioner,) must have taken fifty_large
glasses of wine at least. When dinner was removed the Queen and the Empe .
ror of China were drank in one toast, with three times three. We then drank
to Keying's health, who would not be done out of his glass, but drank too . He
then gave us a Chinese song — such noises ! (what do you think of the Empe
ror's uncle singing a song ?) After this he called upon the governor, Sir H.
Pottinger, who gave us an English song, when Whang, (the second commis
*sioner,) gave us a Chinese one, and called on another Englishman ; and then the
old Tartar general, whose performance surpasses all description ; such a collec
tion of noises I never heard before. We then called on Lord Saltoun, who
gave us a jolly song ; when old Keying commenced again, and so passed the
evening till near 11 o'clock, the old fellows taking wine enough for six at least,
and walking off pretty steady."

T'REATY with China .

A Copy of some of the most important parts of the Chinese Treaty, the ratifica
tion of which has been brought to Maltā by Colonel Malcolm , in the Oriental,
we hasten to lay before our readers.
 NAVAL CHRONICLE . 749

This important document is thus announced by our Plenipotentiary in a

proclamation, from which the following is an extract:
Proclamation.
“ Sir Henry Pottinger, Bart., G.C.B., her British Majesty's Plenipotentiary,
&c. , in China, has the gratification to announce for the general information and
guidance ofall subjects ofher said Majesty, that he has concluded and sealed
with the High Commissioners appointed by his Imperial Majesty the Emperor
of China to treat with him, a commercial treaty , stipulated for in the definitive
treaty of peace signed at Nankin on the 29th of August, 1842, and the ratifica
tions of which definitive Treaties of Peace have been lately exchanged under the
sign manual and seals of her Britannic Majesty the Queen of Great Britain and
Ireland, and his Majesty the Emperor of China,
“ Her Britannic Majesty's Plenipotentiary, &c., now publishes the export
and import tariff, and the regulations of the trade which have been, after the
most searching scrutiny and examinations, fixed and finally agreed upon , and
which tariff and regulations of trade are to be promulgated in Chinese simulta
neously with this proclamation, accompanied by a proclamation on the part of
the imperial commissioners, & c .”

Of the ports to which the foreging Proclamation refers the following information
has been published :
Amor - Plan of port published by the Admiralty, from the survey of Captain
Collinson ; Sailing Directions for the portby Captain Collinson in Nau
tical Magazine, 1842, p . 217 ; also those of Captain Blake in Nautical
Magazine, 1841, p. 248.
Fuchow . — Plan of Entrance of the River Min, published by the Admiralty .
NING -PO . — Course of River in sheet, China coast, published by the Admiralty ;
Directions for, by Captain Collinson, in Nautical Magazine, 1843, p. 641 ,
number for October.
Canton. — Plans of the River in three sheets, published by the Admiralty ; also
that of Macao and Hong -Kong. For Directions for the former see
Horsburgh.

General Regulations under which the British trade is to be conducted at the five
ports of Canton , Amoy, Fuchow , Ningpo, and Shanghai.
1. Pilots . — Whenever a British merchantman shall arrive off any of the five
ports opened to trade - viz ., Canton , Amoy, Fuchow , Ningpo, and Shanghai,
pilots shall be allowed to take her immediately into port ; and in like manner
when such British ships shall have settled all legal rates and charges, and are
about to return home, pilots shall be immediately granted to take her to sea
without any stoppages or delay ; regarding the remuneration to be given those
pilots, that will be equitably settled by the British consul appointed to each
particular port, who will determine it with due reference to the distance gone
over, the risks run , &c.
2. Custom -house Guards .- The Chinese superintendent of customs, at each
port will adopt the means that he may judge most proper to prevent therevenue
suffering by fraud or smuggling: Whenever the pilots shall have brought any
British merchantman into port, the superintendent of customs will depute one
or two trusty custom-house officers, whose duty it will be to watch against
frauds on the revenue ; those will either live in a boat or stay on board the
English ship, as may best suit their convenience. Their food and expenses will
be supplied them from day to day from the Custom -house, and they may not
have any fee of their own whatever given to them by the commanders or con
signees ; should they break this regulation they shall be punished proportion
ately to the amount 'exacted.
750 NAVAL CHRONICLE.

3. Masters of Ships Reporting themselves on Arrival. — Whenever a British

vessel shall have cast anchor at any one of the above mentioned ports, the
captain will, within 24 hours after arrival, proceed to the British consulate and
leave his ship's papers, bills of lading , manifests, & c., in the hands of the
consul ; failing to do which he would subject himself to a penalty of 200
dollars.
For presenting a false manifest the penalty will be 500 dollars.
For breaking bulk and commencing to discharge before due permission shall
be obtained, the penalty will be 500 dollars, and confiscation of the goods so
discharged.
The Consul having taken possession of the ship's papers, will immediately
send a written communication to the superintendents of customs, specifying
the register tonnage of the ship, and the particulars of the cargo she has on
board, all of which being done in due form , permission will then be given to
discharge, the duties levied as provided for in the tariff.
4. Commercial dealings between English and Chinese Merchants. — It having
been stipulated that English merchants may trade with whatever native mer
chants they please, should any Chinese merchants fraudulently abscond, or
incur debts which they are unable to discharge, the Chinese authorities, on
complaint being made thereof, will of course do their utmost to bring the
offenders to justice ; it must, however, be distinctly understood that, if the
defaulter really cannot be found, or be dead, or bankrupt, and there be not
wherewith to pay , the English merchant may not appeal to the former custom
of the Hong merchants, paying for one another, and can no longer expect their
losses made good to them.
5. Tonnage Dues. — Every English merchantman on entering any one of the
abovementioned five ports shall pay tonnage dues at the rate of five mace per
register ton in full of all charges. The fees formerly levied on entry and depar
ture of every description are henceforth abolished.
6. Import and Export Duties. - Goods, whether imported to or exported from
any one of the abovementioned five ports, are henceforward to be taxed accord
ing to the tariffs as now fixed and agreed upon, and no further sums are to be
levied beyond those which are specified in the tariff. All duties incurred by
an English merchant vessel , whether on goods imported or exported, or in the
shape of tonnage dues, must first be paid up in full, which done the super
intendent of customswill grant a port clearance, and this being shown to the
British consul, he will thereupon return the ship's papers, and permit the vessel
to depart.
7. Examination of Goods at the Custom -House. — Every English merchant
having cargo to load or discharge, must give due intimation thereof, and hand
particulars of the same to the consul, who will immediately dispatch a recog
nised linguist of his own establishment to communicate the particulars to the
superintendent of customs, that the goods may be examined, and neither party
subjected to loss. The English merchants must have a properly qualified per
son on the spot, to attend to his interest when his goods are being examined for
duty : otherwise, should there be complaints, these cannot be attended to.
Regarding such goods as are subject by the tariff to an ad valorem duty, if the
English merchant cannot agree with the Chinese officer, in fixing a value, then
each party shall call two or three merchants to look at the goods, and the
highest prices, at which any of these merchants would be willing to purchase,
shall be assumed as the value of the goods. To fix the tare on any article, such
as tea ; if the English merchant cannot agree with the custom -house officer,
then each party shall choose so many chests, out of every 100, which being
first weighed in gross shall afterwards be tared, and the average tare upon
these shall be assumed as the tare upon the whole, and upon this principal shall
the tariff be fixed upon all other goods in packages. If there should be any
disputed points which cannot be settled, the English merchant may appeal to
the consul, who will communicate the particulars of the case to the superinten
 NAVAL CHRONICLE . 751

dent of customs, that it may be equitably arranged . But the appeal must be
made on the same day, or it will not be regarded. While such points are still
open the superintendent of customs will delay to insert the same in the books,
thus affording an opportunity that the merits of the case may be tried and
sifted .
8. Manner of paying the Duties. It is hereinbefore provided, that every
English vessel that enters any one of the five ports, shall pay all duties and
tonnage dues before she be permitted to depart. The superintendent of cus
toms will select certain schroffs, or banking establishments, of known stability,
to whom he will give licenses authorising them to receive duties from the
English merchants on behalf of government, and the receipts of these shroffs
for any money paid them shall be considered as a government voucher. In
the paying of these duties different kinds of foreign money may be made use of,
but as foreign money is not of equal purity with Sycee silver, the English
consuls appointed to the different ports will, according to time, place, and cir
cumstances, arrange with the superintendentof customs at each port, what coins
may be taken in payment, and what per centage may be necessary to make
them equal to standard or pure silver.
9. Weights and Measures. - Sets of balance-yards for the weighing of goods,
of money weights, and of measures, prepared in exact conformity to those
hitherto in use at the Custom -house of Canton, and duly stamped and sealed
in proof thereof, will be kept in possession of the superintendent of customs,
and also of the British consulate, at each of the five ports, and these shall be
the standard by which all duties shall be charged, and all sums paid to govern
ment. In case of any dispute arising between British merchants and the
Chinese officers of customs regarding the weights or measures of goods, refer
ences shall be made to these standards, and disputes decided accordingly.
10. Lighters or Cargo boats. — Whenever an English merchant shall have to
load or discharge cargo, he may hire whatever kind of lighter or cargo boat he
pleases, and the sum to be paid for such boat can be settled between the parties
themselves without the interference of government. The number of these
boats shall not be limited, nor shall a monopoly of them be granted to any
parties. If any smuggling take place in them the offenders will of course be
punished according to law . Should any of these boat people, while engaged
in conveying goods for English merchants, fraudulently abscond with the pro
perty, the Chinese authorities will do their best to apprehend them ; but, at the
same time, the English merchants must take every due precaution for the safety
of their goods.
11. Transhipment of Goods. — No English merchant ships may tranship
goods without special permission ; should any urgent case happen where tran
shipment is necessary, the circumstances must first be submitied to the consul ,
who will give a certificate to that effect, and the superintendent of customs will
then send a special officer to be present at the transhipment. If any one pre
sumes to tranship without such permission being asked for and obtained , the
whole of the goods so illicitly transhipped will be confiscated .
12. Subordinate Consular Officers.-- At any place selected for the anchorage
of the English merchant ships, there may be appointed a subordinate consular
officer of approved good conduct to exercise due control over the seamen and
others. He must exert himself to prevent quarrels between the English seamen
and natives, this being of the utmost importance. Should anything of the kind
unfortunately take place, he will in like manner do his best to arrange it ami
cably. When sailors go on shore to walk, officers shall be required to accom
pany them ; and should disturbances take place, such officers will be held
responsible. The Chinese officers may not impede natives from coming along
side the ships to sell clothes or other necessaries to the sailors living on
board.
13. Disputes between British subjects and Chinese. —Whenever a British subject
has reason to complain of a Chinese, he must first proceed to the consulate and
752 NAVAL CHRONICLE.

state his grievance. The consul will thereupon inquire into the merits of the
case , and do his utmost to arrange it amicably. In like manner, if a Chinese
have reason to complain of a British subject, he shall no less listen to his com
plaint, and endeavour to settle itin a friendly manner. If an English merchant
have occasion to address the Chinese authorities, he shall send such address
through the consul, who will see that the language is becoming, and if otherwise
will direct it to be changed, or will refuse to convey the address. If unfortu
nately any disputes take place of such a nature that the consul cannot arrange
them amicably, then he shall request the assistance of a Chinese officer, that
they may together examine into the merits of the case, and decide it equitably.
Regarding the punishment of English criminals, the English government will
enact the laws necessary to attain that end, and the consul will be empowered
to put them in force ; and regarding the punishment of Chinese criminals, these
will be tried and punished by their own laws, in the way provided for by the
correspondence which took place at Nankin after the concluding of the peace.
14. British Government Cruisers anchoring within the Ports. An English
government cruiser will anchor within each of the five ports, that the consul
may have the means of better restraining sailors and others, and preventing
disturbances. But these government cruisers are not to be put upon the same
footing as merchant vessels, for as they bring no merchandise and do not come
to trade, they will of course pay neither dues nor charges. The resident consul
will keep the superintendent of customs duly informed of the arrival and depar
ture of such government cruisers, that he may take his measures accordingly.
15. On the security to be given for British Merchant Vessels. It has hitherto
been the custom , when an English vessel entered the port of Canton, that a
Chinese Hong merchant stood security for her, and all duties and charges were
paid through such security merchant . But these security merchants being now
done away with it is understood that the British consul will henceforth be secu .
rity for all British merchant ships entering any of the aforesaid Chinese
ports.

GOVERNMENT NOTIFICATION.

It is hereby notified , that the new system of trade will commence at Canton
on the 1st day of the 7th month of the Chinese year ( the 27th of July, 1843 ),
and that from that day the Hong merchants' monopoly and consoo charges will
cease.
The other four ports of Amoy, Puchow - foo, Ningpo, and Shanghai, which
agreeably to the treaty of Nankin, are to be resorted to by British merchant
vessels, cannot be declared to be opened for the purpose until an imperial edict
to thateffect shall be received from the cabinet of Pekin. The edict is expected
to reach Canton early in the month of September, and iminediately public
notice will be given of its arrival. In the interim measures will be taken for
the appointment of consulated officers, and their establishment to the ports in
question, in order that no unnecessary delay may take place in the com
mencement of trade at them ; and merchants may make their arrangements
accordingly.

CURRENTS OFF THE CAPE.

Stockholm, 26th Aug., 1813 .

Sır . - In reference to your note at the bottom of p. 532, in your number for
August last, in which you attempt to shew that, " the idea of a current almost
 NAVAL CHRONICLE. 753

always setting to the westward round Cape Lagulhas is erroneous, and has occa
sioned the loss of ships;" by quoting the case of the Northumberland, and
others of recent date. I need only observe that, they should have known by
their chronometers and soundings that they were sufficiently to the westward
before hauling to the northward , and the current whether easterly or westerly,
had nothing to do with the loss of these ships.
With reference to the log of the Unicorn , I have to observe that, on her pas
sage out she ran to the eastward between the parallels of 399 and 40 °,
where the current is almost always running to the eastward, while on the bank
off Lagulhas, between the Cape and the parallel of 37 °, where the Unicorn
found the westerly current on her passage home, the current is “ almost always,”
that is, five out of six days running to the westward, at the same time that the
easterly current prevails in the parallels of 39° and 40 °, being the reason why
outward bound ships give the Cape a wide berth, as also why they cross the
bank of Lagulhas on the homeward passage, and for which reason a light-house
ought certainly to be erected on the Cape ; and I consider the log of the Uni
corn to be only one of the many proofs I have had of the facts I have stated ,
namely, that the current, while running to the eastward between the parallels
of 390 and 40°, is running “ almost always to the westward between Cape
Lagulhas and the parallelof 37 °, and no ship should haul to the northward
until it is known by chronometer or soundings, that she is sufficiently to the
westward. A light on Cape Lagulhas would be very useful to homeward bound
ships, but would seldom be seen by those outward bound, which had no occa
sion to call at the Cape.
I am , &c. ,
To the Editor, &c. John Ross, Captain R.N.

THE INDIAN ARCHIPELAGO.

(Continued from p . 622. )
Celebes. — This island does not exactly come within the limits I have pre
scribed for myself in this memoir, but it is deserving of mention, owing to the
prominent position it takes from its inhabitants being almost entire engrossers
of the trade in all the islands eastward of Java, in which there are not European
establishments. The peculiar form of this island renders it highly favorable for
the residence of a maritime people, since, although containing only 50,000
square miles, it possesses a sea coast of 2,500 miles in extent, there being no
part of the country distant more than thirteen leagues from the sea. The
Dutch have two settlements on the island, Macassar on the south -west, and
Menado on the north- east extreme; but the territories appertaining to these are
not very extensive, the natives having successfully resisted the attempts of the
Dutch to extend their authority over the entire island . The Bughis (as the in
habitants of the southern arms of Celebes are called , ) are more addicted to mari
time enterprise than those to the northward , from the southern portion of the
island being better situated for intercourse with Singapore, and with the islands
to the south ward and eastward, than the northern. All the produce collected
by them during their voyages among the eastern island is carried to our settle
ment at Singapore, where it is exchanged for calicoes, iron , muskets, gun
powder, and many other articles of British and Indian manufacture, these being
the principal goods with which they purchase the produce of the more eastern
islands. Nearly the entire male population of the Bughis countries are employed
in trade, agriculture being so little attended to, that their supplies of rice and
tobacco, and of the cotton employed in their manufacture, is derived from Bali
and Lombok . While the men are away on their voyages, the women employ
ENLARGED SERIES,-N0. 11.-VOL . FOR 1813 . 5 D
75+ NAVAL CHRONICLE .

themselves in the manufacture of cloths, and variegated mats, which are highly
prized throughout the Archipelago, these being almost the sole exports from the
Bughis countries. Their prahus rarely exceed in size 100 tons, as a great
draught of water would prevent them from entering the small rivers on which
their towns are situated .
The Bughis are much addicted to colonization ; they have occupied the
mouths of all the large rivers on the east coast of Borneo, and several of those
on the south coast ; they have also colonies on Sombewa and Flores or Man
gerai, while there is scarcely a port in the Archipelago in which anything
approaching to freedom of trade is permitted, where there are not many Bughis
established ; individuals among them often possessing considerable wealth.
Their settlements are formed upon the principles of the ancient Greek colonies.
A chief, generally the brother or younger son of a Rajah , anxious to become an
independent prince, fixes upon some spot adapted to the purpose, and removes
thither with his dependents and their families, and with as many adventurers
as he can induce to accompany him . The spot selected is generally the mouth
of some river, by means of which the interior can be penetrated, and a com
merce opened with the aborigines. The new colony does not acknowledge the
authority of the mother country, but friendly relations are generally maintained
between them .
The Dutch settlement at Macassar is small and of little importance, except
that it acts as a check on the commercial enterprise of the Macassars, who are
even more skilful navigators than the Bughis . The trade of the eastern islands
was once chiefly in their hands, but the prohibition on the importation of British
calicoes at Macassar, together with the great discouragement given by the
authorities to intercourse with Singapore, has enabled the Bughis successfully to
rival them in all branches of the eastern trade, excepting that with the north
coast of Australia, which being a fishery, and not requiring articles of European
manufacture, the Macassars still retain Several prahus from Macassar visit
Singapore annually, but these dare not enter their own port on their return , and
pass on to the eastward, visiting Macassar only when loaded with the produce
of the eastern islands. The duties are high at Macassar, themost insignificant
articles, even the salt fish brought from Port Essington, being taxed. Many
Chinese reside at Macassar, all of whom occupy themselves as traders.
I need say nothing respecting the general character of the Macassars, as you
have had many opportunities of witnessing their industry and good conduct
during their annual visits to this settlement.
The Dutch settlement at Menado, on the north - east extreme of Celebes,
although more recently formed, is of more importance than Macassar, the north
coast being less favourably situated for commerce than the southern parts ;
more attention is paid by the natives to agriculture, and a large quantity of
coffee is produced by them ; this was formerly collected by small Dutch vessels
from the Moluccas, and carried to Batavia, to which port only the large Dutch
ships from Europe resorted. But within the last few years the Java govern
ment has altered its policy, the European ships being allowed to collect their
own cargoes among the adjacent islands. Two or three ships of about 800 tons
now annually collect cargoes on the north coast of Celebes, and proceed with it
direct to Holland. The Dutch have succeeded in appropriating to themselves
nearly the entire trade in coffee on this coast, only a small portion finding its
way to Singapore .
The Badju Laut, a people living entirely on the water in prahus, congregate
in great numbers on the coast of Celebes. With the westerly monsoon these
spread themselves over the eastern seas in search of trepang and tortoise -shell,
extending their voyages to the north - west coast of Australia , about Cape Lon .
donderry, and Admiralty Gulf ; they occasionally visit the north coast also, but I
have seen only one Badju prahu in Port Essington. They carry several small
light boats, from which they spear the turtle, which they also catch by means
of nets. They appear to be an enterprising people, and are remarkably quiet
in their manners.
 NAVAL CHRONICLE , 756

Bali. - The island of Bali lies immediately to the eastward of Java, from
which it is separated by a strait only three miles wide at its northern entrance.
Bali is about 200 miles in circumference ; a chain of mountains extends along
the north coast, from five to twenty miles inland, terminating in the Peak of
Bali ; and another runs in the same direction (east and west), about twenty- five
miles to the southward of the former ; on these mountains are severalextensive
lakes, the waters of which are used for irrigation , rendering this one of the most
fertile islands in the Indian Archipelago ; the population is about 700,000. The
Balinese have hitherto maintained their independence.
Bali is divided into eight states—of these, Badong on the southern extreme
of the island , although one of the smallest, enjoys the most extensive commerce ;
this state consists of a peninsula, containing about 50 square miles, joined to
the main by a low neck two miles wide, with about the same extent of territory
on the main land. During the south-east monsoon ships anchor on the west
side of this isthmus they lie here perfectiy sheltered from the prevailing winds ;
but a long swell coming from the Indian Ocean often interrupts communica
tion with the shore. During the westerly monsoon , ships lie on the other side
of this isthmus, where they can haul into a very snug anchorage between two
reefs. An European mercantile house, the head of which is an Englishman , is
established here, and the trade is chiefly in its hands, although an agent of the
Dutch Commercial Society also resides in the place. The chief portion of the
produce of Badong, consisting of rice, coffee, and tobacco, is exported to Singa
pore, the return cargo being composed of European manufactures, opium and
Chinese coin ; an intercourse is also maintained with our Australian colonies
and the Mauritius, by means of British vessels which export rice, coffee, Indian
corn, catile, and pigs; ahout 4,000 tons of rice are annually exported from
Badong, a considerable portion of which is collected in small vessels from the
other states; Badong is the only port in Bali frequented by European ships.
The ports next in importance to Badong are Bliling on the north, and Karang
Assam on the east coast; these, together with many smaller ports on the north
coast, are visited by many vessels belonging to Chinese of Java , for the purpose
of obtaining rice, cotton , and tobacco ; but the trade is principally in the hands
of the Bughis, whose prahus swarm upon the coast, bringing goods direct from
Singapore. A considerable quantity of coffee is carried toSingapore from the
north coast of Bali , the greater portion of which is smuggled from the eastern
districts of Java, where coffee is a government monopoly ; the revenues of the
native ports are generally farmed by Chinese, there being many traders of that
nation on the island .
Although Banyu Wangi, the easternmost settlement of the Dutch on Java
is only three or four miles distant from Bali, very little commercial intercourse
exists between them . The cultivation of coffee in the eastern districts of Java
has lately been greatly increased, the whole of the produce being claimed by
the goverment at a fixed price. When I was at Banyu Wangi, in the early
part of this year, three Dutch ships from Europe of 800 to 1,000 tons burthen ,
were lying there, taking in cargoes of coffee.
( To be Continued .)

The North-West Passage.

Manse of New Luce, by Glenluce, Nov. 23rd, 1840.
Sır.—Having seen lately an extract from the Quarterly Review , concerning the
practicability of the North -west Passage; and knowing thatyou have long taken
a warm interest in that subject, I beg leave to inform you that, I was surgeon
in a whale-fishing ship, thé Lion of Liverpool, in the North Seas, between
756 NAVAL CHRONICLE .

Greenland and Spitzbergen , during the summers of 1799 and 1800 ; that in
1800 we found our ship in 81° 41. ofN. latitude, and in 11 ° E. longitude of
London .
In this high latitude, we saw very little ice, after we passed the island of
Spitzbergen ; and indeed, no ice of consequence to interrupt our sailing north,
as far aswe could discern from themasthead ; but seeing only few whales there,
we turned back toward the south in search of them .
Our officers thought they could have easily carried the ship to the North
Pole; and they were fully persuaded that a communication exists between the
North Sea and the Pacific Ocean, (at Bherings Straits, or somewhere else, )
from a steady current, which runs nearly from north -east to south -west ; by
which current the pieces of ice are closely packed together upon the coast of
Greenland, which makes it dangerous for ships to approach the said coast ; and
the same current opens up the ice, on the western coast of Spitzbergen .
Should any further steps be taken in this matter, itwould surely be desirable,
both in a scientific and national view , to go to the North Pole itself; and withal,
to sail along the west coast of Spitzbergen, which is in general safe, would be
the nearest way of reaching the Pacific ocean , by Bherings Straits.
I have been clergyman in this parish of New Luce for upwards of thirty
years ; and , nothing could have induced me to trouble you on this subject, but
a desire to promote the public good , and I hope you will excuse me.
You will be pleased to observe that, although we found the sea almost clear
of ice where we made the observation, in the summer of 1800 ; it by no means
follows that it should be always so, for the ice is shifted by winds, tides, and
currents; and I may add, that the positions of pieces of ice are also affected by
the power of attraction; and the reason that ice is in general formed first near
the land is, that the water is there sinoother.
I have the honor, &c .
To Sir John Barrow . W. McKERGO.
[ * Sir Edward Parry reached 82° 35 '. ]

H.M.S. SAMARANG.-By accounts just received from Sir Edward Belcher we

are happy to find that, the recent reports, respecting the loss of this ship, have
been greatly exaggerated. It appears that the Samarang had arrived in the
river Sarawak from Singapore, after considerable difficulty from the perfect in
utility of the charts ; and Sir Edward having visited the Dyaks, antimony mines,
gold washing, & c., was moving on to Borneo Proper, in company with Mr.
Brooke, when in going down the river, unhappily the Samarang touched on the
edge of a bank, fell over and filled. There was no doubt of the ship being re
covered unhurt when the accounts left, but the inconvenience arising from the
accident will be great, and losses avy. It is, however, gratifying to find that
the chronometers and most of the instruments, which we perceive have been
valued in the public prints at £ 35,000, were landed without injury . It was
expected when the accounts left that the ship would be afloat in three days.

BOTTLE PAPERS .
(Continued from p. 627.)
London Ducks, Oct. 12th, 1843.
Sır. - The enclosed was picked up by me in latitude 10° 25' N., and longi
tude 14° 45' W., near the river Broat, on the west coast of Africa, on the 28th
of July, 1843.
I am, &c. ,
Thos. Flight,
To the Editor, &c. Commander of the brig Nunez .
 NAVAL CHRONICLE . 757

“ Kinnear, from Sydney, New South Wales to London , 1843,

latitude north 6 ° 6', longitude west 24° 29'.
“ This bottle is thrown overboard to ascertain the course of the current by
“ Henry Kelsall, M.D. , Surgeon R.N.,
Passenger in the Kinnear.
“ Have the kindness to forward this paper to the Editor of the Nautical
Magazine, London, informing him where and when the bottle was found .”
[ We have inserted above the contents of the paper sent to us by the Com
mander of the Nunez. Mr. Kelsall, will , perhaps, be so good as to send us the
date when the bottle was ' thrown overboard, which, unfortunately has been
lost. )
The following are notices of the William Torr's Casks in our Bottle Chart.
Hull, August 27th . — The Antilles arrived here to- day from Venice and
Trieste * On the 17th ult. lat. 46° 11 ' N. , long. 17 ° 30' W. , picked up
a large oil cask branded “ William Torr,” supposed to belong to the missing
whaler.
Quebec, October 12th. — The Vigilance, Spence, from Riga to this place,
picked up a cask of oil marked “ William Torr, " in lat. 52° 40' N., long.
36° 27' West.
Yarmouth . November 8th . — The Wisbeach arrived here, picked up a large
blubber cask , with several pieces of blubber in it, marked " William Torr,” in
lat. 48° 45' N. , long. 38° 34' West.
Greenock . – The Francis arrived here from Mobile, on the 2nd instant, lat.
55° 5' N. , long. 19° W., picked up a cask about two-thirds full of blubber,
branded on each end “ William Torr,” - scratched mark 205 gallons. The
cask is pretty much scratched , apparently by ice , and two of the iron hoops are
gone. As there were few barnacles sticking on the cask, it is supposed not to
have been long in the sea. The Francis passed next day what appeared to be
the one-half of a large and fragnients of boats, & c ., but as it was blowing
hard at the time, could not ascertain any thing about them . - Shipping Gazette,
February 21st, 1837.
Greenock.- Arrived here this day ( March 21st,) the Tropic, (Jackson , ) from
Mobile. On the 16th picked up in lat. 55 ° 15' N. , and long. 10° 20' w .,a
cask of blubber branded on both ends “ William Torr," scratched on the bilge
145 , was covered all over with barnacles, had lost two hoops, and is about two
thirds full . - Constitutional, March 25th, 1837.

NAUTICAL NOTICES.
Rawson Shoal, China Sea.- TheChristopher Rawson of London , was lost
on the 2nd May, on a bank in the China Sea, bearing E.S.E. from Pulo Sapata
about twenty miles. It has about 14 feet water over it . The vessel after strik
ing gotoff again , but went down in about two hours.
A shoal is laid down in the chart of the China Sea, a few miles to the west
ward, with the position marked doubtful, and which is no doubt the Rawson's
Shoal.

Coast of Morocco.-In consequence of several boats' crews having landed

lately, from shipping of various nations, on the open coast of Morocco or West
Barbary, in search, it is supposed, of water, or other provisions ; the Moorish
authorities are desirous that all persons be cautioned that it is not only against
the law of this land, and against the sanatory regulations to embark on any
part of the coast, in places where there is not a port open for their reception,
but that, in consequence of strict injunctions given to the people of this country
758 NAVAL CHRONICLE .

by their government to prevent any persons whatever setting foot on land, or

approaching near to it on the opencoast, the lives of those who infringe the
laws in such respect are exposed to danger.
The undersigned feels it, therefore, his duty to give allthe publicity he can
to this notice, for warning all commanders and masters of vessels, and especi
ally those navigating under the flags either of the United Kingdom of Great
Britain and Ireland, or of the kingdom of Hanover, or of the Hanseatic Re
publics of Lubeck, Bremen , and Hamburg, not to venture, upon any account ,
to land, or allow any person under their care or orders to land, or approach
within musket shot of the coast of Morocco or West Barbary, excepting within
the harbours of any of the well- known ports of this country.
E. W. A. DRUMMOND HAY,
Tangiers, Sept. 15, 1843. Her Britannic Majesty's Consul-General, 8c.

Light op Terikuten . — The newly -erected Strand Light on the Western

harbour dyke of Terikugen, is placed S.b.E. E. of the steeple of Middleburg,
and W.b.S. of the Osseniss, by uncorrected compass, and will, for the first time
be lighted on the 15th instant, and be kept burning the whole of the night,
showing a fixed clear light. - Shipping Gazette.

Trinity -house, London, Oct. 17, 1843.

Galloper Light-Vessel. — Notice is hereby given, that the Galloper Light
Vessel ( which is at present under repair) will, on resuming her station in place
of the temporary light- vessel now moored thereat, exhibit Two Red Balls, one
at each masthead. The appearance of the lights from this vessel during the
night will remain as heretofore.
Swin Middle Light-VESSEL . — Masters of vessels, pilots, and others, are re
quested to observe that the vessel now at this station has One Mast only, but
that the light exhibited therefrom revolves as heretofore.
J. HERBERT, Secretary.

Shoal BETWEEN GOTHLAND AND OLAND.—The Board of Admiralty hereby

make known that, in consequence of it having been communicated to them
that a shoal had been discovered between Gothland and Oland, in lat. 57 ° 33'
N .; and long. 35 ° 48' E. of Ferro, with four fathoms water on the shoalest
place, they have had the said shoal explored,and find it to be situated in lat.
57° 33' 30 " N. , and longitude 35° 32' E. of Ferro, or 81 English miles more
westward than the first mentioned , and with 61 fathoms on the shallowest
place. This shoal, with a gradually increasing depth to 8 fathoms, is in length
from north to south 4} cables length , or 1400 Swedish ells , and in breadth from
east to west of 2 } cables length, or 700 Swedish ells ; and on the north and
south has a long rocky shoal to 12 fathoms depth, especially in the south, and
it is more suddenly deeper on the west side of the main shoal. The place
where the first mentioned shoal was said to be was also surveyed, and on it a
depth of 54 to 69 fathoms was found ; but from communications received it is
probable that a shallower part may be somewhere in the neighbourhood ,
although, notwithstanding much pains has been taken, it has not yet been dis
covered . In the mean time the Admiralty has thought it right to make
known the discovery of the said shoal, also the communications ; and that, it is
probable from a further survey , a shallower part may be found. — Translation
from the Swedish Gazette, Stockholm , 25th August, 1843.
[ N.B.—The fathoms are Swedish . ]

Wreck AGROUND IN BANCA Strait.- Extract: - On the 17th of August

at noon , I sent a boat to examine a wreck, which turned out to be an English
 NAVAL CHRONICLE . 759

barque, with lower mast heads above the water, in 7 fathoms, in latitude by
observation 3° 27' S., longitude nearly 106 ° 14' E., Lucepara Island bearing
N.b.W. 13 or 14 miles. As this vessel lies in the direct course of ships entering
or leaving Banca Strait to the southward the earliest notice of her position to
navigators is desirable.

Hydrographic Office, Oct. 12th, 1843 .

Light on Cape CARVOEIRO.—The Portuguese Government has given notice
that a revolving light has been established on Cape Carvoeiro in lieu of the
former fixed light on that Cape.
The period of revolution is two minutes. The heightof the light is 182 feet
above the level of the sea ; it stands in lat. 39° 21 ' 8" N., and long. 9° 24' 16''
W. , and is visible at the distance of 5 to 6 leagues.

Hydrographic Office, Oct. 12th , 1843 .

CRONBURGH Light.— The Danish Government has given notice that the
improvements in the light of Cronburgh Castle, alluded to in the notice from
this office,dated Sept. 7th , 1842 , have been completed ; by which the light is
rendered visible at the distance of 3 to 4 leagues.
FALSTERBO Light.—The Swedish Government has given notice that a fixed
light from lamps has been substituted for the coal fire light previously in use
in this light- house, in pursuance of arrangements alluded to in notices from this
office, dated 5th July, 1842, and the 2nd of January last.

PIRATES ON THE COAST OF BORNEO .

From the Singapore Free Press.

On the 15th ult. we mentioned that the boats of Her Majesty's ship Dido,
Captain the Hon . H. Keppel, had several times encountered pirates on the
coast of Borneo, and that on some of these occasions considerable execution had
been done. The Dido has since returned from Borneo, and we learn that her
operations were more extensive and systematic than what we then imagined
them to have been. We are enabled to give a detailed account of the proceed
ings adopted by Captain Keppel, which we have no doubt will prove highly
interesting. Were as vigorous measures adopted towards the pirates in our
immediate neighbourhood, the same good results would flow from them as we
have no doubt have been produced in Borneo.
On the arrival of the Dido off the coast of Borneo in the beginning of May
last, the ship's boats were despatched under Lieutenant Horton , with orders to
visit the islands of Marundum and South Natunas, and join the Dido at Sarawak .
The party was accompanied by Mr. Brooke, who, from his thorough knowledge
of the Malay language, as well as his acquaintance with the appearance of the
piratical boats, was a valuable addition to the party.
This party on arriving off Marundum, suddenly came on five large prahus
with several smaller boats, each prahu rowed with about 40 paddles, with from
60 to 70 men, and they were well armed with guns, and other firearms. The
pirates did not allow the Dido's boats to close, but cutting their boats adrift
they made off, firing at the same time, and being followed by the men -of- war's
boats, who returned their fire, but through their extraordinary swiftness in
rowing they made their escape in the direction of the Natunas . On the follow
ing night the Dido's boats arrived off the south coast of Pulo Serhassen , where
they anchored, and next day six prahus came towards the boats, beating tom
toms, and making every demonstration for fighting: The British boats ( three)
formed abreast and advanced, the prahus still coming on cheering and beating
760 NAVAL CHRONICLE .

their tom -toms, and at the same time the pirates detached three of their smallest
boats in shore to take the English boats in flank, and cut off their retreat. Mr.
Brooke observing that they were not the regular piratical craft, and supposing
that they might be the inhabitants of the island, held up a white flag of truce
on his spy -glass, but they disregarded this, and when they had come within a
distance of about 150 yards, a smart fire was opened from all the six prahus
as well as the shore, which was then returned by a destructive fire of grape
and canister and small arms.
The pirates on this ceased to advance, but continued firing for some ' minutes
afterwards, when one of the prahus gave in and asked quarter, and the other
tive, chased by the two cutters, made for the shore, keeping up a fire to the
last. The pinnace took possession of the prahu that struck, and the others were
likewise taken possession of, which latter all proved to belong to the island,
mounting three brass guns each, with a crew of 30 men , well armed with mus
kets , spears, and cresses. The prahu that first struck was the same size as the
others, and was ascertained to belong to a rajah at Rio, by whom it bad been
sent to collect tribute. The pirates declared that their attacking the English
hoats was an accident, as nothing would have induced them to fire on the
British flag had they made it out, but that the rising sun was in their eyes, and
they did not discover their mistake till after they had commenced the action,
which they continued in despair of receiving quarter. Ten dead men were
found in their boats, four mortally and eleven severely wounded, and several
others were carried on shore by their friends before the boats were taken pos
session of. As their story was plausible, and they had suffered so severely,
Lieutenant Horton thought it right to release them with a caution .
Their plan of attack had the appearance of having been arranged by some
one experienced in such warfare, and they afterwards admitted that they had
200 men concealed in the jungle ready to attack the British had they attempted
to land .
In rounding . Tanjong Datu on the 9th of May, the Dido came upon three
suspicious-looking prahus, whom she chased into a small rocky bay, but, owing
to a strong current keeping the ship in such a position that she could not get
her guns to bear, the pirates succeeded in escaping, the Dido's boats being
absent on the service above-mentioned. From the description, they appeared
to belong to the same fleet as the five prahus encountered by the boats off
Marundum .
On the 17th of May, Mr. Brooke having lent a boat, Lieutenant Hunt with
twelve seamen and four marines was dispatched in it to cruise off Cape Datu
and protect anyvessel that might arrive. About 3 o'clock on the morning of
the 21st, while they were at anchor off the Cape, it being very dark , they did
not perceive two prahus, who rounded the point within 30 yards of them , and
immediately assailed them with shot, and musketry, and a shower of stones,
and even after a 10 -pounder which was in the boat had been brought to bear,
they persisted in the attack until a round of grape swept off the men from the
paddles on one side of the nearest prahu, when one ofthem thonght fit to sheer
off, and the crew of the other jumped overboard, and were nearly all shot in
the water. The other boat succeeded in escaping , having been taken in tow
by a third large prahu. The slaughter amongst the pirates in this case must
have been very considerable , but neither in this nor any of the previous fights
were any of the Dido's men hurt.
Being aware of the dangerous extentto which piracy was carried on with
impunity on the coast of Borneo, and also considering ihe number of British
vessels that must annually pass the island on their way to China, as well as the
extensive trade carried on between Borneo and Singapore, Captain Keppel
made enquiries with the view of making such an example of some of the worst
of the pirates as would have the effect of making them respect the British flag
at least. He ascertained that the most formidable came from the Seribas
River, situated about 50 miles to the north - east of Sarawak, who were repre
 NAVAL CHRONICLE . 761

sented as at once the scourge and dread of the coast, acknowledging no superior
power, although their settlement formed part of the Sultan of Borneo's territory.
They were in three divisions, living up three different branches of the same
river, and were composed of a mixture of Malays and Dyaks, and united could
send to sea a force of 120 war prahus, carrying from 40 to 100 men each. They
lived high up the river in strongly fortified positions, and although they had
been besieged several times by the united forces of the surrounding rajahs, they
had never been conquered. Their piracy was represented as being of a much
worse and more cruel nature than that of the Saloo or Lanoon pirates, as the
latter preserved the lives of their captives and sold them as slaves, whilst the
Seribas pirates never gave quarter, looking only for heads and plunder, the
Dyaks’ share being the heads, and the Malays getting the plunder.
On receiving this information Captain Keppel resolved at once to attack these
pirates in their strong holds, and by burning and destroying their forts, war
boats, and houses, and laying waste their country, teach them what they might
expect should they again attempt to molest a vessel under the British flag.
Lieutenant Horton was accordingly directed to fit out the Dido's boats, as well
as that borrowed from Mr. Brooke, and a tope was procured to carry a month's
provisions for the expedition. All the adjoining chiefs applied to be permitted
to send boats to join the force, and as Captain Keppel thought they would he
useful in destroying fruit trees and molesting the pirates in the jungle, their
request was acceded to,
On the morning of the 6th of June , Lieutenant Horton entered the Seribas
River, with a force of 95 officers and men from the Dido, followed by about
300 natives, with orders to carry into execution the plan Captain Keppel had
proposed. The three settlements of the pirates were at Paddie, Pakoo, and
Rembas. Of these Paddie was the principal and furthest off, being situate up
wards of 100 miles from the mouth of the river ; the other two were nearly the
same distance up different branches of the Seribas ; the first branch, leading to
Rembas, turned off to the left about 40 miles from the entrance, and the second,
to Pakoo , about 20 miles further up on the same side. One difficulty which
the boats had to guard against, after passing Boling was a bore, which was said
to roll in with a terrific rush with the first of the flood tide, and to avoid which
it was necessary to anchor the boats at particular spots, and await its arrival,
so that it was the afternoon of the 11th before they appeared before the forts at
Paddie, which they found situate on an elevated tongue of land formed by the
river branching off to the right and left.
Just within point blank range of the first fort (which commenced firing on
our boats the moment they hove in sight) was a strong barrier of large trees
drawn across the river, which detained them for a little under the fire of the
enemy, during which time we had three men wounded without being able to
bring the gun to bear. The barrier was, however, cut through, and a party
landing from the lighter boats, the three forts were quickly carried ; and our
native followers arriving soon after, the village was pillaged; and by eight o'clock
the whole country for a mile round was one continued blaze. No prisoners
were taken , and the killed and wounded were immediately carried off by their
friends. The news of the approach of the British force having reached them
several days before, they were enabled to remove all their valuables, together
with their women and children . The next morning was employed in cutting
down all the cocoa- nut and fruit trees, and burning and destroying war-boats,
grain , &c.
In the afternoon Lieutenant Horton, leaving a strong guard, proceeded 12
miles up the left hand branch of the river towards the Dyak village of Lyai,
the Malay part of the population living at Paddie. After dark the Dyaks came
down in great force, iling the expedition on all sides from the banks with
spears, stones, and occasionalmusketry , and delaying their progress by cutting
down large trees across the river, which here grew very narrow and shallow .
The night being both dark and rainy, they anchored about midnight opposite
ENLARGED SERIES. NO . 11. - VOL , FOR 1843 . 5 E
762 NAVAL CHRONICLE .

a clear spot at the bend of the river close to the outskirts of the village, and,
having landed themarines as a rear guard, the party took up a defensive position
until morning. During the night they were repeatedly attacked by the Dyaks,
who came down in large force under shelter of the jungle, when they would
have burst suddenly out, uttering their war yells, within pistol shot of the boats,
and assail them with stones and spears ; but they fortunately did little or no
harm to the invading force, while they must have lost numbers from the deadly
fire ofmusketry, as well as grape shot, that was poured upon them. One ma
rine only of the Dido's party was badly wounded by a musket shot; but it was
their last hope, our boats then being close to the village containing their goods,
wives, and children .
At daylight they came down with a flag of truce, offering to come to any
terms, which was accepted , the severe lesson they had received being taken into
consideration . The chiefs then came down and agreed to abstain for ever from
piracy ; but, although they were the principals of the Seribas pirates, still they
were forced to admit that they had not sufficient control over the other tribes
to become responsible for their good behaviour, so that Lieutenant Horton
visited both the settlements of Pekoo and Rembas, inflicting on them the severe
lesson which he had bestowed on the pirates at Paddie. Although both these
places were larger and equally as well fortified as Paddie, they were so panic struck
by the news that had reached them that they made no attempt at defence, but
suffered considerably more from the English followers, who had been greatly
reinforced by 900 Dyaks from the River Singar, and the consequence was, that
many more lives were lost on the part of the natives.
Never had any race of people less excuse for piracy, as it is impossible to
imagine a richer or more beautiful country, or one more gifted by nature . The
houses were full of grain, the whole country studded with cottages and fruit
trees, all of which were destroyed, and their poultry , goats, and bullocks carried
off, and upwards of 40 war boats burnt. One new boat measured 92 feet in
length. Many iron guns were taken and a few brass lelas, but there must have
been many hid, which our people were unable to find . Four prisoners were
taken at Rembas, who are to be held as hostages until the chiefs have fulfilled
their promise of meeting the Sultan of Borneo at Sarawak , and there entering
into solemn compact, after their own fashion, to abstain from piracy, a business,
the superintendence of which Mr. Brooke has kindly undertaken .
It appears from the evidence adduced by Captain Keppel before the Court
of Judicature on the Admiralty side since he arrived here, with the view of
enabling the officers and men belonging to the Dido, who were engaged with
the pirates,to claim head money under the act 6 George IV., c. 49, and that
on the 22nd of Maytwenty-three pirates were killed , and the aggregate number
of the crews of the two vessels which attacked the Dido's boats on that occasion
could not have been less than sixty -seven , and for these the Dido's officers and
men are entitled to receive 201. for each head of the killed , and 5l. for each of
the others, so that they will receive altogether 795l.

ON THE LOSS OF STEAMERS.

Sept. 8th, 1843.
MR. EDITOR.-In your number of last month, I see the affecting nar
rative of the wreck of the Pegasus steam vessel, accompanied by a letter
making some general and suitable observations, with suggestions of
plans , good as far as they go, for adoption , in order to lessen the dis
asters, which , on several occasions have befallen steam vessels. But
what to some nautical men seems the main , if not the sole cause of the
loss of life, in this and the similar case of the Solway , is, not at all
 NAVAL CHRONICLE . 763

adverted to ; viz , : that steam vessels striking on rocks, when at full

speed , in the very nature of things, must, almost inevitably be supposed
to sustain such an extent of injury as to make it the imperative duty of
every wise and prudent commander, with such examples before him ,
previously to reversing the engines, to examine the damage inflicted
on the bottom of the vessel, as the neglect of this salutary precaution ,
nine times out of ten , under similar circumstances, it is feared may pro
bably lead to the same awful and sudden disasters by the vessel imme
diately sinking , on being got afloat.
It has been remarked , by a naval officer, writing on the same sub
ject, in the Times newspaper, of the 1st of August , that “ the effort to
back off the Columbia at once, providentially failed, and thereby, her
passengers and crew, were afforded the means of saving their lives . "
Now, Mr. Editor, as far as I am aware, and I have taken in the
Nautical from its commencement, no observations of similar tendency
to those above having ever appeared in your useful and widely circula
ted pages , I am induced to trouble you with them, humbly hoping they
may prove useful suggestions , to surviving commanders of steam vessels,
who in future, may have committed to their charge, respectable, but
helpless and confiding passengers, good officers and crews, and valuable
property ; but who, possibly are of the same , as some humbly conceive,
erroneous judgment, as the one alluded to, and who appear to have
been , the undesigned cause of so much disaster, and painful distress.
STERATUS.

Local Attraction. We give the following as we received it, that it may

serve as the warning to others, which the writer wished it to convey. The effects
might have been anticipated . " I sailed from Hull to St. Petersburgh, loaded
with goods and machinery, lead , and 12 tons of best steel. In going across the
North Sea towards the Scaw, I found the ship 20 miles to the eastward in one
day's run , with a S.S.W. wind; shipgoing 64 knots at the time, and steering very
well, I could not account for the reckoning being so far out of the way. When I
got in the Cattegat, I was obliged to cometo an anchor, being calm and a strong
current from the south . The sun set clear I took an amplitude and found the com
pass to be correct or nearly so ; when I got in thc Baltic Ifound the course
steered would not take me from one head land to the other. I thought there must
be something the matter with the compass, otherwise the binnacle ; I got up
another compass but found it the same. I then took it on the main deck and found
two points difference from the one in the binnacle . I took it on the forcastle,
and found one point difference from the one in the binnacle. I took it on the
tafrail and found it to be the course I wanted ; the ship going at the time along
the land about east the direct course, when E.b.S. I S. A thought came into my
head I had 12 tons of steel, and the most part of it stowed in the after hold. Í
make this observation, merely to warn my brother seamen when it falls in their
way to have a cargo like the one I had on board.
June 6th , 1843. Robert Haigh, brig Aire of Goole .

The CYGNET, has been (per lunar months) 34 years in commission ; and
during her three years on the coast has been actively cruising or blockading
the whole of that time, with the exception of a few days at St. Helena and
Ascension, during which period she must, having been constantly at sea, have
traversed at least 70,000 miles. She has captured some of the fastest slavers
on the coast, and chased many others off her station , compelling them , in some
instances, to throw everything overboard, even to starting their water to effect
their escape. The Cygnet has been remarkably healthy, and not a single death
 764 NAVAL CHRONICLE .

has occurred from the fever of the country, although exposed to six rainy
seasons, in the Bight of Benin , the most unhealthy part of the coast. This may
in a great degree be attributed to her roomy and well ventilated lower deck,
being, on most occasions, enabled to keep the scuttles out both day and night ;
whilst the Rolla, Buzzard, Lynx, Forester, and Saracen , suffered dreadfully
from want of proper ventilation. Most of these vessels had one or two Com
manders, and almost a complete change of their officers and crew during the
three years.
The Cygnet has returned to England in consequence of her lower masts and
bowsprit (which are too slight, and were originally indifferent spars) being
sprung, and lower rigging rotten from constant wet. The topmasts are reefed,
supported by a shore under the heel and chain slings through the fid -hole, so
that she is enabled to carry all her sails, with the exception of the reefs in the
topsails, whilst the sprung masts are of course greatly relieved. The squadron
are in general healthy, though some deaths had recently occurred . Since the
new Portuguese Treaties have been in force the slave trade is quite at a stand
still. We have been cruising for six months at a time, without even seeing a
sail, and some of the cruisers have not made a single capture since they have
been on the station . On this peculiar service, unless Jack has plenty of chasing
to keep the devil out of his mind the Admiralty will do well in ordering cruisers
to England every year to refit ; the monotony at present is scarcely bearable.

PROCLAMATION ISSUED BY THE IMPERIAL COMMISSIONER, &c.

In a manifesto, couched in the bigh - flown phraseology of their country, the
imperial Commissioner Keying, the Governor-General Kekung, and the
Governor Ching -yuet-sai, expatiate on the condesending benignity of their
“ august Sovereign ,” in deigning to " cherish tenderly men from afar .” They
also proinise that the treaty shall be observed with fidelity, and protected from
evasion by the Majesty of the Emperor.
“Henceforth , ” says the Chinese proclamation, “ the weapons ofwar shall
for ever be laid aside, and joy and profit shall be the perpetual lot of all ; neither
slight nor few will be the advantages reaped by the merchants, alike of China
and of foreign countries. From this time forward, all must free themselves
from prejudice and suspicions, pursuing each his proper avocation, and careful
always to retain no inimical feelings from the recollection of the hostilities that
have before taken place ; for such feelings and recollections can have no other
effect than to hinder the growth of a great understanding between the two
people ."
With respect to such of the Chinese as had assisted the English , the following
passage of the proclamation shows an extraordinary change from the cruel
proceedings to which they were formerly subjected. This is another proof of
the persunsive power of Sir Henry Pottinger.
“ As to those natives of China who, in past days, may have served the English
soldiery or otherswith supplies, and may have been apprehended in consequence,
the High Commissioner has obtained from the good favour of his august Sove
reign , vast and boundless as that of the Heaven itself, the remission of their
punishment for all past deeds, and any such who may not yet have been
brought to trial are, therefore, no longer to be sought after ; while all who
may have been seized and brought before Government are granted a free
pardon ."
The proclamation quaintly concludes :
“ From henceforward amity and goodwill shall ever continue, and those
from afar and those who are near shall perpetually rejoice together. Such is
the fervent hope of the High Commissioner and his colleagues ; and in this hope
they command implicit obedience to what is now thus specially promulgated ."
By the proclamation of the Imperial Commissioner we observe that the trade
is to be opened to all nations, but whether other nations are to be permitted to
have Consuls at the five ports is not stated .
 PROMOTIONS AND APPOITMENTS. 765

PROMOTIONS AND APPOINTMENTS .

( From the Naval and Military Gazette.)
The following Officers have been promoted in consequence of the Queen's Maritime
Excursions.
ROYAL Yacht VICTORIA AND ALBERT. ATTENDANT SQUADRON .
Lieut. G. Snell , to be Commander . Com . W. J. T. Hood to be Captain .
Mates R, Coode and F. P. Warren to Lieuts. H. Jauncey and J. H. Weller
be Lieutenants , to be Commanders.
Sec. -Master E, W. Cox to be Master. Mates H. T. Veitch , H, Charlton,
Asst. -Surgeon H. A. Banks to be Sur and S. Pritchard to be Lieutenants.
geon.
PROMOTIONS. Mates—M . F. 0. Reilly to Excellent
-J . Corbet and A. Doyle to Star-J , R.
CAPTAIN - E . J. Bird . M. Byng to Locust — R . B , Beale and J.
COMMANDERS - G . Winsor - J. F. L. Cartwright to Caledonia – J. A. Bridges
Wood , A. M‘Murdo, J , Sibbald . and J. F. Tottenham to Hyacinth —T.
Lieutenants - H . Oakley , J , Dayman , Davis to Flamer .
P. Scott, T. E. L. Moore, E. Nicholls, T. SECOND -MASTERS - J , T , Sullivan to
P. Coode . Iris - G . Williams to Fox - W . Wilkin
PURSERS— E. S. F. Cheesman , E. A. son to Formidable - G . S. Hall to Flamer
Smith . SURGEONS-J . C. Folds to Star - E .
Jeffrey to Fox - H . Graham , M.D., to
APPOINTMENTS , Stromboli – A . Henderson M.D., San Josef
CAPTAINS— A . R. Sharpe, C.B., (1813 ) -A. M Kechine , M.D. , to Poictiers.
MASTERS -ASSISTANTS — T , Yeatman to
to go out in Medway steamer to hoist a Hyacinth - W . G. Aldrick to Warspite
broad pendant in Imaum at Jamaica – W. May to Star.
P. W. P. Wallis ( 1819) to Warspite - G . ASSISTANT - SURGEONS-J . M'Gregor to
R. Munday ( 1837 ) to Iris -- Sir H , M. Stromboli – A . Graham , M.D. , to Fox
Blackwood, Bart., ( 1837 ) to Fox - Lord W. M'Crea and H. M'Farlane to Hya .
Ingestrie (1827 ) to Meander - G . G. cinth-G . A , Nicholls, M.D. to Victory
Burton ( 1814 ) to Poictiers. H. W. Horsell to Talbot.
COMMANDER-W . Maclean ( 1841 ) to MIDSHIPMEN-C. Shipley to Excel
Apollo . lent-W . Peel to Cumperdown - D . C.
LieuteNANTS — W , Mould ( 1842) to 0 , Slaughter to Caledonia - W . Howard
Excellent - G . H. Clarke ( 1843), E. H.B. to Hyacinth- G . C. Lloyd to Eurydice.
Proctor ( 1841 ), K. E K , George ( 1843) VOLUNTEERS 1st Class-J . C. Riley,
to Stromboli , A. C. May (1838 ), and C. C , D , Robinson , H. Kelham, and H.W.
B. Warren (1839) to Star- R. A. Stew- Fenwick to St. Vincent– J. Bobbs to Cey
art ( 1839), E. Holmes (1841 ), and W.C. lon - W . Irwin to Hyacinth .
Chamberlain (1840) to Hyacinth - T . S. PurserS - G . Simmonds to Iris - H .
Hill ( 1833) to Inconstant - G . Sprigg to Price to Fox- G . S. Buon to Penelope
Curlew — C . Hadaway (1828) to Penelope F. Siddall to Stromboli .
A. La Touche ( 1840) and F G. Leigh NAVAL INSTRUCTORS- G . F. Parker to
( 1843) to Illustrious — R . D.White (1840 ) Tyne - A . Gerand to Monarch - W .
W. L. Lambert ( 1842) , and W. F, Par- Johnson to Indus – J . L. Hodgson , B.A. ,
kinson ( 1842) to Cornwallis - H . Bullock to St. Vincent
( 1843) to Madagascar - A . Little ( 1837), CLERKS — Warwick to Rose- Bowman
j , G. Bickford ( 1841), L. Heath ( 1840 ), to Tweed - Biddlecombe to Fair Rosa
and E. M. Mathews (1840) to Iris - C. J. mond - G . S. Singer to Flamer-J .
Postle ( 1836 ) to Flamer - J, S, Rundle Walker to Hyacinth .
( 1836), T. Tickle ( 1842), F. A , B. Craw SecretARIES - H . Hunt, to Commo
ford ( 1843), and F. P. Warren ( 1843) to dore A. R. Sharpe, c.B., at Jamaica - F .
Fox - W . Tringham , 1826) to be first of J. Fergen to Rear Admi. Bowles.
Victoria and Albert, and to command
Nautilus — D . Woodruffe ( 1828) to com
mand Albert — S. Morrish ( 1841 ) to Co GUARD,
Imaum .
MASTERS - W . Parsons to Iris -- G . Appoinlments — Lieut. C , G , Clarke to
Grant to Fox - W . P. Birdwood to Star. command Stag - J. S. Godden to station
766 MOVEMENTS OF THE NAVY .

at Shanklin - Lieut. J. O'Reilly (a) to drews to Dundalk-Com. A. Kellett to

Hamborough Head - Lieut. E. Stade to Waterford - Com . J. Nugent to West.
Pennant, port-Lieut. W, Sterne to Wexford
Removals — Inspecting -Com . J. An. Lieut. C. Bagshot to Youghal .

MOVEMENTS OF HER MAJESTY'S SHIPS IN COMMISSION .

AT HOME . ABROAD .
ACORN, 16 , Com, J. Adams, Sept. AGINCOURT, 72, Capt. H. W. Bruce,
28th , arr. at Plymouth , from Coast of May 28th , arr , at Macao from Manilla.
Africa, Oct. 5th paid off. AIGLE, 24, Capt. Lord E. Paget, Oct.
Belleisle , 72, Capt. J. Kingcome, 5th at Corfu .
Sept. 28th paid off at Plymouth . Beacon, sur, v. Com. T. Graves, Oct.
Cyclops, st, v. Capt. H. T. Austen , 5th , Smyrna .
Sept 28th paid off at Woolwich . Beagle , sur, v.Com , J. Stokes, July
Dee , st. v . Sept. 25th at l'ortsmouth . 29th arr. at St. Helena, 31st sailed for
Erebus, Capt. J. Ross, Sept. 23rd England.
paid off at Chatham . BelvidERA , 38, Capt. 'Hon. G. Grey,
EURYDICE, 26, Capt. Elliott, Oct. 7th . Oct. 5th , Malta.
left Plymouth for Cork , America, and CASTOR, 36 , Capt. C. Graham , Aug.
West Indies. 16th , arr, at Madeira.
FANTOME, 16 , Com , G. P. Haymes, CLEOPATRA, 26, Capt. Wyvill , August
Oct. 8th arr. at Portsmouth from South 1st, at Algoa Bay ,
America , 10th sailed for Chatham to be Cockatrice, July 3rd , at Monte
paid off. Video, 5th sailed for Buenos Ayres.
Grecian , 16 , Com . W. Smyth , Sept, Curacoa, 24, Capt, Sir T. Paisly, 16th
25th arr. at Plymouth to be paid off. June at Tenerife.
Hyacinth , 18 , commissioned at Sheer. CURLEW, 10, Lieut.-Com. G. Ross,
ness, by Com. F. Scott. Aug. 24th at Bahai.
MONARCH , 84 , Capt. S. Chambers, DevastATION, st. v. Com . Henry , 5th
Oct. 6th , arr. at Plymouth from Mediter- Oct. at Constantinople.
ranean , 11th sailed for Sheerness to be Dido, 18, Capt. Hon. H. Keppel, 28th
paid off. June left Singapore for China .
Penelope, st. frigate Sept. 22nd , arr. Dublin , 50, Capt. J. Tucker, June
at Spithead, 25th sailed for Plymouth. 5th at Valparaiso.
Rodney , 92 , Capt, R , Mansell, Oct. ESPOIR , 10, Com. A. Morrell, Sept.
2nd , from Cape of Good Hope , 3rd , sailed 5th , arr. at Seirra Leone, from Ply
for Portsmouth to be paid off, mouth ,
Talbot , 26 , Capt. Sir T. Thompson , Harlequin , 16 , Com . Hon . G. Has .
Sept. 20th left Portsmouth , 24th left tings, July 9th , left Singapore on a
Plymouth for Rio Janeiro. cruise .
Terror , Com , F. Crozier, Sept. 23rd , Hecla , st. v. Com , J. Duffil, Oct. 5th
paid off at Chatham . at Malta.
THUNDERER, 84, Capt. Pring, Sept. HERMES, st.v. Lieut. W. Carr, Sept.
25th, arr. at Plymouth from Mauritius. 12th , at Bermuda .
Tweed , 20 , Com . H. D. Douglas , Oct. HEROINE, 16 , Lieut. Stewart, July
13th , arr. at Plymouth from W , Invies. 20th cruising off Kabendah .
Virago, st. v. Com . G. Otway, Sept. Indus, 84, Capt, Sir J. Stirling, Oct,
22nd, left Plymouth for Mediterranean. 5th at Athens.
PORTSMOUTH , -In Port - St. Vincent, Lily, 16, Com . G. Barker, July 9th,
Warspite , Tortoise. In Harbour - Vic at the Mauritius,
tory , Excellent, Fox , Fearless , Emerald . JUPITER , tr. ship, Master Com . R.
PLYMOUTH .-In Harbour-San Josef, Fulton , July 27th , at Singapore
Endymion , Apollo , Tweed , Star, Linnet, Locust , st. v. Lieut .-Com . J. Lunn,
Peterel , Flamer, Echo, Confiance .-- In Oct. 5th Constantinople .
the Sound - Caledonia , Camperdown, MAGICIENNE, 24 , Capt. Warren , Oct.
5th , at Malta.
Magpie, st. v. Lieut.- Com . T, Brock ,
Oct. 5th, Athens.
 BIRTHB, MARRIAGES , AND DEATHS , 767

MALABAR, 74 , Capt. Sir G. Sartorius, SPITEFUL , st . v. Com. W. Maitland ,

Oct. 5th , Gibraltar. Aug. 11th at Singapore .
Medea , st. v . Com . F. Warden , Oct. THALIA , 36 , Capt. C. Hope, Aug. 4th ,
5th , Malta . left Singapore, for Calcutta.
MINDEN, Hospital ship, July 24th , THUNDERBOLT, st. v . G. N. Broke, 2nd
arr . at Hong -Kong , from Chusan, June arr. in Table Bay from Simon's
Modeste , 18 , Com . Baillie, Sept. 12th , Bay.
at Madeira on way to Rio, Vernon, 50, Capt. W. Walpole. Oct.
Queen, 110 , Capt . G. F. Rich , Oct. 5th at Malta .
5th , at Malta. Vesuvius, Lieut..Com , Ommaney, 5th
Racer, 16 , Com . A. Reed , Aug. 12th , Oct. at Athens .
arr, at Madeira from England. Viper, 6 , Lieut , J. Curtis, July 1st,
Rapid , 10, Lieut. Earle , July 20th , arr , at Monte Video, from Buenos Ayres
cruising off Kabendah. 5th , sailed for Rio.
SAPPHIRE, troop -ship, Mr. G. H Cole. Vixen, st, v. Com , W. Boyes, July
May 23rd , arr. at Macao from Amoy. 23rd , sailed from China .
SAVAGE , 10, Lieut. J. Bowker, 'Oct. WANDERER, Com . Troubridge, June
5th , Barcelona. 24th , at Singapore, July 9th , sailed on a
8cout, Com . J. Larcom , Oct. 5th . cruise.
Barcelona . WASP, 19 , Com . A. Drew , Aug. 4th ,
SIREN , 16, Com. W. Smith , July 24th , at Trinidad , sickly .
arr' at Madras, from Trincomalee , 25th , WINCHESTER , 50 , Capt. Eden, May
sailed for Mauritius. 15th , left Simon's Bay for the Mauritius,
SNAKE, 16, Com . Hon . W. Devereux, July 3rd, sailed for Bourbon ,
Oct, 5th at Athens,

BIRTHS, MARRIAGES, AND DEATHS.

Births. At Gosforth, Cumberland , Oct. 5th ,
Capt . J. C. Pitman , R.N., to Elizabeth ,
At Ostend , Sept, 23rd , the lady of W. daughter of Sir H. L , F. Senhouse , R.N.
H , Banks , Esq. Surgeon R.N. , of a son . At Freswick , N.B. , Oct. 9 , J. Jeffery,
At Southsea, the lady of J , Colwell , Esq., R.N. , to Mary, daughter of Lieut .
Esq . , R.N. of a son . Madley, R.n.
Sept. 16th , at Alloa, Mrs. Duncan , At Wisbeach , Sept. 28th , W. Whit
widow of the late unfortunate cominander ting, Esq ., of Thorney , in the Isle of Eley ,
of the Royal Mail Steamer Solway of a to Sophia, eldest daughter of Captain
daughter. Swaine, R.N.
Sept. 23rd, at Ostend, the lady of W. Lieutenant H. Warren , R.n. to Sarah ,
H. Banks , Esq . Surgeon , R.N., of a son . daughter of the late Capt. H. Biggs .
Oct. 7th , at Southsea,the lady of Capt. At Titchfield , Hants , Oct. 5th , B.
N. F. Edwards, R.N., of a son . Wickham , Esq ., R.N. , to Margaret Ann ,
At Jersey , the lady of Lieut. Hogge . eldest daughter of the late Capt, R. H.
R.N , of a daughter. Barclay, R.N.
In Stonehouse, the lady of Lieutenant At Luton , Sept. 28th , Capt. Hathorn ,
Walsh, R.M. , of a daughter. R.N., to Mary, daughter of the Rev. W.
M'Douell.
Marriages.
Deaths.
At Walton - on -the -Naze, Sept. 7th ,
Mr. John Hodges,'of University College, At Bath , Oct. 4th , Capt. W. G. Ro .
Oxford , late R.N. , to Eliza , youngest berts, R.N.
daughter of Mr. A. Lewin, ofWorming At Beacon Grange , Sept. 27th , Chas.
ford , Essex. Jones, Esq. , solicitor to the Admiralty,
At Wadworth , Oct. 18, Capt. J. C. aged , 77 years.
Ross, R.N. , to Ann , eldest daughter of Lately at Milford , Lieut. Mott, R.N.
T. Coulman, Esq., of Whitgift-hall, April 29th , at sea, Com. R. F. Cleave
Yorkshire . land, R.N.
At Langley, Norfolk , J. J. Foulkes , Oct. 11th, Capt W. Shallard , R.N. ,
Esq., to Mary , daughter of Rear.Adınl. Inspecting.Com . Coast Guard , Clifden .
Sir W.B. Proctor,
 768
True Ball at VALPARAISO–We perceive by a Valparaiso Mercury, which
has been forwarded to us, that Mr. Nouat has established a Time Ball at his
Observatory in the north -east angle of the Castle of St. Joseph, at Valparaiso,
for the purpose of enabling vessels in the Bay to rate their chronometers. The
time of its falling is not stated .

METEOROLOGICAL REGISTER,
Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory .
From the 21st of September, to the 20th of October , 1843.
Month
Week
Day

FAHRENHEIT WIND.
Day

BAROMETER . THERMOMETER , WEATIER .

.

In the Shade. Qua rter , Streng

9 AM. 3 P.M. A.M. P.M. A.M.P.M. A.M. P.M.

In.Dec In.Dec O 0 0 0
21 Th . 30.19 30.22 58 71 52 72 NW NW 1 1 bcmf bem
22 F. 30.42 30.48 58 69 52 70 NE NE 1 1 b b
23 S. 30.54 30.55 58 67 51 68 N NE 2 2 bc

obola
24 Su. 30-52 30:45 58 61 53 63 N N 1 bc

piala
25 M. 30.30 30.22 54 60 48 62 NW N 2 op ( 3 )
26 Tu. 30:15 30-09 51 56 45 58 N NW bc qbc

...
27 W. 29.80 29.74 48 52 40 53 NW NW 4 O bc
28 Th . 29-72 29.78 54 39 55 NW N b qbc

1
29 F. 29.95 29.99 56 38 57 NW NW bm bc
30 S. 29.82 29.84 55 63 48 64 SW NW 2 or 1 ) bo

I Su. 30.04 30.06 64 69 60 70 W W 5 qbc b

2 M. 30.04 30.09 62 62 56 64 SW NW or 2) bc
3 Tu . 30.16 30.14 55 63 50 64 SW SW 2 bc bc
4 W. 30.16 30:16 60 64 55 67 W W bc 0
5 Th . 30.12 30.09 57 66 54 68 S S b bc
6 F. 29.80 29.73 61 63 52 64 SW SW 4 5 o 0
7 S. 29.63 29.64 59 63 54 65 SW W 6 qber (1 b
8 Su. 29.40 29'65 60 61 58 63 SW W qbcp (1 ) qbc
9 M. 29.35 29.54 49 51 47 53 N NW (1 ) (2
qorbcm bc
10 Tu. 29.99 28.84 54 39 55 SW SW 2 or 4)
11 W. 29.25 29.19 59 58 47 61 SW SW or (1) (2) or ( 3
29:40 46 45 42 46 W NW 7 bc
12
13 F.
Th . 29.12
29.64 29.79 39 36 48 NW W 3 bcm1 ) 2)
qor bc
14 s. 29.74 29.81 38 49 36 50 NW bm bc
15 Su. 29.70 29.96 37 46 31 47 NW NE bm be
16 M. 29.65 89.65 34 43 28 NW b b
17 Tu . 29.27 29.26 42 45 33 46 SW NW qbop 1 ) bc
13 W. 29.82 30.00 38 46 37 47 NW NW qbcp (1 ) b
19 Th. 30.30 30.34 32 47 28 48 NW N bm bcm
20 F. 30-30 30.25 34 50 28 52 SW SW b bc

SEPTEMBER . - Mean height of the Barometer = 30 :181 inches ; Mean temperature = 61-5
degrees ; depth of rain fallen = 0.44 inches.

TO OUR FRIENDS AND CORRESPONDENTS .

MR . Mount at Valparaiso, will oblige us by marking in the plan of that har.
bour in our volume for last year, (p . 817 ,) the position of the Lighthouse.
Thanks to the COMMANDER OF THE Nunez for his attention ,

Hunt, Printer, Carlisle-street, Maida -hill.

 769

HYDROGRAPHICAL NOTES ON THE SOUTH - EAST Coast of Spain .

By Lieut. ( now Commander ) G. H. P. White, R.N.

[ We take this concise and useful information from the remarks of the Jaseur,
while under the command of Lieutenant White, during the years 1831-5-6-7 ,
and it is not without regret that we are prevented by the great expense attend
ing it, from giving our readers the benefit of the no less useful than well
executed views by which it is accompanied .]

Beating through the Straits with the wind at west. This can be
accomplished by any kind of vessel , line of battle ship included ; the
latter , however, should never attempt it except with a strong steady
breeze , and at spring tides.
As it is high water both at Gibraltar, and also in the Straits,* at
2 P.M. , at full and change , a vessel wishing to beat through , should
contrive, if possible, to be off Cabrita Point by the last quarter ebb , and
should she be a small vessel she should go inside the Pearl Rock, to
enabled her to be abreast of Pigeon Island , immediately the flood com
mences . Should the wind be strong and steady, and the flood tide
good she ought to get up to Tarifa in one tide, and there remain until
the next to cross over to Tangier Bay, unless she goes a good slant
from the northward . If she remain at Tarifa she must get under way
at the last quarter ebb , and stretch over to Tangier, where she will
meet the tide on the African shore , which will enable her to work
round Cape Spartel, the tide being the same on the African as on the
Spanish shore, and the former perfectly free from danger when to the
westward of Tangier .
Should a ship not get up to Tarifa the first flood tide, she can always
anchor on the Spanish coast ; one of the best spots is off the tower of
Gualmesi , about 4,4 miles from Tarifa where the ground is good ; the
Charts and Directions give an hour or two between the time of high -water at
the rock and in the Straits, but after three years' experience we found them invari
ably to agree , at the sametime remembering that the winds have considerable influ
ence in retarding or accelerating the time of high -water.
The Directory speaking of beating through the Straits with an easterly wind has
the following remark :- " It follows that a vessel with an easterly wind may beat
through the Straits into the Mediterranean , by keeping and tacking between the
two boundaries of the central or eastern current.” This is perfectly erroneous, for
a vessel may tack in the central current with the wind blowing hard from the east
for a month without getting an inch ahead . But, even under treble-reefed top -sails
by keeping close under the Spanish shore, and working with the ebb tide , she will as I
have before remarked, most probably get into Gibraltar, if required, in a few tacks.
It is also asserted in the same book that, there is always less wind on the Barbary
than on the Spanish shore . This is quite at variance with all experience. For
there is an old adage used by the seamen in those parts, which saith , “ That when
there is half a gale of wind on the Spanish shore, there is a whole one on the Bar
bary side.” This we have experienced. The central current setting into the Medi
terranean , sometimes after a long continuance of easterly winds sets to the west
ward ; but this is a phenomenon which rarely occurs, Extraordinary changes also
take place at times in the time of high water ; I have known the flood tide run un
til five o'clock P.M. on the day of full moon, when it ought to have been high water
at 2 P.M. These variations depend, there is little doubt, on the wind ; but so irre
gular is their results that it is almost impossible to form any correct theory concern
ing these anomalies.
ENLARGED SERIES.NO . 12.-VOL , FOR 1843 . 5 F
770 LIEUT. WHITE , R.N:, ON

land bereabout is high and precipitous with the tower above -mentioned
on its summit. On its eastern side is a small cove , with a deep valley
covered with orchards and gardens.
The anchorage in Tangier Bay , although very much exposed to east
and north - east winds, with a heavy sea at times, is, however, perfectly
safe, particularly when a vessel anchors well to the eastward , so as to
be sheltered by Point Malabat. The best anchorage is Cape Malabat,
E.b.N. A N .; custom -house west. Ships should always moor in this
bay during the winter months.
Beating from Tangier to Gibraltar, wind blowing hard from the
eastward . — To perform this a ship should get under way at the last
quarter flood , and stand across to Tarifa , or as far to the northward as
the wind will allow ; by the time she has arrived off Tarifa , she will
get the ebb tide, which , if strong, will more than likely, carry her into
Gibraltar in three or four tacks. Remember when working, particu
larly to the westward, make very short tacks, keeping very close to the
land on the inshore one.
When intending to anchor off the New Mole, with the wind at east ,
a ship should keep Europa Point, close on board , and be put under snug
but commanding sail , as it will be necessary to have every thing to
brace round at a moment's notice, taking especial care to keep as close
to the rock as possible. If this be not attended to, it will be more than
probable that she will be some hours beating about to gain the anchor
age . Top - sails, jib, and spanker are the most convenient sails to be
under, but it will greatly depend on the tide, for the flood sets from
Europa to Cabrita , in fact sweeping the shores of the bay ; therefore, if
with a flood tide, it be possible to keep her head towards the Mole with
fore and aft sails, particularly in a large ship, it would be advisable,
as she would then drift into her anchorage without the disagreeable
necessity of bracing round every minute to the flaws and puffs which
are extremely violent with a strong Levanter. Should it be ebb tide on
approaching Europa Point, and the wind at all to the northward of
east, carry all convenient sail, working over on the western or Alge
ciras side of the bay, where the merchant vessels usually anchor, you
may then shorten sail and run down under top -sails to the New Mole.
Bay of Tetuan. - A ship should never anchor bere except with the
wind at west, and directly it is inclined to come round to the eastward
start immediately, for should it blow from that quarter a very heavy sea
is thrown into the bay, and the wind from east seldom blows home ; it
therefore becomes often difficult to work off the shore. The ground is
very bad , principally sand , which shifts bodily, with a hard Levanter.
This is an excellent place to obtain provisions cheap ; good water can
also be procured here if required .
From Gibraltar 10 Malaga with the wind at west.- Start if possible at
half flood, which will give you the whole of the ebb, which sets to the
eastward , at the rate of two or three miles an hour. Steer direct for
Frangerola Point, * not paying any attention to the course you may con
With westerly winds, you will always find it calm or nearly so off Frangerola
castle, never mind this, but keep close in . When nearly off Molinos Point, put the
ship under easy sail, as you are certain when there to find the wind come off strong
from the north -west .
 THE SOUTH - EAST COAST OF SPAIN. 771

ceive right by the chart, as the current invariably on the south-east

Coast of Spain sets more or less off shore. With a westerly wind, you
cannot round Frangerola and Molinos Points too closely . You may
round Molinos within a mile and a half with perfect safety, when you
will see Malaga light-house distinctly. From that point keep the lead
going, as in winter months the sands at th outh of the per Godo
increase and extend considerably to the eastward . If it is intended to
anchor outside the Mole come to well to the eastward of the light - house,
if by night, this will always put you in a safe berth . By day anchor
with the lighl- house and cathedral in one, for should you anchor to the
westward of the light-house , the ground is not only bad but there is
scarcely room to get under way . Should the wind come on to blow from
the eastward this ought if possible to be done, although a vessel of war
in all ordinary cases of wind may ride perfectly safe to the eastward
of the light-house as here directed , as the ground is good , being stiff
mud mixed with sand . If you know the port, particularly if there be
a moon , run in to the Mole crossing the bar in 3 or 4 fathoms, taking
good care to keep the Mole head well on board as the water suddenly runs
shoal on the city side of the harbour.
The best way to moor within the Mole is either to let go small or
best bower, according to the wind , run out nearly a whole cable, then
let go the other bower and take it in as a stern cable, taking care while
you are runing in to let go the anchors as parallel to the Mole as pos
sible, as vessels are obliged to moor in tiers. You will thus have a
bower ahead and another astern , which will be sufficient security for
the summer months ; but in the winter take especial care whatever may
then be the state of the weather, to send the sheet cable on shore and
shackle it to one of the large rings on the Mole ; likewise lay out the
stream anchor on the starboard quarter to protect you from the westerly
winds. The easterly winds blow here with the greatest violence, and
you cannot be too careful in securing your ship against them .
The port of Malaga is formed by an artificial mole of about half a
mile in length , nearly at the extremity of which is a good lighthouse
with a revolving light, and also a battery mounting eight pieces of
brass ordnance. This Mole is still carrying further out .
All small vessels stationed on the south -east Coast of Spain, should
have strong chocks fitted in their stern ports for the convenience of
taking in cables or hawsers.
Good water can be had conveniently at Malaga by application to the
Captain of the port.
Never attempt to land in a Spanish port without being first visited
by the Pratique boat .
From Malaga to Gibraltar with a westerly wind.—To perform this as
expeditiously as possible, get under way a little before sunset when the
land wind begins to draw off, and under easy sail as the wind gene
rally blows hard off Molinos Point from north -west. The land wind
will more than probable carry you round Frangerola,* when past that
point, take good care to keep close in shore towards Marbella, as the

• In Frangerola Bay is good anchorage with westerly winds. Frangerola Point

W.S.W., and a little to the northward of the castle .
772 LIEUT. WHITE, R.N. , ON

wind during the night and generally early in the morning draws off
the land ; by so doing you will also get within the influence of the tides .
Should it be ebb when you get up to Europa Point, it would be hope
less except with a very steady wind to attempt to beat round , which is
very seldom the case when ihe wind blows strong from the west, for
then the eastern side of the rock , like the western during easterly winds,
is subject to violent squalls and puffs of wind , which completely frus
trate any attempt to get round . Put the ship therefore under easy sail
and lay to off and on until the flood tide makes, when you will get
round with perfect ease, and soon gain the New Mole.
Whenever a large ship, particularly a line of battle ship anchors off
the New Mole, she should take especial care to anchor as much abreast
of the Dock-yard as possible, that is, to the north - east of the New Mole.
A ship lying here ought always to be moored , and her best bower
should be let go well to the northward ; for if the wind suddenly shifts
round to east, in a sudden squall as it generally commences, she is very
apt to drive, before a second anchor can be let go.
One or two line of battle ships, and other vessels have been nearly
lost by not attending to this precaution. Remark (particularly in
winter) when you are close in under the land waiting for the breeze
coming off shore , which you are generally sure of getting , do not be
tempted to make much sail, particularly studding -sails, as at times the
wind comes off so strong , and so sudden, that it oftentimes becomes
requisite to close reef the top -sails ; if this be not attended to, a ship will
be very likely to lose her top -masts at the least.
The land and sea breezes on this coast are pretty regular during the
summer months, but in winter the land breeze is seldom strong except
after a fine day .
From Malaga to Almeria .-- If you start with a fair and steady breeze ,
run down parallel to the shore keeping about five or six miles off the
land or less during the day, as the coast is quite clear and bold until
you arrive off Los Llaños or plains of Almeria, which in thick weather
are dangerous being extremely low . On its south -west extremity is
the Morro Point, where stands the Castle de Las Guardas Viejas or the
Old Guard . From this Point the plains may be said to commence.
Point Elena the eastern extremity is low and dangerous, and has a reef
of rocks running out from it to the eastward . It ought not to be
rounded nearer than a mile and a half, always taking care to keep the
lead going, as the whole coast from it to Almeria is shoal.
The bay of Almeria is well protected from westerly winds by the
high bluff points of Torrejon , on which is a small fort and a flagstaff.
The best anchorage is in nine or ten fathoms close in under Torrejon ,
where you will lie as quiet as possible. The east wind throws in a
heavy swell, but there is no fear of a vessel , she having good anchors and
cables. Water can be obtained here, but with considerable difficulty,
as there is generally a surf on the beach . Almeria was once a cele
brated sea - port , but nothing but its dilapidated castle remains to
attest its former glories under the Moorish rule .*
We have here a vice- consul . The best time for getting into Almeria is from 10
3 in the afternoon , as during the heat of the day, the wind generally draws from the
southward ,
 THE SOUTH-EAST COAST OF SPAIN . 773

From Almeria to Carthagena with an easterly wind always work

up close in under the Cape , as the only danger is a sunken rock about
a mile distant , and bearing south from that headland . *
Carthagena . — This port is so well known by its excellent Spanish
surveys that I need say little about it, one or two remarks will
suffice . As the wind at night or until eight and nine in the morning
at this place comes always off the land blowing direct out of the har.
bour, a large ship should never attempt to run in until nearly mid - day
when the sea breeze sets in . Small vessels may go in at any time, as
they can beat up to the anchorage ; they may also when coming from
the eastward and with the sea breeze run through the eastern passage
between the Island of Escombrera and the main land. Water can be
procured for ships of war , by application to the Dockyard , but of bad
quality , being slightly brackish .
The roadstead of Valencia is represented as extremely dangerous by
the Mediterranean Directory: It is there stated " that the ground is
rocky and bad , and that it is highly dangerous to lay there during an
easterly wind.” Now , on the contrary, the greater part of the anchor
age is clear and excellent holding ground, being a stiff clay, so much
so that it required some trouble to purchase our anchor, after lying
there only two or three days ; there may be some rocky spots, but not
sufficient to prevent a ship getting a good berth. There certainly can
not be any doubt that during the winter months, Valencia must be any
thing but a pleasant road to anchor in, as it is perfectly exposed to the
north-east winds, but I should think except in a hard Levanter, a ship
of war may lie there in perfect safety .
The Bay of Alicante , which is of considerable extent, is formed by
Cape Santa Pola and Cape La Nuerta. The former is distinguished
by the tower of Alcora ; from it extends a reef to the eastward, about
half a mile , the latter at the water's edge is flat and low for a short
distance, when the ground suddenly rises into a whitish rock or stone,
on which is a tower . The anchorage although considerably exposed
to the east and south-east winds, is nevertheless very safe for ships of
all classes, even in winter, provided their ground tackle is good . The
bottom is seaweed and sand. Large ships should moor north -east and
south - west with the small bower to the south- west, about a mile from
the land , in from 12 to 6 fathoms water. The Mole is very small, and
only fit for faluchos and other coasting craft; it is, however, extending
gradually, and if persevered in will be eventually a splendid work.
One of the best marks for knowing the Bay of Alicante at a long dis
tance off, is the remarkable mountain, called the Archillada de Roldan,
which rises up to the north -eastward of Alicante. This mountain is
easily known by its towering height , and an extraordinary gap on its
summit, which at a distance has the appearance of an embrasure.
Water is scarce at Alicante. Our vessels of war generally procure that
article at the small river Altea, near the town of the same name , which
is about thirty miles to the northward and eastward of the Bay of Ali
cante.

By doing this you will generally get favoured during the night by the land
breeze ,
774 ON TRIGONOMETRICAL SURVEYING .

During the summer , and even in the winter season , if the weather
be fine, the wind generally draws off the land after sunset, and about
9 or 10 A.M. the sea breeze commonly sets in.*
In shaping a course from Cape Palos to Alicante, always keep well
up to the northward , as the current sets here generally very strong to
the eastward, so much sự, that if you shape your course just to give the
Isla Plana a good berth , you would find yourself a long way to leeward
of the port by dayligbt, and have the pleasure of a good beat up.
Cape St. Antonio , coast of Valencia. Off this Cape vessels are often
taken aback with the wind at north or north-east, when running with
the wind at west or south -west. The northerly wind here frequently
comes off very strong, therefore vessels should prepare and shorten sail
in time, or they may endanger the masts.
Barcelona .-— It is only lately that vessels drawing more than 12 to
15 feet water have been able to anchor inside the Mole , a deeper pas
sage having been recently effected by the removal of vast quantities of
mud ; two vessels are still employed for the purpose, so that in the
course of a few years, it is most probable that ships of any draft of
water may be able to get in. The passage is, however, still so narrow ,
that it ought not to be attempted without a pilot.

ON TRIGONOMETRICAL SURVEYING , and its Application to correct the

Maps and Charts of the Hebrides . - By William Galbraith , M.A.,
F.R.A.S. 1

I HAVE occasionally drawn up a short paper on surveying connected

with Scotland , suggested to me by the very glaring errors which I had
discovered to prevail even in our best maps and charts +
From this and other causes hundreds of human lives and thousands
of valuable property are annually lost, as the calendar of our shipwrecks
daily testify. Though something continues to be done to improve the
geography of our country, yet it appears to be very slowly felt. Indeed
the extent of our foreign possessions makes a large demand upon the
resources of the nation, which cannot with propriety be withheld ; but
it appears somewhat strange, that so little attention is paid to the sur
vey of our own shores. I have looked into the latest catalogue of charts
published at the Hydrographic Office, and while I observe new surveys
of almost every coast on the face of the earth have been executed, either
wholly or in part, but by British naval and military officers, yet strange
to say, since, comparatively speaking , the imperfect surveys of Mac
kenzie, nothing has been done for the Hebrides . I have searched cata
logues in vain for anything recently published.
T'he shipping trade of the Clyde is certainly one of the most extensive

The best anchorage at this port is a little to the westward of the Mole Head in
about 8 or 10 fathoms water.
+ The new map of Scotland , by Mr. A. K. Johnston , for his splendid Atlas, just
published , has been greatly improved in many points.
 ON TRIGONOMETRICAL SURVEYING. 775

in Scotland, and not the least in Britain , and I shall shortly prove , that,
trusting to the charts and maps , now in existance , the master of a vessel,
making for the Clyde, while passing from choice or necessity, near the
shores of Islay , & c . , in thick blowing weather , during the day , or not
in view of a light-house at night, must almost with certainty be wrecked,
if his reckoning be right. Is this a state of matters which ought longer
to be tolerated ?
2. The mode in which maps may be engraved admits of considerable
latitude. They may be , in a great degree, plain with a little hill
shading to mark mountain ranges more distinctly . They may also,
however, be enriched with much more important information than they
commonly possess, by adopting peculiar modes of engraving . That
mode of finishing maps by normal contours indicating the same level at
different elevations, either by wave lipes, or different bands of parallel
lines, seems to be an excellent one for conveying correct information
relative to different levels, each line or band designating a rise of a
given number of feet. This method has been adopted by the French
Engineers in their new surveys so long ago as 1818. * For the levelling
of the sites of cities , such as Paris , each parallel marks a rise of two
French metres, or a little more than 6] English feet.
For the level country ten metres, or 33 English feet, is chosen for
the vertical distance or rise between the parallels. For our survey 10
feet would perhaps be a good vertical rise for cities, 30 to 50 feet for
our carse and other superior lands, such as those of Gowrie , Stirling,
many parts of the Lothians, &c . , to be continued to a height of 300 or
500 feet. The pasture grounds above them might be taken at about
100 feet, between each band as far as 1000 feet, and those of the moun
tain ranges, above this, at 500 feet as far as the summit of our highest
mountains . In this way the corresponding parallels throughout the
whole country would all become known in a manner somewhat exem
plified by the celebrated natural parallel roads of Glenroy in Lochaber.
A part of the Irish survey, since 1838 , has been executed in this
way , but from some remarks lately made at the meeting of the British
Association this year at Cork , it appears now to be stopped. I shall
endeavour to fortify the opinions I here advocate and which I have
long entertained, by some important remarks by Captain Larcom on
contoured maps, such as those I have attempted to describe .
3. It is important that maps constructed by the government should
exhibit the levels of the country in the most intelligible manner ; shew
ing heights , not merely on the tops of hills, but round their sides, and
through the vallies, which traverse then . Such a system is offered
by these contours. They are a series of horizontal lines, at a certain
vertical distance asuuder, and at a certain height above a fixed datum .
The datum most commonly used is the level of the sea, doubtless from
the shore line, being the limit of the land, and the point at which roads
must cease , as well as from an idea that it is itself a level line, and
therefore as a first contour, the most appropriate and natural zero from
which to reckon the others .
The section of the Association on mathematical and physical science
* It was previously adopted in the survey of the coast of Karamania, by Capt .
Beaufort, in 1812 .
776 MR. GALBRAITH , OX

was aware that it has been a point much discussed whether the high
water, the low water, or the mean state of the tide offers the most lerel
line. This is a point it would be out of place to discuss here , but it
may be stated , that in order to determine it as far as Ireland is con
cerned , a series of lines has been very accurately levelled across the
island in various directions, and permanent marks left in all the towns,
and on numerous public buildings ; and at the end of these lines on
the coast, tidal observations have been made every five minutes during
two complete lunations. These observations and the connecting lines
of level are now in process of reduction . The degree of accuracy attained
is such that a discrepancy of 0-2 ( 1 ) of an inch is immediately appar
ent, and from them we may expect many points of interest. The
steeper the natural slope of the ground is, the closer together, of course ,
the contours will be, and the more oblique the road ; where on the con
trary , the ground slopes very gently , the contours are farther asunder
and the road may be proportionally direct. By examining the maps
of the Irish survey, on which contours have been drawn , it will be seen
that they tell sad tales of the existing roads, every inch of which
ascends and descends frequently instead of keeping on a gradual slope
for its whole length .
In order to exhibit these lines , it is proposed , instead of adding them
to the original copper - plate, which has a peculiar value as an official
record of boundaries, to make a copy of the plate , by the electrotype ,
for the purpose of receiving these lines. Contour maps were thought
of early in the progress of the survey , but means were wanting for
their execution . At present however, the outline survey being complete,
and the general map, or map of the surface being in progress, affords
a convenient opportunity , which it is hoped will not be lost . Dr.
Robinson of Armagb , an excellent mathematician and astronomer ,
enquired of Captain Larcom , whether the process of contouring the
maps was proceeding, and how soon he supposed it would be completed
for Ireland ? Captain Larcom replied, “ that for the present it had been
suspended .” Dr. Robinson observed that, “ whether he considered the
value of this process in relation to the general interests of science , or the
most important practical economics of the country at large, he could not but
deeply deplore the suspension, temporary though he hoped it would be,
of this great national undertaking, and he trusted , that, before the
British Association closed its present sitting, the most energetic steps
would be taken to make such an application to government as would
induce them to resume this most valuable work . He begged to enquire
from Captain Larcom what the expense would probably be ?" Captain
Larcom replied that “ he should estimate it certainly at less than a far
thing an acre.” Dr. Robinson , - “ And the original price was probably
sixpence or eightpence.” Captain Larcom said " Perhaps sevenpence
to ninepence .” Dr. Robinson— " Then at a cost of about one thirty
second part of the original expense this invaluable addition to that
splendid work the trigonometrical survey of Ireland could be accom
plished . If it was determined finally to suspend this work , he should
say that it was very like what the homely adage characterised as penny
wise and pound foolish ."
4. Such being the opinion of this learned astronomer in reference to
 TRIGONOMETRICAL SURVEYING . 777

Ireland, it might seem unnecessary to urge the same demand for Scot
land , yet, strange to say , I am not aware that auy Scotchman , or Soci
ety connected with Scotland has had the patriotic boldness to claim for
their country that invaluable appendage to our maps. Indeed , from
what I can learn , they seem rather to discountenance the idea of
making any similar claim . Seven hundred and fifty thousand pounds
have already been spent on the survey of Ireland , and three hundred and
fifty thousand pounds on that of the whole of Britain . Is this justice
to Ireland ? It is more . Even of this three hundred and fifty thou
sand , how much has fallen to Scotland ? In giving these statements,
it is clear I make no charge against the excellent conductor of our sur
vey , or any of the officers under him . They are , I know, ready to
meet the orders of government, whatever these may be. I make no charge
against the accuracy of their proceedings , except so far as the published
volumes of the survey afford the means of testing them by a scientific
examination of their results and methods of obtaining them , which , if
conducted in a fair and candid manner, can give offence to no one.
Indeed from officers connected with the Ordnance Map Office, I have
received various data , of which I have freely availed myself, in the
present paper, and through Colonel Colby , by order of the Master
General and the Honorable Board of Ordnance, I received about a
year ago that valuable continuation of the survey , the Reduction of
Zenith Sector Observations made at different stations in Britain , in
which the computations are all made in the most approved manner.
It would be ungrateful in me not to return my warmest thanks for
these distinguished favors. It is not to cavil, therefore, I make the
preceding statements, but to benefit the public at large , in which all
will participate .
5. Again various colours might be fixed upon to designate different
soils. A deep tint for dark loams, a shade lighter for clays, another
for gravels , a fourth for sands, a fifth for pastures , and a sixth for our
heaths. By placing this, which might be called an Agricultural Map
side by side with a Geological Map, there would be obtained every
kind of knowledge required, both with regard to soils and minerals.
It is impossible, however, in the present state of our knowledge of the
geography of Scotland to form any such maps , and till a great advance in ,
or the conclusion of the ordnance survey , it must in a great degree re
main very imperfect ; the few corrections made by private individuals
being comparatively insignificant. I have occasionally remarked , that
it would be of great consequence, if the results annually obtained by
the Ordnance Surveyors were regularly published , so that private indi
viduals might take advantage of them on the formation of plans of ex
tensive landed proprietors, which as topographical information , might
be embodied in county , or general maps of the country. The responsible
officers would , perhaps, be unwilling to communicate their approximate
results, yet requiring correction from combined operations ; but still
they might be given with that reservation , though the small errors or
minute inconsistencies remained to be eliminated . These at least are
my views on this important subject, in which I have had some little
experience . When I began my enquiries I had no idea that the geo
ENLARGED SERIES. - NO . 12.-VOL. FOR 1843 . 5 G
778 MB. GALBRAITH, ON

graphy of Scotland was so imperfect, and that the errors in the geogra
phical position of many important points, were so great in amount . In
the course of my summer excursions, I have made a considerable
number of observations, astronomical, and geodetical by which were
corrected some very considerable errors in our best maps. The present
little paper is a continuation , in which I have combined all my obser
vations made at Broddick in Arran , astronomical , chronometrical , and
geodetical ,* to fix the geographical position and height of Goatfell, as
a standard point , whence I might be enabled to extend them to others
definitely marked , in favorable weather , which for some weeks during
several years, I watched with great care in order to seize the favourable
opportunity . I have been indebted to my friend Mr. Alexander Bryson ,
chronometer maker , No. 66 , Princes Street , Edinburgh , for excellent
chronometers on all these occasions, regulated with great care, which
generally performed in a very satisfactory manner , and it is well known
that a good chronometer is an indispensable requisite to every astrono
mical observer.
6. The instrument which I generally use for astronomical and geo
detical purposes is a six-inch altitude and azimuth circle, made by
Robinson of London . It is provided with three verniers for both the
horizontal and vertical circles, reading each to 10 ' with a level , each
division of its scale showing 2 " , the most convenient division of any .
The instrument was regularly reversed each observation , and for hori
zontal angles the zero was occasionally changed to correct for eccentri
city and errors of division as far as possible. The circles are cast solid
and not made up of a circular ring connected with numerous pieces
fastened by screws . This, I believe gives greater permanency and sta
bility , and its powers are greater than its size would apparently war
rant, when provided with a telescope magnifying only about twenty
times; half the power of Roy's great theodolite as formerly used . +
To show its accuracy thirty series of observations of about twelve
readings each in different years, reduced to 1840, give the mean obli
quity of the ecliptic at 23° 27' 37.00"
M. Besselin the Tabulæ Regiomontanæ : 23 27 36.52

Difference greater than M. Bessel 0.48

This seems to prove that compact steady instruments of very moderate

dimensions, are comparatively better than large instruments of inferior
construction . Without farther remarks I shall state the observations
made in different years, to determine the latitude of my station at
Broddick, and allow the different series to speak for themselves.

Final determination of the latitude of Broddick village in the island of Arran , at

the gate opposite the baker's,on the south end af the row of houses fronting
the road from Hamilton's inn to Strabane cottage gate.

• Most of these have been communicated to my friend, Mr. A. K. Johnston , for

the purpose of improving his map of Scotland .
+ Mr. Simms , of London, has lately invented a self-acting dividing engine, to
divide instruments on their own axes previously fixed permanently , instead of divid
ing and afterwards fixing, the method usually employed. This is a great improve
ment, and will tend much to destroy eccentricity .
 TRIGONOMETRICAL SURVEYING. 779

Year. Month . | Day. Series. Latitude observed . Seconds * No. of Series .

1836 Aug. 10 55° 35' 18 ' : 0 180.00

1841 Aug. 24. 10 19.0 190.00
27 . 4 25.0 JO 00
28. 16 21.6 345.60
1843 | Aug. 9. 10 19 : 1 191.00
12. 12 22:35 268.20
14. 14 17 :3 242.20
16. 6 18.6 111.60
16. 6 12 :3 73.80
23 . 20 19.8 396.00
Sum 108 2098.40

General mean of all the observations 55° 35 ' 19.43', N., giving due
weight to the number of observations in each series, In like manner
the longitude by chronometer in the same year is Oh . 20m . 37.13s . W.,
which in space becomes 5° 9 ' 16.95" W.
These are the ultimate results on which all the other determinations
depend . As there may be still some small errors in these , of course,
the effect must be communicated to the other deductions . From these
with the bearing and distance I determined the latitude of Goatfell to
be 55° 37' 35.48" N. , longitude 5° 11' 18:15" W .; and the height of
the axis of circle 2861.5 feet above the mean tide. The latitude of
Broddick castle , the seat of the Duke of Hamilton in Arran , 55° 351
41•50 " N. , longitude 5° 8 ' 50 ·84" W.
7. As I had some difficulty to connect Ailsa Craig with Goatfell by
the usual trigonometrical methods, I was obliged to have recourse to
the method by depression, which I first gave with the requisite preci
sion in my book on Trigonometrical Surveying, published by Messrs.
Blackwoods, pages 58 and more especially 140. The height of Goat
fell being considerable enabled me to obtain the distance more accu
rately than I could almost have expected . Though I have had no
means of comparison to check it , yet I am inclined to consider it an
approximation sufficiently near the truth as no other deductions depend
upon it.
By one series the zenith distance of the bottom at the surface of
the sea , corrected for level, &c. , was 91 ° 21 ' 8.5 "
By another it was 91 21 7.4

Mean of these (1 ) 91 21 8.0

By one series the height subtende an angle of 0 27 34.7
By a second 0 27 25.7
Mean of both (2) 0 27 30-2

From the first result by the formula just referred to, by three repeti
tions, the distance was found to be 137224 feet, from which and the
second , the height will be 1097.9 feet.
From a considerable number of observations the bearing of Ailsa
Craig from Goatfell was found to be S. 6° 23 ' 14 " E.
780 MR. GALBRAITH , ON

From the bearing and distance here given , the latitude of Ailsa Craig
is 55° 15 ' 11 • 12 ' N. , and longitude 5° 6 ' 54.69' ' W.
From somewhat similar operations by angular measures taken on the
top of Goatfell during several days in different years, repeating all my
measures carefully , and , when possible taking advantage of a few lines
and angles communicated through the Ordnance Map Office, I finally
deduced the following results, depending upon the positions and height
of Goatfell, previously obtained .
The bearings and distances of the different points are those referred to
Goatfell pile , and its meridian , reckoning the azimuth from the north ,
easterly round the horizon .

No Name.
i Bearing N.E. Distance in feet Latitude N. Longitude W.

1 ) Benlomond 28 51 15 235929.7 56 1 27-71 4 37 45:56

2 Bencarnpsie 56 20 15 258722-7 56 0 52.911 4 8 9:01
3 Tento 91 37 3 316276 :3 55 35 33.24 3 39 34:64
4 Cairnsmuir, D. 123 12 19 243998-5 55 15 24:22 4 12 34:47
5 Ailsa Craig 173 36 46 137224 :4 55 15 11.12 5 6 54.69
6 Knocklayd 232 52 56 277762.0 155 9 46.67 6 14 51.95
7 Bein Oë Islay 270 59 0 227672 : 7 55 37 56:22 6 17 24.65
8 ! Bein Tartevil 278 34 5 261031.8 55 43 35.88 ) 6 26 26:57
9 Jura Pile 301 28 38 195427.8 55 54 11:71 6 0 2:51
10 Bein More, Mull 330 23 48 336845.4 56 25 32-411 6 0 37.62
All depending on Goatfell previously deter
1 mined to be in 55 37 35.48 5 11 18.15
To these I may add from other sources.
12 Oronsay Cairn . 56 1 24:30 6 14 58.10
13 Colonsay Cairn . 56 6 34.00 ) 6 9 55.20

The height of these objects would now form an interesting addition,

but I shall at present only subjoin one.
By one series the zenith distance of Benlomond from the
summit of Goatfell was 90° 121 0:16 ' '
By another 90 12 9.20

Mean of these two 90 12 4.68

Combining this with the bearing, distance and mean latitude as

shewn in my book on Trigonometrical Surveying, formerly referred to ,
page 64, the barometer standing at 27.222 inches, and Fahrenheit's
thermometer at 52-6 , we find that the
Summit of Benlomond above that of Goatfell is 298.97 feet
Height of Goatfell as before 2861.50 “

Height of Benlomond 3160:47 "

Mr. John Adie , optician , and I measured the height of Benlomond
simultaneously , by which I found the summit of Benlomond to be 3142.2
feet above the surface of Lochlomond . Now if I could have ascertained
the correct height of the surface of the lake above the mean level of
the sea at Dumbarton , a good comparison might have been made. That
 TRIGONOMETRICAL SURVEYING. 781

height does not certainly exceed 20 or 30 feet. Taking it at 25 feet

the barometric height would be 3167.2 feet, agreeing very well with
my present trigonometrical one, since a small error may be accounted
for either from uncertainties in observations or atmospheric irregu
larities.
8. What amount of error there may really be in any of, or all these
conclusions I am unable with certainty to say ; but I think it cannot
exceed about 5 " in latitude , and 10" or 15 " in longitude , and if the
principal points of any map of Scotland were all as well determined
it would be very superior to any which we now possess . Indeed if the
usual methods of determining the probable error were applied to each,
it would turn out to be still less than what I have stated , but I have
some doubts of the formula's efficiency to detect thal error, on the
grounds now to be stated . From numerous observations by the same
circle , I found the mean obliquity of the ecliptic on January 1st, 1840,
to be 23° 27' 37.00 " ; M. Bessel of Königsberg, 23 ° 27' 36.52" ; Mr.
Henderson at Edinburgh observatory 23° 27' 36 •07 " . Here each
value diminishes by about half a second , in succession , while the doc
trine of probabilities, as usually applied , would give about the same as a
probable error in mine , and a small fraction of a second likely in each
of the others , less than their difference.
Again my observations were made for latitude upon the sun and
Aquilæ to the south of the zenith , and on Polaris to the north, to avoid
as far as possible any small bias of my circle as is frequently the case ,
especially in the repeating circle of Borda, where it is often considerable
in amount, and the error in my latitude must also be affected by any
small error in the position of the observed objects as given in the Nau
tical Almanac. The error in the sun's declination is now certainly
small ; that of the fixed stars is generally considered to be much less,
though greater than is commonly believed .
The mean declination of Polaris in 1840 is by
Nautical Almanac 88 27 21.94 " N.
Edinburgh Observations . 88 27 22:17
Tabulæ Regiomontanæ . 88 27 21.99
Connaissance des Tems 88 27 22:00
These all agree sufficiently well and no remarks are required.
The declination of Aquilæ in 1840 is by
Nautical Almanac 8 27 0.22'' N.
Connaissance des Tems 8 27 2.80
Tabulæ Regiomontanæ 8 27 1:49
Edinburgh Observations . 8 27 1.90

Here the difference between the Nautical Almanac, the book I used ,
and the others in succession are , 2.6 ", 1.3'', and 1.7". Would such dis
cordances have been believed at such favourable altitudes for refraction ,
in the present state of practical astronomy ? Would the doctrine of
probabilities show a small fraction of a second in all these, yet manifest
ing such remarkable differences ? What becomes of the annual paral
lax of the fixed stars amounting to a half or a third of these quantities,
determined too by the same or similar instruments ?
These are trifling discordances however, compared with those by the
782 MR. GALBRAITH , ON

repeating circle of Borda , especially in the observations of Colonel

Corabeuf made to determine the latitude of the observatory of St,
Martin d'Angers. They are fully detailed in the Nouvelle Description
Geometrique de la France Deuxieme Partie, from page 464 to 499
inclusive. The circle by Gambey of Paris , was 0.325 of a French
metre, or 12 English inches in diameter. The observations taken on
each side of the zenith were very consistent and therefore the probable
error,* as it is generally called in these on each side of the zenith taken
separately would be remarkably small .
The latitude
66 by Polaris on the north of the zenith was ( 1 ) 47° 28 ' 15:21" N.
Serpentis on the south ( 2) 47 27 59.41
Mean, accounted the latitude 47 28 7.31
But the difference of these is no less than . 15.80
The first of these was determined from 640 repetitions,
And the second from 332
In all 972
What would now be thought of the small probable error of a fraction
of a second in each of the above determinations that smallness arising
from the consistency of the series made on each side of the zenith sepa
rately , when their difference is no less than 15'.8 from such numerous
repetitions ? Something similar may be said of the examination of the
divisions of a circle at one temperature to be used at another. From
these instances it is manifest that it is extremely difficult to fix the
position of points in a survey astronomically with great precision, and
therefore I demand no more for mine than what, by competent judges,
they justly deserve .
9. Again it is as difficult to introduce into the lineal and trigono
metrical operations extreme precision as into the astronomical . Mr. N.
Galloway in a paper read before the Royal Astronomical Society of
London , vol . v ., p . 263 , of monthly notices, has applied the method
of the least squares to a part of the trigonometrical survey, commencing
with the base on Hounslow heath , and including ten stations. “The
final results (says he) differ extremely little from those given in the
survey, the greatest difference in the length of any side amounting only
to about half a foot, and this in a distance of nearly eighteen miles."
But what we enquire is the real length of Hounslow heath in a
known measure . There is some doubt that this can now be determined
in a satisfactory manner.
In the Encyclopædia Brittanica, vol. xxi., p. 361 , the value of
this base, by glass rods, in imperial measure, on the heath
is stated at 27403:38 feet
By the steel chain at . 27403.28 15

Mean of these on the heath 27402.88 -

In which that by the steel chain is less than that by the glass rods,
* I think this name may tend to mislead unless properly restricted . It is more
analogous to the deviation from consistency , since a change, say of 10 in all , on
the same side , would not alter its value. In fact all constant errors of the instru
ment, &c., must be excluded .
 TRIGONOMETRICAL SURVEYING . 783

whereas in so far as is generally known it ought to be greater , since

the corrections here applied to reduce them to the imperial standard
have been erroneously computed .
The true results , according to the best information, I believe, now
known , are as follows:
Roy's base on Hounslow heath, in terms of his own scale by
glass rods, 100 feet, above the mean level of the sea,
at the temperature of 62° Fahrenheit's scale is 27404.0843 feet
Reduction of this to imperial standard + 0.6699
Roy's base on the heath (1) 27404.7542 "
In likemanner, Mudge's base by steel chains, in terms of
Ramsden's scale is 27404 :3155 feet
Reduction to imperial standard + 1.8936
Mudge's base on the heath is . (2) . 27406.2091 "
The difference of these two is 1.4549 "
As the bases of Roy and Mudge seem to be of about equal
authority , their mean may be taken, which is . 27405.4816
Reduction of this to the level of the sea 0.1312

Mean at the sea level 27405.3504

That of the Encyclopædia 27402.75
Less than the preceding by 2:6 feet
The true length therefore exceeds that given in the Encyclopædia
Britanica by 2.6 feet. Hence an error of 24 feet nearly has been com
mitted in the necessary reductions of the original base, a far greater
quantity than can be attributed to the effect of the small correction
from the employment of the method of the least squares.t
Whence it is of far greater importance to perform all the necessary
operations, astronomical and geodetical correctly, than to employ com
plex methods of calculation , with the idea of obtaining perfect results
from imperfect data . The correction of half a foot on a distant side,
is of little consequence, if the original base itself from which all the
others must be derived , be erroneous to the amount of two feet and a half
or five times that quantity.
By these remarks I by no means must be understood to put a slight
value on correct methods of computation . All I mean , is, that refine
ments in calculation are useless, if the data on which they are founded
will not warrant them .
10. I have in several previous papers pointed out the errors fre
quently amounting to five or six miles in various maps and charts,
such as Arrowsmith's map of Scotland , coloured , by order of the Lords
of the Treasury in 1840, according to Dr. MacCullock's Geological
Survey at various points in the Firth of Clyde, as well as in those of
our Marine Charts.
I have also occasionally pointed out personally to some of the con
structors of our charts, as my friend Mr. Norie, &c . , the grave errors
of those reckoned our best charts, but the reply was that cannot
help ourselves since almost nothing has been done for the Hebrides,
* In many instances the third angle was not measured , and therefore the method
of the least squares, cannot in that case be justly applied .
784 MR. WALKER , R.N. , ON

from the time of Mackenzie about a century ago. Because government

does nothing, should we as private individuals expend large sums of
money on surveys for the public service ? a reply sufficiently conclusive .
I shall now direct attention, as I mentioned at the outset to the charts
of the Hebrides , especially about the islands of Islay , Colonsay , & c .
Starting from , and beginning with Goatfell, I lay down on Norie's
chart* , from the graduation on its borders, the true position ofGoatfell
as determined by observation in the preceding tables, and I find it
falls in Kilbannan Sound about a mile westward of Penrioch on the
western shores of Arran . Again I lay down Ailsa Craig, and I find
it falls about eight miles in the Firth of Clyde, south -west of the posi
tion on the chart. In like manner the Mull of Cantyre lighthouse
falls about midway in the channel to Ireland . Bein Oë (or Kinhoes
it is called on the chart) in Islay falls in the middle of Lochendall.
Bein Tartevil on the Western Peninsula of Islay , about two miles west
in the Atlantic. Oronsay Cairn about five miles west of the central
shores of Colonsay , and Colonsay Cairn itself about four miles and a
half, north -west of the most northerly point in Colonsay , called in the
chart Ru Yea, or as it is called on other maps Point Prua, or about
one -third way across the sea towards the Ross of Mull !!!
By these instances of which their accuracy cannot , in any appreciable
degree be invalidated , I hold that I have proved the proposition
enunciated in page 1st, namely that the masters of vessels trusting to
such charts must almost with certainty be wrecked , if their reckonings be
right. These must also infallibly , at the same time ruin our Marine
Insurance Companies.

ON THE MARINERS' Compass .—By Mr. W. Walker , Master R.N.

(Continued from p . 730. )

The quality and amount of the inductive magnetism which the iron in
a ship receives from the earth , is always of the same kind and intensity
as that of the magnetic hemisphere, where the vessel may happen to be .
When the needle dips towards the south magnetic pole, the higher
parts of the iron on board will have a south magnetic polarity, and
will draw the south point of a compass card forward in a vessel when
steering an easterly or westerly course ; in a word , the magnetic pheno
mena which we have described at some length , will , in south magnetic
latitude, be found of an opposite kind to that in corresponding dips in
north magnetic latitudes ; here , ships will generally get to the north
ward of their dead reckoning .
The southern seas, however, are not covered with vessels as are the
waters north of the equator. The relative proportions of land and
water in the two hemispheres of the earth are very unequal , for it may be
seen by a map of the world , that the equator marks to the southward
about nine - tenths of South America , one -third of Africa, Madagascar,
Others that I have seen , are as bad , and some worse , as Blatchfords, &c.
 THE MARINERS' COMPASS . 785

Australia, New Zeeland , and the Polynesian Islands. If we analyze the

naval statistics, and add together the whole shipping interest of these
southern countries, it is presumed that England alone, will be found to
possess a greater number of vessels in its coasting trade !
We frequently hear of vessels, when in south latitude , getting to the
northward of their dead reckoning on the coast of Australia, near the
Cape of Good Hope , or in South America . Several valuable ships have
got on shore in Africa through errors in the reckoning ; that is, by
being farther to the northward than was expected . *
H.M.S. Thetis sailed from Rio de Janeiro, on the 4th Dec. , 1830,
having on board 800,000 dollars for England . On the evening of the
5th Dec., she ran upon Cape Frio, and was wrecked . The weather
after the Thetis left Rio, was rather tempestuous ; it blew strong from
the south-east ; a course was shaped N.E.b.E. by compass , and the ship
ran against the cliffs of Cape Frio, her studding -sail- boom irons striking
fire from the rocky cliffs, at a time when her dead reckoning placed the
vessel thirty miles from the land .
Whenever enquiries are made about the loss of ships that have run
ashore, we invariably find the currents of the ocean, are assigned as the
cause . It is even probable that a current may have set the Thetis to the
westward , but we are certain that the local magnetism of the ship would
have the effect upon her steering compasses of indicating a course more
easterly , and less northerly than the ship was steering. We have
already demonstrated that vessels steering north-easterly course in the
English Channel invariably get to the south -eastward of their reckon
ing. Now, the Thetis being in south magnetic latitude, would diverge
to the north - westward of her reckoning, and is not necessary to have
recourse to an imaginary current to account for her loss.
The captains of ships who have made many voyages from England
to India, and who have had to cross the trade winds, will , on reference
to their logs, find that on one side of the equator, errors in the longi
tude, by dead reckoning, have accumulated , and on the other side these
errors have disappeared ;—the ship's longitude by dead reckoning in
the end , agreeing with that by chronometer. The ordinary track that
ships pursue in their outward voyages from England to India, is to the
south- west, and so long as they continue to steer towards the magnetic
equator, they are , for reasons already given , liable to be to windward
of their reckoning, that is, to the eastward : but when they have passed
the magnetic equator, and advance towards th south magnetic pole,
where the needle dips to the southward, and being on the larboard tack,
they are liable to be to leeward , or to the westward of the reckoning by
reason of the ship's local magnetism having changed its character on
crossing the magnetic equator .
H.M.S. Malabar 74 guns, Captain Sir George Sartorius , left Ply
mouth in June 1842 , for Rio Janeiro. On the outward passage her
longitude by dead reckoning was carried on in her log, and the errors
went on increasing in north magnetic latitude , but diminished as she
approached Rio. This ship returned to Plymouth in May 1843 , her

* The author speaks from personal experience , having passed round the Cape of
Good Hope sixteen times.
ENLARGED SERIES. -NO . 12.VOL. FOR 1843 . 5 y
 786 MR . WALKER , R.N. , ON

longitude by dead reckoning from Rio Janeiro to the Lizard being

carried on in the log, and the error amounted to 9° 36', i.e. the ship
was nine degrees and thirty -six miles to the westward of her reckoning.
The Malabar is a small 74 - gun ship built of teak wood , and armed with
heavy guns ; she is moreover not a stiff ship, but inclines with a fresh
breeze, some ten or fifteen degrees ; she had to cross the south -east as
well as north -east trade winds and consequently had to sail near 4,000
miles on the starboard tack . On her way from Rio to the magnetic
equator the Malabar (like the Thetis) would get to the northward and
westward of her reckoning, and when she entered into the north mag
netic hemisphere, her inclination to port would cause all her lee guns
to attract the north point of the compass , and the weather guns to
attract the south point : in this way, and during the transit of the north
east trade wind , and probably for a distance of 2,500 miles, the ship's
compass might indicate a course nearly one point more weatherly than
the vessel made through the water.
Mr. Barlow, the master of the Malabar, and others, informed the
writer, that whilst the ship was standing to the northward on the star
board tack , they found a difference of 5° between observations made for the
variation upon the weather side of the poop deck , and those observations
made upon the lee side of the same deck at the same time; hence it
resulted that observations made for the sun's azimuth , and variation
of the compass were not to be depended on . We are sometimes told
that a binnacle compass will not be influenced by a ship's local attrac
tion , if the direction of her keel coincide with the direction of the mag
netic meridian . But this opinion is incorrect and founded on the sup
position that the local magnetism of a ship may be referred to a central 1
point near the middle of the vessel, and that it remains constant, * an
opinion at variance with the doctrine we have detailed and the demon
strations we have given. The errors that creep into a ship's reckoning
no doubt frequently arise from currents. Navigators may likewise get
out in their reckoning by making allowances for currents that do not
exist ; but the great source of errors in navigation consists in bad steer
age, and ignorance or inattention to the magnetic attractions and
repulsions of the iron in a vessel which derange the compass courses.
The general use of chronometers, the correctness of our logarithmic
tables for practical astronomical purposes, the accuracy of our astrono
mical and mathematical instruments used for naval purposes, have left
us little to desire for all the purposes of practical navigation , so long as
the state of the weather will allow us to make astronomical observations.
But these have made navigation so easy and accurate in clear
weather, that the necessary care and attention under ordinary circum
stances to the helm , log, lead, and look -out, have been sadly neglected
by the majority of seamen. The result has been that worse dead reckon
ings are now kept than ever were kept before . The general adoption
of iron in the construction and equipment of ships, deranges the com
pass courses and a record is made on the log board, of courses that the
ship never steered, that is, the log board only shews a compass course ,

Barlow on Magnetic Attraction , Edition 1824 , p. 307 .

 TAE MARINERS' COMPASS. 787

instead of the magnetic course , uninfluenced by the local magnetism of

the ship or her cargo.
When an observation for the latitude is obtained at noon , this lati
tude enables the navigator to correct his longitude by dead reckoning,
and also to work out his sights for the chronometer ; but when a ship
has been a day or two without obtaining an observation to determine
her latitude, there may be a considerable error in the latitude by account.
Now if sights be obtained for determining the longitude by chronometer,
and the mean time for these sights be obtained by applying to the cal
culation a latitude which is not the latitude of the place where the
observations were made, it is evident that the longitude obtained by
such a calculation must be wrong .
H.M. Ship Challenger was wrecked on the coast of South America
in consequence of placing too much confidence in calculations of the
above description : she had not obtained an observation for her latitude
for two days, her latitude by account was erroneous to the amount of
thirty -four miles, and this latitude being used for working sights ob
tained for her chronometers, the computation gave a longitude one degree
to the westward of the ship's place. (Vide sentence of Court Martial
appointed to enquire into the causes of the loss of the Challenger. )
The makers as well as the managers of mariners' compasses should
thoroughly understand the elementary principles of magnetism . The
compass like chronometers, and other useful machines, should be sub
mitted to some test of its efficiency, after it is made , and before it is
offered for sale, or brought into use at sea. The compass although less
costly than even a common watch , is infinitely more useful than the
best chronometer . A compass is not subjected to any trial or test of its
accuracy of manufacture, its magnetic intensity, or the amount of its
friction on the pivot upon which the card traverses, and the amount of
its directive power, compared with the weight of the needle and its card .
Generally , we may remark, that neither the vendor nor purchaser of a
compass knows much about these matters ; the former being satisfied if
he realise a gond profit ; and the latter being pleased if he purchase a
handsome article.
The essential qualities of an efficient compass , are , great directive
power combined with little weight or friction on the pivot, the compass
bowl being freely slung in jimbals attached to the box , so as to preserve
an horizontal position under all cases of the ship's rolling or pitching.
The steel of the needle should be of pure metal of uniform hardness
throughout , and magnetised to saturation , and the magnetic intensity
of a compsss needle should be preserved by all possible care. We have
said that a compass card should be submitted to some test. Now a very
fair and efficient test of the magnetic energy of a compass needle is to
try if two similar cards will by their mutual magnetism support each
other's weight ; that is to say , if the north point of the needle of one
card , be applied to the south point of a similar one , and their mutual
attraction be such as to support the weight of the card , the magnetic
intensity of such needle may be regarded as sufficiently strong if they
mutually support each other's weight , along with the cards they re
spectively carry. Now the magnetic intensity , or power of every compass
needle, should remain permanently a constant quantity , and this can
788 MR . WALKER, R.N. , OY

only be accomplished by each ship being supplied with a pair of arti

ficial magnets of sufficient power to renovate the magnetism of the
compass -needles whenever the test might indicate that they required
re- touching. The magnetism of a single needle is probably best pre
served by allowing it to traverse freely on its pivot , or else to be stowed
in a direction parallel to that of the magnetic dip , for if it be placed ,
say, with its south pole (or north point ) towards the south pole of the
world , or vice versá its magnetic intensity will decrease ; or , if a com
pass be placed near to a large mass of iron , in such a manner that the
magnetic polarity of the iron may act so as to control the magnetism
of the compass, to a certain extent, by acting in a contrary way to that
of terrestrial magnetism , then will the magnetism of the compass -needle
deteriobe rated . If, for example, the south point of a compass -needles
were placed near to the upper end of a vertical iron pillar, the needle
would be deprived of a portion of its magnetism ; but if the north point
of the card be placed near, or in contact with the upper end of the
pillar ( in north dip) the magnetic energy of the compass - needle would
be augmented .
We have mentioned that the magnetic poles of the same name, or
kind , in any two similar and equal artificial magnets , repel each other .
There is a constant effort exerted between them to obtain the mastery ,
and so mutually destroy their magnetism ; and if two such magnets be
so situated for a considerable time , their magnetism will be nearly
destroyed .
There is at present a common steering compass , made by “ John
Syeds, " in June 1810, in the binnacle of the Plymouth Breakwater
light- vessel ; it is the only compass in the vessel , and has been twenty
eight years in her. No care has been taken of this card , which has
remained in its box for so many years, and yet it retains a considerable
amount of magnetism ! If this card , instead of having one needle only ,
had been fitted with two or more, equal and similar parallel needles,
we venture to assert from the principles we have explained , that the
magnetic force of these needles would , in a comparatively short period
of time have been reduced to the natural standard of the earth's mag
netism . The spare compass cards, carried to sea in ships, should be
stowed in boxes , and their opposite poles connected by pieces of soft
iron , in the judicious manner recommended by Professor Barlow, and
practised in the Royal Navy .
We have already shewn by experiment , how the changeable polarity
of the inductive magnetism , in the metals within a ship, either draws
the compass -needle quietly aside from its true magnetic bearing , in
smoth water, or else causes the compass card to maintain a constant
oscillation of a point or two, on each side of the course, when a ship
rolls heavily from side to side in stormy weather. These troublesome
oscillations give rise to the most serious obstacles to good steerage !
There are but very few helmsmen to be found who can steer a ship in
stormy weather, where the compass card is swinging about with every
roll or lurch of the ship ! And when

“ High o'er the poop the audacious seas aspire,

Uproll'd in hills of fluctuating fire ;
 TIIE MARINERS' COMPASS . 789

With labouring throes she rolls on either side,

And dips her gunnels in the yawning tide ;
Her joints unhinged in palsied langour's play,
As ice.flakes part beneath the noontide ray :
The gale howls doleful through the blocks and shrouds,
And big rain pours a deluge from the clouds ;
From wintry magazines that sweep the sky
Descending globes of hail impetuous fly ,
High on the masts with pale and livid rays
Amid the gloom portentous meteors blaze .” — Falconer's Shipwreck.
It is under such circumstances as are described by Falconer, that we
are taught to appreciate the worth of a good belmsman , and the value
of an efficient compass ! One card is exchanged for another, and weak
needles are loaded with heavy weights in order to lessen the oscillations,
but neither brass bars, nor brass rings, wax , paper, nor talc can cure
the evil ; for as we increase the weight and friction of the card , we only
make it the more sluggish and unfit for the helmsman's use, who instead
of being guided by the compass in the binnacle , must ever and anon ,
keep looking ahead at the clouds , the waves, or the stars, for he finds
that a sluggish compass does not indicate a change in the direction of
the ship’s course, until some time after that change has taken place .
The brass box compass having been found to be more steady than
wooden boxed compasses, the latter have been almost entirely laid aside
without sufficient reason ; for it is admitted that a compass-needle
mounted in a wooden box, is more sensitive than one in a brass box,
when all other things are equal . Let us enquire how this happens.
The comparative magnetic inductive susceptibility of the metals is very
considerable , that of copper to mahogany as 29 : 0,37, or as 78 : 1 nearly :
now all magnets have a power of communicating a certain portion of
magnetism to substances brought within their spheres of action ; thus,
a magnetic needle , enclosed in a mahogany box, would communicate a
magnetism to the box ; the north pole of the needle imparting a south
polarity to the wood near it, and the south pole giving out a worth
polarity to that part of the wooden box opposite to the south pole of
the magnetic needle . There would therefore result a certain amount of
attraction between the ends of the magnetic needle , and those parts of
the wooden bowl nearest to the needle ; and as magnetism is taken up
in less time than it is parted with , the induced magnetism of the box
would tend to retard any oscillation of the needle. The magnetism of
mahogany is very small indeed , and can only be detected by such deli
cate and elegant instruments as were used by Mr. Snow Harris, but the
magnetic inductive susceptibility of copper or brass being about 80 times
greater than that of wood , its effects become sensible and apparent . We
see then that a copper or brass mounted compass , is more steady in a
gale of wind , because its box is inductively magnetised from its enclosed
magnetic needle, and therefore although it be really more steady in its
vibrations, it is also more sluggish in its motion than it would be if
mounted in wood instead of metal .
Compasses mounted in metal may also be more steady in storniy
weather , by the screening influence of the metals surrounding the card ;
take for example a gun, on each side of the binnacle, where the polarity
The Chinese avoid the use of Metal in the mounting of their compasses
 790 THE MARINERS' COMPASS .

changes at every roll of the ship ; then the changeable magnetism given
out by the guns may be in some measure screened by the surrounding
box and rings of the compass. It is therefore prudent and proper that
ships should be supplied with brass or copper boxed compasses for use
in bad weather, but they should have at least one compass mounted in
wood for use in light winds and smooth water, especially when the
effect of local magnetism has not been corrected , or magnetic oscilla
tions cut off by artificial means.
Her Majesty's government has determined on obtaining a set of supe
rior steering compasses for the Royal Navy , to supercede the imperfect
instruments formerly supplied by contract, and stil in use in some ships.
The “Compass Department” is placed under the superintendence of an
intelligent and efficient naval officer, whose duty it will be to determine
the local magnetism of ships on the Home Station ; to supervise mag
netic experiments, and recommend every known means for the improve
ment or preservation of the compass. Every ship will have a Standard
Compass of a superior description, fixed in some convenient part of the
ship , and raised above the ordinary level of the binnacle, in order that
bearings, amplitudes, or azimuths may be the more conveniently taken
by it. The compass courses of the binnacle will be referable to the
Standard Compass, and corrected accordingly , the local attraction of
the ship upon each point being previously found on the Standard Com
pass, as the ship swings round the horizon .
These arrangements will prove highly advantageous and economical
to the naval department, by lessening the number of casualties ; for the
money value of even a single steam vessel , or large frigate, would defray
the expense of keeping up a set of compasses for the Royal navy for
ever. The steering apparatus instead of being, as heretofore, consigned
to the care of the boatswain , and stowed away in his store -room , with
iron hooks and thimbles , chain cable gear, &c. , and adjacent to the
carpenter's and gunner's store rooms, crammed with all kinds of metals,
will in future be placed in the master's charge, who being entrusted
with the navigation of the ship, is of course the proper officer to have
the care of the Mariners' Compass, the most important of all machines.
When compasses were served in by contract, the contractor's aim was
the making of money ! he made his needles, not of pure hard steel , but
of soft iron pointed with steel ! such needles were easiest made and
easiest magnetised, and they required more frequent repair and clean
ing . Being stowed away without care or attention , these needles soon
lost their magnetic energy, and were returned from ships to the dock
yards rusty and unserviceable, they were sent back to the maker for
repair, for which there was a price, and also a price for re-touching
weak needles, the consequence of all this was, that the expense of the
compass department ( imperfect as it was) was greater than it will be in
future.
The generality of sea -faring men are not so well informed about
magnetism as they should be : how can they ? since philosophers differ
in opinion about their respective theories ! We have touched but
lightly on these theories, as our object has been rather to teach the navi
gator a few of the fundamental principles of terrestial and inductive
magnetism, upon which the ractical utility of the mariners' compass
 LIEUT. RYDER , R.N., ON SURVEYING . 791

depends. These principles should form a part of the navigator's educa

tion ; they are essential to the practice of his art .

( To be continued.)

ON MARINE SURVEYING . — By Lieut. Ryder, R.N.

A LATE perusal of a very interesting work , “ William's Geodesey," has

induced me to send you the solution of two problems in Practical Ma
rine Surveying, which , I think , may prove useful to those of your
readers, who take an interest in that branch of a naval officer's profes
sion , so essential to the safety of our fleets. Both problems are, I
believe, in print ; but I never saw any solutions that did not involve
long mathematical calculations, which , although*'rigidly correct, are
unavailable in an open boat, with nothing at command but compass and
ruler .
If, by any unfortunate accident (such as the fall of a beacon , & c . )
part of a principal trigonometrical connection depended on the accurate
position being known of spots of observation , circumstanced as in the
following cases, true bearings and calculations would, of course, be
imperatively necessary ,
But the following solutions (by geometrical construction) are supposed
to be useful, merely for fixing little coast features, &c. , of no very essen
tial importance .
Besides, the fact that the practical men to whom I have shewn them
have agreed with me, as to their probable utility, I have yet another
reason forpresuming to occupy in your pages a space, that might have
been filled with more valuable matter. Many of my professional
acquaintance have in their possession valuable “ wrinkles," connected
either with surveying, astronomy, seamanship, or gunnery, &c ., which ,
unless their possessors can be induced , by force of example or otherwise,
to " baul out,” for the benefit of the rising generation, will perish with
the books that contain them , instead of proving useful to those who are
interested in the subjects they refer to.
If, Mr. Editor, you approve of my motives for writing, assist them I
pray you , with remarks, advice, &c., calculated , I have no doubt, to
have more effect in opening the pages of those hitherto almost useless
receptacles of hints, remarks, & c., y clept " wrinkle books," than any
thing likely to have that proceeds from my pen .

PROBLEM I.

There being only two known points in sight, all others having been unavoid
ably lost sight of, to find your position . If on shore one observer will be
sufficient; if at sea two are necessary, and therefore two boats, unless floating
beacons are available. ( A boat-book and the anchor will do. )
792 LIEUT . RYDER , R.N. , ON SURVEYING .

One observer at observes the

LS AMB ; B M N., n being some
conspicuous point. He then proceeds
to n , and observes the Zs. A N B,
ANM ; or, if m and n are two boats
sounding, the same angles are observed
simultaneously .

Let 2 AMB 37° 30 ° | ANM 39° 20 '

BMN 86 30 ANB 36 0

Therefore amn 123 30 & BNM 75 20

Let, a B, be the two known points.

Project thecircles A B o p and A BO'P',
so that in the first, A B shall suhtend
at every point the < 37 ° 30', and in
the second the angle 36° O '. Assume
any points o o ', on their respective
circles.
At o project the angle a op, =
123° 30 ' .
At o project the angle B dp , =
75° 20 '.
Join p p', and u and N, shall be the
positions required. The truth of this
result will be seen to depend upon the
fact that Zs in a circle standing on the
same base are equal.

PROBLEM II.

Of three known objects, two only at one place are visible. After proceeding
some distance on the beach, or in a boat, the third object becomes visible ; but
in the mean time the first object has been lost sight of.

Let an observer at n, from which

the points B and c, are visible, ob
serve the < CN B, and the angle
BN M to m, some conspicuous point.
Proceed to m (at which point a is
visible, but c is no longer in sight)
observe the 28. AMB ; B M N.
Let L AMB 35 ° 45 ' CNB 22° 40 '
BMN 60 30 BNM 82 45
AMN 96 15 cNm 105 25
 THE DISTRICT OF LOANG O. 793

By the method commonly used

В. in surveying project the circles
A B M , and BCN, so that at
any point in the first, A B shall
subtend an < 35 ° 45 ', and in
the second, b c an < 22° 40'
Assume any points o o '.
Ato project the 2 A 0 P, 96° 15'
at o ' O co' p' 105 25
M Join p p', and and n will
he the positions required . The
N truth of this will be easily seen
to depend on those two problems
in Euclid, the one that s in a
circle, standing on the bame case are equal, and the other that the sum of the
opposite 2s of a quadrantal inscribed in a circle is equal to two right angles.
Then in the first problem are the following angles.
Bo'p ' = 75° 20' дор = 123 ° 30 '
at M at N
AMB 37 30 Β Ν Α 36 0
BMN = 86 0 ANM = 39 20
And in the second.
cop' = 105 25 А ор = 96 15
at M at N
A MB = 35 45 CN B = 122 40
B M N = 60 30 BNM = 82 45
11

THE DISTRICT OF Loango ,

[ The small tract of land comprised between the northern extreme of the
kingdom of Loango in lat. 3° S., and long . 11° E. , and the river Congo in lat.
6° Š., long . 13° E., being the principal field for slave trade operations on
that part of the West Coast of Africa, I have drawn up the following remarks
from my Journal written whilst in command of H.M.S. Iris ; and as during the
whole of the year, two or more of Her Majesty's cruisers are constantly
employed between those latitudes, for the suppression of the abominable traffic
in negroes, I hope the information afforded in them may not be altogether use
less.]

The Bay of Loango itself is correctly described in the General Direc

tory for the Southern Atlantic, and is formed by the projecting pro
montory called Indian Point . The factories ( English and American
storehouses) which are situated about a mile from the beach on the
high ground , are not perceptible till you are near the shore, where the
national flags are usually hoisted, and by communicating with them
you may obtain intelligence. The natives are cunning and skilful
traders, and opportunity offering not averse to thieving . They are
olherwise inoffensive. The baskets of this district are very curious and
ENLARGED SERIES.- NO . 12.-VOL , FOR 1843 . 51
794 CAPT. RODNEY MUNDY, R.N. ,

are remarkable for their solidity , and they may be had in exchange
for empty bottles or old clothes.
The towns or villages being some distance inland , provisions cannot
be obtained in any quantity unless the vessel remains twenty - four hours,
after which the people come down with fowls, pigs, goats , and vege
tables, plaintains , and pumpkins ; all of which are reasonable , and
obtained by barter or money . Dollars are the coins most known.
Water may be had from the mouth of a river close at hand , but to
procure this necessary article vessels should proceed to Black Point
Bay , a few miles to the southward of Indian Point a secure and better
anchorage than Loango, though comparatively unknown. The country
here is very beautiful, and as you stand in towards the land between
Indian and Black Point, will remind you of many parts of England ,
being moderately high , apparently fertile and well cultivated , with hill
and dale, and a succession of downs on which at intervals are dotted
a variety of picturesque woods . The character of the whole scenery is
so much that of ornamental ground, kept constantly in order by the
hand of civilized man , that you can hardly believe in the reality of its
being the resting place of a race of negroes, from time immemorial, in
a state of barbarism , and whose communication with white men bas
been limited and uncertain ,
On approaching the land from the seaward you will observe ,
apart from the other trees which cri wn the heights, a clump of thick
brush wood called Looboo wood . When this bears E.N.E. ( com
pass ) you may steer direct in , and will be clear of the north - west
end of the shoal , which extends between two and three miles off Black
Point, and the water will shoal gradually from 17 to 9 fathoms.

Black Point in lat. 4 ° 49' S. , long . 11 ° 46 ' E., is long and low , with
a dense mass of trees standing out abruptly into the sea, and termina
ting in a sandy spit . To the southward a few miles is False Black
Point, very similar in appearance , and this makes it necessary to get
hold of Looboo Wood , in order to know the ship's position .
Having stood in E.N.E. , till False Black Point is shut out, you may
haul to the southward for the anchorage, going by the lead. You will
find the soundings regular, and may anchor in 7 or 6 fathoms.
The best anchorage is Black Point S.W. į S. , Indian Point N. } W. ,
Iris Beacon , S.E. , S. , good bottom , being one mile off shore , generally
a ground swell . The landing at the creek is good and smooth , and
water may be obtained close at hand from a spring , but only in small
quantities, as the boats cannot approach owing to the shallowness of
the creek , and it must be carried breakers and started .
By this
means I procured about a ton an hour.
In the course of the day the Mafooka of the district , Domingo M'Coy ,
informed Mr. Wood (the master ) of the existence of a large basin of
 ON THE DISTRICT OF LOANGO. 795

spring water, about two miles from the creek and near the beach . On
examination I found the water excellent , only forty yards from the
beach , and by cutting a road through the brushwood it was easy of
access ; indeed this large reservoir may be considered as the best station
on the whole line of coast for vessels to water from . The boats can
approach within a few fathoms of the shore, which , abreast of this
spring is steep, and in ordinary times when the swell is not great they
ride easy at the grapnel , whilst the Kroumen carry the breakers in,
and so start them into the puncheons.
In two days the frigate by this means completed to her stowage of
eighty tons, and the position being hitherto unknown, I erected a
beacon with the name of the ship and date of discovery , and received
a promise from the Mafooka that it should be protected.
The basin bore S.E. I S. , from the anchorage of the Iris, distant one
mile and a half. The water was purer than that of the Congo, and I
should recommend vessels to go there in preference to the river. We
rode out a violent tornado from the eastward which lasted three hours .
Stock here was cheap , one good sized fowl for an empty bottle ;
feathers and beads good also for traffic ; useful mats may be procured
here. The village on Black Point is neat, and the whole country
round fertile ; women may be seen working in the fields. The bay
was formerly much frequented by the slave vessels, but during this year
very few had appeared on the coast, and Domingo ( the Mafooka) an active
agent of the King of Loango for the disposal of his subjects , complained
bitterly of the stagnation in the trade.
mar

I understood that copper ore had ben discovered in the mountains ,

and that the people were beginning to pay some attention to the culti
vation of the soil. It certainly appeared to me that the whole of this
district was more adapted than any part of West Africa that I had yet
visited , for the European colonist, and I should strongly recommend ihe
Philanthropist and the Anti -slave Societies to turn their attention to
this spot. The natives are harmless but crafty, and their only idea of
religion is in the worship of their wooden fetiches or carved images of
the human figure.
The country between Black Point and Chilongo Bay , the northern
extreme of which may be known by a reddish ledge of rocks , is quite
different in character to the Loango territory , being lower and less
woody , and the land being undulatory and gradually rising into the
interior the prospect is more extensive. The land is said to be fertile ,
and water may be had from Chilongo river. From Chilongo to
Kabenda steep and red cliffs are remarked close upon the beach , the
country around and towards the interior being covered with verdure,
and quite parkish in appearance.
The small and secure bay of Malemba is formed by a tongue of land
of even surface, covered with grass extending into the sea in a north
westerly direction from high and perpendicular cliffs. The bay is snug
for boats . The natives are addicted to thieving, and on one occasion
attacked the boat of one of the brigs of war for the sake of plunder.
From this to Kabenda the country continues high and fertile, and you
may stand alongshore a few miles distant without fear, till you ap
proach the anchorage of Kabenda , then attention must be paid to the
796 DEEP SEA SOUNDING AND TEMPERATURE .

directions laid down in the General Remark book of the Southern

Atlantic , and as the observations contained therein relative to this
roadstead are sufficiently concise, I do not think it necessary to enlarge
upon them.
RODNEY MUNDY ,
Captain H.M.S. Iris.

ON DEEP SEA SOUNDING AND TEMPERATURE .

By Capt. Sir E. Belcher. R.N.
H.M.S. Samarang.
Sir .-On the 20th of March being in latitude 0° 24 ' N., longitude 10 °
37 ' W. , an attempt was made to obtain soundings. The following were
the rates at which the line passed off the reel . It broke, or ceased to
descend (suddenly) at 3065 fathoms.
Fathoms h. m. S. Fathoms h. m. S.
0 2 57 38 600 . 353 35.2
100 59 8 700 39 12
200 . 3 056 800 4 3 54
300 3 2 900 8 24 m . S.
400 5 18 2000 * 14 7.2-2000 51 34.0
500 7 23.2 100 18 11.2
600 10 16.8 200 . 22 15.2
700 12 51.2 300 29 30
800 . 15 51.2 400 39 18
900 19 15.2 1st, m. 500 . 44 33.2
1000 22 33.2-1000 24 55.2 600 . 49 57.2
100 26 24 700 54 39.2
200 32 10 800 5 0 26.0
300 36 57.2 900 6 24 m . S.
400 42 24 3000 11 0-3000 56 52 :8
500 48 27.2 3065
. Another lead sent down by messenger.
The first weight was one hand-lead of 12 lbs . The second one of
similar weight, which does not appear to have materially accelerated
the last thousand feet.
On the 25th of March , 1843 , in latitude 4° 14 ' 35 " S. , longitude 9 °
37 ' 39 " W., a weight of 14 lbs . was attached , and struck soundings at
1620 fathoms; but 5 fathoms were bauled in to bring it nearly verti
cal. No perceptible current, but ship drifted about one mile to the
south-west during the operation, which I attributed to the breeze and
being hove to .
Fathoms h. m. S. Fathoms h. m . S.
0 11 45 5.2 900 4 40
100 46 25.2 1000 . 7 34 · 1000 22 28.8
200 . 48 4 100 10 28
300 49 52 200 13 52
400 51 58 300 17 4
500 54 18 400 20 40
600 56 50 500 23 50
700 59 16 600 27 34
800 12 2 6 1615
 LIGHTNING CONDUCTORS , 797

In this case the weight had an air bag attached , and was not allowed
to sink rapidly for the first 50 fathoms. Still it appears to have reached
the 1000 fathoms in less time than in the preceding experiment , and at
1600 much earlier .
Thus in No. 1. 1000 fathoms 24 55.2 1600 fathoms 55 57.2
2. 66 22 28.8 42 28.8
Difference 2 26.4 13 28.4
In case 1 the weight was lead 12 lbs,
2 iron 14 lbs. enclosed in canvas.
On the 23rd the water bottle was sent down in latitude 2° 33' S. ,
longitude 8° 15 '.
The temperatures as given by the undermentioned thermometers,
( with the exception of 357 and 358 ,) cannot be corrected until I have
further opportunities of determining their values .
At 300 fathoms No. 331 46° corrected .
400 336 38 (?)
500 322 46
600 315 45.5
Sea at surface 79° 700 66 314 47
800 312 45 (?)
900 357 * 42 40.25
1000 358. 39 5 42-75
* These belong to water bottles.
The line was brought perpendicular by the jolly boat before hauling
the line in .
On the 13th of April , being becalmed in latitude 35° 50 ' S. , longi
tude 1 ° 54 ' E., another attempt was made at deep - sea soundings, but
the line parted without any surface strain at 1270 fathoms . I shall
| not lose more line by any repetition until I have laid them up three
strands . I then obtained temperatures at the under-mentioned depths .
300 fathoms 336 47.25º corrected .
400 315 44:50
500 331 41:50
Surface 600 312 51.25 (?) Current
by Standard 64° 5 ' 700 314 39.00 S.W.b.S.
800 66
322 42:50 0,732 miles per hour
900 357 41.25
1000 358 39.75
EDWARD BELCHER,
Captain H.M.S. Samarang.

LIGHTNING CONDUCTORS .

Protection of H.M. sloop Scylla from Lightning. By the official

journal of this ship , signed by Commander Sharpe, and transmitted
lately to the Admiralty, it appears that a powerful discharge of light
ning fell on the vessel on the 6th of August last, in lat . 24° 3 ' N., long .
96° 13 ' W. They had shortened sail to a heavy squall from south
west at 6h. 30m . A.M. , which at 7h . 50m . veered to north- west with
hard rain . At this instant the ship was struck by lightning ; the dis
798 NAUTICAL RAMBLES .

charge descended upon the main- top - gallant- mast , and passed down the
conductors on the masts , and through the lower deck by the conductors
in the hull with perfect safety into the sea . The force of the lightning
was so great, that some of the butts and fixing of the copper-plates are
said to have been started , especially where the lightning first struck ;
whilst the highly charged state of the air caused various parts of the
ship to exhibit electrical signs . No inconvenience appears to have been
felt on the occasion , the squall having passed , they again made sail
within half an hour from ihe time the lightning struck the ship, and
the usual duties went on as if nothing of the kind had occurred .
When we contrast this happy result with the destructive effects of
the electrical discharge, as shewn by the logs of H.M. ships in this and
former numbers, it must be surely admitted to be a highly satisfactory
demonstration, by experiment, on the great scale of Nature , of the truth of
the principles on which lightning conductors are spplied , as well as of
their great practical value.
At least eight ships of H.M. Navy have been successfully defended in
this way from the terrible effects of lightning. In no instance have the
conductors failed to transmit the electrical agency safely to the water,
without those heating effects , and other ill consequences in the form of
lateral explosions which some persons have asserted would necessa
rily be attendant on them . These objections, therefore, so often dis
cussed in the pages of this work may be considered as being so far
satisfactorily disposed of. To rescue the British navy from the terrible
and often fatal consequences of lightning, so fully apparent in the offi
cial log books of H.M. ships above alluded to, cannot but be considered
as a matter of great national importance .

NAUTICAL RAMBLES .—THE LEEWARD STATION DURING THE WAR .

Port Royal and its Associations .
(Continued from p. 717. )

Our worthy host listened to this long yarn with the greatest attention,
and replied “ I am much gratified, and in truth feel highly indebted
for the explanation which you have been so good as to afford me ; and
I readily acknowledge to have hitherto looked at the matter only in
the abstract, a circumstance I apprehend which is but too common
among the mass of mankind . You have given a spur to my enquiry ,
and although convinced that your reasoning is just, may I enquire,
without doubting, whether the isolated state of seamen , as a body , may
not be taken into the account.”
“ Most certainly , as well also the opposite position of the slave, who
has an opportunity at any time, of evasion , by absenting himself. I
made a slight allusion to this, I believe, in the course of the argu
ment. "
“ It must be admitted that your train of reason seems conclusive with
respect to the slave ; but how, may I ask (said our host) does it happen
that the black individuals, ( who have not the same stimulants to action
 THE LEEWARD STATION. 799

as British seamen,) composing the West India regiments attain—if not

to an equal degree of perfection, at least to a high state of subordi
nation and discipline ."
“ Your question is one which I am hardly prepared to answer ;
indeed , knowing nothing of soldiering , and very little with respect to
the individuals to whom you allude, I cannot pretend to reason out the
case ; which upon the presumption that the disposition of the negro is
pretty much the same everywhere , and under any circumstances,
would appear almost a phenomenon ! Yet, as it is probable that most,
if not all, the persons enlisted into the West India regiments are young
in years on their entry , much may be said on the score of early train
ing, and the force of habit resulting from the constancy of a regular
routine of duties. I believe , too, that the efforts of the officers were
greatly assisted by a plan of education adopted for the improvement of
the minds of the non - commissioned officers, who were blacks, and who
thereby imparted to their comrades a large share of the esprit de corps ,
which acts with such beneficial effect in the services. Nevertheless,
instances of mutiny or resistance to authority have not infrequently
happened in the corps. But my object in the discussion is rather to
endeavour to prove from direct facts that the negro slave is incapable
of being brought to the same degree of regularity and obedience as the
British seaman is ; that is the gist ofmyargument, ' le but où j'aspire,'
( the point which I aim at ,) as the Frenchman would say."
The question was thus disposed of, and our host seemed to feel that
he had gained a “ wrinkle ” . I afterwards heard that a gentleman of
fortune who had served in the army , and was rather fond of eau de vie
de sucre, was in the habit of inspecting his slaves after the fashion of
the soldiers : they were made to bathe themselves in a river which ran
through the estate, and were afterwards mustered in their clean attire
before the dwelling . I believe the system did not last very long. The
person alluded to , if my memory serves me, was Mr. T ---, son of one
of the most extensive proprietors of the island , of whom I have heard
the following marvellous story. 6 W ben he was born , a pigeon laid
an egg upon which was legibly traced this line” : “ Joy unto thee
J. 1.” The former took it into his head to attend the expedition
which captured the City of St. Domingo , during Admiral B , S. Row
ley's command , and it was said , afforded a great deal of amusement to
the tars .
Whilst in the mountains I had an opportunity of seeing the musical
instrument called a bonja. The lines written by the late R. C. Dallas,
Esq . , on the pastime of the negroes, alludes to ihis instrument.

“ What are the joys of white man here ?

What are his pleasures ? say ;
Me want no joys , no ills me fear,
But on my bonja play.”

The bonja is a singularly simple instrument , a sort of Paganinian of

one string , which is stretched between the extremes a bow , and is
rested against the teeth or jaw , and played with the fingers. There
was an old blind negro at Montego Bay , who was celebrated for his
performance on this simple instrument; and I recollect to have seen in
800 NAUTICAL RAMBLES .

the year 1814, at the Court House of that town , a very beautiful water
colour drawing of the bay and shipping from the heights above the
town , wherein this old African musician was introduced with very
happy effect sitting under a magnificent Sabia tree. The picture was the
performance of a young English artist named Eves, whose skill and
colouring I thought second only to the masterly delineations of his
townsmen , (of Bristol ,) Danby and Jackson . The unfortunate draughts
man, I was told , subsequently fell a victim to the climate.
I also had an opportunity of seeing the contoo, another simple in
strument , if the unconnected pieces which are used to produce the
sounds , can be so termed . It consists of two longitudinal pieces of
wood in the rough state, with ten or twelve other pieces of different
sizes , but proportionate in decrease from the first to the last , laid trans
versely upon the former ; these are struck quickly with another rough
stick , not successively, but with apparent irregularity , each piece pro
ducing a sound according to its size .
It will appear obvious that to produce harmonious sounds from so
rude an instrument, it is necessary that the player should possess an
ear for music ; and that the sound issued by each piece of wood , must
be retained in memory , just in the same way as that given out by
each key of a piano requires to be known , in order to effect the compo
sition of a regular aud pleasing tune . There is no gamut to aid the
mind of the black musician ; but the tone of each key , if we may ap
ply the term here , being once clearly understood by the ear, the selec
tion of the others in succession for the production of a harmonious tune,
will be dependent on the musical skill of the performer. The tones
given out were soft and plaintive , similar to those produced by the
musical glasses, or, by tumblers filled with water ; and as the strokes
were rapidly made, the sounds falling, as it were, into each other,
altogether afforded an agreeable tune ; superior indeed to what I should
have expected from the sight of such a primitive instrument. A pecu
liar kind of hard wood is, I believe, necessary to be selected ; and the
proportionate lengths and diameter of each and all must be nicely ad
justed . It is probable, too, that the size of the pores of the wood assists
in modulating the sounds.
The performer was an aged African negro , the watchman of a plain
tain- walk . He sat alone in the midst of the romantic scene , consoling
his withering heart with the thoughts of his early days ; thoughts lit
up , no doubt , by the sounds of his native instrument, which were fami
liar to the ears of his boy hood , and now carried his imagination back
to those moments, to him , perhaps, as to many of a different caste , the
only ones which , through a chequered life, were productive of unsear
ing happiness ! That this view of the state of his feelings was correct,
I was assured ; for the poor old fellow after exerting his skill with ani
mation for some time, became too excited to proceed , and at length
threw down the stick he had been using - and wept ! It was an
eloquent picture , and those tears which the source of remembrance had
pour down his aged and furrowed cheeks, told more forcibly than
language could have done , that , black though the negro is , his feelings
are strung upon the same vibratory thread as those of his more fortu
nate white brother.
 THE LEEWARD STATION . 801

I bad , at this time, an opportunity of witnessing the festival of the

“ John Canoe ” . Whether this pastime is of African origin or not I
did not ascertain, but except in the grotesque figure of the principal
actor, there appeared nothing to entitle it to the attention of the curious
spectator. It was difficult to make out what meaning was attached to
the ceremony by the negroes ; to me it seemed to be intended merely
to create harmless diversion and mirth , which it failed not to do among
the multitude that assembled to witness it ; the black children especially
were uproarious in the expressions of their delight; and no doubt were
as happy as the white little ones ' at home' are in viewing Punch and
Judy . The man who performed the chief character was fantastically
dressed with a loose flowing robe over his shoulders reaching down to
his heels, and the representation of a castle , or spired building on his
head . In fact it appeared to be a sort of Carnival, and possessed as
little pretensions as that ridiculous pastime of the more serious Catholics,
to rationality .
Jamaica is not exempt from the presence of that singular people
distinguished by the name of Jews ; indeed, the island appears to pos
sess rather more than its share of such keen sons of Mammon . Some
have attained to great wealth , and receive that attention and deference
from the rest of the community which a long purse will always com
mand . I have met, too , with a few who are not usurers, or engaged in
trade, but have swerved from the beaten track of their progenitors, and
live in the country upon their own estates. It is a subject for remark
that in these individuals I found the lineaments of the face far less
marked and peculiar , than in those who follow the ordinary occupation
of the sect . Some of the members to which I particularly allude have
married Christian females, a step which would seem to imply that their
sentiments with respect to their religious creed was undergoing a change ;
or, what, perhaps, amounts to the same thing, they had become indif
ferent to the claims of exclusive observance exacted by the tenets of
their religion , or the practice enjoined by the laws which govern their
conduct. In two or three generations it is probable that, little trace of
the Jewish features, or origin will remain , and that the successors will
fall imperceptibly into the pale of the reformed Church ; a mode of
amalgamation, if the term may be permitted , that seems more natural
than a sudden change of belief, which always must be attended with
violence to the feelings ; and may give cause for others to suspect that
the party which leaps at a bound , from one creed to another, that are
diametrically opposed , has little claim to be considered as being in pos
session of any religion whatever.
Nevertheless, conviction of a truth, or of some point which may be
strikingly confirmatory of what is considered by a people , a sect, or party,
to be a truth , may flash suddenly across the mind of an individual,
and bias it at once and for ever in favour of that truth . The history
of the Jews themselves is confirmatory of the truth of the New Testa
ment. Those who may entertain any scepticism of the genuine contents
of the Bible, one would think, upon due reflection on all which is
therein recorded of that singular people , and the verification of the
general denunciation, ought to be convinced of the erroneousness of
their opinion . There is, indeed scarcely a subject connected with the
ENLARGED SERIES.No . 12. - VOL. FOR 1843 . 5 к
802 NAUTICAL RAMBLES .

history of mankind , which offers more serious matter for reflection than
that of the peculiar situation of this once powerful nation , the chosen
people of the God of the universe , their dispersion over the globe , their
adherence to their ancient religion , modes , and customs, their marked
features, so distinct from those of others, as to be recognised in any
country, their prediliction for traffic, especially in the precious metals,
and jewellery , as money lenders, brokers, and rag- men , their ardour and
indefatigable zeal in the pursuit of gain , which no insult , injustice, or
persecution can diminish , the remarkable success which attends their
universal practise ofusury , as the “ Golden Calf,” the “ Great Levite "
of the money Exchange exemplifies.
But , be their demerits what they may , is it for their fellow -men of
a different creed , to condemn them for the past, in persecutions and
opprobrium in the present? The same Almighty power which “ sets
his seal ” upon the “ stiff -necked generation ” is not unrelenting ; the
attribute of mercy which displays itself in every moment of our lives,
without distinction, has been vouchsafed to this “ fallen people ," and
in the due opening of time the remnants which now lie scattered over
the face of the world , will be gathered as one flock , under one shepherd .
Happily , the mere prejudices of religion are giving way to more en
lightened and more humane feelings ; and , if any thing unconnected
with faith , can reconcile this sect to the tenets of the Christian, surely
a more benevolent conduct towards all those who are attached to that
sect, is more likely to be efficacious than persecutions and execra
tions !
I do not know whether the remark has ever been made , or, that it
is strictly correct, but, I never heard of a black Jew, although , I be
lieve some coloured persons will be found among them as “ half-breeds.”
Neither have I ever heard of their making converts. Christians, we
know , have pretended (in all probability ) to join the Moslem ranks ,
but (there is scarcely a doubt) their conversion to Mahomedanism was
from policy and not conviction . But, who ever heard of a Christian ,
or a follower of the " Prophet of Mecca becoming a Jew ? To be “as
avaricious as a Jew , " has been a proverb in everybody's mouth , as if,
forsooth all other persons were exempt from such a feeling ! Jews are
as capable of generous actions as well as other people ; it would be
strange indeed if they were not so ; but, the Christian, whose religious
principles split into fragments, assumes great superiority of pureness
over other sects ; and in his study of human nature , although habi
tually given to the observance of other's faults, forgets to feel his
own ! The current story of the Jewess- mother , whose child fell from
the gallery into the pit, having demanded back the money because
" little Moses broke his neck and did not see the play ; ” may pass as a
capital joke among the Cockneys; but , it would seem that the universal
system of frauds practised by those of a purer faith has no point, no
meaning, as if they were privileged amidst the display of ostentatious
self-conceit, to deride that sin in others, which they are deeply imbued
with themselves !
We may now turn our view to other matters . On the Jamaica sta
tion the enemy's ships of war seldom appeared ; but the privateers were
extremely numerous, and although a great many were captured, like
 THE LEEWARD STATION . 803

cockroaches their number seemed not to diminish. This may , perhaps,

be accounted for from the fact that privateering was carried on here
more in the spirit of buccaneers than according to the rules of European
warfare, and proved a very profitable speculation ; the loss of a vessel
being immediately supplied by the fitting out of another , and a man of
enterprise never wanting to fill the command .
If the French naval officers, during the late war, had been possessed
of the experience, the enterprise, and the skill of the commanders of the
privateers which roamed within the limits of the Caribbean Sea, and
confined their attention solely to the capture of our merchant- men , they
might have annoyed our commerce much more than they did . Of
course, as the state of affairs was at that time, few would ultimately
have escaped from us ; but if instead of sending out , occasionally , single
ships, and squadrons of the line, Napoleon bad ordered three, four , or
five fast-sailing frigates, sloops and schooners, under clever officers, from
the several naval ports, with roving commissions, to proceed successively
to sea, and confine their depredations entirely on our trading vessels ,
there is little doubt we should have suffered considerably more than we
did .
There will appear no reason to doubt this inference, when we recol
lect what mischief the Americans created during the short period of a
two-years' contest, by dispatching two, and three national vessels toge
ther, to roam over the seas, and burn , sink and otherwise distress our
commercial shipping, and which, in some cases, was performed
with perfect impunity, notwithstanding the immense number of our men
of war studding the ocean , from continent to continent, and from zone
to zone . It was impossible, however , for the unprecedentedly large
force of Britain , to guard all the avenues into the ocean , or to effectu
ally blockade the North American ports, although most of these lie up
estuaries, -fog, and off -shore gales, and dark nights to such skilful and
daring seamen as our brother Yaukees are, were just the sort of inci
dental incentives to their restless and bold spirits, to lead them into the
resolution of making a dash at all hazards, and in a variety of cases
with complete success, as the runs through “ Hell's gates” sufficiently
attest.
In any future war, from the introduction of steam- power in naviga
tion , no doubt the mode of carrying on hostilities at sea , will be much
altered or modified ; but, I am not one of those who imagine that ships
of the line will be dispensed with , and that the warfare will more re
semble that of the Gallies in less modern times, than the formal fashion
of the late wars. If, however, steamers are destined to play a principal
part in any future naval actions, it seems obvious, from their present
construction that, they nuust be kept out of range of the broadside shots
of the engaged ships, and their commanders be content in the use prin
cipally of shells.
That they may become useful in towing the disabled ships out of the
line , and in raking the enemy's rear, may be possible; but , if the latter
are equally strong in that class of vessel, we may readily believe they
would not be mere lookers-on , but rush in to prevent the aid of the
others from being effectual ; in which case , the success of the battle
may not be much aided by them, as they would have enough to do to
80+ NAUTICAL RAMBLES .

take care of themselves ; for, as an unlucky shot , or shell , may place

any one of them hors de combat, or , at all events, render her less effi
cient than a sailing vesse ), their presence would afford but a doubtful
hope of the issue of the fight as far as they are concerned .
Some plan , therefore , which would render the steam machinery
secure from the effect of shot and shell is a desideratum ; but if this be
impossible , then , an action at sea will not materially be dependent on
the aid which such vessels are capable , in their present mode of fitment,
of affording. We are not justified in believing, however much the
national vanity may be flattered, from the good service which the steam
ers rendered on the coast of Syria , and at Canton and other places
in China , that they will be able to be equally effective in action with
a fleet of any European power , or with that of the Americans ; one shot ,
well directed , from the heavy gun now introduced into the navies of
the different nations, would paralize the efforts of any steamer, and may
render her useless. And if steam fleets or squadrons alone are to meet
and contend in general ac ns, the victory will not, it may be presu
med , depend so much on seamanship, and bravery , or endurance of
“ pummelling ”, as upon skill in gunnery, and good fortune. The party
which is less cut up, and whose machinery has been the least injured ,
will win the “ chance ” , but whether he may be enabled to take advan
tage of it, is another thing - hypothetically , there would be little hopes,
for the party which had lost the “ chance ” whilst the other had the
power of choosing his position and distance . Let us take another view ,
which in fleets is unlikely , but may happen with small squads* : sup
pose both parties fight until each becomes disabled , and for a time
unable to move ; a few ships, or steamers, belonging to either side acci
dentally falling in with the combatants, would soon finish the affair ;
under these circumstances the constant stream of success which followed
our maritime enterprises and sea -fights hitherto, may not be near so
uniformly successful ; but I do not think that the prestige of our naval
glory , even in steam warfare, will ever be tarnished , or lost, or materi
ally lessened , though it is possible, indeed probable that, we shall not
so effectually, in any future war, sweep the seas of the enemy's vessels
as we did during that of the revolution.
It is remarkable that during the war British privateers were few in
number ! but those which appeared were generally of a larger size and
carried more guns than most of the enemy's private armed vessels. The
reason probably was that the returns would not justify the outlay , as
the King's ships being so numerous, and the merchant vessels of the
enemy so few that but poor gleanings could be expected by specu
lators .
Kingston in Jamaica, and Nassau in New Providence employed a
few schooners; and as two or three re-captures would prove as profitable
to the proprietors of these vessels as one prize, a tolerable harvest was
reaped by them ; especially by “ Old Johnson" of Bahama celebrity,
who was eminently successful in relieving the Dons of their doubloons
and dollars, and in finding gay Lotharians to woo his pretty daughters .
The desire of realizing a rapid fortune in this way appears to have
Of Steamers.
 THE LEEWARD STATION . 805

seized upon the imagination of a Captain of marines by the name of

Watt ,-I believe of the Arethusa frigate . He was a man of great
energy and determination of purpose, and particularly suited to dashing
enterprise ; and for a short time kept the Spaniards of the south side of
Cuba in a state of terror, by his bold attempts to share in their profits,
principally in the Bight of Batta banoo . I believe, however, that his
expectations were not realized . I took a passage in his schooner from
Lucca to Port Royal ; she was a beautiful craft , well manned , and in
prime order. I do not recollect what became of him , or in what man
ner he settled his dispute with the naval authorities about the right he
claimed of quitting the public service. Had he remained , he probably
would have obtained the brevet rank of Major for the actions of the
frigate subsequently , and by this time would have been a Colonel , if
not a Major General—the prospective peep he took , by reflection, into
futurity it appears was deceptive, and his lesson may be profitably
studied by others, the old adage “ a rolling stone gathers no moss,'
being verified in his case .
The sport, if I may use the term , which the clever commanders
among the privateers'- men of the enemy afforded to our ships of war,
was equal in excitement to that which a keen and ardent sportsman
enjoys in his more wanton pastime of hunting the stag, the fox , or the
hare ; and the animated pleasure was often increased to such a degree,
as to border on delight, by the display of professional skill of the master
spirits which guided and executed the manæuvres necessary to ensure
escape ; or, when that became doubtful , in deceiving by stratagem, or,
outwitting by cunning ; they being privileged as the weaker party , in
resorting to the employment of any , or every conceivable ruse for the
purpose of getting clear of the clutches of the formidable pursuer.
It was often a beautiful and extremely interesting sight to witness a
chase of this sort on a lovely day , with the glorious sun shining brightly ,
and the vessels speeding gallantly under a press of sail , with a fine
royal breeze blowing over “ El golfo de las Damas,” ( the ladies' sea,)
when the chances of success, or, of escape , of the pursuing, and the pur
sued , were so nicely balanced , as to rise expectation to the highest
pitch , and leave the stake to the issue of a false manœuvre on the one
side , or, to the superior taste and sagacious pre -conception of what
would follow on the other !
By St. George! she distances us amain ;
Blow good breeze-a fresh gale blow !
Up Firemen — wet the sails — they have no strain ;
Pipe the hammocks down below .
Let the men turn in - sling the chests—be smart ;
Trimmers run the bow guns aft ;
The upper tier of water quickly start ;
Wemust counteract his craft,
And try with skill to win , if doomed to part ,
Such are the plans , the hopes, and fears , briefly expressed , that occupy
the mind during a chase ; and there are few indeed , it may readily be
believed , who do not enter upon the cheering pursuit with all the ener
gies of body and soul ; and feel those undefinable emotions, whilst it
lasts, that the mind is suceptible of, from external causes acting npon
it, through the medium of the sense of sight.
( To be continued . )
 806

ON THE DAMAGE WHICH HAS OCCURRED IN THE British NAVY BY

LIGHTNING, with an account of the attendant phenomena , abstracted
from the Official Journals of the respective Ships, and from other
authentic sources of information . - By W. S. Harris, F.R.S., & c .
(Continued from p . 744.)

UNITE, 36.
1811 . June 25th , off Elba, Mediterranean ; Capraira, south four
leagues ; A.m. 6h . 25m. , a very heavy squall E.N.E., accompanied by
lightning, thunder , and rain ; main - top- mast shivered all to pieces ; also
fore-top- gallant-mast ; fore-top -mast sprung in several places, and the
fore-mast much damaged ; main -mast also split open and sprung ; fore
top - sail set on fire, and main - top-sail split open and lost overboard.
Several men badly hurt.
On clearing up, observed Ajax and Resistance to have suffered much
by lightning
The main -top -mast, it appears by another account, went over the
side, and one man was lost in consequence . The lightning knocked
down all bands on the lower deck, and is said to have escaped out of
the hawse holes .
Wind on the 24th, W.N.W. , light breezes and cloudy ; 25th A.M.
calm , then E.N.E. , after which heavy squalls ; 8 P.M. squally with
thunder and lightning ; 26th fresh breezes and cloudy ; wind shifted
to W.b. $ .
The ship was obliged to go to Malta and shift her masts. She was
one of the Mediterranean feet , and was disabled by lightning , together
with Ajax , 74, and Resistance , 44 , in the same thunderstorm . This
case shews the liability of lightning to strike in several places at once ,
and to fall on two masts of a ship .
UNION, 98 .
1813. September 2nd, off Toulon , atanchor in the Bay of Foz ; A.M.
found main -top -mast shattered by lightning .
Wind on the Ist south -east , cloudy and fresh ; on the 2nd north -east
to north-west ; 3rd S.S.E. strong breezes and squally.
This ship was one of Sir E. Pellew's squadron . ( See Swiftsure of
the same date , and Ocean .) The fleet under Lord Exmouth , on the
blockade of Toulon suffered so much , and so frequently in thunderstorms,
that his lordship issued an order to prevent the men from going aloft
during the prevalence of lightning, except in cases of great emergency .
Out ofthirteen sail of the line nearly one half were on one occasion more or
less disabled .

LA VIRGINIE , 38 .
1799 . September 28th , Madras Roads ; 10h . 45m . P.M. lightning
struck the ship and shattered to pieces main -top - gallant and main - top
mast, also sprung the main -mast and destroyed the main - top -sail-yard.
Capt. Rogers, R.N., who was in the ship states that, several men were
knocked down on the deck by taking hold of the staunchions round the
 DAMAGE BY LIGHTNING IN THE BRITISH NAVY . 807

skylight . The thunder and lightning continued above an hour, and

produced a rapid succession of discharges. The rigging of the ship ap
peared as if scorched by fire, and the lightning is said to have dis
charged from gun to gun on the main deck.
The wind was from the east with a shift to S.S.E. and W.S.W.

VICTOR , 28 .
1803. May 28th, East Indies ; Cochin, east twelve leagues ; 10 A.M.
heavy squalls with rain , wind easterly ; 10h . 30m . main - top -gallant
mast, top- mast , and main- mast struck and shivered by lightning, lower
rigging on the starboard side much cut.
Wind on the 27th S.b.E. variable and squally ; 28th south -east ;
29th light airs A.M. and variable , at noon south -west, squally .
The ship had a refit in consequence at Trincomalee, and her main
mast was taken out.
VALIANT, 74 .

1813 . April 5th , off Boston ; Gay Head N. 44° E. , 71 miles.

Wind east, fresh breezes and thick weather ; 8h . 20m . P.M. heavy
rain , with lightning, and thunder ; a flash struck the main -top- gallant
mast and carried it away , together with the main -top -mast and mizen
royal- mast ; main -top -sail split and also main- top- sail yard .
WINDSOR CASTLE ,

1794. September 28th , moored in Leghorn Roads ; 8h , 30m . A.M.

the fore -mast and fore - yard struck by lightning. Wind on the 27th
west with a shift to north - east in the afternoon ; 28th A.M. southerly,
after which south-east ; on the 29th again north -east.
The log says but little of this accident . It appears by other accounts
that when the fore- yard was struck , the paunch between the mast and
yard was set on fire, and it burned so furiously as to threaten destruc
tion to the ship . Fortunately a heavy fall of rain came on , and the fire
was at length extinguished , one or two men were much hurt , and all
the pigs killed in the sty .
The Senata, a Neapolitan 74 , in company , on the larboard beam was
struck at the same time, her main -mast shivered; eight men killed and
many wounded . Further accounts from the late Capt. Bevan , and
Lieut . Jeans , R.N.
Wasp, 18 .
1814 . January 10th , cruizing in the Gulf of Florida ; A.M. strong
gales and squally N.N.E., 4h . 45m , ship struck by lightning , main
top - gallant-mast and main -mast much injured. Two men killed .
The winds were variable all round the compass , with occasionally
heavy squalls from north -west and calms with thunder and lightning ;
at “ 11h . 30m . main -top- mast shivered to pieces ” ; 12h . very heavy
squalls . Lost overboard by the main - top -mast going main - royal
braces and bowlines and swinging boom , also main - top -sail lifts and
braces. P.M. cleared the wreck , found main -mast so much injured as
not to be enabled to bear a main - top -mast.
808 DAMAGE BY LIGHTNING IN THE BRITISH NAVY .

The lightning was very vivid and forked ; the ship had a prize in
company, which appeared to be surrounded with serpentine flashes of
fire . The main - mast on being taken out at Bermuda was found shat
tered to the heart. The crash of the thunder is said to have been
awful , every one on deck was knocked down . The body of one of the
men struck aud killed by the lightning is said to have remained warm
for two days ; the smell of sulphur was so strong on the lower deck that
the men were in danger of suffocation . Further particulars by Capt.
Price, R.N. , then in the ship.
YORK , 74.

1800 . September 25th, Port Royal , moored in the harbour ; A.M.

fresh breezes with rain , thunder, and lightning, wind easterly ; 1 P.M.
main - top -mast and top - gallant-mast shivered by the lightning, and the
main - mast much damaged ; two men killed and five wounded .
Wind on the 24th, east and moderate ; 25th east ; 26th, south -east,
moderate and fair weather.
Much more is said of this case than appears in the log, it created a
great sensation in the West Indies at the time from the many men
killed and wounded . It is stated that the men were furling the main
top -sail at the time, and that they were all killed or hurt ; and that
several were killed and wounded on the lower deck . The flesh of those
killed came away like a bruised or rotten apple on being touched .
The hoops of the main -mast were burst open , and four butts of water
were stove in the hold .
ZEALOUS, 74 .
1796. December 26th , mouth of the Tagus ; P.M. squally with rain ,
thunder , and lightning, by which a man was killed whilst at work on
the bunt of the main yard .
The wind had been from the west, after which variable and north
west ; 27th W.S.W. squally , with rain aad lightning .
The log does not record any further damage.

ZEBRA , 18 .
1838. March 27th , standing along shore , Straits of Malacca ; P.M.
light breezes S.S.W., and fine ; 8h. squally with heavy rain , thunder ,
and lightning ; 9h . squalls with very vivid lightning ; 9h . 20m . the
electric fluid shivered the main - top - gallant mast and top -mast. The
main cap much injured . Came to with the chain cable in twenty - four
fathoms .
The electrical discharge passed by the chain top -sail sheets to the bolts ,
without damage to main -mast, and seemed from thence to explode like
a shell in the body of the vessel, destroying the top -sail sheet bolt. The
sails on the main -mast were quite scorched , and also the jib, which was
rendered quite useless in consequence. The head of the top -mast, and
part of the top - gallant-mast were found lying across the top-sail yard ;
the body of the top-mast came down on deck , being the greased or
hoisting part of the mast.
The wind on the 26th W.N.W., W., N N.W. , and calm ; 12 P.M.
 NAVAL CHRONICLE , 809

N.N.E. , light breezes and cloudy ; 27th north , light airs at 1 A.m .;
12 P.M. the wind shifted to the south. The weather all the day fine,
but at 8 P.M. a succession of squalls from all points of the compass, just
before the ship was struck it was quite calm . On the 28th variable
winds and fine ; light airs from E. to N.
Purther particulars from Capt. McCrea, R.N. , then commanding the
ship.
( To be Continued .)

MARINE INSURANCE .

“ The system of doing insurance which has been brought about by mushroom
companies, projected by scheming secretaries, in order to obtain salaries for
themselves and others, has completely set aside the old practice, and has mate
rially altered the risks. Competition has rendered it easy to effect an insurance
on any dilapidated “ tub ” to the full amount of her value, whereas it was
formerly the custom to engage for no larger sum than would cover two - thirds
of the worth of a vessel which rule (as Mr. Gladstone, of Liverpool , lately
averred ) made the owners of many vessels cautious and careful in their outfit
and repair . ”
Little did we think , when the paragraph just quoted was written, that any
witness would be bold enough and candid enough to tender such full and
unbiassed testimony upon the subject, as was requisite to explain to the Com
mittee on Shipwrecks all the evil consequences that arise by abuse of the
protective benefits of insurance. A witness of this fearless and candid dispo
sition , however, did present himself. John Powell , Esq. , a member of Lloyd's,
has laid bare all the faulty workings of our system of insurance,which conspire
to lessen those precautions which should be observed in the outfit and manage
ment of merchant vessels. He has proved that vessels are sometimes wilfully
wrecked , for the object of gain , by recovery upon a multiplicity of policies;
he has disclosed the fact, that remuneration for total losses has been claimed
from the insurers upon vessels which very shortly afterwards made their appear
ance. That losses are, in certain cases, more profitable to the insured than
safe arrivals -- that it is on these occasions that the mariner, after his hazard
and labour, is deprived of his wages to add to the gain of the shipowner ; that
the barratry of the master, and the consequence of his wrong doing in regard
to another vessel not under his charge, are all covered by the responsibility of
the underwriter; who, moreover, makes good the smuggler's loss.
All these results are attributed to the eagerness of competition ; but at the
same time it should be recollected, that competition has reduced the cost of
marine insurance twenty - five per cent. This last effect might be considered
an advantage, if it were not counterbalanced by the destruction of vessels
· which might and would have been preserved if so great facilities did notexist
for effecting insurances upon vessels not faithfully repaired or liberally fitted .
It will perplex no one, after what Mr. Powell has related, to account for the
failure of the St. Patrick Insurance Company, which, after a career of eighteen
months or two years, wound up its accounts with a loss of £ 250,000 . The
money might have been laid out better, and no doubt the shareholders
think so.
Sir Charles Napier, who seemed astonished at parts of Mr. Powell's evi
dence, demanded – Are ships ever lost on purpose ? '-Yes ! said the witness
and sometimes from the neglect of captains and officers ; yet, in either case,
the insurers pay— “ good easy men,” they pay, “ full snrely ” —and generally
as a matter of course. Admitting this statement to be true, can there be a
ENLARGED SERIES. - NO . 12 .-- VOL FOR 1843 . 5 L
810 NAVAL CHRONICLE .

doubt about the correctness of Mr. Powell's opinion , when he says - it would
be of advantage , not only to underwriters, but to the whole country, and
cause a still further reduction of premiums, were enquiry to follow the loss
of a ship ?
The underwriters would certainly be benefitted by any measure which would
induce increased caution in the navigation of merchant vessels ; and it is
equally evident that the country would gain, since every loss of property is a
national loss, as well as a loss to the individuals upon whom it immediately
falls. The claims for total losses and for averages are greater than they were,
making due allowance for the increased tonnage. Here is an effect - what is
the cause of it ? That many ships have been designedly wrecked we do not
believe; let the mischief be attributed to carelessness or anything less blame
ahle ; still some endeavour should be made to lessen its amount. The pro
priety of making such an attempt seems to be acknowledged at Lloyd's, for
Mr. Powell expressed his approbation of the proposal of Captain Fitzrey,
albeit the late Trinity -house colleagues of that gallant officer are opposed
to it.
Next in importance to guarding as much as possible against shipwreck , is
the business of defending shipwrecked property from plunder, when thrown
ashore. Several naval officers have given evidence that robbery of this cha
racter is committed on many parts of our coast, and that the offenders, some
of them decent- looking farmers, really believe that they are doing no wrong
in appropriating to themselves, anything worth carrying, that the storm brings
within their reach . They say it's a " Godsend," and calculate upon the pro
babilities of the happy event occurring to enable them to give their wives
new gowns. It is common with them to stop the clamours of a noisy creditor
with “ I'll pay you next wreck” ; and the promise passes as one of fair hope
of a satisfactory settlement. Thus the underwriters, like the young progeny
of the turtle, are preyed upon in the flood and on the sands; but it is not
always and in all places that the wreckers go to their work and do it in real or
pretended ignorance of its atrocity. This is shown by a well-authenticated
instance narrated by Mr. Powell, of the cunning and caution of wreck robbers
at Whitstable.
[ The foregoing, which we quote from that valuable paper, the Shipping
Gazette, is a pretty dish to set before our readers ;and yet it is in a few words
what has been in these pages long ago. We trust that our seamen will consider
it well, for let them remember, the “ tubs ” which some of them sail in , may
be insured, but that their lives are at stake in them : with regard to the ruin of
an Insurance Company when competition in this art goes so far as to leave
the seaworthiness of the ship to be insured out of the question , all we can say
is, they richly deserve it.

THE CHINESE TARIFF.— Tonnage Duties, foc.

As all mercantile transactions are carried on in China, and will be, in dollars,
of which the Spanish piliar dollar will be the standard, until other dollars
obtain the same credit ; as, moreover, the duties by the new tariff are to be
paid in bullion , that is, in silver valued at per rule of Spanish dollar ; and as ,
moreover, no coin or metallic value is so well and universally understood in
the British dominions as the Spanish dollar, it would seem to be a great con
venience to state the new Chinese tariff in the identical terms of dollar values
in which calculated and understood there. The statement of the new tariff
rates in these values will moreover afford a more convenient occasion for a
comparison with the former tariff, which comparison is after all possible to a
certain extent only, as a complete and attested copy of that tariff never could
be procured by the resident merchants (perhaps not over anxious in the matter),
and therefore the duties were surcharged, abused, mitigated, compromised.
 NAVAL CHRONICLE . 811

according to the astute manquvres of the merchant and the necessities of the
pauper mandarins . It will readily be understood that the consigners of Leeds
or Manchester wares were seldom admitted to a participation in the mysteries
of the tariff rates really arranged, as perhaps their account sales would tell.
Taking the dollar at 4s. 2.1., and there being 100 cents to the dollar, the cent
corresponding to one halfpenny, the Chinese tariff will readily be construed as
follows :—the Chinese weights and measures as rendered in English being
given subsequently. And the tariff rates are likely to be more correct as here
given, because thus rendered into dollar values on the spot, that is in Hong
Kong by intelligent resident merchants. Such of the rates of duty payable
under the old or former tariff as can be verified are added by way of compa
rison with the new tariff.

Schedule Tarif ofDuties of the Foreign Trade with China.

EXPORTS.
dol. c. dol. c.
Alum , per 100 catties 0 14 Mother -of-pearl ware, do. 1 40
Aniseed (star) , do. 0 70 Musk, per catty 0 70
Ditto oil, do. 6 94 Nankeens and cotton cloth of all
Arsenic, do . 1 04 kinds, per 100 catties 1 40
Bangles (or glass armlets) do . 0 70 Pictures, viz : large paintings, ea. O 14
Bamboo screens and bamboo ware Do. rice paper 100 pictures, 0 14
of all kind, do. 0 28 Paper fans, per 100 catties 0 70
Brass leaf, do. 2 10 Paper of all kinds, do. 0 70
Building materials, Duty free Pearls (i.e. false pearls) do. 0 70
Bone and hornware, do. 1 40 Preserves and sweetmeats of all
Camphor, do. 2 10 kinds, do. 0 70
Canes of all kinds, per 1,000 0 70 Rattan work of all kinds, do. 0 28
Capoor cutchery, per 100 catties ( 42 Rhubarb, do. 1 40
Cassia, do. 1 04 Silk ( raw ) whether Chekeang, Can
Ditto buds do. 1 40 ton, or elsewhere, all kinds per
Ditto oil, do. 6 94 100 catties 13 89
China root, do. 0 28 Coarse or refuse of silk, do. 3 47
Chinaware, all kinds, do. 0 70 Organzine, all kinds, do 13 89
Clothes (ready made ) do. 070 Ribands, threads, & c., do. 13 89
Copper, pewter ware, &c. do. 0 70 Silk piece goods of all kinds, as
Corals (or false coral) , do . 070 silks, satins, pongees, crapes,
Crackers and fireworks ofall kinds, velvets, lutestrings, &c., do. 16 67
do. 1 04 ( N.B. The additional duty of
Cubebs, do. 2 10 so much per piece, hitherto levied
Fans (as feather fans, &c., ) do. 1 40 to be henceforth abolished) .
Furniture of all kinds, do. 0 28 Silk and cotton mixtures, silk and
Galingal , do. 0 14 woollen mixtures, and goods of
Gamboge, do. 2 78 such class, do. 4 17
Glass and glassware all kinds do. O 70 Shoes and boots, leather, satin , or
Glass beads, do. 0 70 otherwise, do. 0 28
Glue (as fish glue, &c. ,) do. 070 Sandalwood ware , do, 1 40
Grass cloth ( all kind) do. 1 40 Soy, do . 0 56
Hartall , do. 070 Silver and gold ware, do. 13 89
Ivory ware all kinds, do. 6 94 Sugar, white and brown, do. 0 35
Kittysols or paper umbrellas, do. O 70 Sugar candy of all kinds, do. 0 49
Lackered ware all kinds, do. 1 40 | Tinfoil, do. 070
Lead ( white lead ) do. 0 35 Tea, do . 3 47
Lead ( red lead) do. 0 70 Tobacco of all kinds, do. 0 28
Marble slabs, do. 0 28 Turmeric, do. 0 28
Mats ; straw , rattan ,bamboo, &c., o 28 Tortoise -shell ware, do. 13 89
812 NAVAL CHRONICLE .

dol. c . dol. c.
Trunks ( of leather, ) do. ( 28 Articles unenumerated in this tariff
Treasure (i, e. coins of all kinds ) Free to pay 5 per cent. ad valorem
Vermillion , per 100 catties 4 17

IMPORTS.
dol. c. dol. c.
Assafætida, per 100 catties 1 40 Cotton yarn and cotton thread,
Bees'wax, do, 1 40 100 catties 1 40
Betel nut 0 21 Cow bezoar, per catty 1 40
Biche de Mar, 1st quality, or Cutch , per 100 catties 0 42
black , do. 1 12 Elephants' teeth, 1st quality, whole
Ditto, 2d quality, or white, do. 028 per 100 catties 5 55
Birds' nests, 1st quality, or clean Ditto, 2d quality, broken , do. 2 78
do. 6 94 Fish maws, do. 2 10
Ditto, 2d quality, or good mid Flints, do. 0 7
dling, do. 3 47 Glass, glass ware , and chrystal
Ditto , 3d quality, or uncleaned do 0 70 ware, of all kinds, 5 per cent.
Camphor (Malay ) 1st quality, or ad valorem .
clean , per catty 1 40 Gambier, do. 0 21
Ditto, 2d quality, or refuse, do. O 70 Ginseng , 1st quality, do. 52 77
Cloves , 1st quality, or picked per Ditto, 2d quality, or refuse, do. 4 86
100 catties 2 10 Gold and silver thread , 1st quality
Ditto, 2d quality, or mother, do. 0 70 or real, per catty 0 18
Clocks, watches, spy - glasses, all Ditto, 2d quality, or imitation , do 0 4
kinds of writing-desks, dressing Gums- Benjamin, per 100 catties 1 40
boxes, cutlery, perfumery, &c. , Olibanum , do. 0 70
5 per cent., ad valorem . Myrrh , do. 070
Canvas, 30 to 40 yards long, 24 Unenumerated, 10 per cent. ad valorem
to 31 inches wide, per piece 0 70 Horses, buffaloes, and bullocks 2 78
Cochineal, per 100 catties 6 94 Horns, unicorns or rhinoceros , do.4 17
Cornelians, per 100 stones 0 70 Linen, fine, as Irish or Scotch ,
Cornelian beads, per 100 catties 13 89 20 to 30 yards long, 29 to 37
Cotton, do. 0 56 inches wide, per piece 0 70
Cotton manufactures, viz. long Coarse linens, or linen and cotton
cloths, white, 30 to 40 yds long, mixtures, silk and linen mix
30 to 36 inches wide, per piece 0 21 tures, & c., 5 per cent. , ad valorem .
Cambrics and muslins, 20 to 24 Mace, or flour of nutmeg, per 100
yards long, 41 to 46 in . wide do. O 21 catties 1 40
Grey or unbleached cottons, viz. Mother-o -pearl shells, do . 0 28
long cloths, domestics , &c. , 30 Metals, viz. :
to 40 yards long, 28 to 40 in . Copper, unmanufactured, as in
wide do. 0 14 pigs, do 1 40
Grey twilled cottons, 30 to 40 yds. Ditto , unmanufactured, as in
long, 28 to 40 inches wide do. O 14 sheets, rods, &c., do. 2 10
Chints and prints of all kinds, 24 Iron , unmanufactured , as in
to 30 yards long, 26 to 31 inches pigs, do. 0 14
wide, do 0 28 Ditto, manufactured, as in bars,
Handkerchiefs under 1 yrd square rods, &c. , do. 0 21
each cl 2.5 Lead, in pigs, or manufactured
Ditto, over 1 yard square, each 0 23 do. 0 56
Ginghams, pullicates, dyed cottons, Quicksilver, do, 4 17
velveteens, silk and cotton mix Steel, unmanufactured, do. 0 56
tures, woollen and cotton mix Tin , do. 1 40
tures, and all kinds of fancy Tin plates, do. 0 56
goods not in current consump Unenumerated metals, 10 per
tion , 5 per cent. ad valorem . cent. ad valorem .
 NAVAL CHRONICLE . 813

dol. c dol.
Nutmegs, 1st qnality , or cleaned, Seahorse teeth , do. 2 78
per 100 catties 2 78 Treasure and monies of all kinds free
Ditto, 2d quality, or uncleaned , do 1 40 Wine, beer, spirits, & c., in quart
Pepper, do. 0 56 bottles, per100 bottles 1 40
Putchuck, do. 1 04 Wine, in casks, per 100 catties 070
Rattans, do. 0 28 Woods, viz . :
Rice, paddy, and grain of all kinds, Ebony, per 100 catties 0 21
duty free. Sandalwood, do. 0 70
Rose Maloes, do. 1 40 Spanwood , do. 0 14
Saltpetre, ( to be sold only to Unenumerated woods, 10 per
government agents), do. 042 cent, ad valorem .
Sharks' fins, 1st quality, or white, Broad - cloths, Spanish siripes, ha
do. 1 40 bit-cloths, 51 to 64 inches wide
Ditto, 2d quality, or black, do. 0 70 per chang of 141 inches 0 21
Skins and furs, viz. : Long-ells, cassimeres, flannels, &
Cows and ox hides, tanned or narrow cloths of this descrip
untanned, do. 070 tion , do. 091
Sea otter skins, each 2 10 Blankets of all kinds, each 0 14
Fox skins, large, do. 0 21 Dutch camlets, per chang of 141
Ditto, small, do. 0 10 inches 0 21
Tiger, leopard, marten , do . 0 21 Camlets, do. 093
Land utter, racoon , sharks' Imitation do. , bombazetts, &c. do 0 5
skins, per 100 1 78 Bunting ( narrow ) do. 0 2
Beaver skins, do. 6 94 Unenumerated woollen goods, or
Hare, raibbt, ermine, do. 070 silk, and woollen cotton , and
Smalts , per 100 catties 5 55 woollen mixtures , &c., 5 per
Soap, do. 0 70 cent. ad valorem .
Stockfish , &c. 056 Woollen yarn , per 100 catties 4 17
Articles unenumerated in this tariff 5 per cent. ad valorem .
The above copy has been taken from that published at the British agency,
Macao, and is an exact copy with the exception of the line of cents, which
has been added for the more easy understanding of the duties. The mace at
720 taels per 1,000 dollars, is equal to 13.88 cents, and the tael to 1 dollar 39
cents ; but to avoid fractions we have assumed the value of the mace at 14
cents, and that of the tael, where less than 1 } taels, at one dollar 40 cents .
Macao, July 21 , 1843.

The information respecting the old tariff is necessarily incomplete. To the

inquiries respecting it of Sir Henry Pottinger, preliminary to the commence
ment of his labours for the reconstruction of a new tariff, the Canton merchants
consulted replied that,
“ After the most diligent enquiry we have failed in obtaining the informa
tion requisite to prepare a complete list of duties which foreigners have been in
the habit of paying to the Hong merchants on imports and exports.
The imperial tariff and the other legal charges have never been published by
authority, and not only has it been impossible to obtain authentic accounts on
the subject, but the charges have varied so much at different times (and are
believed frequently even to have differed at the same time in different hongs),
that any scale which the information before us would enable us to prepare
wouldbe exceedingly imperfect.”
And Elepoo, the Imperial Commissioner, testified generally to the same
facts :
“ We find,” says he “ upon examination of the subject, that on all goods
imported and exported by the merchants of any foreign countries, the duties to
be levied are laid down in an old already existing tariff; but the Hong mer
chants conducting foreign trade have in the process of years gradually added
814 NAVAL CHRONICLE .

charge upon charge, till they amount in some cases to several times the sum
of the tariff duties ."
The Friend of China, an English paper published at Hong Kong, had , in the
early part of the present year, the following statement professing to represent
the per centage extent on value of the “ true and imperial duties” as exacted,
and which alone should have been legally leviable.
ON EXPORTS.
Alum , about 50 per cent. | Silk nankin 4 per cent.
Camphor Silk pongees 1
Cassia 80 Sugar, soft white 20
China root 10 Sugar candy 10
Galingal 33 Tea 4
Rhubarb 13
ON IMPORTS.

On cotton yarn imported, Gold and silver thread 30 per cent.

the duty equal to about 3 per cent. Tin 12
On white long cloths 30 Copper 6
On grey & domestics 10 to 17 Broad-cloths 20
Iron, bar and rod 15 Spanish stripes 15
Lead, pig and sheet 15 Long-ells 20
Quicksilver 3 Camlets 60

That the legitimate rates of duty as here exhibited were, however, vastly
different from those exacted by the rapacity of the delegated authorities of
Canton , will be sufficiently evident, from the following memorandum of the
gross impositions actually paid as duties, as drawn up by the merchants from
data in their own possession - from their own books, in fact. The irregularity
and capriciousness of the charges are not the least remarkable features in this
mandarin - enacted tariff.

Memorandum of Duties said to have been charged during the last few years.
Woollen cloths, 25 , 254 , 26 to 23 26, 58 to 30 cents per yard.
Long ells, 1.80 dols. 2 dols. and 2:05 dols per piece,
White shirtings, No 1 , 95 cents and 1 dol. per piece.
-2, 47 cents and 50 cents per piece.
Grey do. 124 and 13 cents .
Cotton yarn, 80 cents per picul.
Chintzs, 2.50 dols. , and 2.56 dols per piece.
Cotton , mace 4 candarins per picnl.
Tea ( total duty) taels 1 , 2, 4 .

Even on tea, the standard article of trade, the exact amount chargeable as
duty under the old imperial tariff was not known to the merchants, as will
appear by the following extract from their communication to the British
envoy :
“ In the principal article of export, tea, we have generally been better able
to trace the charges than on other goods ; and with regard to this important
branch of trade, we may observe that the expense of shipping off was, only a
few years since, including duty and consoo fund, only taels 2 5 per picul , the
analysis of which charge your excellency will find stated in our letter of 13th
January. Four years since the total charge was raised to taels 5 ; last year as
high as taels 8 5 , and is now again reduced to 6 taels. From the best infor
mation we can obtain, the present charge of 6 taels is subdivided as follows :
 NAVAL CHRONICLE. 815

Paid into the hoppo's office (but we have no means of knowing what is
regular and what irregular charge.) Taels 1 9 6
Charge for difference in weight (uncertain how far regular) 12 per cent. 0 2 3
Consoo -fund 1 8 6
Difference between the weights offoreigners and teamen 100
Mending chest, coolie hire, and other Hong charges 03 0
Balance assumed to be profit of the Hong inerchants 0 6 5

Per picul Taels 600

“ From this statement it would appear that the regular imperial duty on this
article is now barely two taels, and cannot have for some years varied mate
rially ; but that the greater part of the heavy burthens laid on the trade have
been in the name of consoo charges.
The plunder perpetrated under the name and disguise of tariff dues did not
constitute moreover the sum total , nor anything approximative, of the extor
tions practised. Under the name of consoo charges, which in their origin
represented certain presents it was the custom to make to the port, custom
house and other state officers, the following additional duties were levied :
Consoo Charges in 1838 and 1841, levied by the Hong Merchants in
addition to Duty .
Tea, some years ago, consoo charge, 6 mace ; in 1838 raised to 1.4 taels.
Total charge with duty in 1836, 2.5 taels ; in 1839, 5 taels ; in 1841 , 8.5
taels ; in 1843, 6 taels.
Silk , Nankins, 7 taels per picul
Reduced to 2 taels in 1843.
Canton 2 taels.
Reduced to 1 tael in 1843.
White Shirtings 25 cents (average) per piece,
74 cents in 1843.
Grey shirtings 50 cents .
15 cents in 1843.
Long ells 50 cents per piece
25 cents in 1843 .
Woollen cloths 1 dol . per piece.
50 cents in 1843.
Cotton yarn 3 dols per picul .
Cotton (raw) 6 mace per picul.
50 cents in 1843.
Finally , the tonnage duties on the entry of shipping were in perfect keeping
with all other the system of vice-regal and mandarin fraud so long triumphant
at Canton . From a French official document containing variety of most in
teresting details on the commerce of China, as collected and transmitted to his
government by a French agent dispatched for that end, the more important
and available portion of which was presented at considerable length under this
head some months ago, it results that for a ship of 800 tons the following port
and other imposts were separately chargeable :--
Tonnage by measurement 12,596 francs
Cumsha (cousoo fund ) 11,833
Pilotage 637
Linguiso and Comprador 1,205

Total 26,271
Or say above 1,0401.
The Chinese weights and measures of value ( for internal purposes) are noticed
as follow , merely to facilitate the few calculations which may be necessary for
the comparison of the old and new tariff of duties before referred to.
816 NAVAL CHRONICLE .

The catty is reckoned at 1 1-30 lb English ; 100 catties make one pecul.
Subject to variations of exchange the Chinese denominations of value may
be thus stated :
The tael, making 10 mace, equal to about six shillings. 10 mace make 100
candarins. 100 candarina make 1,000 cash . - Herald .

THE INDIAN ARCHIPELAGO.

(Continued from p. 755. )

LOMBOK, the island next to the eastward of Bali, has latterly attained a high
standing among the countries of the Indian Archipelago, and is particularly
interesting to the British from its being frequented by a greater number of
our ships than any port in the eastern seas, with the exception of Singapore.
The island is about 250 miles in circumference ; two chains of mountains
extend along the northern and the southern coasts, between which lies an
immense plain, and abundantly watered, divided about the centre by a range
of hills of moderate elevation ; the entire plain is cultivated for rice , while the
sides of the hills and mountains produce coffee and Indian corn . Ampanam,
the principal port, is a bay situated near the centre of the west coast of the
island ; the anchorage is good during both inonsoons, but here, as at Badong,
communication with the shore is occasionally interrupted by a rolling swell
coming in from the south-west. Mataram, the capital and the residence of the
Rajah , lies three miles inland from Ampanam .
Mr. King, an English merchant, bas resided at Ampanam since the year
1832, and it is to him that the present prosperous state of the island may
chiefly be attributed, owing to the great assistance he afforded to the Rajah
during a late war, in which the latter extended his dominion over the entire
island. Mr. King received some commercial privileges, which enabled him
to maintain his ground in opposition to the Chinese and Bughis, who had for
merly the trade in their hands, and consequently, viewed him with great
jealousy. The British trade with Lombok could scarcely exist, were there not
a resident merchant at Ampanam ; vessels from our colonies, in Australia for
example, rarely bring anything but Treasury and other bills with which to
purchase their cargoes, which would be of no value at Ampanam were there
not a merchant there to negociate them . During the year previous to my
visit to Ampanam , in Her Majesty's brig Britomart, in October 1841 , 25
English ships had loaded rice at Ampanam , about one- third of which sailed
forour Australian colonies, the remainder going to the Mauritius, Singapore,
and China. Mr. King has several vessels of his own which are mostly employed
in trading with Singapore, whence heobtains articles of European manufacture,
and Chinese cash (a coin composed of copper and zinc, 600 of which are the
exchange for a Spanish dollar), these last having, by some accident, become
the current coin of Lombok. So considerable a commerce with a country of
which even the name is scarcely known in England is very gratifying, but at
the same time, it is evident that its tenure is very precarious ; for, on the depar
ture of Mr. King, should he not be succeeded by another merchant, the accom.
modation afforded by the ready exchange of bills, which has been the chief
cause of so many of our merchant ships resorting to the place must cease.
Ampanam is also visited by many native ships and prahus which load with
rice and tobacco for Singapore, Borneo, Celebes, and all the islands to the east
ward as far as New Guinea. Lombok, with Bali and Java, are indeed the
granaries of the Archipelago, being the only countries which export this ne
cessary article ; Lombok exports annually about 14,000 tons ; Bali'about half
that quantity ; Java, taking the average of ten years, exports annually 24,000
tons . The great increase
that has lately taken place in the culture of coffee
 NAVAL CHRONICLE . 817

and sugar in the latter island is, however, likely to cause a decrease in the pro
duction of rice.
Labu Hadji, a port on the east side of Lombok, was formerly much fre
quented by the traders, but since the present King became paramount, he has
made it his object to draw all the trade to Ampanam .
Ampanam being situated on the strait which is generally preferred for ships
passinginto the eastern seas by the straits east of Java, is much visited by
ships which touch there merely for refreshments, or to procure information
relating tothe rate of freights in the ports of India and China ; most of these
are light ships from the Australian colonies, that have passed through Torres
Straits. Many whale ships, chiefly American, also resort to Lombok for re
freshments, as many as 17 having been lying there at one time.
Provisions and stock are so exceedingly cheap, and of such good quality at
Lombok, that I think it probable when Port Essington settlementhas a sufficient
population to encourage the trade, that its supplies will be drawn from that
island and Bali, until able to support itself. At Timor, whence we have hither.
to received our stock, all articles not produced in the island itself, rice in par .
ticular, are generally 100 per cent. dearer than at Lombok ; indeed the Macas
sar prahus which visit this settlement can sell their rice cheaper here than at
Timor, owing to the duties imposed at the latter place. I had almost forgotten
to mention that there are no duties or port charges at Ampanam .
SUMBAWA. — This island is 150 miles long, and, like Bali and Lombok,
contains some very high mountains ; one of these, the Timboso Mountain, is
a volcano, and the country has not yet recovered the dreadful effects of an
eruption in 1815 , which killed many of the inhabitants , and by creating a
famine, obliged many of the remainder to emigrate. The Dutch have a small
establishment at Birmah, a bay near the north -east extreme of the island, which
appears to be maintained chiefly for the purpose of obtaining horses, those
from the neighbourhood of Birmah being considered the bestin the Archi
pelago, and always commandinghigh prices at Batavia. The other ports are
occupied by the natives of Celebes, with some descendents of Arabs, who have
nearly the entire trade in their hands, exporting to Singapore sapan-wood,
bees'-wax, and a few other articles.
Flores. This is the largest island of the chain which extends from Java
to Timor. The Timuri , a dark curly -haired race, commences here , and occu
pies all the islands to the eastward as far as Timor Laut. There are many
small settlements of the Bughis on the north side of the island, and Larantuca,
near the east end, is a post of the Portuguese, but these yield in point of impor
tance to Ende, an excellent harbour on the south coast, the only known one
on the south side of this chain . Ende is occupied by a large colony of Bughis,
who, besides collecting the chief produce of Flores, carry on a trade with
Sandalwood Island, to the southward. The Dutch settlement of Coepang was
formerly the mart at which their commodities were disposed of ; but the inter
course has ceased for several years, the traders now resorting to Singapore for
the purpose .
The Dutch frigate Bellona visited Ende in 1839, with the view, I have been
informed , of endeavouring to induce the Bughis there to renew their inter
course with Coepang; but if this was the case, their object has not been
attained. Sandal-wood, bees-wax, borses and a few slaves, comprise nearly
all the exports from Flores.
Cotton is produced in all the islands mentioned in this memoir, especially
Bali and Lombok ; both which islands export considerable quantities in an
unpicked state ( that is to say, before the seed has been removed ), but never
for an European market. All the samples of cotton I collected among she
islands have been disapproved of by a person well acquainted with the arıicle.
Its chief fault is the extreme tenacity with which the seed adheres to the wool.
The staple, however, is excellent, as indeed is evident from the durability of
the cloths made from it by the natives. GEORGE WINDSOR EARL. 4
ENLARGED SERIES. NO. 12.- VOL . FOR 1843 . 5 M
818 NAVAL CHRONICLE ,

BREAKWATERS. — The first section of a series of five, intended as a trial off

Brighton of Taylor's floating breakwater, is nearly completed . It is composed
of about 83 loads of American fir, strongly put together with newly invented
Marine glue and iron bolts, galvanised (also by a new invention ) to prevent the
metal oxydising, and which gives it the external appearance of silver. Its depth
in the water will be about sixteen feet, and height out of it about nine. The tim
bers will be covered with a poisonous pitchy kind of cement, which it is said the
seaworm will not penetrate, and therefore is likely to supersede the use of
copper on ship’s bottoms.

FRIENDLY RELATIONS with China.

( Extract from an official Dispatch from Sir Henry Pottinger to the
Earl of Aberdeen . )
" In the evening (says Sir Henry Pottinger) the Imperial High Commissioner
Keying came, according to his engagement, to dine with me, and after he and
his two companions had made themselves comfortable by laying aside their
mandarin caps and upper dresses, which is the custom at such parties in China,
we sat for a few minutes in the drawing -room whilst dinner was being served.
During this short period, Keying's attention was attracted to the minatures of
my family which happened to be on the table, and he desired Mr. Morrison to
explain to me that he had noson himself, and thereforewished to adopt my eldest
boy, and to know if I would allow him to come to China. To this I replied,
that the lad's education must first be attended to, but that stranger things had
happened than his seeing Keying hereafter - on which , his Excellency rejoined,
‘ very well , he is my adopted son from this day. His name (which he had
previously ascertained ) shall henceforward be Fredrick Keying Pottinger, and
until you send him to me, after he is educated, you must allow me to keep his
likeness. ' To this proposal I could make no objection , and I accordingly gave
him the picture. Immediately after his Excellency expressed a strong wish to
have Lady Pottinger's minature also — but about giving it I made some little
demur, and before the matter was either way settled dinner was announced,
and we went to table .
“ I supposed the thing would be forgotten ; but when dinner was partly over,
Keying again introduced his request—said that he would send me his wife's
likeness in return, and that he wanted my whole family to take back with him
when he went to Nankin, and eventually to show to his friends at Pekin . I felt
it was impossible to refuse this flattering request, and I had the minature
brought, and put it into his hands. He immediately rose, and placed it on his
head, which I am told , is the highest token of respect and friendship - filled a
glass of wine, held the picture in the front of his face, muttered some words in
a low voice, drank the wine, again placed the picture on his head, and then
sat down .
“ The whole of this extraordinary action was performed without apparent
reference to any one being present, and formed quite a scene. He then deli.
vered the miniature to his principal attendant, who was standing behind him
and directed him to send it home in his state chair, in which his Excellency
had come to dinner, with all his official suite. Afterwards he expressed his
deep obligation to me for the gift I had bestowed on him , and inquired through
Mr. Morrison, what present he could send to Lady Pottinger that would be
acceptable. I wished to evade giving an answer to this inquiry, and said I
should think of it, and let him know next morning; on which he asked , " What !
am I the Governor -General of the Two Kiang, and cannot get my order
obeyed ? At last to satisfy him , I told him some piece of embroidery would
be, as his gift, highly prized, and he had a memorandum made of it.
“ Soon after he proposed to sing a Tartar song , which I am told, is customary
at their convivial friendly parties—and on my saying that I should be delighted
 NAVAL CHRONICLE . 819

to hear it, he began with a very animated and loud voice. The couplets he
sung , I have since been informed , were allusive to the peace that had been
concluded between the two countries, and, likewise, to his great personal friend
ship for me—and at the close of it , he took a rich golden bracelet, made in the
form of a puzzle, with two clasped hands, off his own arm , and put it on mine.
He then explained to me that this bracelet, and its fellow , had belonged to his
father, who gave them to him when he was eleven years of age -- that he had
worn this one for upwards of forty years, and had left the other with his wife
at Pekin, and that it contained his name in the palm of one of the hands in
mystic characters, and that he had some friends in every part of China, who
would , on my producing it, receive me as his brother.
" In the course of the evening he told me that he expected to go to Pekin
in three or four years ; that he would then send for me ; that, in the mean
time, I must correspond with him , whether I remained in China or returned to
England ; that if Taoukevang (the emperor) saw me, he would give me a two
eyed peacock's feather, the highest honour' in China, and that I had gained a
great reputation and much distinction, not only in my own country, but in
every part of thisempire . After we rose from table and retired to the drawing
room again , I presented his Excellency with a handsome sword and belt, which
I had commissioned Lieut.- Col, Malcolm to bring from England, for the
purpose of sending to him , and with which he was highly pleased . He imme
diately buckled it on , and though it was a very warm night, and I begged him
to lay it aside, he sat with it on whilst he stayed, and went to his chair of state
to go home. Just before he went away he put on my shoulders his own upper
dress, which he said was made of silk that had been given by the Emperor
Kielong to his ( Keying's) father when he was Prime Minister.
“ On the evening of the 26th the whole of the troops were out, and after the
exchange of the ratifications they fired a feu de joie, and marched round, the
officers saluting the Imperial Commissioner, who seemed greatly struck with
the whole ceremony, and expressed his admiration of the appearance and
regularity of the men as to their dresses, movements, & c . We afterwards sat
down to dinner, a very large party, at which the Chinese high officers entered
with great spirit and good feeling into the conviviality. Keying himself asked
many officers to drink wine, and was asked by many, and as hisExcellency
had been complaining of a cutaneous disorder, it was hinted to him , by Mr.
Morrison's desire, that he ought to be careful : to which he answered — ' To-morrow
must take care of itself ; I am too happy to- night.' Then turning to me, he
was about to address me in a whisper, when he suddenly seemed to recollect
that I could not understand him ; on which he expressed his chagrin that he
could not tell me his secrets, and desired Mr. Morrison to explain to me, that
if he got tipsy in the joy of his heart, I must find him a bed for the night.
“ When the dinner was over Iproposed a bumper toast, with all the honours,
to ' the healths of the Queen of England and Emperor of China , and that the
peace which had that day been ratified between their Majesties might be
eternal,' — on drinking which the Chinese officers most warmly joined . I dis
covered in the course of the evening that Keying was a great proficient, or at
least amateur, in music, and whenever the band played any particular tune, he
fashioned it to some of his own native airs, and sung to it in a low voice. This
led to a proposal to his Excellency to favour the company with a song, which
he did immediately with great good humour; and as Kwang and Heinling
(assistants to the imperial commissioner) followed their chief's example, and
they all three called on different officers to sing in return , the evening passed
away most jovially and agreeably ; and we did not separate until a late hour.
Just before we did so, the commisioner and two Chinese officers gratified the
company, by playing one of their favorite games at convivial parties, by one
party rapidly throwing out his fingers while the other guesses at the numbers
they are supposed to represent, and whoever loses drinks a glass of wine, a
forfeit which they most scrupulously enforced . On one occasion , when Keying
820 NAVAL CHRONICLE .

was playing with Heinling, and the latter lost the game, he was about to have
a glass, already half full, replenished, on which Keying taunted him with
evading his proper forfeit, and called on bim to fill a bumper."

The following Extract puts us in possession of the proceedings of our Ships

on the coast of China .
Amoy, May 17, 1843.-H.M.S. Minden, Capt. Quin, sailed from Chusan on
9th May, leaving there Thalia, 42, Capt Charles Hope, (senior Officer,) Wolf,
Pelican, and Driver, st. ; Harlequin, and Childers are also attached to that
station . Chusan was healthy, but as the Chinese had commenced irrigating
the " paddy ” ground again , which had been discontinued for two years, fears
are entertained that fevers will return . While the Minden was standing in
for Amoy, under plain sail, she struck on a rock , reeled about for two or three
minutes, and then payed off into deep water again, having suffered but little
injury ; the rock is situated in the middle of the channel leading into the harbour
of Amoy .
Cambrian has left this (Amoy) for Chusan, to relieve the Thalia, she being
ordered here, in consequence of a sudden resolution of the Plenipotentiary.
Wolverine and Sapphire are here. The divers are all ready to examine the
Minden's bottom, but it is blowing too hard for them at present. To-day the
Minden is to begin to take the guns from the batteries on board. It is said
they are to be taken to Calcutta, where an iron trophy, in the shape of a monu
ment is to be cast, in commemoration of our Chinese campaign . It is to be
regretted that the Minden, being a hospital-ship, should be selected for their
conveyance; however, she has but 22 patients on board, not the average in a
28- gun ship . The American frigate Constellation has just arrived here from
Hong-Kong. The opium trade has proved a great pest, and has tended more
than anything else to cripple the Plenipotentiary's plans. The parties concern
ed try all sorts of schemes to push the trade; among others, they have hired
Americans, or vessels bearing that flag. The Minden found one at Amoy on
her arrival — the Ariel. When the American frigate arrived she attempted
to move off, but the Commodore brought her to, overhauled her, and took
possession ; it is said she is to be sent to New York. She has a large quantity
of opium and Sycee silver on board, all English property, belonging to the
house of Jardine. The reasons for her detention have not transpired. The
cholera is raging with great violence at Manila. The Agincourt has suffered
much , and was obliged to put suddenly to sea . The Constellation lost eight
men in a few hours. The Minden is very healthy, and will be at Hong-Kong
the first week in June, with 200 old iron guns on board.

THE STEAM NAVY OF FRANCE .

La Presse observes, that " it would be at present superfluous to demonstrate

the importance of a Steam Navy. Hereafter the power of a nation will be
measured by the number and the force of the steamers which can be set in
motion. Steam has changed all the laws of navigation . Neither storms nor
calms at sea oppose any obstacle to the steamer. While sailing - boats are
obliged to wait for a fair wind to enter or depart from port, to keep in deep
water, to lay to, and lose much precious time during a calm , steam -boats
 NAVAL CHRONICLE , 821

carrying with them their motive force boldly face all the dangers of the ocean ,
execute with rapidity and precision all the movements commanded of them,
bear out to sea or shave thecoast, according as one or other manœuvre isneces
sary for their object — in a word, they govern the terrible element in place of
being subject to its caprice,
" In order to second and complete the power of the steam Navy , the art of
destruction bas made for some years prodigious progress. The inventions of
Artillery have been brought to perfection, with a success almost infernal, so
that at present a Naval war can no longer be conducted by the same laws as
formerly. What part can three-deckers, immense floating citadels, which con
trary winds so frequently condemn to inaction, take against a steamer armed
with Paixhan's guns and projectiles which explode by percussion ? These pro
jectiles make a passage for themselves through the strongest timber, never burst
until they have entered the heart of the ship, but in the meantime spread so
black a smoke over the vessel,that it is impossible for the crew to provide for their
safety. Suppose a sailing- ship having to contend against a steam -boat which
can manoeuvre rapidly round her sides, throw broadsides into her most vulner
able quarter, and never seem to avoid a return. Such a contest is evidently
unequal, and the three -decker, the former conqueror at sea, must submit.
“ The problem of landing troops on an enemy's shore, so difficult under the
former Naval tactics is equally resolved by the steam Navy. The steam Navy
may steer directly towards the points reputed most inaccessible for sailingships.
It has been frequently asked, what would have been the consequence if Hoche,
when he commanded the expedition against Ireland, had this powerful resource
at his command ? England has given us the proof of whathe might have done,
when she demolished in some hours the ramparts of St Jean d'Acre, and level
led, with a handful of troops, the barriers which for centuries separated China
from the rest of the world.
“ But, we repeat, to insist upon this point is needless. Every one compre
hends that the first condition to command with authority upon the ocean is to
have an imposing steamNavy. England has been well aware of this fact, and
has, sooner than any other nation, directed her attention to the accumulation
of materials for establishing a steam Navy. She possesses several hundred
steam -boats, which traverse every sea, guard her coasts, and connect by a regu
lar service all the members of her vast body. In France we are far from being
so well prepared ; latterly, we have made an exertion torepair the lost tiine.
By a law passed in the year 1842, a supply of 34,450,000 francs was voted to
be expended in ten years in purchasing themachinery and material for arming
a certain number of steam -boats. Admiral Mackau appears at present to be
occupied in reorganizing our navy . A commission has been appointed for that
purpose, and the Prince de Joinville, who has a remarkable taste for his pro
fession, has considered it an honour to be appointed one of its members.
“ On the other hand, the Trans-atlantic steam -boats undertaken by virtue of
the law of July, 1840, by which a special supply of 28,000,000f. was voted,
are already considerably advanced. The steam -boats which are intended to
convey the mails between France and America are to be of 450 -horse power,
and may in case of war carry artillery. The vessels are constructed by Govern
ment engineers, and are the admiration of all scientific men. The machinery
has in general been furnished by private companies. The following is a cor
rect list of the machinery bespoken and the state of forwardness in which it is
at present :
"M. Cave, of Paris, has been ordered to prepare the machinery for four
steam -boats, viz. : - The Christophe Colomb, received; the Ulloa, received ; the
Darius, being fitted in dock ; the Magellan , about to be delivered. MM.
Schneider, of Creuzot, have contracted for five machines ;—The Labrador, re
ceived ; the Canada, received ; the Caraibe, being fitted in dock ; the Orinoque,
being fitted in dock ; the Albatros, about to be delivered. M. Hallette, of
Arras, three machines, viz, : — The Greenland, being fitted in dock ; the Mon
 822 NAVAL CHRONICLE .

tezuma, about to be delivered ; the Panama, in process of fabrication. The

Government foundry at Indret, two machines, viz. :—the Cacique , in process
of fabrication ; the El Dorado, ditto . Four other steam -boats of 220 -horse
power have been contracted for by MM . Pauwels and Stehelin ; they are now
ready for sea, and are named, the Espadon, the Caiman, the Phoque, and the
Elan . They are intended to connect the different ports of America .
“ One result which has been accomplished , and which is necessary to be ob
served, is the immense progress which has been made in the construction of
machinery. Not very long since the French operative was considered incapa
ble of attaining the same degree of perfection as the Englishman . Some persons
even asserted ihat the organization of a Frenchman would never suffer him to
acquire the skill of our neighbours, and that it never would be in our power to
compete with them on equal terms. These predictions have been triumphantly
refuted. The French operative has demonstrated that this species of natural
inferiority, to which it was pretended to condemu him , was an egregious false
hood. All that he required was to be supplied with good tools. Those have
been procured, and our principal foundries are now as well organized as those
of England ; and France will in future be able to construct her steam machinery
as well as she casts the cannon which arms her steam frigates.
“ The facts ascertained by the comparison of French and British steam
engines afford the most convincing demonstration. At Toulon an experiment
was made, in the presence of a commission composed of Engineers and Naval
Officers, on the comparative merits of the Labrador, of 450-horse power, whose
machinery was built at Creuzot, and the Asmodeé, provided with English en
gines of the same force . The former was decidedly superior in her speed and
in her manner of maneuvring.
“ The instructions given to the ship -builders was to construct the hulls of
the vessels in as solid a manner as possible. But it certainly was not foreseen
that this solidity should be subject to the proof which the Ulloa had to suffer.
A short distance outside the bay of Cherbourg there are some dangerous rocks,
which the most practised eye cannot always avoid. On her first sailing from
the harbour, the Ulloa, a steam frigate of 450 -horse power, ran full on one of
those rocks, her speed being at the timefrom seven to eight knots an hour.
Similar accidents had already taken place, and English vessels had been seen
to split in two on the same spot. The Ulloa suffered no damage. After she
was carefully exainined, she proceeded on her course, and having put on a
speed of ten knots an hour she joined the Christophe Colomb .
“ Oni signal having been given, a third boat of equal force (450- horse
power) , the Canada, with engines built at Creuzot, sailed from Brest in the
direction of Cherbourg . She met the Ulloa maneuvring, and, confident in
her speed, she hastened to accept her challenge ; but, she too, was exposed to
considerable danger. The pilot, not perceiving the point of the breakwater
at Cherbourgh, which was covered by a high tide, steered directly upon it, and
passed not only over the breakwater, but struck on a rock inside. The spec
tators thought she was totally destroyed, but the force with which she struck,
and her extreme speed , carried her right into the harbour at the very moment
when the guns of the port were announcing the danger.
“ The following day the three steam frigates sailed from Cherbourg towards
the English coast, having the commissioners and several Engineers on board.
The Christophe Colomb and the Canada continued close together during six
hour's sailing, at the rate of twelve knots an hour, with a fresh breeze, the
wind on the beam . Having reached the Isle of Wight in four hours and a
half, they hoisted sail on their return, and their speed was found to be 13
6-10 :hs Imots an hour. The Canada returned first to Cherbourg, after a
cruise of 13 hours ; the Christophe Colomb and the Ulloa were not long in
joining her.
“ Such results are too conclusive to require any commentary. They exceed
all that was anticipated. On their first attempt the French manufacturers
 NAVAL CHRONICLE . 823

reached the level of British perfection, and in some cases surpassed it. " We
have a right to be proud of ouir success ; we must not either forget that all the
work was completed in the time specified in the contract. The Government
Engineers have undertaken the work resolutely ; and proved that in France
nothing is impossible when we wish it.
“ According to official documents, we have 90 steam - boats, either complete
or to be finished in a few years. These 90 steam- boats will be propelled by a
force of 22,150 horse- power.
“ To those must be added 24 steam - boats employed by the Post-office repre
senting a force of 3,750 horse-power ; which forins a total of 104 ships and
25,900 horse - power ."- Times.

ON THE MARINERS' COMPASS .

Royal Observatory, Greenwich, Nov. 15th, 1843.

Sir :-In your number for the present month, pages 724, and 725 , I
find the following sentences , in reference to the correction of the dis
turbance of the compass in iron -built ships :
“ The practical directions published by Mr. Airy, although they may be of
great practical utility in any iron -built vessel that may navigate the English Chan
nel, or in fact, around the British Isles ; yet the plan he has proposed , and the
directions he has given are not applicable for distant regions . His
method therefore is, to correct the inductive magnetism of the malleable, or
cast iron fabric of the vessel by means of permanently magnetic steel bars ;
that is, to correct or cancel in one hemisphere, by a constant quantity a magne
tic agency that may vanish, or from being positive will become negative in the
other hemisphere ."
I certainly am surprised that a writer, who appears to possess consi
derable information on the subject of the mariners' compass, should thus
express himself so boldly on a matter on which it is evident that he has
not read a word , and does not possess any practical knowledge . These
are strong assertions, and I will support them .
In regard to the reading, there are only two papers published by
me which contain the investigations and proofs upon which my process
of correction is founded . The first is, a menioir in the Philosophical
Transactions for 1839. The second is , an Appendix to a large work
on iron steam -ships, & c. , published some time since by Mr. Weale ,
which Appendix was almost entirely written by me. From these two
papers I inclose verbatim the following extracts, which I request you
to print as part of this letter .
Phil. Trans. 1839 , p . 196 . (The ship to which these remarks
apply is the Rainbow .)
“ It is quite evident from this table, first, that almost the whole disturbance
of the compass is accounted for by the permanent magnetism .”
Page 202 .— “ On the whole, I conclude that the explanation of the devia
tions of the compass, by the combined powers of independent magnetism of the
ship and induced magnetism produced by terrestrial action , is perfect ; and
that there is no reason to doubt that by the introduction of antagonist magnets
and masses of soft iron, the correction may be made perfect .”
 824 NAVAL CHRONICLE .

Page 210 .-- " The Ironsides has since sailed to Pernambuco , and her com
99 have been correct (as far as general observation goes) through the voy.
passes
age.
(This vessel has since that time repeatedly made the voyage to South
America without alteration of her correcting apparatus , and I am
informed, that the compasses so fitted up have always been found correct,
in all latitudes. )

Page 211.-— " It appears from the investigations above, that the deviations
of the compass at four stations in the Rainbow , and at two stations in the
Ironsides, are undoubtedly caused by two modifications of magnetic power ;
namely, the independent magnetism of the ship, which retains ths same mag.
nitude and the same direction relatively to the ship in all positions of the
ship ; and the induced magnetism , whose force varies in magnitude and direc
tion while the ship's position is changed. It appears also that, in the instances
mentioned, the effect of the former force greatly exceeds that of the latter."
Appendix to Weale's Treatise, pages 7 and 8 ; ( the ship alluded to
is the Rainbow .)
“ Here it is evident that very nearly the whole disturbing force will be
represented by the combination of one force directed from the ship's head, and
equal to 0.80, and one force directed from the starboard side, and equal to 0 · 17 ;
and that the changes in these forces, depending on the position of the ship, are
almost insignificant. The inference from this is, that the principal part of the
disturbing force is that of permanent magnetism .”
Page 11, (in speaking of the Ironsides).- " The forces, then, which are com
pounded in any position of the ship are : terrestrial magnetism = 1.000 towards
the north ; permanent magnetism - 0.386 towards the ship's head ; per
manent magnetisin + 0.314 towards the sta oard side ; induced magnetism
M + P cos. 2 A (p. 181 ) , or 0.083 + 0.028 cos. 2 A towards the north ;
induced magnetism P sin . 2 A , or 0.028 sin . 2 A towards the east."
To this I may add that the following rule ( in the same Appendix,
page 15 ) , is intended solely for the correction of the induced magnetism ,
after that the permanent magnetism has been corrected by permanent
magnets.
“ Now place the ship with her head exactly north -east or south -west, as
shown by the shore-compass; the ship's compasses will, perhaps, be found in
error ( the error will seldom exceed three degrees). If the needle of one of the
ship's compasses point too much to the right, the box of chain must be placed
on the starboard or larboard side (it matters not which ) ; if the needle point
too much to the left, the box of chain must be placed on the fore or aft side ."
I think I have now sufficiently established my first assertion , viz.
that a writer, who states that my method is, “ to correct the inductive
magnetism of the malleable or cast iron fabric of the vessel by means
of permanently magnetic steel bars ” , has read nothing upon this
subject.
My second assertion is, that this writer has no practical acquaint
ance with the subject. In proof of this I shall only say that, if he had
once witnessed in observation the apparent caprice in the laws of dis
turbance of the magnet by an iron - built ship , he would never for a
moment have conceived that they could be explained by induced mag
ne tism. I enclose , from the paper in the Philosophical Transactions
 NAVAL CHRONICLE . 825

pages 209 and 210, a statement of the directions of principal disturb

ance in the Ironsides .
“ Another compass in the same ship (a tell-tale, or compass suspended to a
beam in the cabin ) was observed in regard to deviation only . The observa
tions were made by an incompetent person, and are not worth transcribing.
The maximum deviation was greater than that at the binnacle. But this sin
gular circumstance presented itself; that the deviation vanished when the
azimuth of the ship's head was 140 ° and 320° nearly, the maximum + error
occurring near azimuth 200°, and the maximum error near azimuth 80°.
At the binnacle compass, the deviation vanished in azimuths 40° and 220°
nearly, and its maxinium + and errors occurred in azimuths 90° and 340°
nearly. Therefore, to make the direction of the ship’s independent magnetism at
the tell-tale parallel to the magnetic meridian, it was necessary to turn the ship
100 degrees further than was necessary to effect the same for the binnacle com
pass. Or, supposing the head of the ship towards the top of the page, the
direction of the magnetic force (as acting on the marked end of the needle)
is at the binnacle, and at the tell-tale. These stations are not, if

I remember right, more than twelve feet apart. In the Rainbow , the direc

tions of the forces on the four compasses were represented by lines as

V
or all included within a small portion of the same quadrant.

To this I may add that I have in my hands a great number of re

ports on the experiments in different iron - built ships , ( some built at
Liverpool , some at Glasgow , some in the Thames ,) all of which present
the same irregularities in the direction of the principal disturbing force.
To attribute these to induced magnetism would be ludicrous.
I conclude by expressing my great regret that, in a periodical work
of so high a character, and circulated to such an extent among the per
sons most deeply interested in its contents, an opinion should have been
so lightly expressed upon a subject of such importance.
I am , &c. ,
G. B. Airy ,
To the Editor, fc . Astronomer Royal.

LOMBOK : Rice Ports.

It was formerly the custom in Canton to allow ships arriving at that
port with rice a large reduction in their harbour charge ; which regu
lation we do not find alluded to in the tariff recently agreed upon be
tween this country and China. Rice , it will be seen upon reference to
the list of articles of import into China, is not chargeable with any
duty ; and , as it may still be found a desirable article of commerce,
especially when the crops fail in China - upon which occasions consi
derable supplies have been heretofore required , and very fair profits
have been derived — we think it very possible that the following infor
mation respecting the Island of Lombok , and the method of dealing
there for rice suitable for the Chinese market , may prove acceptable to
ENLARGED SERIES . - N0 . 12.- VOL . FOR 1843 . 5 N
836 NAVAL CHRONICLE .

our readers ; the more so, because we are led to believe that many mas
ters of vessels are desired to proceed to that place for a rice cargo, who
have not had an opportunity of acquiring such information beforehand
as is necessary to facilitate their operations, and to prevent them from
incurring expenses and suffering losses; which older traders, or persons
having a previous knowledge of the place and its customs, manage to
avoid .
We are advised , that there are six or seven Bandas, agents , Chinese
and others, at Ampanam , the two principal men being Banda Baba
Java, and Banda Barode . Banda Java is the Queen's Banda, and
possesses most influence ; but from the Bandas of less consequence , rice
is often to be obtained cheaper , although they cannot procure it so
quickly . They all usually require advances of cash or goods; and it
has been found that in proportion to the advances made, the supply of
rice is expedited . Care must however be taken in such negotiations.
As regards quantity , the “ koyan ” is equal to thirty piculs of 133 lbs.
each ; but their “ dudgeons" , are about two catties and a half short of
a picul. It is, therefore, necessary to stipulate, on making a bargain,
for full piculs.
The rice is brought in in the morning by women . It is then bagged
and weighed, which should always be done in the presence of the pur
chaser. Two bags are commonly weighed at a time, and two calties on
each draft are allowed as tare. A considerable advantage will be
gained by taking the women's bags ; four such bags ( a horse load ) weigh
three piculs. When the Banda takes these, he weighs them as they
are brought in . He then starts the rice, and fills the bags to be weighed
and sent off to the purchaser, keeping the overweight which is gene
rally contained in the original bags. This weight is thus lost to the
purchaser.
With all “ cash ” to offer in exchange , rice has been bought at 18,000
cash the koyan , and at less price ; but if many ships are, or have been
loading , a greater price may be demanded . It is well to bargain that
the rice shall be put into the ships' boats ; but in this case great atten
tion should be paid to the sailors ; who will else cause some trouble by
obtaining liquor, absenting themselves , &c.
The Spanish dollar at Lombok ranges in value from 600 to 700 cash,
which is the current coin on the island . It has been struck in and sent
out from this country of late, and abundantly brought into circulation .
200 of these cash make one " attak ," and five “ attaks, ” or 1,000 cash,
one “ pukeo." The attak is equal to a Java rupee, and is generally
called so by the Bandas.
Should a ship requiring rice have no bags of her own, it will cost at
least 1,500 cash per koyan " to supply them , fill, sew -up, and convey
them to the boats.
When the payment for rice is to be made part in goods , one- third ,
perhaps two -thirds, of the value, may be accepted in goods, with the
residue in “ cash.” On all occasions bargains with the Bandas should
be made in writing. A few presents are requisite for the Queen and
and Rajahs ; two or three jars of sweetmeats, bottles of wine, a piece
of printed stuff, scissors, &c., are usually provided for this purpose. The
“ goosties", or princes, are often beggars “ of inconsiderable trifles ;'
 BOTTLE PAPERS. 827

which are given in order to keep upon good terms with them ; but they
do not obtain much of any thing.
Bamboos for duunage may be had for about 10 rupees per 100. Fire
wood is scarce ; but if the longboat be sent to Laboan Treeang, a supply
of both articles may possibly be obtained , but certainly of fire -wood
and dunnage mats .
At Sourabaya the best time to get a rice cargo is July ; the new rice
is then abundant. At Samarang it comes in about June, and rather
later at Batavia. The “ koyan is 28 piculs at Batavia, 30 piculs at
Samarang ; and it is remarked , that when a rice cargo is shipped at
the latter place , notice should be taken that the two piculs are received .
-Shipping Gazette.
[ " A MASTER MARINER ” recently trading to the islands informs us in the
Shipping Gazette, that the rice trade at Lombok is now in the hands of Mr.
Thomas King , of that place.” ']

BOTTLE PAPERS .
(Continued from p. 757. )
Maranham , Sept. 28th, 1843.
Sir . I have the honour of transmitting to you the enclosed , which I was
picked up on the 2nd of August, at the Bar of Tutoia, entrance to Parnahiba,
on the coast of Brazil, which place lies in lat. south 2° 38', long. west 41 ° 48',
and there can be no doubt that the bottle which contained ihe same, came
ashore on the day it was found, for the person who found it and delivered it
to me, said that he passed that way on the Ist, and on returning on the 2nd,
he discovered the bottle lying on the beach . Without further to add
I remain, Sir, & c.,
Alex. Thomson .
" Ship Kinnear, from Sydney New South Wales, to London, May 8th , 1813.
lat. south 8° 46' . , long . west 24° 18 '. This bottle is thrown overboard to
ascertain the course of the current, by
HENRY KELSALL, M.D.,
Surgeon, R.N.
“ Have the kindness to forward this paper to the Editor of the Nautical
Magazine, London, informing him where, and when, the bottle was picked
up.-H. K.”
[The foregoing will not fall within the limits of the chart in our March number,
being entirely in the Southern Atlantic. Its course has been about N. 71 ° W.
distance about 1100 miles.]

On the bottle paper, in our last number, thrown over from the same ship, Mr.
Kelsall has obligingly communicated the following :
9, Union Terrace, Plymouth, Nov. 141h, 1843.
SIR . — The notice of a bottle thrown overboard by me,from the Ship Kinnear,
forwarded to the Office by the Commander of the Nunez, and contained in the
Nautical Magazine for this month , with a request to forward to you the date,
when , the bottle was thrown overboard, would have been attended to before
this, but that my diary of the voyage, has unfortunately been mislaid. I can
however , from some data, which I have by me, fix the desired period hin
three or four days, viz., between the 14th and the 18th of May , 1843, I am
inclined to assign the 15th of May as the date ; so that the bottle has made
that course and distance in about 72 days.
828 BOTTLE PAPERS.

I have little doubt but that other bottle papers will be forwarded to you
hereafter, relating to the same subject, as, during the whole voyage from Sydney
round Cape Horn, homewards, I was in the habit of daily consigning to the
ocean one or more bottles ; containing each a paper, noting latitude, longitude,
and the day of the month, with a duplicate of those three important points,
written on the back of the paper ; in the event of the other side becoming obli
terated by a drop of water getting into the bottle.
During the time that the ship was surrounded by the Sargasso, or Gulfweed,
I availed myself of every bottle I could obtain, for the purpose of ascertaining
the direction, and possibly the termination of that current.
I am, Sir, &c. ,
HENRY KELSALL, M.D.,
To the Editor, &c. Surgeon R.N.,
( This is a remarkable illustration of the different prevailing currents of the
Ocean . The bottle which we call 43a appears to have been thrown overboard
in that part of the ocean between the northern edge of the equatorial current,
and the south -west edge of the Guinea current : and to have arrived at the
place where it was found from its starting point, we can suppose it to have been
carried first to the north -west, then to the north and north -east ( perhaps as far
as the Cape Verds, ) until it fell into the current, setting to the south ward and
eastward along the Coast of Africa. The totally opposite course it has taken
from bottles Nos. 43 and 44, adds considerably to the interest of it. ]

EGMOND-on -Zee - Oct. 9th : A bottle, containing a letter signed Francis

W. Crane, on board the American barque Olga, dated Sept. 10, 1843, lat. 52°
47'., long . 3° 45 ' W. , came on shore here 29th ult. - Shipping Gazette.
[ There is an evident error in the latitude here, which possibly the contri
butor to the Shipping Gazette, might correct for us. The position of Egmond
on -Zee, is in lat. 52° 38' on the coast of Holland, in the North Sea, which our
chart includes.]

We are indebted to a friendly, but unknown hand, for a file of the Newfound .
land Morning Post, in one of which we find the following :
“ We have been politely handed the following memorandum by a gentleman
who was passenger in the Hibernia at the time, and who can vouch for its
authenticity . It was found in a bottle picked up by Mr. Mich. Fowloe, a re
spectable Planter, about the middle of August, in a place called Seal's Cove,
near the Rams Islands, in Placentia Bay in this Island. The bottle was corked
and sealed. This incident may lead to some useful information relative to the
currents .
“ Royal Mail Steamer Hibernia ,' Capt. Judkins - her first voyage-Liver
pool to Halifax - Lat. 44° 18 ' N., Long. 51 ° 35' W., 105 Passengers, ' all well ',
Sunday, 30th April , 1843. Please to forward this notice to the Company in
London, and to Capt. BECHER, R.N. , Admiralty.
James LumsdEx, Glasgow.
NATHANIEL GOULD, London ,
GEORGE BLACK ."
We are thankful to the above gentlemen for their attention to keeping alive
the discussion of this subject in our pages.
The bottle appears to have taken a N.N.W. direction across a part of the
usual course of the Gulf Stream , and it would add much to the interest of the
subject if we had the direction of the wind on this, as well as other occa
sions.
 S29

NAUTICAL NOTICES .

DIRECTIONS FOR AMPANAM AND Laboan TREEANG, LOMBOK.

ENTERING Lombok Straits with adverse current, most progress may be made
by keeping the Bali side on board , and working along shore until the peak
bears west. By a stretch over then for Lombok, a ship will most likely fetch
the bay, especially if the Bali side of the Strait be left early in the morning for
the sake of the sea breeze from the south ward . With a contrary current, it is
difficult to get down on the Lombok side of the Strait, and on the Bali side
after the Peak bears to the north ward of west. Supposing a ship to have
fetched North Island, she should then keep the north shore on board, and
getting Bali peak W.N.W. , stand for the anchorage. The village of Ampa
nam will be in sight. The soundings will be 30 fathoms, 25, 20, and gradually
less to 9, 8, and 6, in the anchorage, soft ground. In the fine season , Aprilto
November , bring up within not less than half a mile of the beach . After the
middle of November a mile or more ought to be allowed to enable a ship to run
to Laboan Treeang, if need be. On appearance of bad weather, the chains
should be buoyed , and everything ready to slip .
In running for Laboan Treeang Cove from Ampanam roads, a south course
will about lead down ; but in blowing weather it is preferable to haul out S.b.
W. I W. at first, and when abreast of Tanjong Carrang, easily known by a
little conical hill near it, and about two miles and a half from Ampanam , steer
sonth, or easterly, if required , as you approach the Cove. The western side of
the entrance to the Cove is bluff, and readily distinguished , the eastern side is
low and sandy, with bamboos aud brushwood upon it. Approaching the en
trance, keep nearest to the eastern shore, as a reef runs off the other. A good
mark is, to bring the low point about S.b.E., and run in with that bearing, a high
bluff point on the east side of the Cove will be seen a little, when off the low
point, with this bearing. Haul round the east point until it bears about N.N.
W. s W. to N.W.b.N., and bring up in about ten fathoms, mud and clay, two
or not more than three cables' lengih from the beach. The water here will be
quite smooth although a great deal of swell may be in the entrance.
A reef surrounds the island with a bush or two upon it, which lies E.S.E, of
this anchorage . Of this be careful, by bringing up, asadvised , pretty close to
the beach , which is so steep to, that four fathoms will be found over a boat's
stern , when she touches the ground forward. This is the case in most parts ;
it is, however, a little shoal for about a ship's length off the eastern extreme
point. This is the best anchorage, unless it is preferred to haul the ship into
the eastern side of the Cove , which can be done safely and easily.
Having parted in Ampanam roads from two chains during a gale at north
west, a vessel hauled oui S.S.W.for a few miles, and then steered S. and S. E.
for the Cove, and anchored in 10 fathoms, mud and clay, with the following
bearings :- Low Point N.b.W. W. , West Point N.W.I N. , the little islet
E.N.E., and the high bluff on the east side of the Cove S. 1 E. In this posi
tion she rode in safety, although there was still a good deal of swell ; but
in the anchorage recommended above, say two or three ship’s lengths to the
north-east, the water was perfectly smooth .
The fishermen describe the western side of the Cove as rocky, coral, and not
good anchorage, with the exception of a bight, which is also well sheltered ; but
it is difficult there to obtain water, which is not the case on the eastern side,
there being three good wells near the huts. Firewood and bamboos may be
cut in plenty ; but any other supplies, excepting plantains and cocoa -nuts , are
scarce.
From 50 to 100 sail might be moored in the Cove to the eastward , but it is
unhealthy during the north -west monsoon . - Shipping Gazette.
830 NAUTICAL NOTICES .

New York.-Oct. 14 .--The following spar buoys were placed on the Bar of
St. Augustine, on Saturday 7th instant.
Buoy No. 1, in 5 fathoms water outside the bar . Buoy No. 2, on the bar,
7 feet low tide.' Buoy No. 3, inside the bar, 16 feet low tide. Distant 1 ]
nautical miles from each other; the whole in a range with the light-house, and
bearing nearly W.b.N.
Mark to run for the Bar - Bring the large flagstaff on St. Francis' barracks
open one oar's length to the north of the light-house.
Mariners can depend on the above, as the buoys were placed under thesuper
intendence of the collector of the port, Captain Robert Day, of U.S. revenue
cutter Crawford, and the pilot of the harbour. – New York Paper.

We have been repeatedly requested during the week , to notice the fact
that the buoy placed on the tail of the “ Knoll " near Tybee, has filled and sunk.
The pilots find it very difficult to bring vessels into our port without these
guides, and we have no doubt it will be promptly attended to . - Savannah
Republican.

The collector at New London gives notice that the Light Boat at Bartlett's
Reef, parted her moorings in the gale of the 8th Oct. and went into New
London . Due notice is promised of her return to the station . — Boston Ship .
ping List, Oct. 14.

Buoys, St. AUGUSTINE Harbour, Florida, Oct. 9th , — Navigators are informed ,
that on the7th of October, 1843, three spar buoys, with tops painted white,
were placed at the bar at the entrance of the harbour of St. Augustine, directly
in mid - channel. Vessels which from necessity may be forced to enter without
a pilot, have, when in five fathoms water, to bring the light-house to bear W.S.
W. , and steer for the first buoy, passing as near to it as possible, as it lies in
the deepest water, then run for the second buoy, and when up with it run for
the third, passing along close to both. From the third buoy the channel is
defined by a line of breakers on the north, and a sand beach on the south .
The depth of water on the bar is from seven to eight feet at low water . - Ship
ping Gazette, Nov. 3.

Cape Bonavista. — The light-house on Cape Bonavista, Newfoundland, which

has for some time been in course of erection, was to be lighted up from and
after the 11th of October, from sunset to sunrise. It is a revolving light, at
regulated intervals oftwo minutes, exhibiting alternately a red and white light,
at an elevation of 150 feet above the level of the sea. It will be visible in
every direction , seaward, to the distance, it is expected , of thirty miles, and
kept open with Spiller's Point will take vessels clear of the sunken rocks called
the Flowers, lying between the North Head of Catalina and Bird Island Cove.
Morups Tange LIGHT-HOUSE.— The Royal Swedish Marine Administration
has given notice, under date of Sept. 22 :-1. That the new light-tower near
Morups Tange, in the Cattegat, bearing lat. 56° 55' 12'' North of Ferro , long.
12° 22' 36'' of Greenwich, one league North of Falkenberg is now completed,
and provided with a lenticular apparatus, having a fixed light, which will show
a glare round the whole horizon . The tower also offers a particular mark
during the daytime, being 70 feet high, the roof and the light 95 feet above
the level of the sea , and may be seen, in clear weather, at 31 German miles
distant.Shipping Gazette, Oct. 18.
BEACON On the Rowan Rock, Algoa Bay . - A meeting has been held , and
a Committee appointed, to carry into effect a plan proposed by Sir J. Marshall,
of Her Majesty's ship Isis, for a pontoon beacon on the Rowan Rock , which
will be done forth with by private subscription . - Shipping Gazette, Oct. 28.
 NAVAL CHRONICLE . 831

Suez Passage . — The Royal Swedish Marine Administration have given

notice that in the course of the summer a wooden house of 12 ells height, 32
ells long, and 15 ells broad will be erected on the Western Hartholm , near the
Fairwater ( canal), from Argo for Carlscrona, and which house will be situated
90 ells from the Old Schanze ( fort), 14 above the level of the sea.
And also that on the East Shore, before the close of this month, two barracks,
of one story high , not painted, will be finished, together 54 ells long , 8 ells
high , and 8 ells above the level of the sea ; which edifices will be visible at a
considerable distance, between S.S.W. , and S.b.W. , according to compass.
These buildings are but temporary, and only intended to remain standing during
the erection of the fortifications, but as the time required for their building
cannot very well be ascertained, and the appearance of the Hartholm and the
country round will, as the works proceed and ultimately be finished, be mate
rially changed,so as to make its recognition difficult, the said Administration
hereby draws the attention ofmariners to the circumstance, in order to prevent
misfortunes, which might, through the altered appearance of the country,
probably occur. — Shipping Gazette, Oct. 26.

Want of Lights ON THE EAST Coast OF ENGLAND.

( From the Times. )
SIR . — The columns of the Times are always open to assist the distressed, or, to
remedy grievances. I would now appealto you to exert its powerful influence
in favour of our poor mariners. The November gales have begun, and the
coast of England is already strewed with wrecks; in the gale of the 12th ult. ,
not less than thirty vessels on the east coast alone were reported wrecked. In
the gale of the 28th a large number went on shore, and many were driven from
their anchors :—the long winter nights are fast approaching yet what has been
done towards providing Harbours of Refuge, or in placing lights in order to ren
der available the little shelter that already exists on the east coast of England !
It is well known to all in the trade between London and Shields, that the
only real harbour of refuge between the Thames and the Humber, is Harwich ;
and that Yarmouth is the only roadstead. It will be readily supposed that every
facility is provided to enable vessels in time of need to reach these friendly an
chorages. “ But alas ! what is the fact? to enter Yarmouth Roads from the
northward , by night, is next to impossible, merely for the want of a small float
ing light placed near the Sea Head in the Cockle Gatway ; and in the same
manner none but those well acquainted with the locality can venture to approach
Harwich Harbonr, by night , för want of a still smaller floating light placed near
where the present Cork Ledge or Fairway buoy stands.
Surely this betokens an apathy, or indifference to the welfare and lives of our
sailors, that is difficult to understand, and especially in the face of the evidence
before the late Shipwreck Committee of the House of Commons, where it may
be seen that the honourable Member for Wbiiby , who is also one of the Elder
Brethren of the Trinity-House, in examining a witness touching the deficiency
of lights on the east coast of England, says at Question 1545 , " Are you aware
that both the lights at the Cockle Gat, and that at the entrance to Harwich are
about to be carried into execution ? ” This occurred in May last ; six months
have elapsed since that time, the fine season has passed away, dark and dreary
November has begun, and we have no sign of life, no symptoms of those lights
being placed. Let me adjure those who have the power to remedy these
grievances, to think of the awful responsibility they incur, if with the means at
their disposal they allow another dreary season of gales and shipwreck to com
mence without doing all in their power to save the lives as well as the property
of their fellow creatures and brother seamen .-1 am , &c. ,
Shields, 1st Nov. , 1843. A Collier.
[ Since the above was written, we understand that another glaring proof of
the necessity of lighting the Cockle Gat occurred in the S.S.W.gale of the 28th
ult. , when the pilot cutter belonging to Yarmouth , with three of their most ex
 832 NAVAL CHRONICLE .

perienced pilots on board, broke adrift fronı her anchors in the roads, during the
night; they attempted to run her out to sea to the northward , as their only
means of escape, but not being able to see their way, and having nothing to
guide them , the vessel struck on the " Barber Sand,” and they gave themselves
up for lost ; providentially the cutter beat over the sands into deep water, and
was saved . If this happen to experienced pilots what must be the fate of num .
bers of our colliers when caught in a S.S. W.gale by night in Yarmouth Roads ?
Let the thriving trade of the Yarmouth wreckers answer.-Ed. N.M.]

PLAN OF HARWICH HARBOUR .

We congratulate all our sailor friends, but especially all t!: ose connected
with the shipping interest at Mistley, Manningtree, and Ipswich , on the pub
lication of a Plan of Harwich Harbour, surveyed in H.M.S. Sheurwater, Captain
Washington , by Mr. E. K. Calver, master and assistant surveyor of that ship.
This plan was drawn upon the scale of 12 inches, and is engraved on that of
eight inches, nearly, to the nautic mile ; and it is the only harbour in the
British Islands hitherto published by the Admiralty on so large a scale. This
is of peculiar value at the present moment, when it has just been unanimously
agreed upon by all parties that, if the capabilities and resources for traffic of
the Eastern Counties' Railroad are to be fully developed, its terminus must be
in the sea ; and when, consequently , many engineering questions are likely to
arise as to depth of water, best position for piers, &c.
The plan before us extends from the Cork Ledge, or Fairway Buoy, on the
east, to Dovercourt church on the west, and shews about a mile of the lower
parts of the rivers Stour and Orwell ; the channels into the harbour are dis
tinctly marked, and a new western channel well brought out; the soundings
are numerous, and expressed in feet, and the height of all the ground is given
above the level of high water. It is fully illustrated by views drawn by Mr.
C. E. Davison , of the Shearwater, and accompanied by complete sailing direc
tions engraved on it, a novel feature, we helieve, in Government charts, but
one which , we hope, will be generally adopted ; and though last, not least, the
plan is sold at the low price of 3s. , thus putting it within the reach of even
our coasters.
But while congratulating ourselves on the capabilities for shelter which
Harwich Harbour still offers (and we see in one narrow channel, close along
Landguard beach, that there is depth for a frigate even at low water springs),
yet we cannot shut our eyes to the fact that this plan reveals some remarkable
changes in the port for the worse during the last 40 years : at that period there
was a deep channel into the harbour, carrying seven fathoms of water, where
now the shingle beach is as many feet above high water mark . Then the sea
washed the foot of Landguard Fort ; now the point projects fully 500 yards
beyond. But what the land has gained on this the Suffolk shore, the sea has
more than gained on the opposite or Essex coast ; here the Beacon Cliff ex
tended far into the sea, with a breakwater of cement stone at its foot, forming
an admirable barrier against southerly gales ; but all this is changed, and the
progress of deterioration is daily going on . The cause of it is obvious, namely,
the removal of the cement stone from Felixstow Ledge and the foot of Beacon
Cliff. But is there no guardian of the harbour, we would ask ? What has
happened to the mayor and corporation of the borough, the natural conservators
of the port, that they can calmly look on and see their port—their only source
of revenue, day by day becoming of less value ?
But our space compels up to stop till we can return to this important subject ;
in the meantime we would implore those who have the power to arrest the
progress ofdestruction to exert themselves, ere too late, to preserve to our poor
sailors, and the shipping interest of the kingdom in general, the only real
harbour of refuge on the east coast of England between the Thames and the
Humber.- Essex Standard
 833

WRECKS OF British Shipping .

( Continued from p . 604 ,-cs, crew saved ; cd , crew drowned . )

VESSELS' NAMES . BELONG TO . MASTERS . FROM. TO. WRECKED . WUEN.

Active Newcastle Slade Oct. 17. cd

Adonis Whitby Brown Oct. 21. cs
Adventure 265 Newcastle Bruce London Quebec abandoned Sept. 3.
Africaine N. Shields Riddle Quebec C.St.Lwrnce Sep. 23. 20
Agnes & Barbara Sunderland Potts Guernsey London Off Nab Aug. 20 cs
Aire N. Shields Kennedy Archangel London Off Br’dsand Sep.7 .
Albion Evans Glasgow Liverpool Rhyl Oct. 28. cs
Albion 270 Newcastle founder'd off St. Abbs H. Sep. 30. cs
Alcmena Glasgow Galbraith Bombay China Ceram Nov. 17. cs
Alonzo Stockton Nov. 2.
Amphitrite Willis Lisbon R. Plate July 28. cs
Andrew Marvel Hull Chambers Hull St. John abandoned Oct.
Ann Kennez 275 Pr. Ewd. I. London Pr. Edw . I. Magdaline I. Sept. 16.
Ann Blyth Warkworth Oct. 28.
Anna McDougal N. Shields France Off Tynemth Nov.
Arkwright Liverpool Dunbriel Bahia London Rio Frncisco Aug. 6. cs
Asia Storr Rio Grande Liverpool Rhyl Oct. 28. cs
Atalanta 280 Snell picked up by a steamer Oct. 28.
Athol Noble sunk off Lowestoft Oct. 28 ,
Blossom N. Shields Fenwick foundered Off Hasbro ' Oct. 22. cs
Borneo St. John Young Liverpool St. Johns Cranberry II Sep. 18. cs
Britannia Newcastle Tate Neath London foundered Oct. 27 .
Britannia 285 Buruham In Wallet Oct. 12.
Burhampooter Cooley London Port Philip Foreness Oct. 19 .
Buoyant Sanly Kirkaldy Londondery Lewis I. Oct. 28 .
Captain Cook Aden Africa Aug.
Chr. Rawson Robson China Singapore China Sea Apr. 2. cs
Coriolanus 290 Garbutt London Quebec foundered Sep. 26.
Cygnet Stockton her papers washed on shore at Southwold Oct. 30.
Delhi Byron Calcutta Algoa B. Aug. 26.cs
Duke of Wellington Duncan Dundee Narva G. Finland Sep. I , es
Economy Newry Printholm I. Nov.
Eliza 295 Cork Wales Cork Croyd Bay Oct. 28. cs
Eliza Rowell Wakel Algoa B. Aug. 26 .
Ellen Parker sprung a leak and foundered Oct. 10.
Emerald Londonderry Moore Archangel abandoned Ballingtog Oct. 13
Emma llaywood Honduras London Off Margate Oct. 17. cs
Emperor 300 Boston Clark Blakeney Oct. 21 .
Endeavour Portsmouth Southsea C. Oct. 28.
Euphemia Wisbeach Sunderland Oct. 12.
Europe Dundee Brodie Petersburg Narya Narva Oct. 9. CS
Fairtield Westlake Ancona Pembroke Keith reef Sep. 10.
Favorite 305 Sunderland Lambert Cardiff Rotterdam Off Bude Oct. 28. cs
Fawn Caernarvon Glasgow run down Oct. 28.
Felice Marseille Malta by fire Oct. 2, CS
Frances Sunderland North Sea Oct.
Ganges Sunderland Owen Bideford Oct. 18. cs
George 310 Craig Arbroath Hull Filey Oct. 28. CS
Glenburnie Bideford Day Bridgewater Quebec St. Lawrnce July 20.
Golden Fleece Cardiff Davis Kinsale Cardiff foundered Oct. 28 .
Grace Darling Neath Berriman Milford Angle Bay Oct. 27. cs
Harmony Quin Liverpool Newry Beaumaris Nov. 3. 60
Harriet 315 Cowes Brown London Sunderland Seahain Oct. 30,
Harry Bluff Berkeley Miller seen to founder of Off Bideford Oct. 18 .
Heber Newcastle Storm Newcastle Petersburg Hogland Sep. 25. cs
Henry and Thomas Daniel Dublin Liverpool Red wharf B Oct. 12.
Hooton Dublin Melver Portinllaen Oct. 29.
Hope 320 Fishguard Vaughan Cornwall Oct. 18 .
Jane Carden Sunderland Rouen Havr e Oct. 16.
Jane Ellen Campbell Newcastle London abandoned Nov. 2. cd
James Wallis Gowrie Sunderland Rouen Havre Oct. 17 .
John Berry Grant Aberdeen London Tynemouth Aug. 12. ce
John 325 Colchester foundered Of Hasbro Oct. 22. Ce
Jobu Inneg Aberdeen Hartlepool Oct. 13.
Jubilee Sept. 9 .
Kingsbrid ge Jarvis Solcombe London Southend Oct. 27 .
Lady Falkland Dobson Liverpool St. Martha Beifast R. Aug. 7. C
Lady Stafford 331 Sturt St. Johns Labrador Pinchard I. Sep. 22. cs

ENLARGED SERIES.-- NO . 12, VOL. FOR 18 13 . 5 o

834 WRECKS OF BRITISH SHIPPING .

VESSELS' NAMES . BELONG TO . MASTERS. FROM . TO . WRECKED . WIEX .

Lapwing Frost Sunderland London Flambro' H. Sep. 10.

Lavinia Poole Doming Cardigan Oct. 29 .
Letitia Padstow Strout Newport Holland Padstow Oct. 17. CS
Libra Montrose Durie Archangel London Sunk sand Oct. 29.
Lord Durham 335 Sunderland Rouen Havre Oct. 17 .
Lucia Crickley Alzoa B. Aug. 26.
Lynx Brown Liverpool Limerick Cardigan Oct. 22.
Margaret Aberdeen Longscars Oct. 13. cs
Margaret Mollard Liverpool Alexandria Barbary C. Sep. 20.
Margaret 340 Foxton! Scarlsoro Oct. 17 .
Margaret Bristol Simmons Bridgewater Quebec Abandoned Sep. 1. es
Margaret Welington Annan ! Holyhead Oct, 29.
Marina Consitt Hartlepool London Sheringhms Oct. 28 .
MaryAnn & Isabella White Sea June
Mary 345 Taylor Sydney C.B. St. John N. Run foul of July 10. es
Mary Newquay Cardigan Oct. 28 .
Mary Hill Dordt Grangemoth Dunbar Oct. 12. cs
Maria Amelia White Aberdeen Newcastle Dunbar Oct. 12. CS!
Mary Ann Arbroath Cargill Newcastle L Strangford Abandoned Oct. 11 .
Matilda 350 Clark Hartlepool G. Finland Oct. 4. cs
Nereus Part of : her broal Side came on shore Lowestoft Nov. 4.
Norman Newport James Alicante London Bovisand Oct. 17. cs
Nile Harrington Whitehaven Dublin Off Orms H. Oct. 30.
(Eschylus Charlton Seaham London Abandoned Oct. 27 .
Packet 355 Cardigan Cardigan Oct. 29 .
Peggy and Jane Dublin Coal laden Graystone Oct. 17. es
Prince Albert Plettenbghb Aug. 24. es
Providence Boston Smithson Supposed Wrecked Stores found Oct. 21 .
Queen , st . v. Bristol Dublin Off Skromer Sep. I. CS
Rapid 360 Newcastle Booth Newcastle Petersburgh North Sea Sep. 29. es
Raven Colchester Madder Newport Southmpton C. Wales Oct. 18 .
Rebecca Sawyer Honduras N. Orleans Tortugas Aug. 23.
Regular Carter London Bombay Off Maritius July 19.
Repute Leith Liverpool E. Hoyle Oct. 14. es
Robert Morrow 365 Kirkaldy Bristol Constanople Of Algiers Sep. 19.
Roberts Gilpin Liverpool Dundalk Skerries Oct. 28. cel
Salus Sunderland, Lamb Sunderland N.Brunswck Abandoned Sep. I. cs
Sarah Yarmouth Smith Whitby (Oct. 28 .
Sarah & Eliz. London Bilinghrst Whaler Burnt by Natives May 22. es
Sarah Marks 370 Crowell St. Stephens W. Indies C. Lidges Sep. 28 .
Seagull Murr ay Algoa B. Aug. 26 .
Sedulous Exeter Potbury Mellook Oct. 18.
Shelmelere Wexford St. John NB At sea Oct. 3 .
Silistria McCowley Archangel White Sea Sep. 26. es
Sir A. Hammond London Newby Whaler Perce not stated
Sir W. Wallace 376 Cairns Petersburgh Liverpool Pentland F. Aug. 23.18
Sovereign Colin Jersey London Guernsey 270 N. CS
Success Ipswich Foundered Off Whitby Oct. 17.
Susanna Daniel Bangor London Off Kish B. Nov. 3. cs
Swallow 380 Bennet London Maydyke Yarmouth Oct. 29.
Sylph Barton Liverpool Tonning Tonning Oct. 29. cs
Sylvanus Smith Truro Mirimichi Scatarie Sep. 18. cs
Symmetry Sunderland Palam Maldon Sunderland run foul of Oct. 18.
Tartar Hull Seaton Archangel Aug. 30 .
Thistle 385 Page Yarmouth Caldy I. Off Caldy Aug. 21 .
Thos , Birden Hartlepool Oct. 13.
Transit Sunderland Cole Archangel Off N. Cape Sept. 21 .
Vigilant Kerr Marseilles Mauritius Madagascar July 5.
Wanstead London Moodie Foundered At sea Sep. 27 .
Waterlilly Sunderland Longstaf Petersburgh Seaham At Sea Aug. 8. cs!
W. Robinson 400 Petersburgh Anholt R. Sep. 15. cs

263. - The bodies of the crew floated ' p , except the boy.
272.- The crew all drowned , and boat washed on shore off Bude.
274. - The crew saved by Lotus, Watson.
285.- The crew saved by a Prussian rez -el, and most kindly treated .
288 .-- From England with coals, crew saved by Midas.
290.- The crew saved by brig Marquis of Normandy.
309,-- The crew saved under the gallant superintendence of Captain J. Williams.
327 .-- The crew saved by Emma, Zoller, abandoned lat. 47° , long. 53º.
339. — Ship surrounded by 500 Bedouin Arabs, crew saved by boat, are at Alexandria .
349.-- The crew drowned off River Bann attempting to laud from boat.
354 .-- The crew saved by Hebe, Henderson , master, in a gale of wind off Fern Islands.
468. - The crew taken off by Maid of Kent, and landed at Whitbum .
397. — The crew saved by Apollo, Walker , of Dundee.
 835

New Books .

The Life, VoyagES, AND Exploits of ADMIRAL Sir Francis Drake .-- By
John Barrow , Esq ., 1 vol. 8vo . - Murray, Albemarle Street.
For some time past we have been on the look out for the publication of this
work, and are enabled at length, before the close of the year, to call the atten
tion of our readers to a book, the perusal of which, we believe, will afford
them more than usual interest.
The life of such a man as Sir Francis Drake, whose name from childhood has
been familiar to our lips, and ears, could not well fail to afford ample materials
for an interesting volume ; but the great merit ofMr. Barrow's work consists in
having succeeded for the first time,-notwithstanding there are many published
narratives of theadventures of Drake, and among others one by Dr. Johnson , -in
bringing to light a series of Original letters of Sir Francis Drake, and of
HOWARD Earl or EFFINGIAM, the Lord High Admiral in the reign ofQueen
Elizabeth, collected chiefly at the State Paper Office from “ the almost illegible
manuscripts” -a glance - the best specimen ," of one of which (printed at
page 300,) fully corroborates the fact of their being so : we confess to us it is
“ perfect Hebrew ," In addition to these Mr. Barrow has procured much new
and curious information from manuscripts in the British Museum , and has con
sulted largely all the old chroniclers, Camden, Stow, Strype, Speed , Holinshed,
&c. , together with many rare tracts communicated by Mr. Bolton Corney, “ a
private gentleman of great literary acquirements and research .”
We shall, in this present notice, confine ourselves entirely to a few piquant
extracts from some of the original letters, which appear to have been written
chiefly during that eventful epoch in the history of our country, the attempted
“ Spanish invasion,” by the miscalled “ Invincible Armada ;" and in the next,
for the benefit of those who read no more than is set down for them ," we
propose to give a general outline of the work.
The letters are in themselves so irresistible that we hope to be excused for
thus deviating from the usual routine.
The first extract we shall quote is from a letter of the Lord High Admiral,
which gives a pretty clear insight into the general state of the finances of the
country in those days; and is certainly highly amusing.
It will be recollected that Sir Francis Drake, who took an active part in the
defeat of the Spanish Armada, had the good fortune to seize a vessel, on board
of which was one Don Pedro, together with a large amount of treasure ; a
little of which the Lord High Admiral appears to have stood somewhat in
need.
The letter is dated from the Ark in Dover road , the 27th August, 1588, and
addressed “ To my verie lovinge freinde, Mr. Secretarie Walsinghame, at the
Courte.
“ Sir, I send you heer inclosed a note of the mony that Sir F. Drake had
abourd Don Pedro. I did take now at my comyng downe 3000 pystolets, as I
told you I wold, for by Jesus I had not [three pounds] left in the worlde, and
had nor anythinge coulde geet mony in London. And I dow assur you my
plate has gone befor, but I will repay it within ten days after my comyng home ,
I pray you let her Majestie know so ; and by the Lord God of hevne I had not
on crown mor, and had it not byne meer nesesite I wold not have touched one ;
but if I had not sum to have bestoed apon snm pour and myserable men I
should have wyshed myselfe out of the worlde, Sir, let me not lyve longer
then I shall be most wylling to dow all sarvys, and to take any paynse I chan
for her Majestie's sarvys. I thynk Sir F. Drake wyll say I have lyttell rest,
day or nyght.”
The following letter from Sir Francis Drake to the Queen, recommending an
attack upon the Spaniards on their own coast , will beread with interest.
836 NEW BOOKS .

" SIR FRANCIS DRAKE TO THE QUEEN .

“ Most Graceous SOVERAIGNE ,
“ I have receaved from Mr. Secreatary som particuller notes and wiiliall a
comandment, to answere them unto your Majestie.
“ The first is that your Majestie would willyngly be satysfyed from me how
the forces nowe in Lysborne might best be dystressed .
“ Trewly this poynt is hardly to be awnswered as yeat, for tow specyall
cawses, the fyrst, for that our intelligences are as yeat uncerlayne. The second,
is the resolucyon of our owne peoyle, which I shall better understand when
I have them at sea . The last insample at Calles is not of dyvers yeat forgotten ,
for one such flying nowe, as Borrowghes dyd then , will put the wholle in
perille ffor that the enemyes strengthe is now so great gathred together and
redy to invade ;-but yf your Majestie will geve present order for our proceding
to the sea, and send to the strengthning of this fleett here, fower more of your
Majestie's good shippes, and those 16 saill of shipes with ther penaces which
ar preparing in London, then shall your Majestie stand assured , with God's
assistance, that yf the flett come out of Lysborne as long as we have vittuall
to leve withall, uppon that cost, they shall be fowght with , and I hope throwghe
the goodness of our mercyfull God , in suche sort as shall hynder his qwyett
passage into Yngland, for I assure your Majestie, I have not in my lyffe time
knowen better men and possessed with gallanter mynds than your Majestie's
people are for the most parte, which are here gathred together, vollontaryllye
to put ther hands and hartts to the fynishing of this great peice of work, wherin
we ar ail perswaded that God, the gevr of all victoryes, will in mercye lowke
uppon your most excellent Majestie, and us your power subjects, who for the
defence of your Majestie, our relygon, and natyve country, have resolutly
vowed the hassard of our lyves.
“ The advantage of tyme and place in all marciall accyons is half a victory,
which being lost is irrecoverable, wherefore, if your Majestie will comaund me
away with those shipes which ar here alredye, and the rest to follow with all
possible expedycyon ' I hold it in my power opynyon the surest and best cowrse ,
and that they bring with them vittualls suffycyent for themselves and us, to
the intent the service be not utterly lost for want thereof : Whereof I most
humbly beseche your most excellent Majestie_to have such consideracyon as
the wayghtenes of the cawse reqwyrethe. For an Ynglyshman being farre
from his country and seing a present wante of vittuall to insue, and perseaving
no beneffyett to be lowked for, but only blowes, will hardlye be browght
to staye .
“ I have order but for tow monthes vittualles begynning the 24th of Aprell,
whereof one wholl monthe may bespent before we com there, the other monthes
vittuall will be thowght, with the least to bring us back agayne ; here may the
wholl service and honor be lost for the sparing of a few crownes.
“ Towching my power opynyon how strong your Majesties fleett should be
to encounter this great force of the enemy, God increac your most excellent
Majestie's forces, both by sea and land , dayly : for this I surly thincke ther
was never any force so strong as theris now redye or makynge redye agaynst your
Majestie and trewe relygyon, but that the Lord of all strengthes is stronger and
will defend the trewth of hisword, for his owne name's sake, unto the which
God be all glory geven. Thus all humble duty, I contynewally will pray to
the Allmyghtye to blesse and give you vyctorye over all his, and your enemyes.
From Plymothe this 13th of Aprell, 1588 .
Your Majestie's most loyall,
FRANCIS DRAKE.
To the Queen's moste excellente Majestie.
We would continue further extracts of these most interesting documents, but
must necessarily defer doing so, till our limited space affords another opportu
nity ; but in the mean time, we earnestly recommend to the service at large,
 PROMOTIONS AND APPOINTMENTS . 837

and to all seafaring men , the perusal of Mr. Barrow's interesting life of that
great and extraordinary man , who in the quaint language of an old historian ,
first " ploughed a furrow round the world .”

NEW CHARTS.

( Published by the Admiralty, and Sold by R. B. Bale, 21 , Poultry .

The following interesting plans of places in the Archipelago, will concern both
the seaman and the classic scholar , to both of whom , the neatness and elegance
of their execution will make them doubly welcome.
EGINA AND METHANA . - Surveyed by Commander Graves, H.M.S. Beacon, 1839 .
Poros Island . — Surveyed by Commander Graves, H.M.S. Beacon, 1839.
Gulf of NAUPLIA . — By Captain Copeland, H.M.S. Beacon, 1832.
PortKHELI, Morea. - By Commander Graves, H.M.S. Beacon, 1839.
Icylı Bay, Morea.- By Commander S. Brock, H.M.S. Magpie, 1839.
VATIKA BAY AND Cervi Island.— By Com . S. Brock, H.M.S. Magpie, 1830 .
MENEMVASIA . - By Commader Graves, H.M.S. Beacon, 1838 .
Port Ieraka. — By Commander Graves, H.M.S. Beacon, 1838.
To the foregoing may also be added .
The HARBOURS OF GREAT Exuma.— Bahamas.— By Lieut. E. Barnett, 1837.

H.M.S. SAMARANG.—The information in our last regarding this ship, is con

firmed by recent accounts, which state that the Samarang after being eleven
days under water, was weighed on the 27th of July, and without serious
damage. She was then unstowed, the mud washed out, her inside dried , and
she was to sail from the Sarawak with three months provisions on board on the
17th of August.

PROMOTIONS AND APPOINTMENTS .

( From the Naval and Military Gazette.]
PROMOTIONS . superintend Packet Station at Falmouth
- E. Norcutt (1838) to be Governor of
COMMANDERS- E . Crouch, John Lort the Gambia – J. Bribane ( 1837 ) to Larne
Stokes. LIEUTENANTS- B . Drury ( 1848 ) to
LIEUTENANTS - C . C. Forsythe , W. Shearualer - J . Smith ( 1843 ) , R. Camp
R. Card , W. G. Deane , J. B. Ballard. bell ( 1943) , N. S. Knott ( 1838), W. F.
MASTERS-J . E. Davis, H. B. Yule . Feade (1838), and B. Young (1841) to
SURGEONS-J . O , Goodridge, D. Tho Helena- W , Morris ( 1838), F. H.Vyse,
mas , W. Robertson-R . Butler, M.D. , ( 1842) , R. McLeod (1841) to Hyacinih
C. Smith . E. Nicholls to Formidable-T . Crang to
Peterel - J , H. Crang ( 1840) to Apollo
E. Collier ( 1815) to Caledonia – J. Bull
APPOINTMENTS , ( 1843) to Sealark - Sir F. Freeling ( 1842)
to Formidable - D . H. Miller, ( 1841 ) , C.
CAPTAINS— N , Lockyer, (1815) to Alo R. Marcuard ( 1810 ) to l'estal. - R .Mc
bion -- C . Talbot, ( 1830) to Vestal. Donald (1842), J. Morshead ( 1836 ) E. F.
COMMANDERS -- T. L. Gooch (1852) to Roberts ( 1841), G. C. Adams ( 1815) , J.
Sealark - J. J. Robinson (1843) to Cale Dirom ( 1841 ), E. Little ( 1837 ) to Albion
donia—W. N , Fowell ( 1839 ) to Mohawk E. Holmes ( 1811), M. Burrows (1843),
-Sir C. Ricketts ( 1831 ) to Helena - R . H , King ( 1841) to Winchester - P. God
Wilcox (1823) to the Portsmouth Ordi . frey ( 1811) to Warspite -- A . S. Robin
nary-- J. Rains ( 1829) to San Josef, to son ( 1810) to command Tartarus – T.
838 MOVEMENTS OF THE NAVY .

Etheridge ( 1840) to Star- C.D . O'Brian Pique -- J. W. M. I. Hull , H. Ley, to

( 1830) to Voluge-G . L. Northcutt (1818) Caledonia . - G . S. Hall to Flamer - H .
St. Vincent-- C . J. F. Ewart ( 1841 ) to A. Moriarty to Queen .
C'amperdown - H . Charlton ( 1843), J. ASSISTANT SURGEONS - G.M . M'Clure
Pritchard ( 1843) Illustrious — S . F. Shore M. D. , to Albion - J, Clarke to Excellent
(1810) to Alfied - W , R , Mends ( 1835), -W . Henderson to Isis.-J. F. Henry
G. Morritt ( 1837 ) to Fox - N . l'ansittart M. D. , to Helena - H . Willan and J. Jack
( 1842) to Agincourt-J . Borlase, H. to Caledonia- L . M. Minter to Victoria
Phelps (1842 ), W. K. Hall (1841), R. and Albert.
Coote, ( 1143), H. T. Veitch ( 1843) to Masters'- ASSISTANTS - J . Paterson to
Cornwallis - J. Foote ( 1835) to Dublin- Apollo - W . Harris and A. Ford to Iris
T. J. Smith ( 1843 ) to Ferrei - H . Clarke -G . R. Wilkinson to Beacon - H . Ach
to llazard - C . A. Kane ( 1841 ) to Lilly eson and C. Cleaveland to Fox - H . P.
-J. B. Kooystra ( 1841) to Madagascar Ward to Helena - R , Simpson to Sea
-W , R. Davis (1815) to Moluwk-J . lark .
Tyssen ( 1832 ) to Montreul- C . K. Jack MIDSHIPMEN — T . McDonald , R. King
son to Syren - G . H. Hodgson ( 1812) to J. S. Josling to Iris - C . P. De Vaugh,
Wanderer - G . E. Patey ( 1813) to Wol. C. Wake , 11. Peel to Excellent - W . H.
verine - A , P'. Greene (1813 ) to Wolf. Dawson, C. Bulteel, A. F. De Horsey,
MASTERS — W . Ellis and J. , Price ( b) J. Rowley, J, P. Luce, J. Y. Yates, to
to Helenu - W . H. Pope to Sealark - H. Fox - R . H.Lambert to St. Vincent - H .
D. Burney to Stroinboli – P. B. Roberts A. Reilly to Pilot-A , Herlaise to Hya
to Aljied—W . L. Chapman to Beacon— cinth.
W. Green to Crane-D. M. Jagoe to VOLUNTEERS , First Class-0 . Buck
Duphine - V . Williams to Apollo - C . ley , J.R. Lambert, M. Pechell to Fox
George to Turlarus — T . Elson to Sb . G, P. Gourland to Sealurk - G . Viscount,
Vincent- J. Burwood to Vestal - F . W. T, K , Foord , J. D. Crea to Iris - Sir. J.
Bateman to command Nereus - S , G , J. Hamer, bart. to Helena - G . R. Kear to
Northcote to Albion . Albion—J . R. Lawrence, T. C. Mc'Dou.
Mates — C . Luckraft to Caledonia – E . gall, to Vestal.
G. Simkinson to Albion - J . Sharp to Pursers—T. Pemberthy to Sealark
Apollo - C . Glinn to Vestal- P. Gilson W. Wilkios to Helena - G , Waller to
to Helena-S. Apthorp to Hydra - W . Albion - B . Jennings , to Camperdown
Lyster to Iris - W . De Vere to Stromboli J. Mason to St. Vincent.
-T. Davies to Flamer - H . B. Everest Naval INSTRUCTOR- H . Knapp to
to Devastation - W . T. Lower to Excel. Excellent.
lent . CLERKS- C , A. Pritchard to Fox
SURGEONS_W. Graham , to Stromboli, W. Wright to Stromboli—T . Holt to Iris
-F. Sharpe to Helena - R , T. Easton to W , J. R. Hall to Warspile- E. Harrison
Seulark - W . H. B. Jones, M.D., to be to Helena-G . Shambler to Sealark.
Surgeon Superintendent of the Marion
convict- ship . - J. Tarn to Caledonia –R ,
Wylie to Isis - R . Carpenter, to Bitlern , COAST GUARD.
W. Browne, m.n., to Madagascar , E.
H. Cree to Vixen - R . A. Bankier, M.D. Appointments.- Lieut, R. A. Newman
to Iris. to Grand Redoubt ( Folkestone district.)
Second.Masters- James Beckett , to W. Lory to 24 Tower Romney.
Lightning - E . Angier to Snipe - C , F. Removals ,-Lieut. Servante to Dunny
Tappril to San Josef - C . Greig, to Albion Cove , Lieut. Fowler to West Cove , Mr.
--J . F. Patterson, and H. B. Batt , to O'Brien to Howstrand , Lieut . C. E. Tay
Apollo-T. Russell to Fox.-E. Rowe to lor to Chapman's Poole.

MOVEMENTS OF HER MAJETY'S SHIPS IN COMMISSION .

AT HOME . HYACINTH , 18, Com. F. Scott, Nov.
10th arr. at Spithead .
Hydra, st.v. Com . Murray , Nov. 3rd,
ALBION , 90 , Commissioned at Ply- leſt Plymouth for Coast of Africa.
mouth Nov. 4th, by Lieut. R. J. Macdo . MONARCH , 84 , Capt. S. Chambers,
nald . Oct , 28th paid off at Sheerness.
 BIRTHS, MARRIAGES , AND DEATAS. 839

NAUTILUS, 10, Oct. 31st arr. at Ports CONWAY , 26 , Capt. R. Fair, Sept. 17th
mouth from Cape of Good Hope, Nov, at Rio.
1st sailed for Deptford . CURACOA , 24, Capt. Sir T. Paisley,
STROM BOLI , st.v, Capt. Hon , E. Plun- Sept. 17th at Rio.
kett , Nov. 4th arr. at Plymouth from ELECTRA, 18, Com . Darley, Oct. 11th
Portsmouth on way to Cork. at Halifax from St. John's.
WARSPITE , 50 , Capt. P , Wallis, Oct. FISGARD , 42 , Capt. J. A. Duntze , 17th
31st left Spithead for Lisbon . Sept. at Rio .
PLYMOUTH . - In Port - St . Vincent, FORMIDABLE, Capt. Sir C. Sulivan ,
Victory, Excellent, Victoria and Albert, Nov. 2nd at Lisbon .
yacht. In Harbour - Helena, Sealark , GROWLER, 6 , Com . C. H. M. Buckle ,
Nautilus , Fearless, Rhadamanthus. Oct. 10th at Pernambuco .
PLYMOUTH .-In the Sound - Apollo . - Isis , 44 , Capt. Sir J. Marshall, Aug.
In Harbour - San Josef, Albion , Nereus, 16th at the Mauritius.
Linnet, Penguin , Confiance steamer. MALABAR, 74 , Capt, Sir G. Sartorius,
Oct. 29th at Gibraltar,
MAGICIENNE , 24 , Capt. Warren, Oct.
ABROAD . 14th left Malta for England.
Siren , 16 , Com . W. Smith , Aug. 14th
ALBATROSS, 16, Com , R Yorke, Oct. arr. at Kegeree Bengal from Moulmein .
at Vera Cruz. SPARTAN , 26 , Hon. Capt. Elliott, 12th
ALGERINE, 10, Lieut.-Com . T. H. Sept. Prince Edwards Island.
Mason , Aug. 23rd at Simon's Bay from Scylla, 16 , Com . R. Sharpe, Sept.
China and Singapore . 29th at Tampico.
Castor , 36 , Capt, C. Graham , Sept. THUNDE RBOLT , st v. Com . G. N.
17th at Rio . Broke , Aug, 22nd at Simon's Bay from
COCKATRICE, Sept. 17th at Rio. Port Natal.

Birtis , MARRIAGES, AND DEATHS .

Birilis. At Marylebone, W. J. Higgins, Esq . ,
At Ilfracombe, Oct, 16 , the lady of to Charlotte, daughter of the late Capt.
Capt. Hirtzel, R.N. , of a son , J. Whyte , R ,N .
At Bishop Wearmouth , Oct. 28, the At Jersey, Nov. 7 , Capt. J. B. Cragg,
1 ady of J. G. Harrison, Esq ., surgeon R.N. , to Margaret Anne, daughter of S.
R.N., of a daughter. Little , Esq. , R.N.
Marriages. Deaths.
At. Southampton, Oct. 21 , the Rev.
G. A. Booth , M.A. , to Anna Maria Go At Singapore , July 12 , J. Simpson ,
dolphin , eldest daughter of Rear- Adml , Assist.-Surgeon of H.M S. Dido .
Asycough. At Islington, Oct. 28, Lieut. C. Par
At Dovercourt, near Harwich , Lieut. bury, late of the Indian Navy.
T. Woods, R.N. , to Susanna Warner, At. Hilfield, Hants, Oct. 29 , Mrs. H.
daughter of Lieut. J. Stephen , R.N. Mason , wife of Capt . H. B. Mason , R.N.
At Plymouth , Nov. 4 , Lieut . G. L , At the Royal Naval Hospital, Stone
Norcock, to Isabella, daughter of the late house, Oct. 29 , Capt. R. Chambers, R.N.
Major Jenkins, 11th Hussars. late of the Monarch .
At St. Helena, Sept , 21 , H , Mapleton At Rochester, Nov. 1 , Capt. J. Knee
Esq . R.N. , to Mary Trent, daughter of shaw, R n .
W. H. Seale, Esq., Colonial Secretary At Bovisand, Nov. 2 , Fanny , daughter
of that island. of Lieut . Cornish , R.N. , aged 5 years .
At Freswick, Nov , 9th , J. Jeffery, In Cobourg Street, Com , Lawrence ,
Esq ., A.N. , Consulting Marine Surveyor, R.N.
to Mary Mason , youngest daughter of At Edinburgh , Nov. 8, Capt . J. Sib
Lieut. Medley, Inspector of the Coast bald , R.N.
Guard , county of Caithness. At Portsmouth , Com . Bamber, R.N.
At Stonehouse , Nov. 14 , Lieut . H. P, At Harwich , on the 1st Nov. petty
Veitch , R.N. , to Georgiana Ommaney, officer Moses Hunt, boatswain's mate, in
daughter of Capt. Lawrence, C.B., R.M. charge of the Speedwell, tender to H. M.
At Brixham , Nov. 1 , Capt. A. S. Mur. S. Blazer, an excellent and trustworthy
ray, to Elizabeth, daughter of Capt , Pol . seaman , and much regretted by his ship
kinghorne, R.N. mates ,
 840

SICKNESS AT BERMUDA. - The alarming epidemic which has for several months
prevailed in Bermuda, is at length beginning to shew symptoms of initigation. It
has been unusually severe and fatal among the European residents in the islands,
more especially so in family households , few of which have escaped without the loss
of one or more of their members.
A report had been spread that the disease was brought to the islands by one of
the Mail Steamers, this however it appears was not the case, for similar visitations
are said to have occurred periodically at intervals of from 7 to 10 years, and the
peculiar state of the atmosphere is thought to be their more probable cause . It is
remarkable that the winds have been contrary in direction to those usually prevail
ing at this season , that is from the north -east instead of the south - west .

METEOROLOGICAL REGISTER .

Kept at Croom's Hill , Greenwich , by Mr. W. Rogerson , of the Royal Observatory,

From the 21st of October to the 20th November, 1843 .
Month
.Day k
Wee
.Day

FAIRENITEIT WIND .
BAROMETER. THERMOMETER, WEATHER .
In the Shade. Quarter. Streng
Min
9AM

9 AM. ЗР.м. A.M. P.M. A.M.P.M. A.M. P.M.

In .Dec In.Dec 0 0
21 s. 29.88 29.92 51 42 52 SW W 3 qbcp 1 )(2 be
‫حویتبشمارن‬N

22 Su . 30.08 39:04 55 37 56 S S
‫ختن‬

b qbep 4)
23 M. 30.05 30.0 50 56 46 58 W W qbcp ( 1 bc
24 Tu. 29.90 29.80 54 58 48 60 SW SW bc qo
25 W 29:42 29.44 47 | 46 48 N NE or ( 1 ) 0
26 Th . 29:45 29.49 33 30 48 SW W bef bc
27 F. 29.66 29.64 46 32 SW S b qor 4 )
28 S. 29.05 29.22 43 47 42 SW SW qber ( 1 ) Obephr 3)
29 Su . 29.64 29.62 46 35 50 SW SW bc bc
30 M. 29.45 29.32 52 54 38 57 S S or ( 1 ) or (3) (4)
31 Tu . 29.40 29.40 51 45 44 56 N NE 4 or ( 1 ) ( 2) or (3) ( 4)
ODNON
NANO
NNN

1 W. 29.62 29.70 43 47 | 41 48 NE SW 0 bcf

NN

2 Th . 29.76 29.76 40 46 37 47 N NE of
‫حهدجشتبمتما‬
‫ت‬
‫ا‬
‫هن‬
‫و‬

or (4
10

3 F. 29.65 29.65 47 53 45 55 SW S O bc
4 S. 29.63 29.72 49 52 45 S S ber (1 bc
5 Su. 29.94 29.95 47 51 43 52 N NW 0 0
6 M. 22.97 29.94 49 52 41 53 SW SW or (2) 0
7 Tu . 29.68 29.70 53 55 46 56 SW W qor 2) be
8 W. 29:58 29:56 44 43 40 50 SW NW bc qbcph (3
9 Th . 29.92 29.90 33 38 31 39 NW NW b be
10 F. 29:52 29:56 42 43 32 45 S S od (2) od (3
11 S. 29.94 30.02 34 43 31 SE NE be bc
12 Su . 30:13 30.15 38 42 32 43 NE b
13 M. 30.16 30.20 29 27 42 SW NE bm bem
14 Tu . 30.15 30-11 37 38 32 39 NW N of or (3)
15 W. 30-20 30:14 31 38 30 39 S NW bf ber 4)
16 Th . 29.95 30.03 38 36 45 N N b bef
17 F. 29.90 29.76 36 46 32 48 SW SW bc or ( 4)
13 S. 29:59 29.56 42 47 40 48 SW SW b b.
19 Su . 29.66 29.82 37 34 46 SW SW b b
20 M. 29:46 29.68 48 48 42 49 SW W qor ( 1 qb
OCTOBER .-- Mean height of the Barometer 29-735 inches ; Mean temperature - 48-6
degrees ; depth of rain fallen 4.50 inches.

TO OUR FRIENDS AND CORRESPONDENTS .

Mr. Coleman's useful communication shall appear in our next.
Also that of LIEUTENANT CHURCH , R.N., on Tenerife .
LIEUTENANT Jenning's useful hints shall be duly noticed in our next .

Hunt, Printer , Carlisle -street, Maida-hill.

 811

GENERAL INDEX TO VOLUME FOR 1813 ,

ENLARGED SERIES .

ADMIRALTY , charts, Admiralty court,

A pia bay, 700. Tynewold , Bottomry, 65.
Brindisi , 700. Victoria, Salvage, 65 .
Bourbon island, 700. Wilhelmine , Salvage, 65 .
Caenarvon bar, 498 . Admiralty Orders .
Chagres port, Limon bay, 700. coins, foreign value of, 700.
Chapoo roads, 283 , comsumption of tallow , 213 ,
Douglas road , 499 . engineers uniforms, 213 .
Egina and Methana , 837 . necessaries to troops, 213 .
Gulf of Nauplia, 837 . on nosological returns, 69 ,
Gulf of Cattaro, 499 . on settling in colonies , 284.
Harbours of Great Exuma, 830 pay documents, notations ,
Harwich harbour, 832 . 573 .
Hong -kong island , 430. percussion tubes, return , 572 .
Icyli bay , 837 . records of marriages, 572 .
Lowestoft roads, 357 . sailing qualities, 700 .
Menemvasia, 831 . standard compasses, 352 .
Nassau harbour, 216 . steam logs , 213 .
North American coast, 282 . supe rnumeraries and allot
Nurse channel 700 . ments , 638.
Otranto port , 700. uniform alterations in , 573 .
Pearl Cay Lagoon, 700. Africa phenomenon , 696 .
Rirano port, 700. Age, respect to , in China, 6 ,
Poros island, 837 . Agulhas Cape Light, 698.
Portksheli , 837 . Albacore, damaged by lightning, 394 ,
Port Ieraka, 837 . Albert and Victoria Yacht, 128.
Ports in Arrafura Sea , 429 . Alicante bay, 773.
Port Vendre, 699. Almeria bay ,anchorage, 772.
Racoon cut, Bahamas , 499. time for entering, 772,
Ragged I. anchorage 499 Amalphi , town of, 520.
harbour, 499 . Amboyna, 410 .
River Cameroon, 357 . port tide, 585.
age
Salt Cay anchor , 216. Amoy channel, 73 .
Vatika bay , 837 . Ampanam , directions for, 829 .
Wax Cay cut, 700, bay, Lombok , 816,817 .
Woosung river , 283 . Anambas island3 , 75.
Admiralty court, remarks, on , 382 . Anchor old , 606 .
Anne , Salvage, 63 . Andrews, I, natives of, 30,
Dowthorpe , Pilotage, 64 . Anjer roads, 77.
Emerald , Bottomry, 64. S. Sunda, 362.
Enterprise , Bond , 54 . current coin at, 364 .
Gazelle, Wages, 64 . anchorage off, 363 .
Glasgow , Salvage, 64 . coin at , 364 .
Plymm , 64 . Ann , crew of niurdered , 252 .
Mary, Salvage 64 . ship case of, 706 .
New Holland , Boltomry , 64 . Anno Bon , anchorage , 89.
Salima , Wages, 64 . Antarctic land, 674 .
Sophie, Wages, 64 . Antigua, English harbour, 267 .
ENLARGED SERIES , NO . 12.-VOL. FOR 1843 . 5 P
812 INDEX TO VOL . FOR 1813 , ENLARGED SERIES .

Antonia, port I. Prince , 87 . Boobee, term explained , 84.

S. cape, on passing, 774 . Borneo pirates of, 759.
Antwerp, visit of Queen , 695. Bottle papers, 26 , 313, 326, 406 , 757 , 827
Appointments, 69 , 141 , 213 , 286 , 358 , table of, 181 , 245 .
430, 501 , 573 , 638, 701 , 765, 837 . chart 181 , 321 , 406, 474 ,
Archimedian , screw , 109. 531 , 623 ,
Architecture naval, improvement , 165. Bowditch's navigation remarks on , 250 .
Arecibo , port of, 705. Boys, Com, on safety beacon , 343 ,
Arru islands, 344 , 410 . Brava Pulo, 75.
Ascension, anchorage, 158. Breakwater Johnston's, 111 .
Atmosphere , currents of, 655 . Taylor's, 818.
Astronomer -royal on the mariners ' com harbours, 111 .
pass, 823 . of, Capt. Pringle , 237 .
Attak, value of, 826 . Brooks on improving Liverpool, 10 .
Auckland, approaches to, 134 , 697 , Brocklebank , Mr., memoir , 492 .
Australia , tide on coast, 586 . Brother islands , 77 .
Azimuth compass, 588. Budd island , 36.
Buffoonery , character in Japan , 233,
Bughis, character of, 753 .
settlement, 817 .
Baba Island , 413 . Bulkheads, water in st. v , 450 .
Badjer Laut people , 753 . Buoys and beacons.
Badong, port of Bali , 755 . Cherbourg roads, 36 .
Bali Island , 755 . Calmar sound , 623 .
Banca coast, 76 . Constables bank , 552 ,
Banda, port of, 411 . Port Dalrymple, 415 .
Banyan , the term , 106 . Eider channel , 415.
Banyu Wangi , Java, 755. Mouth of Ems, 347 .
Bar harbours, Mr , Calver, 595. Grenada M. Rouge , 39.
Barcelona, mole of, 774 . Harwich harbour, 265 .
Barlow on compass , 590 . Holleport channel, 415.
Barlow, Adm Sir R , memoir of, 499 . Holyhead , bell at, 210.
Barnett Capt . on rates of chronometers, Horse channel , 348 .
226 . West Hoyle Liverpool, 698.
Baromometers , remark on . 71 . Maneaters island , 366 ,
Bartlett, Mr. on Santa Cruz, Ten , 217 . At Manila, 508.
Basilan strait , 217 . Nevis fort point, 37 .
Batavia roads, 366 Race's sheal, Norfolk C. 553.
shoals off, 366 , 437 . Roman rock , 698.
town, 441 . Rowan rock , 830.
Bayfield , Capt. on chronometers, 220. Rundlestone beacon , 553 .
Beagle, voyage of, 547 . St. Augustine, at, 830.
Beaufort, Capt. on Naut. Mag. 501 . Stanford channel , 265.
Becher Com ., on Naut. Mag, 501 . Terschelling , 415.
horizon observations, 17 . Tybee bar, 830 .
Belcher, Capt . Sir E. , 110. Burying , mode of, in Japan , 235.
on deep soundings, 796 . Bush, Mr. proposed light on ridge, 264 .
Belgium pilots, 267 . safety beacon , 284 , 342 .
Bengal bay, on passages in , 145. Bushas, story of, 523.
Bermuda , sickness at , 837 ,
Berths in merchant ships, 150 .
Beverage of Chinese, 34 .
Biafra bight, 31 . Cadets in merchant ships, 153 .
Biddlecombe Mr. on loss of Mægera , 352 Caldbeck , Capt . , on Sunda str. , 361 , 437 .
Morant light, 269 . remarkson , 361 ,
Billiton and Montaru , 132.. on typhoons, 368.
Biogr. mem . Withers , Capt. T., 701 Caldera , Mindanao, 220.
Birmah b . , Sumbawa , 817 . Calver, Mr., on bar harbours, 595.
Births, 71 , 143 , 215, 287 , 359, 432,503, on collision of st. v. 731 .
575, 639, 703 , 767, 839 . Camperdown accident, 561 ,
Black , Mr. , bottle paper of, 828. Canton , climate of,
Boat, suggestions on , 647. Capsing moon , 73.
Bombay chamber of commerce , 256 , Cards in Japan , 232 .
Bonja instrument , 792 , Casuarina point, 290 ,
 INDEX TO VOL . FOR 1843 , ENLARGED SERIES . 843

Carthagena, port of, 773 , Conqueror, on loss of, 138, 341 .

Cathcart, Col. , monument of, 364 , Contoo instrument , 799 ,
Catty, weight of, 816. Convict ships hired in 1838, 110.
Celebes I. , account of, 753 . Cook's tablet, Owhyhee, 40.
Chair at R. N. school, 558. life buoy, 270 .
Chalachap , tide , 585. Copeland , loss of,364 .
Challenger, cause of wreck, 787 . Copper ore at Loango, 795 .
Chama creek , navigation of, 31 . Cornforth , Capt., on Green rock , 552 .
Chapelle rock, 48 . Cornwallis, voyage of H.M.S., 33 .
Charts, errors of, 510 . Corporal punishment in the merchant
Shipwreck Com . report on , 686 , service , 367 .
See Admiralty , Costume, tropical, 477 .
Chedooba hill , height of, 578. Courts' martial , 288 .
China , climate of, 6 . Lieut. Oldmixon , 352 .
trade regulations, 749 . Cowes, visit of Queen to, 690,
sea, typhoon in , 368. Crockatoa Pulo, remark on , 362.
war, conclusion of, 63 , 253 . Sunda , 362 .
Chinese intelligence , 49 , 252 . Crossing the line , 745.
ports, survey of, 110. Cruz I., Basilan , 217 .
early voyage of, 518. Santa, 217 ,
commissioners visit of, 634 . S. , Tenerife, anchorage at, 217 .
tariff, articles of, 808. Cubitt, Mr., his explosion at Dover, 201 .
proclamation , 764 . Currents of Pacific, 1 , 3, 5.
navigation , 36. Rennell's, 26 .
trophies, 48 . on W. African coast. , 27 , 31 .
Chin Kiang Foo , capture of, 58 . at Ascension , 160.
Christina , wreck of , 124 . in Java, 365.
Christmas I. , error, 279 . in English channel , 627 .
Chronometers , Capt. Bayfield on rating, of the ocean , prev . , 655, 733 ,
220. off the Cape, 752 .
rates of, by Capt. Barnett, Current Guinea , 27
226 . China sea, 76 .
on prices of. 353 . equatorial, 480.
Church , Lieut. , on boat building, 646. of E , I. islands , 507 .
Chusan islands, 75. off Cape of Good Hope , 505 .
directions, 434. in Celebes sea , 510 .
on passage from Macao, 433 . Custom house at Batavia, 439.
Clarence cove, F. Po, 83 . Cyclops recommissioned , 485 .
Cleostratus , wreck of, 124 . Cygnet, H.M.S. , voyages of, 763 .
Clement's sillometre, 330, 372 .
Climate of Canton , 6 .
Cockle gat, 125. Damage by lightning, 393.
want of light in , 831 . Dance, Japanese, 232.
Coepang described , 619, Daphne, Harris's conductors, 182.
ships frequenting, 618. Deaths, 71, 143 , 215, 287 , 359, 432,503 ,
Collier on Cockle gat light, 131 . 575, 640 , 703 , 767 , 839.
Collinson , Capt. , on Ningpo R. , 641 . Deep sea soundings, 796 .
Collision of steamers, 731. Defence's log, extract from , 476 .
Columbia, st, V. , loss of, 631 . topmasts, 679 .
Columbus , notice of, 587 . Denham , Capt. on improving Liverpool,
Compass, mariners', discovery , 517 , 586. 10 .
primitive European , 520 , Dent, Mr. on prices of chronometers,
boxes, 789 . 353 .
card applied , 521 . Depuch island , 58 !.
contract, 790. Despatch in travelling, 42 ,
Chinese , 518 . shipping, 576.
on purchasing, 787 . Devastations dimensions, 486 .
reputed inventor of, 520 . Devonport, visit of Queen to , 69 .
ship, com ., report 6, 686 Dice in Japan, 232.
standard , 790. Dido, affair of, at Borneo, 759 .
variation of, 211 . Dilli harbour, Portuguese poss. 620.
Concussion shells , 336 , 424 , 562 . Dip, experiment to find , 649.
Conductors, Harris's , 482 . discovery of, 587 .
Congo, entrance , 78. Directions errors in , 769.
844 INDEX TO VOL . FOR 1843, ENLARGED SERIES ,

Discipline in merchant ships, 150 . FitzRoy, Capt. his bill , 185.

American, 207. appointment of, 288 .
Dobbe, town of, 344 . Flinders, Capt. on local attr . 589 .
Dollar value of, 809 . Flores island , 817 .
sponish value of, 826 . Foo - chow - foo , 485 .
Dolphin head, Jamaica, 242 , Formidable aground, 67 , 184 .
Domar Pulo , 75 . Formosa channel , 74 .
Domingo, St. I. 94, Forster, Mr., remarks of, 435 .
Dorothy, ship case of, 201 , 271 . Frangerola point, passing, 770.
Dorothea and Trent, voyage of, 354. bay anchorage, 771 .
Dover cliff explosion , 201 . Freemantle Geogr. pos. 294.
Downie , Mr. on local attraction , 588. Friendly islands storms, 4 .
Drawing, usefulness of, 94 . Funeral, Japanese , 233 .
Dreadnought, report of, 43 .
Drew, Capt, death of, 562.
Driver, Mr. , on Rodgers anchors, 392 .
Dulce river, bar of, 83. Gage road , W. Australia, 293 .
Dundas, Capt. on hurricanes, 136. Galbraith on surveying , 774 .
Dutch discipline , 438 . Galileo , notice of, 586.
in Java, 440, Gallantry of a seaman , 18.
destruction of spice trees , 44 ) . Galong bay, China, 428.
disliked in India , 441 . Galston wreck , case of, 422.
ships at Coepang, 618 . Gaspar strait, on passing, 392.
settlement on Celebes , 753 . Geographe bay , anchorage, 290.
Duties at New Zealand, 557 . George, Mr., on finding time and lati
tude, 327 .
on Sulphur's voyage, 599.
Gibraltar, directions for, 770.
Earl, Mr., on tides of Indian Archipi. high water at, 769.
pelago, 584 . strrits beating through , 769.
Earthquakes at sea, 482 . Glue marine, Jeffery's, 465.
of West Indies , 277 . Gold , best on African coast , 30.
East India islands , 344 , 410. coast, voyage to , 25.
Economy in merchant ships, 152 . Goldsmith , Com ,, remarks of, 73.
Eight stones, note on , 100 . Gordon , Sir James, 99.
track over, 600, Gould , Mr. bottle paper of, 828.
Elmina creek navigation , 31 . Great Britain , launch of, 560 .
Ende harbour , 817 . survey, expense of, 777,
English channel , on running in , 175. Guam , hurricane season at, 6.
harbour , Antigua , 267 . Guide, loss of ship , 492 .
England, Mr. D. , ón Clark rock , 132 . Guitar in Japan , 231.
Enys , Mr., on horse power, 20. Gulf stream , notice of, 658.
Erebus and Terror, voyages of, 674 . Gunboat, drift of, 247 .
Errata in Rapers navigation, 65, 279 , Gutzlaff on Ningpo river, 642 .
425, 682 . Guayaquil , Adele bank , 133 .
in Naut. Mag . 279 . Gulf weed , notice of, 27 .
Essington , port resources of 662.
Eurydice, H.M.S. 424 .
Evans, Lieut. , R.N. , on bottle chart , 323 .
on hurricanes, 135. Haidee, case of, 421 .
Evils of merchant service , 104 , 256 , 274 . Halifax remark , 96 .
Examination at R.N. college , 72 . Hall , Capt, on Semerara and Tablas
bill for, 185 . islands, 211, 269 .
Explosion of Dover cliff, 201 . Haring islands, 510.
Harris's conductors, 482 .
on lightning, 393 , 455, 534 , 009 ,
Falcon rock, 100. 666, 739.
Fernando Po, 83, 158. Mr., on magnetism , 594 .
Fishbourne, Com. , on Afr. coast , 83 , 158. efficiency of his conductors, 798 .
- on bottle chart , 624 . Hartwell reef, loss on , 492.
Fishermen dislike of Dutch , 441 . Harwich, MS charts of, 402.
FitzRoy , Capt , bill remarks on , 227 . Capt. Washington on , 338
his bill suggestions on , 206 , harbour buoys in , 265.
257 , 274. tide gauge at, 40.
 INDEX TO VOL . FOR 1843, ENLARGED SERIES . 845

Harwich harbour plan of, 832 , Jack , anecdotes of, 709 ,

Hay , Com. , on hurricanes, 306, Jackson , Mr. on mer. dist, 607 .
Health in ships , 156. Jamaica, rambles in , 238.
Health , on preserving, 472. Japan , notes on , 89. 230,
Heaps , buoy of, letter from , 469 . Java, on relinquishing, 440.
Hebrides, incorrect charts of, 774. Javanese , character of, 363 .
points in , 720 . Jeans, Mr. on Becher's horizon, 67 .
Heights on expressing in maps, 775. Jeffreys marine glue , 465.
Helfer, Dr. on Seelongs of Mergui , 8. Jews in Jamaica, 801 .
High water at Harwich , 41 , Jib sheet bay , 242.
Hills on expressing in maps , 775 . John Canoe festival, 801 .
Hillya , Rear.Adm . bell, 572 . St. river, Africa, 78.
Holdsworth , Mr. on ships , 450. and Anne wreck of, 124 .
Holyhead , bell at, 210. Johnston, Mr. , breakwater, 111 ,
Honduras, coast, 78. Jones, Capt, death of, 562.
Hong kong , trade to, 562 . Junk trade, China, 429 .
Horsburgh's charts , note on , 75 .
error of, 217
Horton , Lieut. affair at Borneo , 759 . Kelsall , Mr. bottle papers of, 827 .
Huggins, Mr. painting of, 213 . Kelvin , anecdote of, 18.
Hunter, Capt . on Pacific ocean , 1 , Keying, Chinese Com . 818 .
Hurricanes, 135. Ki islands, 346, 410.
Hurricanes of Indian ocean , 3 . Kissa Islands, 412 .
Pacific ocean , 3 . Klampis, tide at, 585.
in Eastern seas, 145. Kroumen, character of, 29.
of Atlantic, 276 .
on use of, 296 .
at Canton , 369 . Labu Hadji , port, 817 .
lines on , 425. Laird , Mr., on eastern hydrography, 35 .
how to make use of, 644. Larcom , Capt. , on Irish maps, 776 .
Huttman's Nemesis, 346. Large , Mr., on sillometre, 330 .
Hyacinth , H.M.S. remarks of, 73 . Lax's navigation , 329.
Hydrography, Africa, S.W. coast , 77 . Lawrance , Mr. , on Honduras, 78 .
western ,Goldcoast Laws, defective on shipping, 382 .
29 .
Leeming point, danger of, 365.
Arracan coast, 577 , Level of the sea , 46 .
Australian , western , 289 . Life boat at Madras, 371 .
Basilan strait , 217 . of Great Britain , 427 .
Batavia roads, 366 . Liſe buoy, Cook's, 270 .
China sea , 697 . Lightning , on damage by, 393, 455, 534,
Chinese coast, 641 , 704 . 609, 666 , 739 , 806 .
navigation , 36 , Light-houses and Vessels.
Dantzic harbour, 268. Alicante harbour, 37 .
E. I. islands, 217 , 363 , Agulhas Cape , 699 .
507 . Bombay floating, 208.
Eastern seas, 35, 73 . Bonavista, 830 .
Hong-kong, 73 . Cape of Good Hope, 699.
Honduras coast , 78. Carvoiero, 759 ,
Maranham harbour, 268. Cronburgh , 759 .
New Zealand , 134 , 697 . Dantzic harbour, 268 .
Pacific ocean , 1. Delaware floating , 135.
Paternosters, 36. Europa point, 418.
Samboango resources, 217 . False point, Hooghly, 209.
Santa Cruz, Tenerife , Falsterbo, 132 , 632 , 759 .
217 , 551 . Galloper, 758,
Sunda strait, 361 . Gottenburg, 135 .
Tenerife, 217 . Heyst, W. Flanders, 37.
Hooghly mouth , 209.
Kullen , Sweden , 416 .
Indian Archipelago , 618,816. Little Ross I , 38.
Insurance , marine effects of, 807 . Lundy Island, 37 .
Irish survey, contour maps, 776 . Middleburgh ,off, 758.
Iron in ships, 590. Morant Point, Jamaica , 269.
ships magnetism , 725. Morups Tange , 830.
846 INDEX TO VOL . FOR 1843, ENLARGED SERIES ,

Light-houses and Vessels, continued. Longitudes, continued .

Naples , 480. Swan River. 448.
New Diep , 416 . S. W. Cape, 448.
Newport R. I. 135. Victoria R. , 449 .
Neustadt, Lubeck G , 38, 132 . Looboo wood , mark for Loango , 720.
Plum island , 38 . Lucea harbours , notes on , 240 , 242.
Promontore, Adriatic, 479 . Lumsden , Mr., bottle paper of, 828.
Ramsgate , 553.
Riga, proposed , 132 .
Sandy Hook , 38.
Shipwash , 553 ,
St. John's Newfoundland , 698. Macao, climate of, 6 .
Swartklubbens Aland , 39 . to Chusan passage , 433 .
Terikugen Scheldt, 758. Macassar strait, 391 .
Tobago Scarborough B. 267 . settlement of, 754 .
Vessel at New London , 830. Mace, Chinese coin , value of, 813 .
Workington harbour, 268. Madeira, tide at, 585 .
on changes in , 180. rollers west of, 26 .
Lines, retrospection , 272, on passing , 26.
Liverpool , port on improving, 10. Mægera, loss of, 350. 1
wreck of, 124. Magnet, names of, 593.
Living, mode of in Batavia, 443 . discovery , 593.
Lizard , H.M.S. loss of, 622, Magnetic expedition, 673.
Lloyd's surveyors , 221 , 271 . experiments , 648.
Local attraction , 88 , 174, 428, 588, 763. Majesty, the Queen, excursion , 688.
considered , 785. Malaga , directions for, 770.
Log, different kinds of, 372 . Malenda bay , 795 .
Lombok island , 816. Man of war bay, St. Thomas, 89 .
rice ports of, 825 . Maneaters ' I , beacon , 366 .
Longitudes determined by Mr. Raper. Maxton's tide guage , 216.
Adele I. , 448. Marquesas islands, 484,
Astrolabe creek , 719 . Maranham coast directions, 268.
Bahia Honda, B. islands, Marine glue, account of, 465 .
718. Insurance, effects of, 809.
C. Leveque, 449 . Surveying , 789.
Cloudy bay, 719 . Mariner master, letter of, 259 .
Campbell C. , 719. Mariners' compass, 517 , 586, 647 , 722 ,
Cardon I , 721 . 784 .
C. Otway , 447 . Mr, Airy on , 823 .
Coepang, 449 . Marriages, 71 , 143 , 215 , 287 , 359, 430 .
C. Soult, 720. 503, 575, 640, 703 , 767 , 839 .
C. Upstart, 459 . Marriage, in Japan , 89.
C. Weymouth, 449 . Martaban gulf, hurricanes in , 146.
Entry I., 719. Mate, duties of, 260.
Glenelg , 448. Mavis wreck of, 125 .
Hobarton , 447 . Master, ship duties of, 103 .
Howe I. 720 . Masters of British Ships, 44 .
K. George's sound , 448. McKenzie Com , case of, 207.
Kings I. 447. McKergo, on NW . passage , 756.
Lizard I. 449 . Menado, settlement of, 754 .
Magnetic ) . 726 . Merchant seamen , See FitzRoy's bill ,
Mount Adolphus, 442 . Merchant service, 102 , 148, 256 , 259 .
Norfolk I. 720 , remarks on , 382 , 390,
Paramatta, 446 . 420.
Panama, 720 . Meridian distances , 607 .
Port Arthur, 448. Mermaid steamer, 413 .
Port Philip, 448 . Meteorological Register, 72 , 144 , 216 ,
Port Western , 447 . 288 , 360 , 432 , 504, 576.640, 704 , 768,
Pt. Jackson , 446 . 840
Pt. Essington , 449 . Mexicano on FitzRoy's bill , 227 ,
Red I. , 448 . Midgley, Capt . , on voyage to Gold
Snares , N. Z. , 720 . Coast, 25 .
Southern , P., 720. Mids in merchant ships, 151 .
Stephens, P., 718 . Milky sea , 512 , 514 .
 INDEX TO VOL . FOR 1813, ENLARGED SERIES. 817

Miller, Capt. on hurricanes, 145, 614 . Owen's anchorage, W. Austr. , 293 .

on passages, 145 , Owhyhee, visit to, 40.
on Horsburgh's charts , Basilan,
217 .
Mindanao coast, part , 219.
Modern works on navigation , 250, 329 . Pacific ocean , on passages in , 1
Modeste, remarks of, 435 . currents in , 660 .
Monsoon of Pacific , 1 . Palma Canaries , 267 ,
E. limit of S, W. , 5. Parker, Sir W.despatches of, 51 .
China, 75 . Passages on making to eastward in Pa
in Java sea , 76. cific, 1 .
Montego bay and town , 241. on making from Africa , 32 .
Moro game in Japan , 232 . performed from London , 68.
Morocco coast , notice , 757 . on making in B. Bengal, 145.
Mourning in Japan , 234 , to Cape by steam , 162 .
Mundy, Capt . R , on Loango, 793 . on making to Ascension , 162 .
Muscular power of seamen , 601 , short, 302.
Music in Japan , 231 . on making by Anjer, 361 ,
Myalism , African rite, 13 , from Am . to Engl. 479 .
Macao to Chusan , 433 .
Paternosters, 36 .
Paul , St. I. position , 506 .
Naiad , wreck of, 125 . Paracels, China sea , 75.
Nanking, capture of, 254 . Paumbun pass , 551 .
Naturaliste cape , 291 . Paoushan , capture of, 51 .
Natunas, islands, north of, 75. Payne's wood patent , 627 .
Nautical Magazine, 501 . wood preserving , 414 .
Notices, 130, 208, 347 , 415, 549, Peak of Tenerife, on finding height, 347 .
632 , 697 , 757 , 829 . Pegasus, loss of, 628 .
Rambles, 13 , 93 , 238, 530, 708, inquest on , 608 .
798, Penelope , H.M.S. 285, 568.
Naval architecture, improvement in , 165. Phlegethon steamer, 47 .
despatch , 485. Pilot boat off Orinoco, 416 ,
school founded , 486 . Belgium , 266 .
Navassa I. note on , 93 , 97 . Pilotage dues, 45 .
Navigation , modern works on , 250, 329 . Pirates of Borneo , 759 .
Navy, Royal , in commission , 564 . Pitcairn island , 40.
ships proceedings, 820. Plymouth , visit of Queen to , 691 .
movements of, 70, 142 , 214 , 286, Polar south land, 674.
359, 430, 503 , 574 , 639 , 702, 767 , Portland roads, visit of Queen, 690,
838. Porto Rico, 705.
Negroes, state of, in Jamaica , 712. Portuguese ships at Coepang, 618.
wit, 522 . possessions, 618,620.
Nemesis, sketch of, Chinese, 346 . Potato, presesved , 41 , 216 , 280 , 504,
Neptune's visit, 601 . 637 ,
Nevis I. 94 . Pottinger, Sir H. maniſestos, 49 .
New Zealand , weather table, 555. and Keying, 818.
Wellington , 682 . P'raya Port, water at , 243 .
Ningpo river, directions for, 641 . Prince I , on making, 86 .
Nerbudda, crew of murdered , 252. Princess, birth of, 347 ,
North-west passage , 755. Prince's straight, Sunday , 362 .
Norton, Capt. concussion shells, 336, Pringle, Capt.proposed breakwater, 237 .
424 , 562 . Proclamation , Chinese, 764 .
Novelty steam ship , 107 . Progress, wreck of, 125 .
Promotions, 69 , 141 , 213 , 216 , 359 , 430 ,
503 , 573 , 638 , 765, 838 .
Provisions in merchant ships, 106 .
Obiism , African rite of, 13 . Punishment in mer , service , 157 , 367 .
Obsequies, funeral in Japan , 236 .
Ockseu island , 74 .
Omoa harbour, 79.
Orinoco, pilot boat, 416. Quadrilles, sailing directions, 428,
Ostend , visit of the Queen, 694 . Queen , H.M. excursion of, 688.
Otaheite, account of, 483. visit of, to Scotland , 213.
 INDEX TO VOL . FOR 1843, ENLARGED SERIES .
818
Rocks and Shoals , continued ,
Rangong harbour, 620. Samboangan shoal off, 509.
Raper's navigation , errata of, 65, 279, Satellite , 581.
425, 682. Slasher reef, Australia , 549 .
Longitudes, 446 , 718. Sybille , Basilan str , 218.
Redfield , Mr. on ocean currents, 655. Thwart -the-way reef, 364 .
Reets, on navigating , 244 . Tryal , 392,
Refuge harbours, report on , 685. Vigias of Atlantic E. 273 .
Regulations for Chinese trade, 749 . Wasp reef, Tobago and Trin .,
Reliance , loss of, 170, 341 . 481 ,
s eurrent
Repoell'
Renn rt of Shipwrec , 26k .Committee , 683. Rodger's Anchors, 392 , 681 .
re Rollers Midgley's , 130 .
on sillomet , 330. at Ascension , 159 .
Richard Webb ship , loss of, 534 . Ross, Capt. Sir John on a shoal, 270,
Rice ports of Lombok , 825. on bottle chart, 321 .
Rice exportation of, 814 . J. on deep soundings, 471 .
Ridge on light on , 264 . on currents , 753 .
Rio Grande, Brazil, 131 . James , expedition of, 673 .
Rocks and Shoa
Adel
ls .
e bank, Guayaquil , 132 . Rottenest island, appearance , 289,
ic , strait d , 758. directions, 292 .
Balt
Banca off Olan, wreck in , 758. Rotti island , 620.
ia roads,ank Round Down Cliff, explosion , 201 .
Batav
Bennet sandb 366 Phil,
. I , 417 . Rum , on curing , 149 ,
Billit on , shoal off, 132 . Rupee of Java,value of, 26 .
Champion , Australia , 293 . Ryde, visit of Queen to, 689 .
Ryder , Lieut , on surveying, 791 .
Chapelle, 48.
Chusan , Archipelago, 435 .
Clark , Atlantic , 132.
Cyrus shoal, S. Macassar , 130 .
Dickinson reef, Pacific, 132 . Saddle island , 75 .
Disney shoal off Vavao, 482 . Safety beacon , Bush's, 284 .
Dispatch , C. G. Hope , 698. boats in ships , 157 .
Salvage , suggestions on , 119.
Duck , Rott . I. 292 . Samarang , H.M.S. 110 , 756, 837
Eagle,
Favorite reef,icPacifi
Atlant , 39 . c, 134. Samboangan , Ann at, 706 ,
Tryal, 393 . supplies , 507 , 217 .
Fisherman , Australia , 292. Strait, 217 .
Sandwich islands , account of, 483 .
Golconda reef, 35. Sandalwood island , 533.
ic
Hunter, Atlant
Green seas,. 417 .
bank , E., 522 Santa Cruz, 217 .
School, R.N. , foundation of, 486 .
11 ° 51' N.,417.
In lat, Mindoro, lon . 121 ° 30' Scoresby , Capt. on Compass, 590 .
Scott, Capt . on Christmas I. 279 .
E. , 35. Scurvy in merchant ships , 148.
Madereef,
Lad ira , Chin a S.
rollers 69726.
near, . Scylla protected from lightning, 797 .
- Malabar bank , Azores , 482 . Seamen anecdotes of, 709 .
management of, 715.
Merope shoal, Mindoro , 418.
Minto breakers , Macassar st. 131 , Seelongs of Mergui, 8.
Sermattans I , 413 .
391 . Naturaliste reef, W. Aust. 292 , Semarara Islands, 211 ,
erroneous position , 509.
Off Ambolon , 508. Serwatty Islands , 412 .
Off Haring
Off St. Johns nds , es
islaCeleb 36.Sea, 36 . Shanghae , capture of, 51 .
Off Santa Cruz I. Basilan st. , 35. Shells, Norton's , 336 .
Oscar bank, Baltic, 551 . Ships , Holdsworth on , 450.
Shipmasters' association , 129 .
Panakatan reef, 35, 508. suggestions on , 119.
Pehr Sons shoal, 270
Planet shoal , Bengal , 554 . Shippo , 704 .
Quillemaine , shoals of, 552. Ships damaged by lightning , 393 .
Rambler , W. Australia , 291 . Shipowner , duties of, 104 ,
Shipwreck Committee, on , 201 .
Rawson shoal , 757 . notice of, 632 .
Roman , 698 . report , 683.
, Mozlia,
shoalAustra
Roeserreef,
Rov ambiqu 292e. , 267 . Shipwrecked Fishermen's society , 198 ,
 INDEX TO VOL . FOR 1843 , ENLARGED SERIES .

Shortland, Lieut. at Wellington , 682 . Three- fingered Jack , history of, 11.
Sillometre, Clement's, 331 , 373 . Twart-the - way , reef off, 364 .
Slavery at Timor, 619 . Tides of Chusan islands , 436 ,
in Jamaica , 711 . remarks on , 655.
Slave trade, 696 . at Falkland islands, 558 .
Sleepwalking, instance of, 524. of Indian Archipelago, 581 .
Smith , Capt . , on Rodger's anchor, 681 . Tide-guage at Harwich , 40 .
Smithett, Capt. , on Rodger's anchor, 681 . Maxton's, 216 .
Solomon, Archipelago, monsoon at, 4 . Tiger island, 305.
Solway steamer, loss of, 350. Timeball at Kingston island , 481 .
Somers, mutiny of, 207 . at Valparaiso, 768.
Soundings , deep , by Capt. Ross, 471 . Timor island, 618 .
deep -sea, 796 . Timuri , a race of islanders ,817,
Sourabaya , resources of, 534 , Tinlinkan harbour, 428 .
rice of, 827 . Tobago light, 267.
Southampton , visit of Queen, 689 . Topmasts of Defence, 679 .
Spain , hydr. notes on coast of, 769 . Tornadoes on African coast, 31 .
Sprattley island , 697. Torres straits , 133 .
Spice trees destroyed annually , 441 . Trades extent, 506 .
Stanford channel, 262 Transports hired in 1838 , 110.
Steads passage , Torres straits, 133. Treport, visit of Queen , 692 .
Steam boats suggestions for fitting, 630. Treaty, Chinese , 636.
engines power of, 20. ratification of, 818 .
thermometer, 381 . Trident steamer , 41 .
vessels, French , 42. Trigonometrical surveying , 774 .
navy of France, 820. Trinity house, on constitution of, 469.
power in war, 803 . Triton Bank China sea, 75.
Stevenson , Mr. retirement of, 184 , Trophies, Chinese, 48.
Steratus on loss of steam vessels , 762 . Tropical climates, on health in , 472 .
Stinginess, negro contempt of, 523 . Tucker, Com . on African H. 77 .
Stokes, Capt. navigating reefs , 244 . Typhoon in Canton river, 1841 , 368 .
Storms of E, Atlantic, 276 . of 1842, Canton , 306 , 369.
Stowage, statistics of, 116 . Typhus fever, prevalence, 43.
Stroom rock , Sunda strait, 364 .
Sullivan, Capt , on merchant service , 390 .
Sulphur's voyage, 599 , 744 . Valencia, roadstead good, 773 .
Sumatra , coast tide on , 584 . Valparaiso, time ball at, 768.
scenery, 365 . Vanguard , paid off, 608.
Sumbawa island , 817 . Variation , charts, 588.
Sunda strait, 361 , 437 . mag. , discovered , 587 .
tide in , 365 . magnetic, 211, 410.
Surveying, Galbraith on , 774 . Velocity, ship’s, mode ofmeasuring, 372 .
Sussex , Duke, death of, 348, Vestal, localattraction , 428 .
Supplies at Batavia , 438, 445 . Victor, loss of, 352 .
Swan river, coast near, 289 . Victoria and Albert, 128, 425 , 544 , 628 .
Syllometre, Clement's, 331 , 373 . channel , depth in , 633 ,
Vidal, Capt . , on Eight Stones, 100 ,
Tables, Amsterdam ells 500 .
Chinese covids , 563 . Wages of merchant seamen , 157 .
Chinese changs, 605. Walker, Mr., on bottle chart, 474 .
Dresden feet, 357 . on wrecks at sea , 462.
Nassau feet, 115. on Defence's topmast, 679 .
Wurtemberg feet, 212 . on the mariners ' compass , 516 ,
Zante feet, 66 . 586, 647 , 722 , 784 .
Tablas hills , appearance , 269. Wanderer, passage to Chusan , 433 .
Taichow city , 704 . Washington, Capt. , on Cockle Gat , 125 .
Tangier bay, anchorage, 770. on loss of Conqueror, 138 .
Tariff, Chinese , articles, 808. on Stanford channel, 262 ,
Temperature of deep sea, 796 . on Harwich , 338.
of the sea on banks, 659. on sillometre , 372.
Tetuan bay, anchorage, 770. Water at Ascension, 159
Thermometer, submarine, 381, at Batavia, prices, 445 .
Thomas St., 1., Africa W. , 87 . Carthagenia , 774 .
ENL ARGED SERIES .- No . 12 , -- VOL . FOR 1843.
850 INDEX TO VOL . FOR 1813, ENLARGED SERIES ,

Water at Loango, 794 . Wimshunt, Mr. on the Novelty, 107 ,

at Malaga , 770. Wishart, Capt , on shoals, 132.
at P. Praya, 243. Withers , Capt. T. Biog . memoir of, 701
Watering on coast of Morocco , 757 . Wood Payne's preserving , 414 ,
Weather of Pacific ocean , 1 . Patent Payne's, 627 .
on coast of New Guinea , 3 . Wool , on packing it, 154 .
of China, 6 . Wool cargoes , 606 .
on coast of Africa , 31 . Woolwich return of Queen , 695 ,
on Honduras , C. 82. Woosung , capture of, 51 .
Weed , gulf, 27 , Wrecks at sea, 462 .
Whale, drift of, 246 . causes of, 196 .
Whaling grounds , Australian , 290 . of British shipping, causes , 121 .
Whewell, Prof, on magnetism , 595. records of, 196 ,
White , Lieut. on coast of Spain , 769 . British shipping, 200, 604 , 833 ,
Whitington , on Underwriters, 419. tables of, 123 , 199 , 349 .
Wickham , Capt. on Depuch island , 581 ,
Wilkes, Capt, land of, 675,
William Cape , 510 ,
Williams , Capt. on E. hydrography, 392. Yacht, Royal, 128, 425 , 514.
- voyage of, 505 . Yang -tse -kiang, survey, 554 .
Winds on voyage to India , 506. Yung- kiang, or Ning-po river, 641 .

NEW BOOKS .
Naval Club ; or Reminiscences of Ser.
Chronicles of the Careworn , 283.
Closing events of the Chinese War, 569, vice , 68 .
633 . On Thunderstorms ; their nature, 494 .
Emigrants' Hand - Book of Facts, 283 , Practical Navigation and Astronomy,
Elements of Plane and Spherical Trigo 282 ,
nometry, 57 ) .
Shipowners' Directory , 571 ,
Life, Voyages, and Exploits of Admiral
Sir Francis Drake, 835. The Pastor Chief, 494,
Trigonometry , Plane and Spherical , 493 .
Masterman Ready, 356. Treatise on Arithmetic , in Theory and
Practice , 571 .
Narrative of the Expedition to China
from the commencement of the War Voyage of H.M.S. Sulphur, 356 ,
to the present period, 68. Voyage to the North Pole, 495.
Narrative of a Voyage round the World , Voyage of Discovery towards the North
280. Pole, 353 ,
VVV

DEATHS OF COMMISSIONED AND OTHER OFFICERS .

His Royal Highness the Duke of Sussex, 343 .

ADMIRALS , CAPTAINS ,

Alexander, F , 287 Beatty , V. 143 ,

Barlow , Sir R. K.C.B. , 503 . Bennett, C , 639.
Coghill, Rear Admiral, Sir J. C. 431 . Burnaby, G. A. 360 .
Evans , Vice- Admiral , 71. Foulerton, T. 71 .
Henniker, Rear-Adml . Hon . M. J. 503 , Hobson , W. 287 .
Hillyer, Rear -Adml. Sir J. K.C.H. , K.C.B. , Jones , J. 575.
575 . Mitchell, N. 71 .
Lawford , Sir J. K.C.B. , 71. Riddle , W. 143 .
Shepherd , Vice- Admiral J. K. 575. Roberts, W. G. 767 .
Vansittart , Vice -Admiral H. 431 . Shallard, W. 767 ,
 INDEX TO YOL . FOR 1813 , ENLARGED SERIES. 851

COMMANDERS. MIDSHIPMEN.

Bush , 71 . Aldridge , J. C , 503 .

Cleaveland, R. F. 767 . De Courcy, W. B. 71 .
Kean , J. 143. Ellison, J. K , 143 .
Pemberton , H. C. 431 , Keys , D. 503 ,
Smith , A. 287 .
Villiers , Hon . A. 575.
LIEUTENANTS .
SURGEONS .
Bennett, 503 .
Biffin , E. 443 . Alison , Dr. C. 503 .
Boyan, R. L. 43 . Boyd, Dr. R. S. 503 ,
Cruse , T. 503. Corry, M. 71 ,
Dolling, W. B. 503 , Rae, J , 360 .
Evans , J. 287 . Turner, W. 575 .
Hamilton, J. 143 . Williams, F. W , 503 ,
Harvey, 71 .
Lawson, W. 143 .
Mott, 767 . PURSERB .
Noble , E. M. 431 .
Russel, J. 215. Copland, J. 287 .
Young, E , 71 . Ellis, G. A. 143 .
Giles , T. 287 .
Scott, E. 360 .
MASTER . Wiseman , W. 143 ,
Woodman , T. 143 ,
Cole , G. 71 . Young, T. 143 ,

LIST OF PLATES,

DIRECTIONS TO THE BINDER .

Plan of the Proposed Improvements in the Port of Liverpool to Face page 10

The Bottle Chart 181

LIST OF ENGRAVINGS ON WOOD.

Sections of Fixed Breakwater, page 114 Ancient Anchor page 606

Sections of Round -Down ,Cliff 205 Magnetic Diagrams 652
Proposed Floating Breakwater 237 Plan of the Port of Arecibo 705
The Nemesis Steamer 316 Ships, to illustrate local attraction 722
Promontore Light-house 480 Diagrams in Marine Surveying 792
Chair at the Royal Naval School 559 Looboo Woori - Loango 791
Plans for Bar Harbours 596 , 597 , 598
 ERRATA .
Page 36, line 3 from foot, for “ West Passage” , read “ East Passage."
41 , line 16 from foot, for " declination " read " right ascension ."
79, line 23 from foot, for 79° 57 ' 54'!" read " 87° 57 ' 54''."
80, line 12 from foot, for " lit" read " lighted . "
104, line 24 from foot, for “ dictorial" read " dictatorial,"
106, line 14 from foot dele " tmpt.”
130, Nautical Notices, second paragraph, line 7, for " month " read " year."
130, line 7 from foot, for « Terinoel " read “ Temoel. "
131 , line 11 from foot, for “ lat. 8° 10 ' W." read “lat. 8° 10 N."
134, line 11 from foot, dele “ (mag.)" .
217, line 18 for " Church Tower on with a Cupola bearing W.S.W." read " Church
Tower with Cupola to bear W.N.W.”
217, line 22 for " N.N.W." read " N.N.E."
281 , line 1 from foot, for “ Horsburgh'a ” read “ Horsburgh's ."
367, line 28 from foot, for " seamen " read “ seaman ."
522, line 13 for " Melurda " read " Melinda "
552, line 8 for " scud" read “ sand."
585, line 1 for “ for" read “ 24. "
588, line 19 for " Gillebrand Gresham " read “ Gresham Professor."
599, line 17 from foot, for " J. W.Beechey" read “ F. W. Beechey."
606, line 18 from foot, for “ with " read " with ."
607 , line 4 for " rotton " réad “ rotten ."
625, line 28 for “ elucidated "read “ elicited."
673, line 9 reinove the comma to after " it. "
698, line 6 for “ toberably " read “ tolerably."
700, line 9 for " Exhuma " read “ Exuma,
736, line 15 from foot for “ atmostpheric " read " atmospheric."

London :-Hunt, Printer, Carlisle -street.

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